JPS595959B2 - Test method for continuous multi-frequency variable point detector - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for testing a continuously variable frequency point detector.

It is known to obtain multiple signals on a vehicle by passing a vehicle with a variable frequency point detector over a ground element consisting of solenoids and capacitors having different resonant frequencies.

However, the types of signals that known multi-frequency variable point detectors can distinguish and receive are about 6 to 8 signals at most, from the viewpoint of preventing malfunction and the relationship with surrounding conditions such as the frequency of the track circuit current. Therefore, the number of information that can be transmitted is also the same. Therefore, as a method for increasing the number of signal types even further, a continuous multi-frequency point detection method can be considered.

In other words, two or more ground elements are arranged consecutively at a specific interval, forming one set, and signals are continuously received from the plurality of ground elements using a multi-frequency variable point detector. This is a method to obtain even more information by inputting the resulting combination of consecutive multi-signals to the on-board logic circuit. According to this method, for example, if two ground transducers, each capable of discriminating and transmitting four types of signals, are installed consecutively as a set, the information obtained onboard the train can be changed by changing the combination. There are a maximum of 4 x 4-16 types,
Each can distinguish and transmit six types of signals.

If two beacons are installed consecutively as a set, the amount of information that can be obtained onboard the train reaches a maximum of 6 x 6 - 36 types.

The above-described continuously variable frequency point detection system will be explained in more detail with reference to FIG. In FIG. 1, two beacons are installed with a distance of 1 apart in order to transmit one piece of information, and the signals that can be transmitted between one beacon and an onboard element are A. An example is shown in which there are three types, B and C.

A vehicle 1 equipped with a continuously variable frequency point detector travels along a trajectory 2 in the order of points P, Q, and R, and near point U, it passes two beacons 3 and 4 installed at a distance of 1 apart. By passing through, B is received as a leading signal and A is received as a trailing signal. As a result, information on the combination "A.B" can be obtained. Furthermore, by passing two ground switches 5 and 6 installed at a distance of 1 in the vicinity of point V, the vehicle 1 receives C as a front signal and "A" as a rear signal, and receives "A" as a rear signal. , C.A'' combination information is obtained. However, even with this method, erroneous information may be received in the following cases. (1) When a signal from one of the beacons cannot be received due to equipment failure, for example, when signal B from the beacon 3 between points P and U is not received, the vehicle receives signal A as the preceding signal. , since the signal C is received as the subsequent signal, the error information of the combination "A.C" directly above is received.

(2) When the vehicle backs up after receiving the front signal, for example, when the vehicle stops near the point and backs up after receiving signal C,
The vehicle receives the front signal C, and then when it backs up, it receives the C signal again as the rear signal, so the vehicle receives erroneous information about the combination "C.C". .

(3) When a multi-frequency variable point detector receives a disturbance such as a strong surge near an on-board device, this may cause the frequency to change abnormally and receive an erroneous signal. In such a state, if an erroneous signal is received as the previous signal, for example, if the erroneous signal is received before point P, signal B, which should be received as the previous signal, will be received as the subsequent signal near point U. Therefore, erroneous information will be received on the vehicle. Due to the above reasons, when erroneous information is received on the vehicle, the erroneous information is information that should impose greater restrictions on the driving conditions of the vehicle than the signal originally received, such as a stop command. There is relatively little problem if the information is a warning of danger, but in the opposite case, for example, if the information you should have received is a signal warning of danger, you should continue driving. If you receive such information, there is a risk of causing a serious accident.

However, the difficulties inherent in multi-frequency detection methods such as those described above are
The distance traveled by the vehicle after receiving the previous information on the vehicle is integrated using a known speed generator, etc., and when the distance traveled becomes the same as the distance between ground lights, only the signal is input. This can be avoided by providing a mechanism for preventing erroneous information reception by receiving it as a late signal.

An example of such a mechanism for preventing reception of erroneous information will be briefly explained with reference to FIG. 1b while referring to FIG. 1a.

In FIG. 1b, 11 is a front signal selector made of a known vertical electric device.

When the front signal received by the continuously variable frequency point detector on the vehicle is input to the front signal selector 11, the front signal selector 11 issues an operation start command to the relay 121 constituting the distance detector 12. Given. On the other hand, the previous signal received by the previous signal selector is also given to the previous signal holding relay 13, which is a known relay, and is stored therein. The reception freeze command a is given to the front signal selector 11 by the operation of the relay 121, and then information that the vehicle has traveled a predetermined distance is sent to the distance detector 12.
The input side of the preceding signal selector 11 is cut off until the signal is received. The distance detector 12 is supplied with an output from a known pulse type speed generator TG. It has a built-in vehicle travel distance detection mechanism 122 that detects the vehicle travel distance by integrating pulses proportional to the vehicle travel distance. The distance detection mechanism 122 becomes operational, receives the output from the speed generator TG, and integrates the distance traveled by the vehicle. When the vehicle travels a distance 1 between consecutively installed ground elements after the start of integration, a gate command consisting of a short signal is input to a pre-signal holding relay 13 and a circuit opening/closing relay 14 consisting of known relays. The front signal holding relay 13 stores and holds the front signal output from the front signal selector 11, but due to the gate command from the vehicle travel distance detection mechanism 122,
The previous signal holding relay 13 is activated and outputs the stored previous signal to the known logic circuit 15. All the signals received on the vehicle are input to the circuit switching relay 14, but the circuit switching relay 14 is connected to the distance detection mechanism 122.
Since the circuit is configured to operate only in response to a signal input simultaneously with the gate command from This is only the signal input simultaneously with the gate command from the detection mechanism 122. The logic circuit 15 is configured to operate only when receiving the output of the previous signal holding relay 13 and the output of the circuit switching relay 14 at the same time. In such a configuration, as shown in FIG. It is assumed that the vehicle 1 equipped with the multi-frequency variable point detector is moving in the direction of the arrow by transmitting signals B and A, and signals C and A from the ground transducers 5 and 6, respectively.

At the point when the vehicle 1 passes the berm 3, the multi-frequency variable point detector receives the B signal. The B signal is the previous signal selector 11
and to the circuit switching relay 14. The B signal input to the front signal selector 11 is inputted to the front signal holding relay 13 via this, and this signal is stored internally and the relay 121 forming the distance detector 12 is activated.
By giving a command to freeze the previous signal input to the front signal selector 11 and disconnecting the input side, the signal input to the front signal selector 11 after receiving the B signal is frozen and erased, and the circuit switching relay 14 is also It does not output unless there is a gate command from the distance detection mechanism 122 of the detector 12. Therefore, after receiving the B signal on the vehicle, all received signals are sent to the front signal selector 11 until the vehicle actually travels interval 1, as will be described later. and circuit switching relay 1
It is transmitted up to 4, but it is not transmitted after that and is deleted.

At the same time, upon receiving the front signal B, the distance detecting mechanism 122 becomes operational, and upon receiving the output from the speed generator TG, the distance detecting mechanism 122 starts integrating the distance traveled by the vehicle after receiving the B signal. After receiving the B signal, when the vehicle 1 travels l, the distance detection mechanism 122 detects it and gives a gate command to the front signal hold relay 13 and the circuit opening/closing relay 14, and causes the front signal hold relay 13 to record the pupil. The B signal that is being displayed is given to the logic circuit 15. On the other hand, if the vehicle is normal,
At the time when the vehicle has traveled l after receiving the signal, the multi-frequency type point detector is on the beacon 4, and the A signal from the beacon 4 is
It is applied to the circuit switching relay 14. Circuit switching relay 14
is activated by simultaneously receiving from the distance detection mechanism 122 a gate command indicating that the vehicle has traveled one distance after receiving the B signal, and the above-mentioned A signal, and outputs the A signal to the logic circuit 15, thereby causing the logic Circuit 15 is activated. If the A signal is not input to the circuit switching relay 14 when the distance detection mechanism 122 detects a predetermined traveling distance of the vehicle, and if the A signal is input to the circuit switching relay 14, the distance detection mechanism 122 If the gate command is not input to the circuit switching relay 14, the logic circuit 15 does not operate for the reason described above. It has been explained above that some continuously variable frequency point detectors are equipped with a false information reception prevention mechanism and others are not.The present invention provides a preferred test method for both types of continuously variable frequency point detectors. This is what we are trying to provide.

BACKGROUND ART Conventionally, a test method is known in which a single frequency variable point detector is tested under the same conditions as when the vehicle is being driven without actually driving the vehicle.

As a test method for a multi-frequency point detector based on the same concept as the known single-frequency point detector, the method shown in FIG. 2 can be considered. In FIG. 2, 1 indicates a vehicle.
The vehicle 1 is provided with a multi-frequency variable point detector (hereinafter referred to as a "point detector") consisting of a receiver 21 and an onboard element 22. A multi-frequency point detector tester 26 is placed opposite the onboard child 22 and directly below it. Above tester 2
6 is solenoid 2 with the same performance as in the actual ground coil.
3, capacitors Ca and Cc are connected in parallel. By operating the frequency selector switch 24, one of the capacitors Ca, Cb and Cc with different capacities is selected, and the selected capacitor and the solenoid 23 select one of the capacitors having different capacitances. generates the same resonant frequency as in a certain ground element. The switch 25 is set to a time shorter than the shortest response time on the vehicle, that is, even shorter than the time the vehicle travels at the expected maximum speed and passes through the response range of the ground element. It is set to close the circuit for a certain amount of time. The same resonant frequency as the signal of the corresponding ground element is generated in the solenoid 23 during the time when the switch 25 is closed, and is received by the onboard element 22. However, with such a conceivable tester, it is difficult to sufficiently confirm whether or not the function of the continuous multi-frequency variable point detector is normal. This is because the above-mentioned tester only allows the on-board vehicle to receive only the front signal or the rear signal under conditions that are slightly more severe than when the vehicle is running at maximum speed. Furthermore, in the multi-frequency point detector equipped with the above-mentioned erroneous information reception prevention mechanism, even if the train onboard receives continuous signals from the ground transducer, it does not necessarily mean that correct information has been received. . This type of point detector is tested in all conditions up to the maximum speed of the vehicle. It must be possible to test all combined signals, but the tester described above
It is impossible to expect this. The present inventor investigated the reception state of a multi-frequency variable point detector in order to find out what conditions this type of tester should have.

The results will be explained with reference to FIGS. 3 and 4. In Fig. 3, the front signal ground element 3 and the rear signal ground element 4 are each installed with a center distance of 10 m, and the length of both the ground element 3 and 4 in the vehicle traveling direction is 1 m.
The length of the onboard child 22 in the vehicle traveling direction is 1 m, and when the ground child and the onboard child overlap each other, even a portion of the onboard child is overlapping each other, the onboard child enters the response range and detects the point detector on the car. Assume that the period changes.

In such a case, the onboard coil 22 will respond within the response range W-X with the ground coil 3.
The point at which the center of the onboard shear 22 is 1 m in front of the center of the beacon 3 is when the center of the onboard shear 22 is 1 m in front of the center of the beacon 3. The receiver is in a state where it can receive the previous signal B only after the response time has elapsed. Also, the position where the center of the onboard lower shear 22 exits the response range W-X and the point detector stops rotating is a point
It is. However, the reason why the receiver stops receiving the previous signal from that point is because the vertical electric device that has detected the reception state of the signal has completed the operation to notify the non-reception state of the previous signal B. (hereinafter, this time will be referred to as "return time") from the time of frequency change stop. When the center of the onboard shear 22 reaches point Y, which is 1m in front of the center of the beacon 4, the onboard shear enters the response range Y-Z of the beacon 4, and the point detector changes its frequency and starts changing its frequency. After a response time elapses from , the receiver receives the late signal A for the first time. The center of the onboard coil 22 is the ground coil 4
When it reaches point Z, which is 1m behind the center of
The receiver exits the response range Y-Z, stops frequency changing, and after a return period has elapsed, the receiver enters a state in which it does not receive the subsequent signal A. FIG. 4 shows the reception status of the point detector when the vehicle is driven at various speeds in the state shown in FIG.

The vertical axis shows the traveling speed of the vehicle, and the horizontal axis shows the elapsed time after the onboard element reaches the response range of the front signal ground element, ie, W, and the point detector starts changing the frequency. In this case, the response time element is 0.0
The 5-second return time element is 0.3 seconds, and assuming that each is constant, the response time from when the point detector changes its frequency to the previous signal until it enters the receiving state is represented by a straight line 41, is constant regardless of the speed of A straight line 42 represents the time when the onboard element escapes from the response range W-X of the front signal ground element 3 and stops changing the frequency. A curve 43 indicates the time when the receiver on the vehicle becomes in a non-receiving state of the preceding signal B due to the onboard element escaping from the response range W-X of the ground element 3. curve 43
is delayed by the return time element, that is, 0.3 seconds, from the curve 42 representing the time when the previous signal frequency change is completed. The curve 44 indicates the time when the center of the onboard element enters the response range Y-Z of the rear signal ground element 4 and the point detector starts changing its frequency according to the rear signal,
In other words, the curve 45 represents the time the vehicle travels between W and Y (10 m), and the curve 45 represents the time until the receiver responds to receive the rear signal A. The curve 44 represents the start of frequency change due to the rear signal. is delayed by the receiver's response time element, ie, 0.05 seconds. A curve 46 indicates the time when the onboard element escapes from the response range Y-Z of the ground element 4 and stops changing the frequency.
7 indicates the time when the receiver becomes in a non-receiving state of the signal A after the onboard element escapes from the response range Y-Z of the ground element 4, and from the curve 46, the return time element, that is, 0.3 It's delayed by seconds. As is clear from FIG. 4, curve 42,
The times represented by 43, 44, 45, 46, and 47, that is, the time from when the vehicle enters the response range of the ground element, become shorter as the vehicle speed increases, and When the vehicle travels at such a speed that the time it takes to pass through the child's response range is shorter than the receiver's response time, i.e. at a speed greater than that represented by point α in Figure 4, i.e. at a speed of 40 m/s or more. When driving at high speed, the vehicle cannot receive signals. This is because the frequency change time is shorter than the response time element, so there is no time for the receiver to enter the receiving state. Further, at the point β where the curve 43 representing the time when the front signal B is not received and the curve 44 representing the time when the onboard element enters the response range of the beacon 4 which is the rear signal, that is, the vehicle is about When the vehicle travels at a speed of 26.5 TrL per second or more, it may not be possible to distinguish and receive front signals and rear signals on the vehicle. This is because if the front signal and the rear signal are exactly the same, the onboard element will enter the response range of the rear signal and the frequency will change before the reception of the front signal on the vehicle is interrupted, causing the receiver to receive continuous reception. This is because it becomes a state. Furthermore, the same curve 43 shows the time when the reception state of the subsequent signal A is reached.
At point γ, which coincides with point 5, in the case of Fig. 4, when the vehicle speed is 32.5 m/s or more, the rear signal may not be received for the same reason even if the front signal and rear signal are different. . In the above explanation, the cases in which the receiver cannot receive any signals, cannot receive the previous signal and the subsequent signal separately, and cannot receive the subsequent signal are mentioned because the response time element and the return time element were not described above. This article states that such a result will occur if the response range and ground element spacing are set as shown in Figure 3, and such difficulties will not occur. Of course, it is possible to set the response time element, return time element, response range, and ground element spacing,
The above does not describe the deficiencies of the multi-frequency information receiving system.

When the vehicle is actually running, the time in which the ground element responds to the front and rear signals, that is, the frequency change time, is:
It constantly changes with the traveling speed of the vehicle, and the time interval between the continuously received front and rear signals also changes. Therefore, a tester for testing a point detector by the method shown in FIG. 2 without driving the vehicle must satisfy the following conditions. (1) The test solenoid, which corresponds to the actual beacon and is installed directly below the onboard beacon, outputs front and rear signals under the same conditions as those of the actual beacon at certain time intervals. Moreover, the combinations of the front signal and the rear signal must be able to constitute all the same combinations of information that the onboard train receives from the actual wayside transceiver.

(2) The above specified interval is the vehicle running speed (hereinafter referred to as "test speed") for testing the operation of the vehicle's point detector.
When the vehicle is driven under (b), it must be configured so that the interval between the time when the on-board receiver starts frequency changing due to the front signal and the time when the on-board receiver starts modulation due to the rear signal is equal to the interval.

(3) The variation time of the front and rear signals sent by the test solenoid corresponding to the actual beacon must be equal to the time that the onboard is in the response range at the "test speed."

As in the method shown in Figure 2, if the frequency change time is uniformly set to a time shorter than the actual frequency change time, the reception time of the point detector will be shorter than the actual time, as is clear from Figure 4. This is because when driving at high speed, it may not be possible to detect cases where the rear signal is received in duplicate with the front signal.

(4) In the case of a point detector using a false information reception prevention device, an output equal to the output of the on-board speed generator at a speed corresponding to the test speed must be input to the on-board point detector undergoing the test. Must be.

An object of the present invention is to provide a method for testing a point detector that can satisfy the conditions described above.

The present invention will be explained according to the embodiment shown in FIGS. 5 and 6A and 6B.

A variable impedance is inserted into one of two circuits each having a relay that is activated by simultaneously applied power, and the difference in operating time between these relays is used to connect the coil and capacitor for a very short period of time. As a method of configuring two resonant circuits consisting of a time element and a time element, for example, the method shown in FIG. 5 is known.

In FIG. 5, the launch contact Rrl of the relay RR is closed, and the launch contact Pr of the relay PR and the launch contact Rr of the relay 1R are closed.
When the lift contact 1r is open, the solenoid 51 and the capacitor 52 form a resonant circuit.

53 is a power source for driving the relays RR, PR, and R; 54 is a power source that receives voltage from the power source 53 and drives the relays PR and R;
Apply intermittent voltage to R.

This is a known continuous switch. 55, 56 and 57 are variable impedances inserted on the power supply sides of the disconnectors R, RR and PR, respectively.

In such a configuration, the variable impedance 56,5
By setting the value of 7 as specified, the relay R
It is possible to activate R and then relay PR.

As a result, the lifting contact Rrl of the relay RR is closed, and the solenoid 51 and the capacitor 52 form a resonant circuit. After a predetermined time, the contact Pr is closed by the relay PR operation, the capacitor 52 is short-circuited, and the resonant circuit is disconnected. By setting the values of the variable impedances 56 and 57 appropriately, the relays RR and PR repeatedly operate and fall at a predetermined time, and the solenoid 51 and capacitor 52 Repeat the configuration and disconnection of the resonant circuit. In the above circuit, when the continuous switch 54 that outputs the intermittent voltage becomes inoperable, the relays PR and RR fall, and the contacts Pr and R
rO is released, but the above two contacts Pr and Rrl
Sometimes the release time of the device may be shifted. For example, if the contact Pr opens first and the contact Rrl opens later, an unnecessary resonant circuit is formed during that time. To avoid this, connect relay 1R directly to power supply 53,
If the value of the variable impedance 55 inserted between the power source 53 and the relay 1R is set appropriately, and the lifting contact 1r of the relay IR is connected in parallel to the capacitor 52,
It is possible to prevent unnecessary configuration of a resonant circuit as described above until the contact Rrl is closed after the relay RR is dropped. The frequency change time of the point detector changes depending on the speed of the vehicle, but if the above-mentioned method is used to change the resonant circuit time element of the ground coil while the onboard coil is fixed above the ground coil, it can be changed. The frequency change time can be changed by a resonant circuit set in the ground element, and the same state as when the vehicle is run at an arbitrary speed and passes the ground element can be created. The present invention attempts to utilize such a method, and its details will be explained according to the embodiment shown in FIGS. 6A and 6B.

In FIGS. 6A and 6B, the solenoid L is placed directly below the onboard element of the point detector of the vehicle to be tested, and its Q value etc. are set to have the same performance as the actual ground element.

The previous signal selection switch PS is operated to select one of the previous signal capacitors Ca, Cb, or Cc, for example, Ca. The selected capacitor Ca and solenoid L constitute a resonant circuit element as a pre-signal as follows. That is, by the operation of the front signal resonance relay FS (not shown), the front signal resonance relay contact FS1 and the front signal interlocking contact FS2 for shorting the rear signal capacitor are simultaneously closed, and a resonance circuit is formed by the solenoid L and the capacitor Ca. .

After a set short period of time has elapsed, the pre-signal short-circuit relay FR (not shown) is activated, and the pre-signal short-circuit relay contact Fr is closed to short-circuit the capacitor Ca. As mentioned above, the front signal resonance relay FS and the front signal short-circuit relay FR are controlled by the front signal resonance circuit time element controller 62 so as to create an arbitrary operating time difference between them, so that the solenoid L is activated at any time. The pre-signal can be constructed using the following elements. Next, the rear signal selection switch BS is operated to select one of the rear signal capacitors CA, C or Cd, for example, C5. The selected capacitor CA and solenoid L form a resonant circuit as follows. By the operation of the rear signal resonance relay (not shown) SS, the rear signal resonance relay contact SS1 and the rear signal interlocking contact SS2 for shorting the front signal capacitor are simultaneously closed, and the solenoid L forms a resonance circuit with the capacitor C5. At a predetermined time, a rear signal short-circuit relay SR (not shown) is activated, and its contact Sr is closed, thereby short-circuiting the rear signal capacitor C5. The rear signal resonance relay SS and the rear signal short-circuit relay SR are controlled by the rear signal resonance circuit time element controller 64 so as to produce an arbitrary operating time difference between them by the method using the well-known variable impedance described above. Therefore, the solenoid L can configure the rear signal with any time element. In this way, the solenoid, front signal, and rear signal resonance time elements can be configured as desired. Reference numeral 61 is a test speed setter using a known pattern generator or the like, which sets the test speed of the point detector to be tested, and inputs the set speed information to the variable time controller 66.

Then, the variable frequency time controller 66 uses a known arithmetic device to calculate the front signal and rear signal resonance circuit time elements corresponding to the set test speed from the known ground element response range,
The time element thus calculated is transmitted to the previous signal resonant circuit time element controller 62.
The post-signal resonance signal is input to the element circuit 64. Thereby, those controllers 62 and 64 set the variable impedance connected to the relay shown in FIG. 5 to an appropriate value in order to perform control corresponding to the relevant time element. The test speed information set in the test speed setter 61 is also manually input to the variable frequency interval controller 63 and the pseudo speed generator 65.

The frequency change interval controller 63 uses a known calculation device to calculate the frequency change start time interval between the front signal and the rear signal from the test speed and the preset distance between the front signal ground element and the rear signal ground element. If a false information reception prevention device is installed on the vehicle, the pseudo speed generator 65 is configured to adjust the speed to a set test speed in order to check the receiving point position of the subsequently received after signal after receiving the previous signal. The corresponding on-board speed generator generates an output equal to the output, which is manually applied to the on-board point detector. Therefore, if a false information reception prevention device is installed on the vehicle, by manually transmitting this output to the on-vehicle detector, the on-vehicle detector will detect whether the vehicle is traveling at the set test speed. given the same conditions as. In this way, after the test speed setting is completed, the test command is sent to the frequency variable time interval control device 6.
3, the frequency variable time interval control device 63 sets the frequency variable time interval of the front signal and the rear signal assessed in advance, and controls the front signal resonant circuit time element controller 62 and the rear signal resonant circuit time element controller 62. 64 are given time element configuration commands for the front signal and rear signal resonance circuits, respectively.

As a result, the respective controllers 62 and 64 operate the longitudinal electric devices at predetermined time intervals, and, as described above, select a predetermined variable time element and variable time interval according to the set test speed. Configure front signal and rear signal resonant circuits. As a result, the onboard child installed corresponding to solenoid L,
In the case of a point detector that receives continuous frequency changes from the solenoid L and is equipped with an erroneous information reception prevention device on the vehicle, the pseudo speed generator 65 is operated in the front as if the vehicle was actually running. From the signal reception point to the rear signal reception point,
An input corresponding to the speed at which the vehicle was traveling is input on the vehicle. As a result of the test according to the present invention as described above, if the on-vehicle detector does not operate normally, the detector is detected to be abnormal. The above embodiments are based on the case where there are two consecutively installed ground elements and three types of signals transmitted from each ground element, but the number of consecutively installed ground elements and the signal types are different. Even if the number is increased, it can be carried out in exactly the same manner.

[Brief explanation of the drawing]

Fig. 1a is a front view for explaining the continuous multi-frequency variable point detection method, and Fig. 1b is a block diagram for explaining an example of a false information reception prevention mechanism in the continuous multi-frequency variable point detection method. , FIG. 2 is a front view showing a possible test device for a multi-frequency variable point detector, FIG. 3 is a front view for explaining details of the reception situation in a continuous variable frequency point detection method, and FIG. The figure is a diagram showing the relationship between the reception situation and the vehicle running speed in the continuous multi-frequency variable point detection method, FIG. 5 is a circuit diagram showing an example of the resonance time element generator used in the present invention, and FIG. FIG. 6A is a circuit diagram showing an example of a resonance element mechanism used in the present invention, and FIG. 6B is a block diagram showing an embodiment of the present invention. 1... Vehicle, 2... Track, 3, 4, 5
, 6... Ground sensor, 11... Front signal selector, 12... Distance detector, 121...
Relay, 13...Previous signal hold relay, 14...
...Circuit switching relay, 15...Logic circuit,
21...Receiver, 22...Onboard child, 2
3... Solenoid, 24... Frequency selection switch, 25... Switch, 26...
...Multi-variable frequency point detector tester, TG...Speed generator, RR, PR, IR...Relay, 53.
...Power source for driving relays RR, PR and IR, 54... Continuous switch that intermittently provides voltage to relays RR and PR, 55... Continuous switch for driving relays TR. Variable impedance inserted on the power supply side, 56.
... Variable impedance inserted into the power supply side of relay RR, 61 ... Test speed setting device, 62 ...
...Previous signal resonant circuit time element controller, 63...
Variable frequency time interval controller, 64... Rear signal resonance circuit time element controller, 65... Pseudo speed generator, 66...
... Variable frequency time controller.

Claims (1)

[Scope of Claims] 1. A vehicle having a continuous multi-frequency variable point detector is placed in a stopped state, a test ground element is placed directly below the upper part of the vehicle to be tested, and the above ground member is operated; By making it inactive, it is made to appear as if the train were passing through a set of ground coils installed consecutively at a predetermined interval on the ground, thereby allowing information on the ground to be transmitted normally to the train. In this test, the frequency variation time element of the test ground element is set to the time required for passing through the response range for the actual ground element at the test speed, and the frequency variation time interval is set. The time required to travel between a set of actual beacons at the same speed is given to each controlled test point signal, and the test point signal is compared with the output of the continuous variable frequency point detector on the car. A method for testing a continuous multi-frequency variable point detector, characterized in that it tests whether or not the continuous multi-frequency variable point detector receives normal transmission from the ground. 2. Has a continuous multi-frequency variable point detector, and the cumulative travel distance from the time when the detector receives the front signal from the ground element to the time when it receives the rear signal is the same as that of the above-mentioned ground element and a pair thereof. A vehicle equipped with an erroneous information reception prevention mechanism that considers the rear signal to be valid if it matches the distance between the rear signal and the rear signal is placed in a stopped state, and the vehicle's upper vehicle under test is A test ground element is placed directly below the ground element, and the ground element is activated and inoperable, thereby making it appear as if the train were passing through a set of ground elements installed consecutively at a predetermined interval on the ground. By this, in order to test whether or not information on the ground is transmitted normally to the train, the variable frequency element is set for the above test ground element at the set test speed and the actual ground element is tested. Give a controlled test point signal at the time required to pass through the response range of , and the time required to travel between an actual set of ground elements at the set test speed,
And, while inputting the set test speed information to the erroneous information reception prevention mechanism, the test point signal is compared with the output of the continuous variable frequency point detector on the vehicle to detect the continuous variable frequency point on the vehicle. 1. A test method for a continuous multi-frequency point detector, characterized in that the test is performed to determine whether or not the device receives normal transmission from the ground.