KR100339943B1 - Track circuit device in Railway and Subway - Google Patents

Abstract

The present invention relates to a track circuit device for transmitting a driving command required for electric vehicle operation through a ground rail to an electric vehicle operating in a railroad and a subway, and detecting the position of a train operating on the rail. The present invention includes a main oscillator 110 for generating a plurality of train detection frequencies and onboard signal frequencies, a main code unit 120 for generating train driving speed information according to information input from an external interlocking circuit, and a train detection frequency and onboard signals. A main device (100) comprising a main transmitter (130) for modulating and amplifying a signal frequency with a train speed code, and a main receiver (140) for receiving a train detection frequency from a rail and grasping a train position; The backup device 200, which is configured in the same manner, and a monitoring unit which displays the current frequency and transmit / receive voltage to the outside to monitor the operation state, and outputs a signal for automatically controlling switching to the backup device in the case of a main device failure. 400 and match the transmission unit and the impedance bond, compensates the capacitance of the cable connected to the field, receives the switching control signal and converts into a backup device It is composed of the impedance matching unit 300. Each of these parts is unitized by a card type and the whole is stored in one shelf. The present invention has the advantages of no interruption in train operation, budget savings, high efficiency and low power.

Description

Track circuit device in Railway and Subway}

The present invention relates to a track circuit device belonging to the ground equipment of the automatic train control device among the signal security equipment of railways and subways, and in particular, a train operation speed after arbitrarily selecting a plurality of frequencies used for each track of a station and station. After modulating the speed code to a digital amplifier of high efficiency and low power, the train receives it and operates it automatically.The train receives the train position detection information transmitted through the same ground rails again to detect the position of the train. The present invention relates to a railroad and subway track circuit device that displays and monitors the currently used track circuit frequency, speed code, and transmission / reception voltage to the outside and automatically configures the system to automatically switch to the other side immediately after a failure.

The signal security equipment of railways is a facility that safely configures the course of a train and presents driving conditions to the train crew. In other words, it can be divided into on-site signal security device that supports the safe operation of trains on the site with railroad tracks, automatic train control device for safe operation of trains, and comprehensive train operation control device that controls and manages the movement of all trains. Can be.

The on-site signal security device includes a signal device that displays whether or not the train is entering, a linkage device that supports smooth train operation by opening and checking that there are no obstacles to safety in the course the train is going to go to, It is composed of a blockage device for operating only one train, and a track circuit device for transmitting a driving command necessary for a running train and detecting where the train is currently located. .

The automatic train control device is installed in the driver's seat of the train, and the track circuit device receives and decodes the driving information transmitted through the ground rail to automatically limit the train running speed.

Such a signal security device is intended to achieve the purpose of safety, accuracy and speed of rail transportation. If a signal security device fails, train operation is confusing and loses its accuracy and speed. Therefore, it goes without saying that the signal security device needs to have a high degree of reliability as well as a low number of failures. As an example, in principle, even if a failure occurs or wrong handling does not cause a malicious failure, that is, it operates in principle. The track circuit device is the main equipment of the signal security device that provides the driving information necessary for the operation of the train and detects the location of the train on the track. Should be

Various methods are currently used to maintain the safe operation of trains using the track circuit device. For example, the transmission and reception voltage and frequency of each track circuit device are measured and measured every day using a measuring instrument, and the records are kept. If the standard value is out of order, the instrument is repeatedly corrected. This is because the track circuit device does not have the function of measuring frequency and transmit / receive voltage by itself and display it externally. In addition, a track circuit device that has a fault during train operation may cause a train to be suspended for a while until a fault is found and repaired, and a unit that uses the same track circuit frequency to replace a unit at the fault site. In this case, there is a case where there is no spare part, which may cause difficulties. This is a problem because all units use fixed units for each track circuit frequency type in current track circuits that use at least four and as many as eight track circuit frequencies. In addition, due to the heat generated from the large heat sink installed in the track circuit device, the temperature rise in the machine room in which the track circuit device is installed poses a threat to all track circuit devices. Currently, air conditioners are installed to solve this problem, so they are losing a lot of power.

As described above, various methods are used for the safe operation of a train using a track circuit device, but the track circuit device is composed of complicated electronic circuits. There is even a difficult issue. In addition, despite the use of the above method, due to the difficulty of maintenance, the situation is repaired by determining the failure site by receiving an instruction from the outside when the track circuit failure.

Accordingly, a first object of the present invention is to provide a railroad and subway track circuit device that measures the transmission and reception voltage and frequency by itself and displays it on an external indicator. The first object of the present invention is a numerical value measured by having a digital voltmeter for measuring the transmission / reception voltage of an internal track circuit device and a monitoring unit having a frequency counter for measuring a train detection frequency, a vehicle signal frequency, and a speed code frequency. Is achieved by configuring the display to an external indicator.

In addition, a second object of the present invention is to provide a railroad and subway track circuit device in which all the units accommodate all the various train detection frequencies so that the frequency compatibility between the units is achieved. The second object of the present invention is to provide an oscillation unit for generating a train detection frequency, and to configure the oscillation unit as a digital oscillation unit so as to logically program and generate all used train detection frequencies, Select and output the desired frequency by simple switch operation, and the transmitter which received this signal amplifies and outputs all train detection frequencies by using a broadband amplifier that is not fixed to a specific frequency and transmits them to the ground rail. The input filter of the receiver that receives the signal is achieved by configuring the switch capacitor filter (SCF) to be compatible with all frequencies by selecting only the desired frequency among all train detection frequencies with a simple switch operation.

Next, a third object of the present invention is to provide a railroad and subway track circuit device in which a transmission unit uses a small digital amplifier (AMP) of high efficiency and low power and is unitized by a card type. The third object of the present invention is to provide a pulse width modulation (PWM) or pulse code modulation (PCM) modulator in a transmitter to convert an analog signal received through an oscillator into a digital signal and to minimize the use of a radiator due to heat generation. It is achieved by miniaturization using a high efficiency low power digital power amplifier.

In addition, the fourth object of the present invention is to configure the rail circuit device in a double way to automatically switch to a backup device when a problem occurs in the main device (railroad) configuration in a manner that does not interfere with train operation And to provide a track circuit device of the subway. The fourth object of the present invention is a monitoring unit for monitoring the main unit and the backup unit after the main unit comprises an oscillator, a code unit, a transmitter, and a receiver, and the backup device also has the same oscillator, code, transmitter, and receiver. It monitors whether the frequency and voltage is normal and displays it through the external display indicator.If any part of the oscillator, code part, transmitter part and receiver part of the main device in use occurs, This is achieved by displaying this as a lamp indicating the occurrence area, and monitoring unit detects it and converts it to backup device immediately and configures it so that it does not interfere with train operation.

Figure 1a is a schematic outline of the present invention,

Figure 1b is an overall configuration diagram of the railway and subway track circuit device according to the present invention,

2 is a detailed configuration diagram of the oscillation (OSC) unit shown in FIG. 1B;

3 is a detailed configuration diagram of the code unit shown in FIG. 1B;

4 is a detailed configuration diagram of a transmitter shown in FIG. 1B;

5 is a detailed configuration diagram of the receiver shown in FIG. 1B;

6 is a detailed configuration diagram of the impedance matching unit shown in FIG. 1B;

7 is a detailed configuration diagram of the monitoring unit illustrated in FIG. 1B;

8 is an exemplary view of a display of the monitoring unit shown in FIG. 1B.

* Explanation of symbols for the main parts of the drawings

100: main device 110: main oscillator

120: main code unit 130: main transmission unit

140: main receiver 200: backup device

210: backup oscillator 220: backup code unit

230: backup transmitter 240: backup receiver

300: impedance matching unit 400: monitoring unit

410, 420, 425, 430, 440: first to fifth display units

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Railroad and subway track circuit apparatus according to the present invention is electrically separated by an impedance bond for each track, using a common frequency transmission and frequency reception between neighboring tracks through the transmission / reception unit, but the neighboring tracks Since a plurality of different frequencies (eg, F1 to F8) are used to distinguish each other, frequency transmission and reception are possible for neighboring tracks using a transmitter / receiver.

Figure 1a schematically shows the track circuit device of the railway and subway. The track circuit device of the present invention as shown in the figure, the oscillator, the code unit, the transmitter unit, the receiver unit, and the monitoring unit, which will be described later, are plugged into units of cards, and lamps are provided to display the operation state of each unit. .

FIG. 1B is a block diagram of the rail circuit of the railway and subway shown in FIG.

The overall block configuration of the present invention shown in FIG. 1B is largely composed of a main device 100, a backup device 200, an impedance matching unit 300, and a monitoring unit 400.

Specifically, the main device 100 includes a main oscillation unit 110 for generating a vehicle detection frequency required for transmitting a train detection frequency and train speed information necessary for train operation to a rail to determine a location of a train in operation. Main code unit 120 for generating speed information of a train in operation according to the input of the information of the external interlocking circuit described above, and a main transmitter 130 for modulating and amplifying the train detection frequency and the on-vehicle signal frequency into a train speed code. ) And a main receiver 140 for receiving the train detection frequency from the rail to determine the location of the train.

In addition, the backup device 200 is configured in the same double as the main device, the configuration, the train detection frequency required to determine the location of the train and the train signal information necessary for transmitting the train speed information necessary for the train operation on the rail The backup oscillator 210 for generating a frequency, the backup code unit 220 for generating the speed information of the train in operation according to the information input of the external interlocking circuit, and the train detection frequency and the on-board signal frequency by modulating the train speed code A backup transmitter 230 for amplifying, and a backup receiver 240 for receiving the train detection frequency from the rail to determine the location of the train.

In the above, the main and backup oscillators 110 and 210 select and output one train detection frequency according to the input of the frequency selection data. In addition, the main and backup transmitters 130 and 230 are unitized together with the radiator at the output stage, and the transmitter is mounted in a single card type.

In addition, the impedance matching unit 300 matches the transmission unit 130 or 230 with the impedance bond installed on the field rail, compensates the capacitance of the cable connected to the field, and selects a target 1 among a plurality of train detection frequencies. Frequency is selected using a plurality of dip switches and then outputs frequency selection data to the main and backup oscillator and monitoring unit, and automatically switches to the backup unit when the main unit fails by receiving the relay control signal of the monitoring unit 400. .

In addition, the monitoring unit 400 detects when a failure occurs in any part of the main device 100 which measures and displays the transmission / reception voltage and frequency transmitted from the main device 100 or the backup device 200. To automatically output a control signal for switching to the backup device 200.

Each unit described above is unitized into a card unit, and the whole is housed in one shelf (Shelf) to constitute a track circuit device.

The configuration of each part shown in FIG. 1B as above will be described in detail with reference to FIGS. 2 to 8. Hereinafter, in the present invention, since the main device and the backup device have the same configuration, only one reference numeral is given and the name of the reference will be collectively described.

First, Figure 2 is an internal configuration of the oscillation (OSC) unit 110 (or 210) of the track circuit device of the railway and subway according to the present invention.

The oscillator 110 outputs a digital train detection oscillation circuit 112 for generating a selected frequency according to the input of frequency selection data and a required train detection frequency, and outputs only the required train detection frequency by outputting a passing frequency. A first bandpass filter (hereinafter referred to as 'first BPF') 113 using a switched capacitor filter (SCF) so as to be freely selectable by the clock frequency output from the circuit 114, and the frequency freely by the frequency selection data. A first clock oscillation circuit 114 selectable and generating a digital clock frequency required for the first BPF 113, and a digital onboard signal generating an onboard signal frequency required for transmitting train speed information necessary for train operation to the rail; The oscillation circuit 115, the second BPF 116 which passes only the difference signal output from the oscillation circuit 115, the train detection oscillation circuit 112 and the first clock oscillation. A reference clock oscillation circuit 117 for generating a reference clock (CLK) necessary for oscillation of the circuit 114 and the phase difference signal oscillation circuit 115, and an agent for generating the frequency of the reference clock oscillation circuit 117 to a required low frequency; First and second dividers 118a and 118b, and a constant voltage power supply circuit 119 for supplying stable power required for the entire oscillation unit. The frequency selection data above uses information of the frequency selection circuit of the impedance matching section.

3 is an internal configuration diagram of the code unit 120 (or 220) of the track circuit device of the railway and subway according to the present invention.

The main code part 120 includes a first buffer 121 for receiving information of an external interlocking circuit and stably outputting the information, and a speed code oscillator 122 for generating a train speed code frequency consistent with the information of the external interlocking circuit. And a second buffer 123 for buffering and outputting this speed code, a first amplifier (hereinafter referred to as 'first AMP') 124 for amplifying the train speed code frequency, and the amplified current speed code. And a speed code display lamp 125 for visually displaying how much it is, and a constant voltage power supply circuit 126 for supplying stable power required for the entire cord portion.

And, Figure 4 is an internal configuration of the transmitter 130 (or 230) of the track circuit device of the railway and subway according to the present invention.

The main transmitter 130 includes a second AMP 131a for amplifying the analog train detection signal output from the oscillator 110 or 210, a third AMP 131b for amplifying the analog vehicle signal output from the oscillator, and A speed code modulator 132 modulates the amplified train detection frequency into a speed code frequency consisting of square waves and modulates the on-vehicle signal together when an on-vehicle signal manifestation condition is input through an external interlocking circuit, and generates a frequency for digital modulation. A second clock oscillation circuit 133, a digital modulator 134 for converting the modulated analog signal into a digital signal, and a fourth AMP for amplifying the train detection signal and the in-vehicle signal converted into digital signals with high efficiency and low power ( A driver AMP 135 and a fifth AMP (power AMP) 136, a D / A filter 137 for converting the amplified digital signal into an analog signal, and an output of the D / A filter 137. Of the transmitters 130 and 230 And a voltage monitoring circuit 138 for monitoring the operation state, and a constant voltage power supply circuit 139 for supplying stable power required to the entire transmission unit.

5 is a detailed configuration diagram of the receiver 140 (or 240) of the track circuit device of the railway and subway according to the present invention.

The main receiving unit 140 matches the impedance bond located on the rail and has a matching transformer 141a for receiving a train detection frequency, and a pass frequency for selecting only a desired train detection frequency among many frequency components received through the rail. The third BPF (141b) using the switched capacitor filter (SCF) and the received voltage value through the third BPF to be freely selected by the frequency selection clock output from the first clock oscillator circuit 114, monitoring unit 400 A third buffer 142 buffered for sending to the second buffer; a sixth AMP 143a for amplifying the received voltage value through the third BPF to an appropriate level; and a first rectifier for removing carriers in the amplified AC signal. 143b), a speed code demodulator 144a for restoring the same code as the train speed code transmitted from the transmitter 130 or 230 to the rail, a seventh AMP 144b for amplifying the demodulated square wave, and amplified On the basis of the first voltage multiplier 145a for rectifying and outputting the waveform to a complete DC (direct current) voltage, the voltage stabilizer 145b for stabilizing the magnitude of the DC voltage at a constant level, and the DC voltage of the voltage stabilizer. An oscillation circuit 146a for oscillating a specific frequency, an eighth AMP 147a for amplifying an oscillation frequency, a second voltage back voltage 147b for rectifying the amplified frequency with a DC voltage, and a DC rectified voltage were inputted. Relay excitation delay circuit 148 for slowly exciting the track relay and constant voltage power supply circuit 149 for supplying stable power required to the entire receiver 140 (or 240).

6 is a detailed configuration diagram of the impedance matching unit 300 of the railway and subway track circuit device according to the present invention.

The impedance matching unit 300 includes an impedance matching transformer 310 for matching the load impedance of the transmitter 130 (or 230) with an impedance bond (a kind of transformer) installed in the field rail and an impedance cable, and the cable connected with the field rail. A tuning circuit 320 for compensating for the capacitance of the capacitor and outputting it to the track, a second rectifier 330 rectifying the transmission output voltage passed through the tuning circuit 320 to a DC voltage, and sending the same to the monitoring unit 400; A first frequency selection circuit which selects a frequency using a plurality of dip switches to select a desired frequency among the four train detection frequencies, and then outputs frequency selection data to the oscillator 110 (or 210) and the monitoring unit 400 ( 340 and a relay relay 350 that receives a relay control signal output from the relay driver 414 of the monitoring unit 400 when the main device fails and automatically switches to a backup device. do.

In the above, the impedance matching transformer 310, the tuning circuit 320, and the second frequency selection circuit 340 are unitized together and mounted in one card type.

7 is a detailed configuration diagram of the monitoring unit 400 of the track circuit device of the railway and subway according to the present invention.

The monitoring unit 400 largely outputs a signal for automatically switching to a backup device in the case of a failure of the main device, and displays the switching state of the first display unit 410, and displays the state in the event of a backup device failure. A second display unit 420 for displaying, a third display unit 425 for displaying the frequency selection data output from the impedance matching unit 300, a train detection frequency generated from the oscillation unit and a phase signal frequency generated from the A fourth display unit 430 for selectively displaying a speed code frequency, a fifth display unit 440 for selectively displaying transmission / receive voltages from a transmitter and a receiver, and a constant voltage for supplying stable power required for the entire monitoring unit. It consists of a power supply circuit 450. Each display unit of such a monitoring unit is as shown in FIG. 8. These monitors use a front FND or LCD display.

In the above, the first display unit 410 receives a signal for monitoring the operation state of the main transmitter 130, the main train detection frequency, the main vehicle signal frequency and the main speed code frequency to determine whether the first operation circuit 411, the switch circuit 412 which can arbitrarily set the operation of the track circuit device to main, normal or backup, and the first supervisory circuit (when the main device is operated in the initial normal state and fails). A relay for automatically switching the output of the ninth AMP 413 which amplifies the output of the monitoring circuit, and the output of the main transmitter 130 and the backup transmitter 230 so as to be automatically switched to the backup apparatus under the control of 411. A relay driver 414 for outputting a control signal to the switching relay 350 of the impedance matching unit 300 and a tenth for displaying a state in which the signal output from the relay driver 414 is amplified and then switched to a backup device; AMP 415 and a backup switching display lamp 416.

In addition, the second display unit 420 receives a signal for monitoring the operation state of the backup transmitter 230, a backup train detection frequency, a backup vehicle signal frequency, and a backup speed code frequency to determine whether the second monitor circuit is normal. 421, and a backup trouble display lamp 422 for displaying a status of the backup apparatus when the backup apparatus fails.

In addition, the third display unit 425 is a track circuit frequency display for displaying to outside the train detection frequency of the individual track circuit device output from the first frequency selection circuit 340 of the impedance matching unit 300.

In addition, the fourth display unit 430 may include a second frequency selection circuit 431 for receiving and selecting a train detection frequency and an on-board signal frequency generated from the oscillation unit and a speed code frequency generated from the code unit to measure the frequency; A frequency counter 432 for reading out the selected frequency, and a frequency display 433 for displaying the read frequency. Here, the second frequency selection circuit 431 uses a switch.

The fourth display unit 440 receives the transmission voltage output through the second rectifier 330 of the impedance matching unit 300 and the reception output through the third buffer 142 of the reception unit 140 (or 240). A voltage selection circuit 441 that receives and selects a voltage, a digital voltmeter 442 that reads the selected voltage, and a voltage display 443 that displays the voltage externally.

The operation of the railway circuit and the rail circuit device of the present invention configured as described above will be described, but as described above with reference to the main device 100 because the main device 100 is the same as the backup device 200 as follows. same.

The signal frequency, which forms the basis of the track circuit device, is generated by the main oscillator 110 of FIG. 2, and the train detection frequency necessary for determining the position of the train is logically programmed using the train detection oscillation circuit 112. All train detection frequencies are generated, and the required frequencies are automatically selected by the data of the first frequency selection circuit 340. Accordingly, the first BPF 113 using the switched capacitor filter (SCF) outputs a clean signal without noise so that the output train detection frequency can be freely selected by the clock frequency generated by the first clock oscillation circuit 114. . In this case, the first clock oscillator circuit 114 is a digital clock oscillator circuit for generating a frequency required for the first BPF 113. The first clock oscillator circuit 114 is configured as a digital oscillator that can freely select a frequency to logically program the first frequency selector. The frequency is selected together with the train detection oscillation circuit 112 by the data of the circuit 340. The digital on-board signal oscillation circuit 115 that generates the on-board signal frequency necessary for transmitting train speed information necessary for train operation to the rail is also logically programmed to be fixed to oscillate the necessary frequency, and the on-board signal oscillation circuit 115 The oscillated frequency is converted into a clean signal from which noise is removed through the second BPF 116 and output. In this manner, the reference clock oscillation circuit 117 generates the reference clock CLK necessary for oscillation of the train detection oscillation circuit 112, the first clock oscillation circuit 114, and the on-vehicle signal oscillation circuit 115. The reference clock generated in this way is divided into the low frequencies required by the first and second dividers 118a and 118b so that the speed code oscillator 122 of the main code part 120 shown in FIG. 3 and the monitoring shown in FIG. It is supplied to the unit 400 and used to generate and measure the frequency. The train detection frequency and the onboard signal frequency generated as described above correspond to a carrier wave for transmitting the speed information (speed code) of the train to the rail.

The main code unit 130 of FIG. 3 is an oscillator for generating speed information of a train. In the digital speed code oscillator 122 which logically programs and oscillates a required frequency, the first code 121 is provided from an external interlocking circuit. According to the received train speed information, a square wave having a low frequency of 1 to 30 Hz is generated by receiving a reference clock from the main oscillator 110. The generated speed code frequency is amplified through the first AMP 124 to visualize a human. Displayed by the speed code display lamp 125 so as to be able to discern. Meanwhile, the generated speed code frequency is stably output to the main transmitter 130 via the second buffer 123.

Accordingly, the main transmitter 130 shown in FIG. 4 receives a train detection frequency and a vehicle signal frequency corresponding to a carrier from the main oscillator 110 to transmit the speed code frequency required for train operation to a rail. Amplified by the second and third AMP (131a, 131b), respectively, and the amplified train detection frequency and the on-vehicle signal frequency is modulated by the speed code modulator 132. When the modulation is performed by the speed code modulator 132 as described above, the high frequency portion of the square wave speed code received from the main coding unit 120 has a train detection frequency, and the main oscillator 110 has a low level portion. The onboard signal frequency received from is loaded. That is, the speed code modulator 132 normally modulates the train detection signal, and also modulates the vehicle signal when the vehicle signal manifestation condition is input from the outside. The frequency component of the signal modulated by the speed code is an analog signal, and in order to minimize and reduce the generation of current and heat consumed to amplify the amplifier with a large output, the analog signal is converted into a second clock oscillation circuit 133 in the digital modulator 134. In accordance with the oscillation of), it converts into digital signal by digital modulation method of Pulse Code Modulation (PCM) or Pulse Width Modulation (PWM). The converted digital signal is amplified by a fourth driver AMP 135 and a fifth power AMP 136 which are high efficiency and low power digital amplifiers. The amplified large signal is converted into an analog signal again through the D / A filter 137 and output to the switching relay 350 of the impedance matching unit 300. In the voltage monitoring circuit 138 receiving the converted analog signal, The main transmitter 130 monitors whether it is operating normally and transmits the information to the voltage selection circuit 441 of the monitoring unit 400.

As shown above, the impedance matching transformer 310 of FIG. 6 is required for smooth matching between the transmission output impedance and the impedance bond installed on the field rails, and also due to the internal capacitance of the cable connected to the field rails. Since the input / output of the signal is disturbed and time delay occurs, a tuning circuit 320 is used to compensate for it. In addition, a second rectifier 330 that is a DC rectifier is used to monitor the transmission output voltage, and the transmission voltage is sent to the monitoring unit 400. In addition, the first frequency selection circuit 340 including a dip switch for selecting a desired train detection frequency among a plurality of train detection frequencies selects one frequency so that the main and backup oscillators 110 and 210 and the monitoring unit 400 are selected. Send data to).

When the final transmit power is transmitted to the field rail, the onboard signal is received by the train when the train passes the rail, then the carrier is removed and the speed code is restored to automatically operate at the indicated speed. When passing through the rail, the signal is lost and no signal enters the main receiver, so you know where the train is located. However, when the train does not enter the rail, the train detection frequency is input to the main receiving unit 140 of FIG. 5 to achieve impedance matching with the matching transformer 141a, and the desired train detection among all kinds of frequency components existing on the rail. Through the third BPF 141b which detects only the frequency, the signal is changed into a clean signal without noise. The third BPF 141b uses a clock frequency supplied by the first clock oscillation circuit 114 of the main oscillator 110 to switch the pass frequency freely to match the frequency of the oscillator. Using (SCF), the main receiver is also frequency compatible for use at all train detection frequencies. The output of the third BPF is sent to the voltage selection circuit 441 of the monitoring unit 400 to measure the received input voltage through the third buffer 142, and the sixth AMP 143a with a weak signal is appropriately sized. After the amplification is performed, the carrier wave is removed through the first rectifier 143b. Then, the same speed code as that transmitted through the main transmitter 130 is demodulated into a square wave in the range of 1 to 30 Hz via the speed code demodulator 144a. When the demodulated square wave is amplified again by the seventh AMP 144b, the voltage is made to be a complete DC voltage in the first voltage multiplier 145a, and the voltage is stabilized at a constant level in the voltage stabilizer 145b. 146a causes the oscillation to be stable, and if the received input voltage is weak or absent, the DC voltage becomes unstable and the oscillation circuit stops oscillation. After the oscillation frequency of the oscillation circuit 146a is amplified by the eighth AMP 147a, the second voltage multiplier 147b is made into a DC voltage, and the relay excitation delay circuit 148 is operated. When it is input, the track relay is slowly excited and when the DC voltage is lost, the track relay falls quickly.

In order to monitor the operation of such a track circuit device, the monitoring unit 400 of FIG. 7 monitors and measures the operation. The monitoring circuit 411 of FIG. 7 receives four types of signals, namely, voltage monitoring of the main transmission unit, output monitoring of the main train detection frequency, output monitoring of the main vehicle phase signal frequency, and output monitoring of the main speed code to log the data. If wrong data is input to any one of the four types of signals, the ninth AMP 413 and the relay driver 414 operate immediately to operate the switching relay 350 in the impedance matching unit 300 to automatically back up. Enable the device to work. In this way, the signal converted to the backup device is amplified by the tenth AMP 415, and then the switching state to the backup device is indicated by the backup switching indicator lamp 416. The main position of the switch circuit 412, which can arbitrarily set the operation of the track circuit device, is fixed as the main device, and the normal position is initially backed up when the main device operates and the main device fails. The device is switched to, and the backup device is locked to operate at the backup location. Then, in order to know whether the backup device operates normally or malfunctions during the operation of the main device, the voltage monitoring of the backup transmitter, the output monitoring of the backup train detection frequency, the output monitoring of the backup differential signal frequency, and the backup speed code When the data is logically configured and the wrong data is input to any one of the four types of signals, the second monitoring circuit 421 immediately outputs a fault signal, and outputs the result of the backup fault indication lamp. 422). On the other hand, the third frequency selection circuit 431 which selects three types of frequencies to measure the train detection frequency, the on-board signal frequency and the speed code frequency, selects one of them and outputs the frequency counter 432. By measuring, the frequency can be monitored on an external frequency display 433. In addition, a signal selected through the voltage selection circuit 441 to measure the transmission / reception voltage may be measured by the digital voltmeter 442 to monitor the transmission / reception voltage on the external voltage display 443. Even if the monitoring unit 400 is removed from the shelf, only the function of automatically switching to the backup device does not operate, and the main device operates normally and does not interfere with train operation.

Each unit as described above is provided with constant voltage power supply circuits 119, 126, 139, 149, and 450 for stable operation of the entire unit, and a single constant voltage power supply circuit can supply stable power.

In the operation of trains using track circuits in railways and subways, the safe operation and maintenance of trains is of paramount importance.

The present invention thus devised has the following effects.

First, the present invention not only enables to check the operation state at a glance by displaying the voltage and frequency which are not in the conventional track circuit device by self-measurement and an external indicator, but also does not stop the train operation when a failure occurs. The cause and location of the fault are also displayed by self-check, allowing easy maintenance without the need for expert knowledge.

Secondly, in the conventional railway and subway, because the fixed unit for each track circuit frequency is used, as well as securing a large number of units in advance, as well as rapid emergency measures in the event of an emergency, the unit is It is configured to be compatible with all frequencies, enabling budgetary response and quick response to emergency measures.

Third, the high-efficiency, low-power digital transmitter of the present invention further miniaturizes the overall appearance of the track circuit device, thereby solving the problem of using a conventional large radiator and a large space. The cost of solving the rising problem can also be solved.

Fourthly, the present invention can use a digital transmitter in another field, for example, a long distance data communication using a conventional cable, and can be used for a small and large output amplifier requiring high efficiency and low power.

Claims (13)

In the signal security device of railway and subway, Main code part for generating train operation speed information according to the information of external interlocking circuit, train detection frequency necessary for grasping train location and train speed information necessary for train operation are generated A main apparatus comprising a main oscillator, a main transmitter for modulating and amplifying the train detection frequency and the on-vehicle signal frequency into a train speed code, and a main receiver for receiving the train detection frequency from a rail and identifying a train position; In the same way as the main device, the backup code unit for generating train driving speed information according to the information of the external interlocking circuit, the train detection frequency necessary to grasp the position of the train and train speed information necessary for the train operation to the rail A backup oscillator for generating the required onboard signal frequency, a backup transmitter for modulating and amplifying the train detection frequency and the onboard signal frequency into a train speed code, and a backup receiver for receiving the train detection frequency from a rail and identifying a train position. A configured backup device; Measures and displays the transmission and reception voltage and frequency transmitted from the main device or the backup device, and detects when a failure occurs in any one of the main devices and outputs a signal for automatically controlling switching to the backup device. Monitoring unit; And The impedance matching unit for matching the load impedance of the transmitter with the impedance bond installed in the field rail, compensating for the capacitance of the cable connected to the field, and converting the device into a backup device by receiving the switching control signal from the monitoring unit. The railroad and subway track circuit device, characterized in that the unit is unitized by each card unit and stored in one shelf. 2. The railway of claim 1, wherein the oscillator, the transmitter, and the receiver of the main and backup devices do not operate fixed to one train detection frequency, but operate at all train detection frequencies used to achieve frequency compatibility. Subway track circuit device. The method of claim 1, wherein the oscillator, A digital train detection frequency oscillation circuit for generating a train detection frequency used to determine the location of a train, not generated by being fixed to one frequency, but selecting all the required frequencies among all train detection frequencies used; A first band pass filter which selects and outputs only a required train detection frequency, and selects and outputs a frequency passing freely by a clock frequency output from the first clock oscillation circuit; A first clock oscillation circuit for generating a digital clock frequency required for the first band pass filter; A digital onboard signal frequency oscillation circuit for generating onboard signal frequencies; A second band pass filter for passing only the difference signal output from the difference signal oscillation circuit; A reference clock oscillation circuit for generating a reference clock (CLK) necessary for oscillation of the train detection frequency oscillation circuit, the first clock oscillation circuit, and the onboard signal frequency oscillation circuit; Two dividers for dividing a frequency of the reference clock oscillator circuit at a predetermined frequency; And Railroad and subway track circuit device, characterized in that each consisting of a constant voltage power supply circuit for supplying a stable power required for the entire oscillation unit. 4. The track circuit device of claim 3, wherein the band pass filter uses a switched capacitor filter (SCF) capable of freely determining the center frequency of the band pass filter by a clock frequency. The method of claim 1, wherein the code unit, A first buffer for stably outputting information of an external interlocking circuit; A digital speed code oscillator for generating all necessary train speed code frequencies in accordance with information of the external interlock circuit; A second buffer for buffering and outputting this speed code; A first amplifier and a speed code indicator for amplifying said train speed code frequency and visually indicating how much said amplified current speed code is; And Railroad and subway track circuit device, characterized in that each consisting of a constant voltage power supply circuit for supplying a stable power to the entire cord. The method of claim 1, wherein the transmitting unit, Second and third amplifiers for amplifying the analog train detection frequency and the onboard signal frequency output from the oscillator; A speed code modulator for modulating the amplified train detection frequency into a speed code frequency and modulating the onboard signal frequency together; A second clock oscillating circuit for generating a frequency required for digital conversion; A digital modulator for converting the modulated analog signal into a digital signal; Fourth and fifth amplifiers for amplifying the train detection signal and the onboard signal converted into digital signals with high efficiency and low power; A D / A filter for outputting a signal obtained by converting the amplified digital signal into an analog signal; A voltage monitoring circuit that receives an output signal of the D / A filter and monitors an operation state of a transmitter; And Railroad and subway track circuit device, characterized in that each consisting of a constant voltage power supply circuit for supplying a stable power required for the entire transmission unit. The track circuit device of claim 6, wherein the digital modulator converts an analog signal into a pulse code modulation (PCM) or a pulse width modulation (PWM) method. 2. The railway and subway track circuit apparatus according to claim 1, wherein each of the transmitting units of the main unit and the backup unit is unitized together with a radiator of an output stage, and the transmitting units are mounted in a single card type. The method of claim 1 or 3, wherein the receiving unit, A matching transformer matching with an impedance bond located on a rail and receiving a train detection frequency; A third band pass filter which freely selects only a train detection frequency among frequencies received through the rail by a clock frequency output from the first clock oscillator circuit; A third buffer buffering the received voltage value through the third bandpass filter to the monitoring unit; A sixth amplifier for amplifying the received voltage value through the third bandpass filter to an appropriate level; A first rectifier for removing a carrier from the amplified AC signal; A speed code demodulator and a seventh amplifier for demodulating the train speed code transmitted from the transmitter to the rail and amplifying the demodulated square wave; A first voltage multiplier for rectifying and outputting the amplified square wave to a full DC voltage; A voltage stabilizer which stabilizes the magnitude of the DC voltage to a constant level; An oscillation circuit and an eighth amplifier which oscillates a specific frequency based on the DC voltage of the voltage stabilizer and then amplifies it; A second voltage multiplier for rectifying the amplified frequency to a DC voltage; A relay excitation delay circuit which slowly excites the orbital relay when a DC voltage is input; And Railroad and subway track circuit device, characterized in that each consisting of a constant voltage power supply circuit for supplying a stable power required for the entire receiver. 10. The track circuit device as claimed in claim 9, wherein the band pass filter uses a switched capacitor filter (SCF) capable of freely determining the center frequency of the band pass filter by a clock frequency. The method of claim 1, wherein the impedance matching unit, An impedance matching transformer for matching an output impedance of the transmitter with an impedance bond installed in a field rail; A tuning circuit for compensating for the capacitance of the cable connected to the field rail; A second rectifier circuit rectifying the transmission output voltage passed through the tuning circuit into a DC voltage and outputting the DC voltage to the monitoring unit; A first frequency selection circuit which selects a train detection frequency as a dip switch and outputs frequency selection information to a main and backup oscillator; And It consists of a switching relay that receives the switching control signal of the monitoring unit and automatically switches to a backup device in the event of a main device failure. Track circuit device of the railway and subway, characterized in that. The method of claim 1 or 11, wherein the monitoring unit, The main monitoring unit receives a monitoring signal, a train detection frequency, a vehicle signal frequency, a speed code, and monitors whether the main device has failed and outputs a signal for automatically switching to a backup device in the event of a failure, and optionally the main device. A switch circuit for selecting a backup device or a normal state, a ninth amplifier and a relay driver for amplifying an output signal of the monitoring circuit and outputting a switching control signal to the backup device, and amplifying the switching control signal and a backup device A first display portion composed of a tenth amplifier and a backup switching indicator indicating that the signal has been switched to; Second monitoring circuit that monitors whether backup device has failed even while operating as main device by receiving backup signal of backup transmitter, backup train detection frequency, backup car signal frequency and backup speed code, and displays the status in case of monitoring result failure A second display unit configured as a backup failure indicator; A third display unit displaying the track circuit frequency of the selected train by receiving the information of the first frequency selection circuit; A second frequency selection circuit which receives and selects a train detection frequency and an in-vehicle signal frequency generated from the oscillation unit and a speed code frequency generated from the code unit, a frequency counter for reading out the selected frequency, and displays the read frequency. A fourth display unit composed of an indicator; A fifth display section comprising a voltage selection circuit for selecting transmission and reception voltages from the transmission section and the reception section, a digital voltmeter reading the voltage, and an indicator displaying the read voltage; And Comprising a constant voltage power supply circuit for supplying the stable power required for the entire monitoring unit, wherein each display unit is a rail circuit and subway track circuit device, characterized in that using the front FND or LCD display. The method of claim 1, wherein even if the unit of the monitoring unit is removed from the shelf, only the function of automatically switching to the backup device does not operate, and the main device operates normally to prevent train operation. Track circuit device.