JP4045174B2 - Train position detection device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train position detection device that detects the position of a running train on the train.
[0002]
[Prior art]
A conventional train position detection device includes, for example, a wheel rotation detection unit that detects the rotation speed of a wheel, a travel distance detection unit that calculates a travel distance from the rotation speed of the wheel and its circumferential length, and an initial position from an initial position setter. The position of the own train is detected based on the information and the travel distance information from the travel distance detection unit. And in order to correct the decrease in accuracy due to changes in the diameter due to wheel sliding or wear, etc., a fixed point information transmitting means is provided on the ground side, and the correction is performed to correct the travel distance based on the fixed point information received on the vehicle upper side. Means are provided.
[0003]
[Patent Document 1]
JP-A-2-290102 (see page 1 and FIG. 1)
[0004]
[Problems to be solved by the invention]
Since the conventional train position detection device is configured as described above, in order to increase the detection accuracy, it is necessary to provide a correction means for a change in diameter due to wheel sliding or wear, such as a fixed point information transmission means. However, there are problems that the installation cost is high and that the maintenance inspection takes time.
[0005]
The present invention has been made in order to solve the above-described problems, and even if a change in diameter due to wheel sliding or wear occurs, it does not require equipment for correcting it, and has a simple configuration. An object is to obtain a train position detecting device capable of detecting the position of a train.
[0006]
[Means for Solving the Problems]
The train position detection device according to the present invention is arranged at one point on the track circuit, a transmission unit that superimposes a plurality of signals having different frequencies and transmits to the rail, and on the upper side of the train traveling on the track circuit, On-vehicle receiving unit that receives a plurality of signals simultaneously, a filter unit that discriminates and extracts received signals for each frequency, a power level measuring unit that measures the power level of each extracted signal, and the power of each measured signal A calculation unit that inputs and calculates a level, and the calculation unit determines a train position from the difference in power level of each signal and attenuation data at the time of rail propagation of a plurality of signals having different frequencies stored in advance. It is a thing.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Embodiment 1 FIG.
1 is a block diagram showing a train position detecting apparatus according to Embodiment 1 of the present invention. In the figure, a transmitter 1 is arranged at point A on the track circuit on the ground side, and the track circuit is superimposed by superimposing signals of two different frequencies, for example, f1 and f2, from the transmitter 1 at a predetermined level. To rail 2 of The transmitted superimposed signal is received by the on-vehicle receiving unit installed on the upper side of the train 3 traveling on the track circuit. The on-vehicle receiving unit includes a power receiver 4 and an amplifier 5. The superimposed signal flowing on the rail 2 is received by the power receiver 4 provided at the tip of the leading vehicle and amplified by the amplifier 5. The amplified superimposed signal is input to a filter unit composed of two band pass filters. In the filter unit, the signal of the frequency f1 is passed through the first filter 6, and the signal of the frequency f2 is passed through the second filter 7 and input to the power level measuring unit. Among the power level measuring units, the first power level measuring unit 8 measures the power level of the received signal at the frequency f1, and the second power level measuring unit 9 measures the power level of the received signal at the frequency f2, The measurement value is configured to be transmitted to the calculation unit 10.
[0008]
Next, the train position detection operation in the calculation unit 10 will be described. FIG. 2 is a diagram showing the train detection principle of the present embodiment. The arithmetic unit 10 holds data on the attenuation amount of a signal that propagates when signals of frequencies f1 and f2 are transmitted to the rail 2. The amount of attenuation varies depending on the frequency, and the higher the frequency, the larger the attenuation. For example, when the frequency f1 and f2 signals are transmitted to the rail 2 at predetermined signal levels, the transmitted signals are attenuated as the distance from the point A becomes longer. The power level of the received signal of each frequency after discrimination into signals of frequencies f1 and f2 on the upper side of the vehicle is as shown in the graph of FIG. 2 when f1 <f2.
[0009]
If the distance from the point A to the power receiver 4 provided on the train 3 is X, the difference between the power levels of the two received signals at the point X is D, and this difference D varies depending on the value of X. Since the transmission level of the known information f1 and f2 and the attenuation amount data of both signals are held in the calculation unit 10 in advance, the calculation unit 10 obtains the difference between the power levels of the reception signals of the frequencies f1 and f2, and this data And the distance from the point A to the train 3 is obtained by comparing the difference between the two signals obtained from the attenuation data held, and the train position can be detected.
[0010]
Here, the reason why two signals having different frequencies are used will be described. Since the attenuation amount of the signal propagating to the rail is known, it is also possible to calculate a distance from the point A by transmitting one signal from the transmitter and receiving it on the upper side of the vehicle and measuring the signal level. However, the overall signal level may change due to the presence of a train ahead or weather conditions. If two signals are used, the difference is hardly changed even if the signal level is changed, so that it is less affected by ambient conditions.
[0011]
In addition, in FIG. 1, FIG. 2, although the case where a transmission part exists in front of a train was shown, you may exist in the back of a train. In this case, however, the on-board receiver is provided at the end of the train.
[0012]
In the above description, the case where two signals having different frequencies are transmitted from the transmission unit has been described. However, for example, three signals may be compared to obtain an average for use.
[0013]
According to the present embodiment, the power of each signal obtained by superimposing a plurality of signals of different frequencies from a transmission unit provided at one point on the track circuit and transmitting the signals to the rail, and receiving this signal on the vehicle upper side. Since the level difference was compared with the data of the amount of attenuation that propagated through the rail for each frequency, and the speed of propagation to the rail was different depending on the frequency, the position of the train on the track circuit was detected. Even if a change in diameter due to wheel sliding or wear occurs, it is possible to detect the position of the own train with a simple configuration without requiring equipment for correcting the change.
[0014]
In addition, the ground side transmission unit and the on-vehicle reception unit on the vehicle side can use a part of the ATC (automatic train control device) device that is currently widely used in the control of railway vehicles. The invention of this embodiment can be easily applied by adding a few means to existing equipment.
[0015]
Embodiment 2. FIG.
3 is a block diagram showing a train position detecting apparatus according to Embodiment 2 of the present invention, and FIG. 4 is a diagram showing the operation principle thereof. In the figure, reference numerals 1 to 10 are the same as those in FIG. Transmitters 1 and 11 are provided at two points A and B in front of the train 3 traveling on the track circuit, and signals having different frequencies are transmitted from the known points A and B to the rail 2, respectively. However, this is different from the first embodiment.
[0016]
The train position detection operation will be described with reference to FIGS. A signal of frequency f1 is transmitted from point A at a predetermined transmission level, and a signal of frequency f2 is transmitted from point B at a predetermined transmission level. Both the signals propagating on the rail 2 are simultaneously received by the power receiver 4 installed at the tip of the leading vehicle of the train 3, amplified by the amplifier 5, and then the first filter 6 and the first filter 6 comprising bandpass filters having different pass frequencies. The second filter 7 discriminates and extracts the signals at frequencies f1 and f2, and the power levels of the two received signals that have passed through the filter are measured by the first power level measuring unit 8 and the second power level measuring unit 9, respectively. .
[0017]
Here, the power level of the received signal attenuates as the distance from point A or point B increases, and the amount of attenuation varies depending on the frequency. For example, if f1 <f2, the graph is as shown in FIG. Assuming that the distance from point A to the power receiver 4 provided on the train 3 is X, the difference D between the power levels of the two signals measured by the power level measuring unit varies depending on the value of X. Since the arithmetic unit 10 stores in advance position information of points A and B, transmission levels from points A and B, and attenuation data for each frequency when propagating through the rail, the X point obtained from this data The position of the train from point A is calculated by comparing the difference between the two signals and the measured power level difference between the two received signals.
[0018]
In addition, although FIG. 3 demonstrated the case where the transmission part A point and B point were installed in the front of a train, even if it installs in the back of a train, the same effect can be acquired. However, in this case, the power receiver 4 needs to be installed at the end of the train.
[0019]
According to the present embodiment, each reception obtained by transmitting signals having different frequencies to the rails from the transmission units provided at different points on the track circuit in front of or behind the train, and receiving the signals on the vehicle upper side. Compare the power level difference of the signal with the attenuation data that propagates through the rail for each frequency, and detect the position of the own train on the track circuit by using the speed that propagates to the rail depending on the frequency. Therefore, as in the first embodiment, even if a change in diameter due to wheel sliding or wear occurs, it is possible to detect the position of the own train with a simple configuration without requiring equipment for correcting the change. it can.
[0020]
Furthermore, since a signal of a single frequency is transmitted from each transmission unit, the circuit of the transmission unit is simplified compared to the first embodiment.
[0021]
Embodiment 3 FIG.
FIG. 5 is a block diagram showing a train position detecting apparatus according to Embodiment 3 of the present invention, and FIG. 6 is a diagram showing the operation principle thereof. In the figure, 1-4, 6-10 are the same as those in FIG. In this Embodiment, the transmission part 1 is arrange | positioned in the A point on the track circuit ahead of the running train, and the transmission part 11 is arrange | positioned in the C point on the back track circuit. Signals having the same or different frequencies are transmitted from the transmission units 1 and 11 to the rail 2. A first on-vehicle receiving unit including a power receiver 4 and a first amplifier 13 is installed at the tip of the leading vehicle of the train 3 in order to receive a signal flowing on the rail 2 from the transmitting unit 1 side. In addition, a second on-vehicle receiving unit including a power receiver 12 and a second amplifier 14 is installed at the rear end of the last vehicle of the train 3 to receive a signal flowing from the transmitting unit 11 to the rail 2. Has been.
[0022]
Next, the operation will be described. A signal of frequency f1 is transmitted from the transmitter 1 at point A, and a signal of frequency f2 is transmitted from the transmitter 11 at point C. After receiving the signal f1 by the power receiver 4 and amplifying it by the first amplifier 13, only the signal f1 is extracted by the first filter 6 constituted by a bandpass filter, and the power level of the received signal is set to the first level. Are measured by the power level measuring unit 8 and input to the computing unit 10. Similarly, the power receiver 12 receives the signal f2 and inputs the signal to the arithmetic unit 10 through the second amplifier 14, the second filter 7, and the second power level measuring unit 9. The power level of the received signal attenuates as the distance from point A or point C increases, so that the graph shown in FIG. 6 is obtained. If the distance from the point A to the power receiver installed on the train 3 (one side is corrected for the train length) is X, the difference between the power levels of the received signals at f1 and f2 at point X is D, where D is Varies with value. In the arithmetic unit 10, the difference between the power levels of both signals calculated based on the transmission levels of the signals f 1 and f 2 stored in advance and the attenuation amount data propagating through the rail 2, and the measured power levels of both signals The position of the train from point A is calculated by comparing the difference between the two. The frequencies f1 and f2 do not need to be changed and may be the same.
[0023]
According to the invention of the present embodiment, the power level of each received signal obtained by transmitting signals to the rails from the transmission units provided on the track circuits ahead and behind the train and receiving the signals on the vehicle upper side, respectively. Since the position of the own train on the track circuit is detected by comparing the difference and the attenuation amount data propagating through the rail for each frequency, the diameter due to wheel sliding or wear is the same as in the first embodiment. Even if a change occurs, it is possible to detect the position of the own train with a simple configuration without requiring equipment for correcting the change.
[0024]
Further, since the transmission signals from the transmission unit can be made the same, the transmission unit having the same circuit configuration can be used, and the apparatus is further simplified as compared with the second embodiment.
[0025]
【The invention's effect】
As described above, according to the train position detection device of the present invention, a plurality of signals having different frequencies are transmitted from the transmission unit provided at one point on the track circuit to the rail, and this signal is transmitted on the vehicle upper side. Compare the power level difference of each signal obtained by reception with the attenuation data that propagates through the rail for each frequency, and use the fact that the speed that propagates to the rail varies depending on the frequency. Since the position is detected, it is possible to detect the position of the own train with a simple configuration without requiring equipment for correcting the change in diameter due to wheel sliding or wear.
[Brief description of the drawings]
FIG. 1 is a configuration diagram illustrating a train position detection device according to a first embodiment of the present invention.
FIG. 2 is a diagram illustrating a detection principle of a train position detection device according to Embodiment 1 of the present invention.
FIG. 3 is a configuration diagram showing a train position detection device according to Embodiment 2 of the present invention.
FIG. 4 is a diagram illustrating a detection principle of a train position detection device according to Embodiment 2 of the present invention.
FIG. 5 is a configuration diagram showing a train position detection device according to Embodiment 3 of the present invention.
FIG. 6 is a diagram illustrating a detection principle of a train position detection device according to Embodiment 3 of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1,11 Transmission part 4,12 Power receiver 5 Amplifier 6 1st filter 7 2nd filter 8 1st power level measurement part 9 2nd power level measurement part 10 Calculation part 13 1st amplifier 14 2nd amplifier.

Claims (3)

  A vehicle that superimposes a plurality of signals having different frequencies and transmits them to the rail at one point on the track circuit, and simultaneously receives the signals on the upper side of the train traveling on the track circuit. An upper receiving unit, a filter unit for discriminating and extracting the received signal for each frequency, a power level measuring unit for measuring the power level of each extracted signal, and inputting and calculating the measured power level of each signal A calculating unit, wherein the position of the train is obtained from the difference in power level between the signals and the attenuation data at the time of rail propagation of a plurality of signals having different frequencies stored in advance in the calculating unit. Train position detection device.   Transmitters that transmit signals having different frequencies to the rails are arranged at different points on either the front or rear track circuit of the traveling train, and on the upper side of the train traveling on the track circuit. An on-vehicle receiving unit that simultaneously receives signals having different frequencies, a filter unit that discriminates and extracts received signals for each frequency, and a power level measuring unit that measures a power level of each extracted signal. A calculation unit that inputs and calculates the power level of each signal, and the calculation unit calculates the difference between the power levels of the signals and the attenuation data at the time of rail propagation of the plurality of signals stored in advance in the calculation unit. A train position detecting device characterized by obtaining a train position. Transmitters that transmit signals of the same or different frequencies to the rail are arranged at points on the track circuit in front and behind the traveling train, and the leading end of the leading vehicle is located above the train traveling on the track circuit. A first on-vehicle receiving unit that is installed in a section and receives the signal from the front, a second on-vehicle receiving unit that is installed at the rear end of the last vehicle and receives the signal from the rear, A filter unit that extracts the same or different frequency signals from the received signal, a power level measurement unit that measures the power level of each extracted signal, and a calculation unit that inputs and calculates the measured power level of each signal And determining the position of the train from the difference in power level of the signals and the attenuation data at the time of rail propagation of the signals of the same or different frequency stored in advance in the arithmetic unit. Train position detection apparatus according to symptoms.

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