JPS5932997B2 - train detection device - Google Patents

Description

[Detailed Description of the Invention] This invention is a continuous transmission/reception type train detection device, that is, by connecting a receiving device to a ground loop that is continuously provided for each blocked section, and by constantly radiating a signal from the train to the ground loop. This invention relates to a device that continuously detects the presence or absence of a train.

The check-in/check-out method is known as a train detection method applied to non-track short-circuit trains, but in this conventional method, a signal indicating that the train is at the front of the train in the direction of travel is used. (Hereinafter referred to as check-in signal.

) is a signal that also means that the train is at the rear of the train (hereinafter referred to as the checkout signal).

), and upon receiving the check-in signal, the storage device (check-in
Checkout-type train detection relays are configured to receive check-in and check-out signals through the detection loops at the entrance and exit of the blocked section, respectively, so they cannot receive signals transmitted from onboard trains except through the detection loops.

Therefore, it is a memory type circuit.

) to detect the train entering the blocked section,
When a checkout signal is received in the next blocked section, the storage device is released and the advance of the train into the blocked section is detected.

Therefore, firstly, the check-in signal is always sent from the head of the train in the direction of travel, and the check-out signal is always sent from the rear of the train.
Therefore, on routes where the train operates in a round-trip manner without changing its direction,
It is necessary to switch the transmission frequency on the train in conjunction with switching the train's driving direction.

Therefore, if a forward/reverse switching control circuit is provided on the train and the length of the train is long, it is necessary to provide a check-in signal transmitter and a check-out signal transmitter at both the front and rear ends of the train.

Second, as mentioned above, in the conventional system, by switching the transmission frequency in conjunction with switching the driving direction, the leading signal and the trailing signal are always at the same frequency, and it is possible to achieve two-ale safety in terms of rear protection. Then, based on the fall of the inner train detection track relay due to the leading signal and the advance of the rear section into the blockade section, the train detection track relay in the blockade section is operated.

Therefore, for example, if a train that is supposed to stop on the platform trunk overruns and stops astride the inner blockage section, and then returns to its normal position on the platform track, the inner train detection track relay Even though there is no train, the falling state due to the lead signal, that is, the train presence detection state continues, so when the vehicle overruns and regresses, the inner train detection track relay is manually activated to detect the presence of a train. It is necessary to erase the memory, which is extremely dangerous from a security standpoint.

Third, in sections where trains are operated in both directions, it is necessary for the ground equipment to perform similar switching in accordance with the train's direction of travel to ensure that the directions always match. Conventionally, automatic train control devices or automatic train stop devices have been used to prevent trains from running in the opposite direction, as they have the disadvantage of not being able to detect trains satisfactorily.

Thus, in the continuous transmission/reception type train detection device, it is sufficient to provide a kind of transmitter for transmitting at a predetermined fixed frequency at the front and rear of the train in one traveling direction, respectively, and, The first objective is to eliminate the need for switching on-vehicle transmission signals in conjunction with the driving direction.

Further, the present invention provides the continuous transmission/reception type train detection device in which the train overruns a predetermined blockage section and stops;
A second object is to automatically release the memory of the presence of a train in a blocked section entered by overrun when returning after detouring or in a blocked section behind a two-way operating section.

Next, the invention that achieves each of the above objects will be specifically described with reference to illustrated embodiments.

This invention is applied to a route type in which the front and rear direction of the train is always constant regardless of the driving direction.

Also, a signal (hereinafter referred to as a first signal) transmitted from the front part of the train in one traveling direction (for example, up direction).

)fl, and a signal also transmitted from the rear (hereinafter referred to as the second signal).

) The transmission frequency of f2 is different and always constant.

It is not switched depending on the direction of train operation.

Therefore, for example, in the up direction, the first signal f1 is the leading signal and the second signal f2 is the trailing signal, but in the down direction, the opposite is true.

The explanation will proceed with the above points in mind.

As shown in FIG. 1, an oscillator Sl with a constant frequency fc is provided in the leading car T1 of a train T, for example, in the up direction, and the signal from the oscillator is modulated by a modulator M1, for example, after FS modulation, and then power amplified. The resonant capacitor provided in the matching part Ar1 and the inductance of the on-board antenna A1 cause series resonance at the frequency f1 to increase transmission efficiency, and the antenna A
1 and radiates it to the ground as the first signal.

Similarly, an oscillator O82 with a constant frequency fc2 is provided in the rear vehicle T2 with respect to the direction of the train, and a similar modulator M2,
Frequency f2 via matching parts Ar1 and 4 and antenna A2
is caused to resonate in series, and is radiated to the ground as a second signal from the antenna A2.

Auxiliary windings (not shown) are attached to each of the antennas A4 and A2, and fl or f2 is induced in each winding.
Detect the signal current of each receiver RL.

r2 and constantly check the transmission output level and frequency, and if one detection receiver no longer detects the specified transmission output level or frequency, the vehicle equipped with that detection receiver determining that there is a transmission failure, giving the failure detection signal to the modulator M1 or M2 of the other vehicle, immediately interrupting the FS modulation of that modulator, and radiating an unmodulated wave from the antenna of the other vehicle, It is designed to notify the ground side of a malfunction in the onboard equipment.

On the ground, a continuous loop L is provided for each blocked section, and from the reference transmitter S connected to one end of the ground loop,
The on-board transmitters O81, Ml, APl.

A1,0822M2. Ar1. A ground device reference signal fcH obtained by, for example, amplitude modulation with a modulated wave having a frequency different from that of the carrier wave of A2 is constantly supplied to the ground loop.

A ground receiving device R is connected to the other end of the ground loop l.

This ground receiving device R receives a first signal f1, a second signal f1, and a second signal f1, as shown in FIG.
A first receiving circuit R consisting of a filter F that passes all of the signal f2 and the inspection signal fcH, a receiving section Ra connected to this filter, and a train occupancy detection relay CHR.
1 and a filter F2 that allows only the second signal f2 to pass through;
The second receiving circuit R2 includes a receiving section Ra2 connected to this filter, and a second signal receiving relay FA2R.

The second signal reception relay FA2R is a tail detection relay that detects the rear part of the train in the up direction, for example, and is used to check the FS modulated wave f2 from above the train.

Moreover, each signal f1. The level relationship between f2 and fcH is fl.

It is set as f2>fcH.

The ground receiving device has each loop 11 as illustrated in FIG.
, 12, 13, . . .

FIG. 2 shows an upbound train detection circuit constructed using relays of ground receiving devices in adjacent blocked sections.

The contact nTCHR-m of the train occupancy detection relay is connected in series with the train detection track relay nTR having the function of memorizing the presence of a train, and the contact nTCHR-m is opened and closed by the second signal reception relay FA2R of the blocked section. contact nTFA2Rm and the first signal transmitter O81, M1゜AP
A release circuit RES is connected in series with a contact (n+1) FA2Rm that is opened and closed by the second signal reception relay FA2R of the ground reception device of the next blocked section in the driving direction where A1 is the leading part. .

Further, a self-holding circuit H having a contact nTR-m opened and closed by the train detection track relay in this release circuit RES.
Connect in parallel.

Furthermore, the contact nTcHR-m of the train occupancy detection relay
A preset circuit PR common to all train detection circuits is connected in parallel.

The continuous transmission type train detection track relay has a memory type circuit, so that even if the fl and f2 signals stop transmitting due to a failure in the onboard equipment in a blocked section, the train detection status is memorized and the failover is prevented. This is necessary to maintain safety.

With such a configuration, when power is supplied to the preset circuit PR before the start of train operation, the filter F of the first receiving circuit
Since only the control signal fcH passes through and the modulated wave is detected by the receiver Ra, the train occupancy detection relay nTCHR is activated, and therefore the train detection circuit contact nTCH
Since Rm closes, the train detection track relay nTR operates,
Absence of trains in the blocked section and presence or absence of disconnections and short circuits in the loop line are detected.

After the train detection track relay nTR is activated once by the preset operation, the self-holding circuit H continues the train absence detection state.

In addition, even if you accidentally operate the preset in a blocked section where a train is present, the train occupancy detection relay will be restored, so
There will be no malfunction.

Next, the train starts running, for example in the up direction.

For example, if the leading portion enters the second blocked section 2T from the first blocked section 1T in FIG. 3, the first signal f, which is the leading signal, is guided to the ground loop 12 and given to the ground receiving device 2R.

The first signal f1 passes only through the filter F.

In the receiving section Ra, the first. Since the signal f1 cancels the modulation component by the control signal fcH, the train detection relay 2TCHR
will be restored.

Therefore, the contact 2TCHR- of the train detection circuit in FIG.
As a result of opening m, the train detection track relay 2TR is restored and it is detected that the train has entered the second blocked section.

- The release circuit RES is not affected at all at the stage where the front of the train has just entered the blocked section.

When the train completely enters the second block section, above ground loop 1
2, a second signal f2 is also emitted in addition to the first signal f0, which is the leading signal, but the train detection circuit is not changed at all depending on the first signal.

The filter F passes the first signal f, the second signal f2 and the reference signal fcH, and the filter F2 passes only the second signal f2.

Therefore, the train occupancy detection relay 2TCHR continues in the restored state, the second signal reception relay 2TFA2R becomes in the operating state, and the contact 2TFA2R-m of the release circuit RES closes.

When the head of the train advances from the second blocked section 2T,
The first signal f1 is no longer received from the train, but the second signal f2 is received, so the train occupancy detection relay 2TCH
R continues to fall and maintains the memory of the presence of the train by the train detection track relay 2TR.

The second signal receiving relay 2TFA2R also continues to operate.

Subsequently, when the train has completely advanced through the second blocked section, that is, the tail section is between the second blocked section 2T and the third blocked section 3T.
To explain the operation when passing through the boundary of
The signal f2 is also no longer received, and the fourth filter F is given only the reference signal fcH.

Therefore, at the same time as the train occupancy detection relay 2TCHR that constitutes the train detection circuit operates, the second signal reception relay 2TFA2R in the second blockage section is restored, and the second signal reception relay 3TFA2R in the third blockage section operates. .

In any blocked section, as shown in FIG. 5, the operation of the train occupancy detection relay CHR and the recovery time t.

The operation time t1 of the tail detection relay FA2R (ie, the second signal receiving relay) is set longer than the operation time of the tail detection relay FA2R, and the recovery time t2 of the same relay is set longer than the operation time of the tail detection relay.

Therefore, when the tail of the train passes through the boundary between the second blocked section and the third blocked section, the train occupancy detection relay 2TCHR detects the tail of the second blocked section and the third blocked section, as shown in Fig. Relays 2TFA2R and 3TFA2R operate simultaneously instantaneously.

Therefore, contact 2 TCI (R
m, 2TFA2R-m.

3TFA2R-m momentarily and simultaneously close, and the train detection track relay 2TR operates, thereby canceling the memory of the presence of the train in the second blocked section.

When the rear part of the train passes the boundary, the release circuit R
Since the force that immediately causes the ES contact to open\contact 2TCHR-m remains closed, the train detection track relay 2TR maintains its operating state by the self-holding circuit H.

The operating characteristics of the garage occupancy detection relay and tail detection relay of the ground receiving device were set as described above, and the transmission frequency at the front and rear parts of the car was fixed regardless of the driving direction, so that can be determined, and only when the tail passes through the boundary of the blocked section in the predetermined direction of travel,
It is possible to clear the memory of the existence of a train in the blocked section behind you.

In addition, when the head signal of the first depot is received, the presence of a train in the blockade section is memorized, and when the tail detection relay in the blockage section and the tail detection relay in the next blockage section momentarily operate simultaneously, the train presence in the blockage section is stored. Since the memory of the presence of a train in a section is cleared, it is possible to prevent on-board transmission failures such as the leading signal transmitter (first signal transmitter) or tail detection signal transmitter (second signal transmitter), filter, and receiver. , even if a ground reception failure occurs in the train occupancy detection relay or tail detection relay, the conditions for canceling the memory of the presence of the train are not satisfied.

Therefore, it has a sufficient fail-safe function for rear protection.

Ground receiving device R installed in the one-way driving section in the down direction
As shown in FIG. 7, the first receiving circuit R
1 and the first signal f, a receiving section Ra1 connected to this filter and outputting when receiving a modulated wave, and a first signal receiving relay operated by the output from this receiving section. A third receiving circuit R3 consisting of FA1R
The downbound train detection circuit D' has the configuration shown in FIG.

The embodiments described above illustrate the basic idea of this invention.

The case was explained in which the method was applied to detecting trains in one-way up or down sections on a single track, but by developing the above basic idea, this invention can detect trains in both directions without changing the direction of the train on a single track. It can be applied to train detection in the section where the train is being operated, and in this case, the effects of the present invention are even better exhibited.

That is, as shown in FIG. 9, each blockage section IT, 2T
, 3T... each ground loop 11p '2) 13...
- At one end a reference transmitter S1. S2. Connect S3...
This is similar to the previous embodiment, except that terrestrial receivers IR and 2R are connected to the other end of each terrestrial loop.

3R includes, in addition to the first receiving circuit R1 and second receiving circuit R2 described above, a filter F1 that passes only the first signal f1, a receiving section Ra1 connected to this filter, and a receiving section Ra1 connected to this receiving section. 1st signal receiving relay FA1R
Furthermore, the train detection circuit D'' in each blockage section is equipped with a train occupancy detection relay CH, as illustrated in FIG. 10 for the second blockage section.
In a series circuit including contact 2TCHR-m of R and train detection track relay 2TR, contact 2TFA2Rm of the second signal reception relay in the blockage section concerned and contact 3TFA2R- of the second signal reception relay 3TFA2R in the next blockage section in the up direction. m
a self-holding circuit H including a contact point 2TR-m of the train detection track relay 2TR;
, the contact 2TFA1R-m of the first signal reception relay 2TFA, R in the blocked section and the contact I TFAlR-m of the first signal reception relay I TFAlR in the next blockage section in the down direction.
The downlink release circuit RES2 is connected in parallel with the downlink release circuit RES2.

As mentioned above, the first signal f1 and the second signal f2 are transmitted at a fixed frequency regardless of the direction in which the train is running, and the configuration of the above-mentioned ground receiving device R and storage detection circuit D'',
And train occupancy detection relay CHR and tail detection relay TFA2R.

The operating characteristics of TFAlR function as follows.

In other words, the head of the train in the up direction is, for example, the first
The second block passes through the boundary between the blockage section 1T and the second blockage section 2T.
When entering a blocked section, upon passing the boundary, restore the train occupancy detection relay 2TCHR of the ground receiving device in the second blocked section, restore the first signal reception relay ITFA1R of the ground receiving device in the first blocked section, and The operation of the first signal receiving relay 2 TFAlR of the ground receiving device in the second blocked section is performed at the same time.

However, since the operating characteristics of each relay are defined as described above, the first signal receiving relay ITFA1R, ITFA2TFA
, R operate simultaneously, but train occupancy detection relay 2TCHR has been restored before that time, so
The train detection track relay 2TR memorizes the presence of a train at the same time the head of the train enters the second blocked section, and continues to memorize it until the rear of the train reaches the boundary between the second blocked section 2T and the third blocked section 3T. Hold.

When the rear section passes through the boundary, the train occupancy detection relay 2TCHR operates first, and the rear detection relays 2TFA2R and 3TFA2R that constitute the upward direction release circuit RES1 operate as in the case of the above-described embodiment. Because they operate instantaneously and simultaneously, the train detection track relay 2TR operates and the memory of the presence of the train is released.

On the other hand, when the head of the downbound train enters the second blocked section 2T from the third blocked section 3T, the second signal reception relay 3TFA2R of the ground receiving device in the third blocked section is restored;
Second signal receiving relay 2T of ground receiving device in second blocked section
Since the operation of FA, H and the restoration of the train occupancy detection relay 2TCHR in the second blocked section are performed at the same time, for the same reason as mentioned above, the train detection track relay 2TR detects when the head of the train enters the second blocked section. At the same time, it remembers the existence of the train.

Then, when the rear part of the train passes the boundary between the second blocked section 2T and the first blocked section 1T, the train occupancy detection relay 2TC is activated.
HR operation, first signal reception relay 2TF in second blockage section
Restoration of A and H and first signal reception relay 1 in the first blockage section
The operation of TFA1R is performed.

Therefore, after the contact point 2TCHR-m closes according to the described operating characteristics, the down direction release circuit RES2 is instantaneously closed, so the train detection track relay 2TR operates and the memory of the presence of the train is released.

As described above, according to this embodiment, the first signal f and the second signal f2 are transmitted from the train, and when the head signal is received, the presence of the train in the blocked section is memorized, and the upstream signal is When operating the blockage section, the second section of the blockage section and the next blockage section are operated.
Due to the momentary simultaneous operation of signal reception relays 2TFA2R and 3TFA2R, when driving in the down direction, the first signal relay 2TFA1R of the current blockage section and the next blockage section
,.

Since the ITFAlR instantaneously operates simultaneously, the memory of the presence of a train in the blocked section is cleared, so the transmission frequency of the first signal and the second signal can be fixed regardless of the direction of travel of Dajun. The transmission frequency is changed in conjunction with the switching of the direction of travel, as in the system.

No need to switch.

Therefore, there is no need to provide a forward/reverse switching control circuit on the train, and even if the train is long, it is sufficient to provide only the first signal transmitter at the front and only the second signal transmitter at the rear.

Next, we further developed the basic idea of this invention.

An example of application for automatic release in the event of overrun and regression will be explained.

As mentioned above, the ground receiving device and the train detection circuit shown in FIGS. 9 and 10 are capable of detecting the upstream approach, exit, and downbound approach in each blocked section for trains operating round-trip on a single track. These were used to detect each advance.

However, a ground receiving device and a train detection circuit having the same configuration as above can be used to automatically cancel trains running in one direction on a single track, and trains running back and forth on a single track when regressing due to overrun.

That is, as an example, in FIG. 9, a train that should stop at the first blocked section 1T overruns and the train stops at the first blocked section 1T and the second blocked section 1T.
It stopped astride the blockage section 2T, and the first
To explain what happens when the train returns to the blocked section, the train
When the train overruns a blocked section, the head of the train
Upon entering the blocked section, the train occupancy detection relay 2TCHR is restored as described above, so the train detection track relay 2TR of the storage detection circuit shown in FIG. The presence of a train in the up direction is memorized.

Then, the train runs in reverse and corresponds to the head part in the up direction (that is, the tail part in the down direction).

) passes through the boundary between the first blockage section and the second blockage section, the train occupancy detection relay 2TCHR in the second blockage section operates, the first signal reception relay 2TFA1R in the second blockage section recovers, and the first blockage First signal reception relay I TF in section
After the operation of AlR takes place and the described operating characteristics of each of these relays closes the contact 2TCHR-m of the train detection circuit, the two contacts 2TFA1Rm, I TFAt
Since Rm are momentarily closed at the same time, the train detection track relay 2TR operates again and the memory of the presence of the train in the second blocked section is released.

In short, when the ground receiving device and train detection circuit shown in FIGS. 9 and 10 are applied to a train operating on a single track in the up direction, the release circuit RES1 becomes a release circuit during normal operation in the up direction; RES2 operates as an automatic release circuit when an upbound train overruns the blockade section and degresses.

Similarly, when applied to a train running on a single track in the down direction, the release circuit RES1 becomes an automatic release circuit when the down train overruns and retreats, and the release circuit RES2 becomes an automatic release circuit when the train is running normally in the down direction.

Also, when the ground receiving device and the train detection circuit shown in FIGS. 7 and 8 are applied to a train operating in a single-track round trip, the up direction release circuit RES1 and the down direction release circuit RES2 are operated in the opposite direction. Needless to say, it functions as an automatic release circuit when a train overruns and regresses.

As mentioned above, according to this embodiment, one direction of train traffic (
For example, the first signal (for example, the first signal) in the upstream direction)
When the train presence in the blocked section is received, the presence of the train in the blocked section is memorized by the recovery of the train detection track relay, and the train detection relay (for example, the second signal receiving relay) of the blocked section is connected to the next blocked section in the - traveling direction (for example, up direction). When the tail detection relay (for example, the second signal reception relay) and the tail detection relay (for example, the second signal reception relay) operate momentarily simultaneously, or the tail detection relay (for example, the first signal reception relay) ) and the other traveling direction (downward direction) of the next blocked section in the other traveling direction (downward direction) of the train
When the tail detection relay (first signal reception relay) operates momentarily and simultaneously, the memory of the presence of a train in the blocked section is cleared, so that accurate train detection is performed during normal operation. Instead, even if the train overruns into the blockage section and runs backwards, the memory of the train's presence in the blockage section is automatically canceled.

Therefore, the conventional manual release operation is no longer necessary, and safety is ensured.

[Brief explanation of the drawing]

Figure 1 is a diagram showing an example of the configuration and signal system of an on-board transmitter and a ground receiver used in one-way operation sections, Figure 2 is a circuit diagram showing an example of a train detection circuit, and Figure 3 is a diagram showing an example of a signal system. Figure 4 is an equipment layout diagram showing an actual example of an upbound driving section.
The figure is a train detection circuit diagram for the second blockage section in Figure 3, Figure 5 is a diagram showing the operating characteristics of the train occupancy detection relay and the tail detection relay, and Figure 6 is a train detection circuit diagram for the second blockage section in Figure 3. It is a figure which shows the operation|movement of each relay when passing the boundary of an area and a 3rd blockade area. Figure 7 is a diagram showing an example of the configuration and arrangement of ground receiving equipment installed in the downbound driving section, and Figure 8 is the second
It is a train detection circuit diagram for a blocked section. FIG. 9 is a diagram showing an example of the configuration and arrangement of a ground receiving device provided in a bidirectional operation section, and FIG. 10 is a train detection circuit diagram for the second blocked section in FIG. 9. T...train, T1. T2... Leading vehicle or trailing vehicle, AI, A2... On-board antenna, fl... First
Signal, T2. ,. Second signal, 11. I! 2, 13... Ground loop, RlIR, IR... Ground receiving device, S, Sl
, s2 is a reference transmitter, CHR, 1TcnR, 2TCHR
...Train occupancy detection relay, FA2,1TFA2,2T
FA2R...Second signal reception relay (tail detection relay)
, FAlR, I TFAlR, 2TFA1R... 1st
Signal reception relay (tail detection relay), nTR, 2TR・
...Train detection track relay, RES, RESl, RES
2...Release circuit.

Claims (1)

[Claims] 1) A transmitter that radiates a first signal to the ground with a fixed transmission frequency on either the front or rear of the train, and a transmitter with a fixed transmission frequency different from the first signal on the other side. (B) Continuous loops are provided for each blockage section, and at one end of these loops, a ground equipment reference signal having a frequency different from the onboard transmission frequency is provided. (C) At the other end of each of the loops, (G) A filter that passes all of the first signal, the second signal, and the reference signal, and a filter connected thereto. A first receiving circuit consisting of a receiving section and a train occupancy detection relay operated by the received output of the first receiving circuit; (CI) a filter that passes only the second signal or the first signal; a receiving section connected to this; A ground receiving device consisting of a second receiving circuit consisting of a second or first signal receiving relay operated by the received output is connected, and a lifting contact of the train occupancy detection relay is connected to the front stage of the train detection track relay. At the same time, the second (or first) signal reception relay of the second (or first) signal reception relay of the blockage section and the second (or first) signal reception of the ground receiving device of the next blockage section are inserted in front of this pick-up contact. A train detection circuit is configured by connecting a release circuit formed by series-connecting the lifting contacts of the relay and a self-holding circuit including the contacts of the train detection track relay to form a train detection circuit; (g)) the train detection circuit; The operation time of the second (or first) signal reception relay is longer than the operation/recovery time of the occupancy detection relay, and the recovery time of the second (or first) signal reception relay is set longer than the operation time of the second (or first) signal reception relay. A train detection device characterized by: 2(A) A transmitter that emits a first signal having a fixed transmission frequency to the ground on either the front or rear of the train; Each is equipped with a transmitter that radiates a second signal to the ground that has a fixed transmission frequency different from the first signal, and continuous loops are provided for each phase blockage section, and at one end of these loops, an on-board transmitter is installed. (C) Connect a verification transmitter that constantly supplies a ground equipment verification signal of a frequency different from the frequency to the loop, and (C) connect to the other end of each of the loops; a first receiving circuit consisting of a filter that allows only the first signal to pass, a receiving section connected to this, and a train occupancy detection relay operated by the received output; a second receiving circuit consisting of a receiving section and a fourth signal receiving relay operated by the receiving output; (c) a filter that passes only the second signal; and a receiving section connected to this; Second operated
(D) inserting the launch contact of the train occupancy detection relay in the front stage of the train detection track relay, and inserting the launch contact in the front stage of the train detection track relay; an uplink release circuit formed by connecting in series the lifting contact of the first signal receiving relay of the blocked section and the lifting contact of the first signal receiving relay of the terrestrial receiving device of the uplink blocked section; A down direction release circuit formed by connecting in series a launching contact of a second signal receiving relay in the section and a launching contact of a second signal receiving relay of a ground receiving device in the downbound direction blocked section, and a contact point of the train detection track relay. A train detection circuit is constructed by connecting a parallel circuit with a self-holding circuit including the train occupancy detection relay; A train detection device characterized in that the signal receiving relay is long, and the recovery time of the second (or first signal receiving relay) is longer than the operating time of the second (or first) signal receiving relay.