JP4592453B2 - Train detector - Google Patents

Description

  The present invention relates to a train detection device in the railway field, and more particularly to a train detection device that performs train detection using an ATS signal (space propagation signal of an automatic train stop device) in a fail-safe manner.

For example, at a railroad crossing that uses a point-controlled track circuit to detect trains, in order to reliably prevent undesired events such as no alarms and no interruptions, and to improve safety, Train detection is backed up by arranging train detection devices that perform train detection using an ATS signal (see, for example, Non-Patent Document 1).
As such an ATS signal-based train detection method, an open circuit type (for example, see Patent Document 1) and a closed circuit type (for example, see Patent Document 2) are known, and each is useful for explaining the present invention. Excerpts will be explained.

  FIG. 7 shows an open circuit type train detection device, where (a) is an overall block diagram of the ground device, and (b) is a time change of the reception detection state and the relay excitation state.

  This train detection device (see FIG. 7 (a)) is a receiving coil 10 installed as a ground element in the track in order to receive the ATS signal A constantly transmitted from the on-board device of the train traveling on the track. L) and receiving circuits 11 to 16 for outputting a train detection signal indicating the presence or absence of a train according to the reception state. The reception circuits 11 to 16 include a frequency discrimination circuit including an attenuator 11 (ATT) and a band pass filter 12 (BPF), a relay including a rectification unit 13, a level detection unit 14 (SCH), and a recovery time extension circuit 15. A drive circuit and a detection relay 16 that outputs a train detection signal are provided.

  The attenuator 11 is for adjusting the level of the received signal of the receiving coil 10 to a level suitable for the input of the band pass filter 12, and is replaced by an amplifier when the signal level needs to be amplified, and level adjustment is not required. Omitted if present. The band-pass filter 12 has a pass frequency bandwidth set to pass the first frequency f1 component of the ATS signal A. For this reason, the frequency discriminating circuit including these circuits performs frequency discrimination between the first frequency f1 component of the ATS signal A and other frequency components.

  The rectification unit 13 is obtained by adding an envelope waveform extraction circuit or the like to a full-wave rectification circuit or a half-wave rectification circuit using a diode stack, for example, and the level detection unit 14 is applied to a pulse wave (rectangular wave / square wave). The restoration time extension circuit 15 is composed of a Schmitt circuit for shaping the waveform, and the recovery time extension circuit 15 amplifies the output pulse of the level detection unit 14 to a level at which the detection relay 16 can be electromagnetically driven, and reliably operates the pulse width of the detection relay 16 For this reason, the waveform shaping process is performed for a predetermined time. In these circuits, the relay drive circuit that processes the output signal of the band-pass filter 12 excites the detection relay 16 when the first frequency f1 component is detected, and interrupts the excitation of the detection relay 16 when the first frequency f1 component is not detected. .

  The detection relay 16 is, for example, a DC 5V drive electromagnetic relay driven by a relay drive circuit, and detects a train with “train present” in an excited state (operating state) and “no train” in a non-excited state (restored state). A signal is output.

  In such an open circuit type train detection device (see FIG. 7B), when the train travels on the track where the reception coil 10 is installed and passes through the reception coil 10, the on-vehicle device The transmitted ATS signal A of the first frequency f1 is received by the receiving coil 10, and the receiving circuits 11 to 15 excite the detection relay 16 in response to this, so that the detection relay 16 operates to generate a train detection signal. Set to “With train”. After the train passes or when the train does not come, there is no reception by the receiving coil 10 and the receiving circuits 11 to 15 do not drive the detection relay 16 so that the detection relay 16 is restored and the train detection signal is “no train”. To the state.

  As described above, in the case of the open circuit type, the detection relay 16 that outputs the train detection signal is normally restored (non-excited state), and operates only when the ATS signal A is received from the train (excited state). The reception detection state B of the ATS signal A is indicated by the pulse output of the level detection unit 14, and the reception time D of the ATS signal A that defines the pulse width is generally short (see times t1 to t2 in FIG. 7B). ), The pulse width of the detection relay 16 in the relay excitation state C is extended by the extension time E by the recovery time extension circuit 15 (see times t2 to t3 in FIG. 7B), which ensures that the detection relay 16 is Operate.

  Also, in such an open circuit type train detection device, if there is a disconnection of the reception coil 10 or a failure of the reception circuits 11 to 16, even if the ATS signal A is received, the detection relay 16 is not excited so that it is in a restored state. (See the broken line portion after time t4 in FIG. 7B), the train detection signal remains “no train”.

  8A and 8B show a closed circuit type train detection device, where FIG. 8A is an overall block diagram of the ground device, and FIG. 8B is a time variation of the reception detection state B and the relay excitation state C.

  This closed-circuit type train detection device (see FIG. 8A) differs from the above-described open-circuit type train detection device in that the transmission coil 20 is installed near the reception coil 10 in the track and the amplifier 21. (AMP) and an oscillation circuit 22 (OSC) are added to a transmission circuit for generating an oscillation signal of the second frequency f2 and sending it to the transmission coil 20, and to pass the second frequency f2 component. The bandpass filter 23 (BPF) in which the frequency bandwidth is set is introduced instead of the bandpass filter 12, and in the excited state (operating state) “no train” and in the non-excited state (restored state) A detection relay 24 that outputs a train detection signal “train present” is introduced in place of the detection relay 16.

Since the band pass filter 23 allows the second frequency f2 to pass but blocks the first frequency f1, the frequency discrimination circuit including the first frequency f1 includes the first frequency f1 component of the ATS signal A and the other second frequency f2 component. And frequency discrimination.
The detection relay 24 is an electromagnetic relay similar to the detection relay 16, but the association between excitation / non-excitation and presence / absence of a train is reversed.

  Therefore, in the closed circuit type, the detection relay 24 that outputs the train detection signal is normally operating (excited state) and is restored only when the ATS signal A is received from the train (non-excited state). The waveform of the excitation state C is reversed from the case of the open circuit type including not only the reception time D but also the extension time E (see FIGS. 7B and 8B). By positioning the unexcited recovery state of the detection relay 24 as “train present” in this way, a safe operation (fail-safe) is performed even at the time of equipment failure.

  More specifically, in the case of a closed circuit type, an oscillation signal having the second frequency f2 is always transmitted from the transmission coil 20 to the reception coil 10 by spatial propagation (see FIG. 8A). While it is received by the receiving coil 10 at a certain level or higher, the received signal passes through the band-pass filter 23, and the detection relay 24 is excited in response to this, and the train detection signal becomes “ It becomes a state of “no train”. On the other hand, when the train passes and the reception coil 10 receives the ATS signal A from the train (see FIG. 8B), the signal of the second frequency f2 is suppressed by the ATS signal A of the first frequency f1. As a result, the reception signal passing through the bandpass filter 23 is reduced or eliminated. In response to this, excitation of the detection relay 24 is interrupted, the detection relay 24 is restored, and the train detection signal becomes “train present”.

  As described above, if the operation state / excitation state of the detection relay 24 is set to “no train” and the restoration state / de-excitation state is set to “with train”, the detection relay 24 is excited when the transmission / reception coil is disconnected or a device malfunctions. Since it stops and the detection relay 24 changes from the operating state to the recovery state (see the broken line portion after time t4 in FIG. 8B), the train detection signal becomes “train present”. Therefore, in the closed circuit type train detection device, it is possible to ensure a safe operation (fail safe).

By the way, the receiving coil 10 and the transmitting coil 20 shown in FIG. 7 and FIG. 8 described above are 0-shaped single-path coils called ATS-S type, and the coils are wound in a 0-shape. There is only one magnetic path through it.
On the other hand, in the railway field, an 8-shaped multi-path coil called ATS-P type is also put into practical use. In this multi-path coil, the coil is wound in an eight-character shape, and there are two magnetic paths passing through the coil corresponding to the presence of two small round portions. Since the winding direction is reversed between the two small circle portions, the directions of the magnetic fluxes are also opposite.
Depending on the track, both a train equipped with an ATS-S type onboard device and a train equipped with an ATS-P type onboard device may run.

Japanese Utility Model Publication No. 62-148466, Japanese Utility Model Publication No. 5-41975 JP-A-11-321651 Edited by Japan Railway Electrical Engineering Association "Introduction to Electricity for Railway Engineers Signal Series 8 Railroad Crossing Safety Device", published by Japan Railway Electrical Engineering Association, April 1995, p. 50-51

[Background of further issues]
FIG. 9 is an overall block diagram showing an idea of an open circuit type apparatus having a single-path type coil and a multi-path type coil. This train detection device is not only a train equipped with an ATS-S type on-vehicle device, that is, a train equipped with a vehicle upper 63 having a single-shaped coil of 0-shape, but also a train equipped with an ATS-P type on-vehicle device, that is, eight characters. In order to detect trains equipped with a vehicle upper 65 having a multi-path coil, a 0-shaped, single-path receiving coil 10 suitable for the ATS-S type and 8 suitable for the ATS-P type A band-pass filter (BPF) for passing the first frequency f1 component of the ATS signal A transmitted from the vehicle upper 63 and the vehicle-side receiving coil 19 in parallel with the character-shaped and multi-path receiving coil 19 A band-pass filter (BPF) that passes the third frequency f3 component of the ATS signal A transmitted from the child 65 is also provided in parallel with the receiving circuit. The relay drive circuit (SCH and the like) and the detection relay 16 are shared.

  Each of the train detection devices whose block diagrams are shown in FIGS. 10 to 12 can be considered as a closed circuit type ground device. After all, not only the ATS-S type on-board equipment-equipped train, that is, the train equipped with the vehicle upper 63 provided with the zero-shaped single-path coil, but the ATS-P type on-vehicle equipment-equipped train, that is, the eight-shaped multi-path. As with the open circuit type, in addition to the 0-shaped, single-path type receiving coil 10 adapted to the ATS-S type, the ATS-P type can be used. Although it is provided with a matching eight-character and multi-path receiving coil 19, it is a closed circuit type, so that it is in a state where it is magnetically coupled when the receiving coil and the magnetic path are overlapped, that is, when AC is energized. And a transmission circuit for sending an oscillation signal to the transmission coil. The configurations of the transmission coil, the transmission circuit, and the reception circuit are different in FIGS.

  In the train detection apparatus of FIG. 10, a transmission coil 20 is attached to the reception coil 10 in a state where magnetic paths are overlapped, and a transmission coil 29 is also attached to the reception coil 19 in a state where magnetic paths are overlapped. On the receiving circuit side, with respect to the coils 10 and 20, a transmission circuit (AMP, OSC) that generates an oscillation signal of the second frequency f2 and sends it to the transmission coil 20, a first frequency f1, a second frequency f2, A frequency discriminating circuit (BPF, etc.) that performs frequency discrimination of the above, a detection relay R1, and a relay drive circuit (SCH etc.) that excites the detection relay R1 when detecting the second frequency f2 component and interrupts the excitation of the detection relay R1 when not detecting ) And are provided. As for the coils 19 and 29, a transmission circuit (AMP, OSC) that generates an oscillation signal of the fourth frequency f4 and sends it to the transmission coil 29, and a frequency discrimination that performs frequency discrimination between the third frequency f3 and the fourth frequency f4. A circuit (such as BPF), a detection relay R2, and a relay drive circuit (such as SCH) that excites the detection relay R2 when detecting the fourth frequency f4 component and interrupts excitation of the detection relay R2 when not detected. . There is also provided a relay circuit for setting the detection relay 24 in the non-excited state “with train” when any of the detection relays R1, R2 is in the non-excited state “with train”.

  In the train detection apparatus of FIG. 11, a transmission coil 29 is attached in a state where magnetic paths are superimposed on the reception coil 10 and the reception coil 19, and the transmission coil 20 is omitted. Along with this, the receiving circuit also generates an oscillation signal of the second frequency f2 and sends it to the transmission coil 29, the first frequency f1, the third frequency f3, and the second frequency f2. A frequency discriminating circuit (BPF, etc.) that performs frequency discrimination of the above, a detection relay 24, and a relay drive circuit (SCH, etc.) that excites the detection relay 24 when detecting the second frequency f2 component and interrupts the excitation of the detection relay 24 when not detecting ) And only one set. The receiving coils 10 and 19 are collected in parallel connection.

  In the train detection apparatus of FIG. 12, a transmission coil 20 is attached to the reception coil 10 in a state where magnetic paths are overlapped, and a transmission coil 29 is attached to the reception coil 19 in a state where magnetic paths are also overlapped. On the receiving circuit side, with respect to the coils 19 and 29, a transmission circuit (AMP, OSC) that generates an oscillation signal of the second frequency f2 and sends it to the transmission coil 29 and the transmission coil 20, a third frequency f3, and a third frequency f3. Frequency discrimination circuit (BPF, etc.) that performs frequency discrimination from the two frequencies f2, a detection relay R2, and a relay drive that excites the detection relay R2 when detecting the second frequency f2 component and interrupts the excitation of the detection relay R2 when not detected Circuits (SCH and the like). For the coils 10 and 20, the transmission circuit is omitted, and a frequency discrimination circuit (such as BPF) that performs frequency discrimination between the first frequency f1 and the second frequency f2, a detection relay R1, and detection of the second frequency f2 component A relay drive circuit (such as SCH) is provided that sometimes excites the detection relay R1 and interrupts excitation of the detection relay R1 when not detected. There is also provided a relay circuit for setting the detection relay 24 in the non-excited state “with train” when any of the detection relays R1, R2 is in the non-excited state “with train”.

[Basic issues]
In this way, there are several devices and various modifications are possible, but each has advantages and disadvantages. In other words, the conventional train detection that conforms to any one of the ATS-S type using a zero-shaped single-path coil and the ATS-P type using an eight-shaped multi-path coil. Among the devices, the open circuit type device of FIG. 7 has an advantage that the power consumption is large while the ATS signal A is received and the detection relay 16 is operated, but the power consumption is small otherwise. Since the number of parts is small, there is also an advantage that miniaturization is easy. However, when the device fails, specifically, when the receiving coil 10 or the receiving circuits 11 to 15 fail, the detection relay 16 operates even if the ATS signal A is sent from the on-board device to the receiving coil 10. Does not detect trains.

On the other hand, in the case of the closed circuit type in FIG. 8 among the conventional train detection devices, when the equipment breaks down, the train detection signal becomes “train present”, so that a safe operation (fail safe) is ensured. Yes. However, the power consumption is large due to the fact that a constant signal is always wirelessly transmitted from the transmission circuit and the received oscillation signal is processed by the reception circuit. In addition, an oscillation circuit is provided in the transmission circuit, and the reception circuit also requires a circuit of a scale equivalent to the oscillation circuit to handle the oscillation signal.
Therefore, in order to realize a train detection device that combines the advantages of both, that is, on the premise of ensuring fail-safeness of the closed circuit type, it is possible to consider the small power and the small number of parts in the open circuit type. ,desired. For this purpose, it is a basic technical problem to modify the circuit so that the oscillation circuit, which tends to increase the power consumption and the number of parts, is shared by the transmission circuit and the reception circuit.

[Further issues]
In order to adapt to both ATS-S type and ATS-P type, a zero-shaped single-path coil and an eight-shaped multi-path coil are arranged in parallel on the track, and both are used as receiving coils. Among the train detection devices of the receiving coil side-by-side type, the open circuit type device of FIG. 9 is similar to the open circuit type device of FIG. Even if (f1) is sent from the vehicle top 63 to the receiving coil 10 or the ATS signal A (f3) is sent from the vehicle top 65 to the receiving coil 19, the detection relay 16 does not operate. There is a drawback that the train cannot be detected. Therefore, the open circuit type apparatus of FIG. 9 is contrary to the basic problem of premising ensuring fail-safe property.

The closed circuit type apparatus shown in FIG. 10 among the reception coil side-by-side train detection apparatuses can detect the failure of the coil and circuit in addition to the reception detection of both ATS signals A (f1, f3). In addition to the need for a set and a relay circuit that integrates the outputs of the detection relays R1 and R2 with the detection relay 24, the number of components and power consumption are large.
In the closed-circuit type apparatus shown in FIG. 11 among the train detectors arranged in parallel with the receiving coil, the configuration of the coil and the transmission / reception circuit is relatively simple, but the failure of the zero-shaped single-path coil 10 can be detected. This is contrary to the basic problem of ensuring fail-safeness.

The closed circuit type apparatus shown in FIG. 12 among the train detectors arranged in parallel with the receiving coil can detect the failure of the coil and the circuit in addition to the reception detection of both ATS signals A (f1, f3), and the transmission circuit is a set. Although they are integrated, two sets of coils and receiving circuits are still required, and a relay circuit that integrates the outputs of the detection relays R1 and R2 with the detection relay 24 is also required, so that the number of parts and power consumption are large.
Therefore, in addition to solving the basic technical problems described above, the number of components and power consumption can be reduced by increasing the sharing rate for coils and circuits adapted to both the ATS-S type and the ATS-P type. Further reduction is a further technical issue.

  The train detection device of the present invention (Solution 1) was devised to solve such a problem, and is mounted on a train and always transmits an ATS signal of the first frequency while the train is running. It is a ground device used in combination with a device (first claim in the application), or a system product in which such a ground device and an on-board device are combined (first claim in the application). Also, the above-described closed circuit type train detection device is the base, and is modified so that the oscillation state of the LC oscillation circuit changes according to the reception state of the reception coil.

  Specifically, a train that is installed in a track and receives the ATS signal, a frequency discriminating circuit, a relay drive circuit, and a detection relay, and indicates the presence or absence of a train according to the reception state of the reception coil A receiving circuit for outputting a detection signal, and a transmitting coil installed in the track in a state in which a part of a magnetic path is overlapped with the receiving coil (that is, in a state of being incompletely coupled magnetically when an alternating current is applied) The frequency discriminating circuit discriminates the frequency between the first frequency component and the other second frequency component, and the relay drive circuit excites the detection relay when the second frequency component is detected to detect the second frequency component. In a train detection device that sometimes interrupts excitation of the detection relay, an LC oscillation circuit having a resonance frequency with the inductance including the reception coil as the second frequency is the reception circuit. Provided by inserting into the coil and the frequency discriminator circuit, characterized in that the oscillation signal of the LC oscillator circuit is adapted to be delivered to the transmission coil in addition to the frequency discriminating circuit.

Moreover, the train detection apparatus of the present invention is (the solution means 2), the train detection apparatus of the solution means 1, wherein the receiving coil is composed of a 0-shaped single-path coil and an 8-character multi-path coil. The coil is a combination coil, and when either the single-path coil or the multi-path coil is excluded from the combination coil, that is, the reception coil, the resonance frequency of the LC oscillation circuit is deviated from the second frequency. It is characterized in that it is incorporated in the receiving coil in a form (more specifically, in a mode in which the resonance frequency of the LC oscillation circuit is excluded from the passing frequency band of the subsequent frequency discrimination circuit).
A typical example of such a shape / mode is that both coils are connected in parallel as in Examples 3 and 4 to be described later, or a series connection (not shown). However, if the resonance frequency of the LC oscillation circuit can be changed from the second frequency to another frequency that can be discriminated in accordance with the presence or absence of the coil, it corresponds to the incorporation in the above form.

In such a train detection device of the present invention (Solution 1), the coil, the transmission / reception circuit, the relay drive system, etc. follow the closed circuit type, so when a device failure occurs in the coil or circuit, Since the excitation of the detection relay stops and the train detection signal becomes “train present” on the safe side, safe operation (fail safe) is ensured.
On the other hand, if there is no failure etc. and the operation of the equipment is normal, the LC oscillation circuit oscillates at the second frequency in the normal state, that is, when the train does not come, the frequency discrimination circuit and the relay drive circuit respond to this, The detection relay is excited and the train detection signal becomes “no train”.

On the other hand, when the ATS signal transmitted from the train on-board device reaches the receiving coil due to the passage of the train and the like and the receiving coil receives it, the frequency of the current flowing in the receiving coil becomes the first frequency of the ATS signal. As a result, the oscillation frequency of the LC oscillation circuit also becomes the first frequency. Then, the frequency discriminating circuit and the relay drive circuit respond to it, the excitation of the detection relay is interrupted, and the train detection signal becomes “train present”.
As described above, the train frequency can be accurately detected by changing the oscillation frequency in the reception state of the ATS signal by using the pull-in phenomenon of the LC oscillation circuit.

In addition, the oscillation circuit having the second frequency transmitted to the transmission coil is generated by the LC oscillation circuit introduced into the reception circuit, although the circuit is a closed circuit in which the transmission coil is added to the reception coil. Therefore, since the oscillation circuit and the corresponding circuit portion are integrated and shared by the transmission circuit and the reception circuit, the number of parts and power consumption can be reduced. In addition, when there is an ATS signal and the reception coil receives it and the oscillation frequency of the LC oscillation circuit becomes the first frequency, the transmission signal from the transmission coil to the reception coil also becomes the first frequency. When the ATS signal disappears and the oscillation frequency of the LC oscillation circuit becomes the second frequency, the transmission signal from the transmission coil to the reception coil also becomes the second frequency, so that the operation state after transition is also stable. is there.
Therefore, according to the present invention, it is possible to realize a fail-safe train detection device that is suitable for downsizing and does not consume much power.

Moreover, in the train detection apparatus of the present invention (Solution means 2), both a zero-shaped single-path coil and an eight-shaped multi-path coil are provided and both function as receiving coils. Both the ATS-S type and the ATS-P type can receive both signals and detect a train.
In addition, since the combination coil of both coils is the reception coil, the reception circuit, the relay drive circuit, the detection relay, and other circuits are shared between the ATS-S type and the ATS-P type. A simple one equivalent to one of them will suffice.

Furthermore, when combining single-path and multi-path coils, the resonance frequency of the LC oscillation circuit deviates from the second frequency regardless of which coil is excluded. Even if this occurs, excitation of the detection relay stops and the train detection signal becomes “train present” on the safe side, so a safe operation (fail safe) is ensured.
Therefore, according to the present invention, it is possible to realize a fail-safe train detection device that is compatible with both the ATS-S type and the ATS-P type and that is suitable for downsizing and does not consume much power.

Several suitable forms for implementing such a train detection apparatus of this invention are demonstrated.
The train detection device of the present invention (Embodiment 1) is the train detection device of the above-mentioned solving means, wherein the resonance frequency of the LC oscillation circuit is set so that the second frequency component is lower than the first frequency. Furthermore, a band-pass filter that passes the second frequency component is included in the frequency discriminating circuit and has a frequency discriminating function.

  In such a train detection apparatus of the first embodiment, not only detection when the train arrives but also prevention of erroneous detection when the train does not arrive is accurately performed by selecting the resonance frequency and frequency discrimination. In other words, the LC oscillation circuit has the property of being easily drawn into a signal having a frequency higher than the resonance frequency but difficult to draw into a signal having a lower frequency than the resonance frequency of the LC oscillation circuit. By making a certain second frequency lower than the first frequency of the ATS signal, it responds sensitively to the ATS signal from the train, but hardly responds to the train current at the center of the low frequency. In addition, undesired effects of the train current can be reliably avoided in combination with the fact that unnecessary frequency components that are lower than the second frequency are cut by the band-pass filter.

Further, the train detection device of the present invention (Embodiment 2) is the train detection device of Embodiment 1 described above, and the pass frequency bandwidth of the band-pass filter corresponds to the change in inductance of the reception coil due to train approach. The width of the resonance frequency fluctuation of the LC oscillation circuit is wider.
In the train detection device according to the second embodiment, since the pass frequency bandwidth of the bandpass filter is wider than the resonance frequency fluctuation range of the LC oscillation circuit, the train approaches when the ATS signal is not transmitted. As a result, the effective inductance of the receiving coil changes, and even if the oscillation frequency of the LC oscillation circuit deviates somewhat from the second frequency, it remains within the range discriminated from the first frequency by the bandpass filter. The signal does not become “train present”. As a result, a desired operation is performed even for a test vehicle or the like that does not require train detection using the ATS signal.

  Furthermore, the train detection device of the present invention (Embodiment 3) is the train detection device of the solving means 3, wherein the single-path coil and the multi-path coil are arranged in a state of overlapping magnetic paths. In addition, the degree of overlap between one of the multiple magnetic paths of the multi-path coil and the single magnetic path of the single-path coil, the other of the multiple magnetic paths of the multi-path coil, and the single of the single path coil The overlapping degree with the magnetic path is the same level, and the transmitting coil is arranged in a state where the magnetic path is overlapped with the single path type coil but the magnetic path is not overlapped with the double path type coil. It is characterized by being.

  As a coil arrangement satisfying such conditions, it is typical to place all eight-shaped multi-path coils in a zero-shaped single path coil in a planar arrangement as in Example 3 described later. However, even if the 8-shaped multi-path coil does not fit in the 0-shaped single-path coil or cannot be consciously accommodated in the planar arrangement, the inside / outside ratio / division of the two small circles in the 8-shape It is good if the ratio is the same. In addition, the combination of the resonance frequency of the LC oscillation circuit deviates from the second frequency regardless of whether the single-path coil or the multi-path coil is excluded, the fail-safe property may be impaired. Absent.

  In this case, the number of magnetic flux lines passing through one small round part of the 8-shaped multi-path coil and also passing through the 0-shaped single path coil and the other small round part of the 8-shaped multi-path coil are passed. At the same time, the number of magnetic flux lines passing through the zero-shaped single-path coil is substantially the same. And since the effect | action by the magnetic flux of both magnetic paths acts in the reverse direction, the magnetic coupling of both coils is negated. Therefore, when the 0-shaped single-path coil and the 8-shaped multi-path coil are installed on the track, the two coils can be arranged close to each other without worrying about the mutual influence. It is also possible to combine both coils adjacent to each other or layer them together into an integral ground element.

About the train detection apparatus of such this invention, the specific form for implementing this is demonstrated by the following Examples 1-4.
The embodiment 1 shown in FIGS. 1 to 3 embodies the above-described solution 1 (claims 1 and 2 at the beginning of the application) and the embodiments 1 and 2, and the embodiment 2 shown in FIG. Is a modified example, and Example 3 shown in FIG. 5 embodies the above-described solution 2 (claim 3 at the beginning of the application) and Embodiment 3 described above, and is shown in FIG. Example 4 is a modification thereof.
In the drawings, the same reference numerals are given to the same components as those in the prior art, and therefore, repeated explanations are omitted. Hereinafter, the differences from the prior art will be mainly described.

  A specific configuration of the train detection apparatus according to the first embodiment of the present invention will be described with reference to the drawings. 1A is an overall block diagram of the ground device, FIG. 1B is a block diagram around the LC oscillation circuit 40, and FIGS. 1C and 1D are block diagrams showing characteristics of the receiving coil 10 and the LC oscillation circuit 40. (E) is a graph which shows the characteristic of the receiving coil 10 and the LC oscillation circuit 40. FIG.

  This train detection device (see FIG. 1A) differs from the previously described closed circuit type train detection device of FIG. 8 in that the oscillation circuit 22 is omitted and the LC oscillation circuit 40 (OSC ) And a bandpass filter 33 (BPF) having a different pass frequency bandwidth instead of the bandpass filter 23 is employed. Further, in comparison with the open circuit type train detection device of FIG. 7 described above, the transmission coil 20 and the LC oscillation circuit 40 are added, and the second frequency is substituted for the bandpass filter 12 for passing the first frequency f1. A detection relay 24 that outputs a train detection signal of “no train” in the excited state (operating state) and “train present” in the non-excited state (restored state) in that the band-pass filter 33 for passing f2 is employed. Is different from the detection relay 16 in that it is introduced. The point that the attenuator 11 is eliminated and the point that the amplifier 21 is moved between the LC oscillation circuit 40 and the band-pass filter 33 are essentially provided because they are appropriately provided according to the signal level requirement. Not a difference.

  The LC oscillation circuit 40 (see FIG. 1A) is incorporated in the reception circuit 30 together with the frequency discrimination circuit 33, the relay drive circuit 13 + 14 + 15, and the detection relay 24, and before the band-pass filter 33, that is, upstream of the reception signal. Placed. Specifically, the amplifier 21 is followed, and together with this, the shield cable 31 and the input end of the bandpass filter 33 are inserted and connected. Since the shielded cable 31 connects the receiving circuit 30 and the receiving coil 10 so as to be able to propagate the reception signal, unwanted surge noise and the like are prevented from entering the receiving circuit 30 via the receiving coil 10 and the shielded cable 31. Therefore, although illustration is omitted, an appropriate lightning arrester / protector is also provided with or upstream of the LC oscillation circuit 40. The same applies to the shielded cable 32 side that connects the transmission coil 20 and the reception circuit 30 so that the transmission signal can be propagated.

  In general, an LC oscillation circuit is composed of a tuning circuit and a current feedback circuit (see, for example, Noboru Takagi et al., “Electronics Pocketbook 3rd Edition” published by Ohm Co., Ltd. p7-50). (See FIG. 1B.) The transformer is coupled to the receiving coil 10 via an insulating transformer T1 that also serves as an inductance member in the tuning circuit. A capacitor C1 is also connected to the primary side of the isolation transformer T1 in addition to the receiving coil 10. By changing the capacitance of the capacitor C1, the resonance frequency related to the inductance including the receiving coil 10 matches the second frequency f2. You can make fine adjustments. The tuning capacitor may be provided on the secondary side of the insulating transformer T1, or a plurality of tuning capacitors may be provided.

  Such an LC oscillation circuit 40 outputs an oscillation signal centered at the second frequency f2 when the receiving coil 10 does not receive anything (see thick solid line graphs in FIGS. 1C and 1E), When the receiving coil 10 receives the ATS signal A, an oscillation signal centered at the first frequency f1 is output (see the long broken line graphs in FIGS. 1D and 1E). Even when the reception coil 10 is not receiving, when a train or the like approaches the reception coil 10, the effective inductance of the reception coil 10 increases slightly, so that the oscillation frequency of the LC oscillation circuit 40 is the second frequency. The fifth frequency f5 is slightly higher than f2 (see the short broken line graph in FIG. 1E).

  Therefore (see FIG. 1 (e)), the inductance of the receiving coil 10 and the capacitance of the capacitor C1 are determined so that the second frequency f2 and the fifth frequency f5 are lower than the first frequency f1 as much as possible. Further, the pass frequency bandwidth fb and the like of the band pass filter 33 is set so as to pass the second frequency f2 and the fifth frequency f5 but not the first frequency f1. That is, the upper limit frequency of the bandpass filter 33 is set between the first frequency f1 and the fifth frequency f5, and the lower limit frequency is set lower than the second frequency f2. Considering the frequency drift due to temperature fluctuation, the upper limit is 20% increase of the second frequency f2, the lower limit is 10% decrease of the second frequency f2, and the like.

  For example, since the resonance frequency fluctuation range (f5-f2) is about 1 kHz, if the first frequency f1 of the ATS signal is 103 kHz or 105 kHz, the second frequency f2 that is the resonance frequency of the LC oscillation circuit 40 is set to 96 kHz. The pass frequency band of the band pass filter 33 is set such that the lower limit is 94 kHz and the upper limit is 98 kHz. If the first frequency f1 is 74 kHz, the second frequency f2 is 70 kHz, the lower limit of the filter pass frequency band is 68 kHz, and the upper limit is 72 kHz.

  About the train detection apparatus of this Example 1, the use aspect is demonstrated referring drawings. 2A and 2B show examples of installation at a railroad crossing, where FIG. 2A is a symbol diagram around a railroad crossing, FIG. 2B is a detailed view of a starting point 51 and its peripheral portion of an up line, and FIG. , 20 is a schematic diagram of a partial longitudinal section of the installation location.

  Here (see FIG. 2A), the railroad crossing 52 is provided across the parallel rail 54 (track) and the rail 55 (track) of the down line, and the above-described FIG. The case where the train detection device is installed as a railroad crossing backup device will be described. On the ascending side, the railroad crossing is closed while the train 60 enters from the starting point 51 before the level crossing 52 to the end point 53 behind the level crossing 52. In order to close the railroad crossing while the train 60 enters the point 57, in addition to the train detection device using the track circuit, a backup train detection device using the ATS signal is installed.

  The train detection device using the track circuit (see FIG. 2B) is, for example, for the track circuit for the start point 51 at one end of the detection target section corresponding to the start point 51 in the up-line rail 54 or its partial section. The transmitter 71 (T) is connected, and the other end is connected to the track circuit receiver 72 (R) for the starting point 51. In this state, the signal sent from the track circuit transmitter 71 to the rail 54 However, when the track circuit receiver 72 cannot receive the signal due to a short circuit of the rails 54 on the wheels 61 and the axles 62 of the train 60, it is detected that the train has entered. The same applies to the starting point 56 of the down line rail 55.

  In the train detection device of the present invention using the ATS signal (see FIGS. 2B and 2C), the receiving coil 10 and the transmitting coil 20 are both fixed to a sleeper 58 or the like at an intermediate position between the two rails 54, The receiving circuit 30 is stored in a connection box or the like outside the track, and both are connected by shielded cables 31 and 32. An ATS transmitter / receiver 64 of an ATS device (automatic train stop device) is mounted in the train 60, and a vehicle upper 63 serving as a transmission antenna is mounted on the lower surface of the train 60. An ATS signal A having a first frequency f1 is transmitted from the vehicle upper 63 toward the track.

  The ground coil receiving coil 10 and transmitting coil 20 (see FIGS. 2 (b) and 2 (c)) may be installed in the field, but the magnetic path is not a tight coupling that completely shares the magnetic path. A rough joint that shares only a part of it, and it is integrated with an appropriate frame or fastener in advance so that it can be installed on site easily and accurately with the degree of the coupling maintained at a predetermined level. Is desirable. In the case of what is illustrated as such a specific example, it is completely overlapped when viewed from the front (see FIG. 2C), but is arranged so that only a fraction of it overlaps when viewed from above (FIG. 2B). )reference).

  About the train detection apparatus of Example 1 installed in this way, the operation | movement is demonstrated referring drawings. 3A is a time change of the reception state of the receiving coil 10 and the oscillation frequency of the LC oscillation circuit 40, FIG. 3B is a time change of the reception detection state B and the relay excitation state C when the ATS signal A is received, c) is a time change of the reception detection state B and the relay excitation state C when the reception circuit is faulty.

In such a closed circuit type train detection device (see FIG. 3A), the ATS signal A does not reach the receiving coil 10 while the train 60 travels far from the railroad crossing 52. Since the LC oscillation circuit 40 oscillates at the second frequency f2 and falls within the pass frequency bandwidth fb, the detection relay 24 is excited, so the train detection signal becomes “no train”. Moreover, since the oscillation signal of the second frequency f2 is fed back to the reception coil 10 via the transmission coil 20, the oscillation state of the LC oscillation circuit 40 is stable.
Then, when the train 60 approaches the railroad crossing 52 and the vehicle body comes above the receiving coil 10 (see time ta in FIG. 3A), the oscillation frequency of the LC oscillation circuit 40 changes to the fifth frequency f5. Since the fifth frequency f5 is also in the passing frequency bandwidth fb, the excitation of the detection relay 24 is continued, so that the train detection signal remains “no train”.

  When the train 60 further travels and not only the vehicle body but also the vehicle upper part 63 comes above the receiving coil 10 (see the time tb portion in FIG. 3A), the ATS transceiver 64 passes through the vehicle upper part 63. The transmitted ATS signal A of the first frequency f1 is received by the receiving coil 10, and is pulled into this, so that the oscillation frequency of the LC oscillation circuit 40 changes to the first frequency f1. Since the first frequency f1 is out of the pass frequency bandwidth fb, the excitation of the detection relay 24 is interrupted, so the train detection signal becomes “train present”. At this time, the oscillation signal fed back to the reception coil 10 via the transmission coil 20 is not the second frequency f2, but the first frequency f1, so that even if the ATS signal A is somewhat disturbed, the LC oscillation circuit The oscillation state of 40 is stabilized at the first frequency f1.

  Thereafter, when the vehicle upper 63 moves away from the receiving coil 10 (see the time tc portion in FIG. 3A), the ATS signal A is not received by the coil 10, so that the oscillation frequency of the LC oscillation circuit 40 is the fifth frequency. Return to f5. Furthermore, when the vehicle body of the train 60 is also moved away from the receiving coil 10, the oscillation frequency of the LC oscillation circuit 40 returns to the second frequency f2. However, in the case of this train detection device as well as the conventional device (see FIG. 3B), the reception time D that defines the pulse width according to the reception detection state B is short (see times t1 to t2 in FIG. 3B). Since the pulse width related to the relay excitation state C of the detection relay 24 is extended by the recovery time extension circuit 15 by the extension time E (see times t2 to t3 in FIG. 3B), the detection relay 24 operates reliably. .

  Further, (see FIG. 3C), when the disconnection of the receiving coil 10 or the failure of the receiving circuit 30 occurs, until the situation is recovered (see times t4 to t5 in FIG. Regardless, the relay excitation state C is in a non-excitation state (restored state). As described above, since the LC oscillation circuit 40 normally oscillates at the second frequency f2 and the detection relay 24 is excited in response to the oscillation, a safe operation (fail safe) is performed.

  Furthermore, the transmission coil 20 and the LC oscillation circuit 40 are increased as compared with the conventional open circuit type train detection device of FIG. 7, but the LC oscillation circuit 40 of the conventional closed circuit type train detection device of FIG. The scale is not much different from that of the oscillation circuit 22, and the LC oscillation circuit 40 is moved between the reception coil 10 and the frequency discrimination circuit 33. The circuit portion there is an attenuator 11 in FIG. 8 and converts the received signal to a level as appropriate. In general, a circuit having a scale close to that of an LC oscillation circuit is used for such level conversion. Therefore, by introducing the LC oscillation circuit 40 there, the oscillation circuit and the equivalent scale circuit are integrated, and the oscillation circuit is shared by the transmission circuit and the reception circuit. Therefore, the train detection device of FIG. 1 of the present invention is smaller than the conventional closed circuit type train detection device of FIG. 8 and consumes less power.

  A specific configuration of the train detection apparatus according to the second embodiment of the present invention will be described with reference to the drawings. 4A is an overall block diagram showing the configuration of the train detection device, FIGS. 4B and 4C show the operating state of the train detection device, and FIG. 4B is the time variation of the oscillation frequency of the LC oscillation circuit 40. , (C) is a time change of the reception detection state B of the ATS signal A and the relay excitation states C and F. FIG.

This train detection device is different from that of the first embodiment described above in that the train detection device is extended to output an open circuit type train detection signal in addition to a closed circuit type train detection signal.
Specifically (see FIG. 4 (a)), a portion (relay driving circuit 13 + 14 + 15 and detection relay 16) subsequent to the bandpass filter 12 (BPF, frequency discrimination circuit) in the receiving circuit of FIG. 7 described above is added. The oscillation signal of the LC oscillation circuit 40 is also sent to the band pass filter 12. The attenuator 11 is provided upstream and upstream of the LC oscillation circuit 40 (OSC), and the amplifier 21 is disconnected from between the LC oscillation circuit 40 and the band pass filter 33 and between the LC oscillation circuit 40 and the transmission coil 20. However, these points are not essential differences as described above.

In this case, the operations of the existing parts such as the LC oscillation circuit 40 and the detection relay 24 are the same as those in the first embodiment (see waveforms B and C in FIGS. 4B and 4C), but the additional part 12 ˜16 also outputs an open circuit type train detection signal (see waveform F in FIG. 4C).
That is, when the train travels on the track where the receiving coil 10 and the transmitting coil 20 are installed and passes through the receiving coil 10, the ATS signal A having the first frequency f1 transmitted from the on-board device is received by the receiving coil 10. The oscillation frequency of the LC oscillation circuit 40 is changed to the first frequency f1 by the above-described pulling phenomenon / frequency division phenomenon, and the signal of the first frequency f1 is further passed through the frequency discrimination circuit 12 having the pass frequency bandwidth fd. Accordingly, the relay drive circuits 13 to 15 drive the detection relay 16 in response to this (see the waveform F at times t1 to t3 in FIG. 4C), so that the detection relay 16 Operates to set the train detection signal to “with train”.

On the other hand, after the train passes or when the train does not come, there is no reception by the receiving coil 10, and the oscillation frequency of the LC oscillation circuit 40 returns to the second frequency f2, so that the additional partial circuits 12 to 15 However, since the detection relay 16 is not excited and driven (see the waveform F before time t1 and after time t3 in FIG. 4C), the detection relay 16 is restored and the train detection signal is set to “no train”.
As described above, the train detection device according to the second embodiment can output two types of the closed circuit type and the open circuit type simultaneously as a train detection signal by adding the latter half of the receiving circuit. However, the increase in circuit scale is small.

  About Example 3 of the train detection apparatus of this invention, the specific structure is demonstrated referring drawings. 5A to 5C show the configuration of the train detection device, FIG. 5A is an overall block diagram, and FIG. 5B is a connection example between the single-path coil 10 and the multi-path coil 19 in the receiving coil. (C) is a plane arrangement view of coils 10, 19, and 20. FIG. Also, (d) and (e) show the operation state of the train detection device, (d) shows the time variation of the oscillation frequency of the LC oscillation circuit 40, and (e) shows the reception detection state B of the ATS signal A and the relay excitation state. It is a time change of C.

The train detection device of FIG. 5 is different from that of FIG. 1 described above (Example 1) in that the reception coil 19 is arranged in parallel with the reception coil 10 and the reception coil is a combined coil.
As described above, the receiving coil 10 is a zero-shaped single-path coil adapted to the ATS-S type, and the receiving coil 19 is an eight-shaped multi-path coil adapted to the ATS-P type. is there. When the coils 10 and 19 are arranged side by side in this way, a resonance capacitor / tuning capacitor (for example, the above-described one) is set so that the resonance frequency of the LC oscillation circuit 40 becomes the second frequency f2 only when both are properly connected. The capacity of the capacitor C1) is set and adjusted. When one or both of the coils 10 and 19 are excluded from the circuit or are in a similar state due to a failure or the like, the resonance frequency of the LC oscillation circuit 40 is shifted from the second frequency f2 to, for example, the low frequency side. It is incorporated in the form that becomes.

  Specifically, the receiving coil 10 and the receiving coil 19 are connected in parallel (see FIG. 5B). As for the coil arrangement (see FIG. 5C), the reception coil 19 is accommodated in the reception coil 10 while avoiding the overlapping portion of the reception coil 10 and the transmission coil 20 in a planar arrangement. Thus, the single-path coil 10 and the multi-path coil 19 are arranged in a state where the magnetic paths overlap each other, and the upper magnetic path of the multiple magnetic paths of the multi-path coil 19 and the single-path coil 10 are single. The degree of overlap with one magnetic path and the degree of overlap between the lower magnetic path of the plurality of magnetic paths of the multipath coil 19 and the single magnetic path of the single path coil 10 are approximately the same. Further, the transmitting coil 20 is in an arrangement state in which a part of the magnetic path is overlapped with the single-path coil 10 but is not overlapped with the multi-path coil 19.

  In this case, the number of magnetic flux lines passing through the upper winding portion of the 8-shaped multi-path coil 19 and also passing through the 0-shaped single-path coil 10 and the lower side coil of the 8-shaped multi-path coil 19 The number of magnetic flux lines passing through the turning portion and passing through the zero-shaped single-path coil 10 is almost the same. And since the effect | action by the magnetic flux of both magnetic paths acts reversely, the magnetic coupling of both the coils 10 and 19 is negated as a whole. For this reason, the receiving coil 10 and the receiving coil 19 can be combined at the time of track installation or in the case of being assembled together in advance, as long as the electrical insulation is not broken without worrying about the mutual magnetic effect. It is installed in a state where it is stacked vertically or in a state where a small receiving coil 19 is fitted in the hollow of the large receiving coil 10.

  Then, each of the receiving coil 10 and the receiving coil 19 functions as a receiving coil. Specifically (see FIGS. 5D and 5E), when the train travels and passes through the track on which the receiving coils 10 and 19 and the transmitting coil 20 are installed, the ATS-S type from the onboard device. When the ATS signal A having the first frequency f1 suitable for the ATS is transmitted by the receiving coil 10, the ATS signal A having the third frequency f3 suitable for the ATS-P type is transmitted from the on-board device. If it is received by the receiving coil 19, the oscillation frequency of the LC oscillation circuit 40 deviates from the second frequency f2 in any case. To be done.

  Further, when a failure occurs in the receiving coil 10, the tuning-related inductance value changes accordingly, and the resonance frequency of the LC oscillation circuit 40 shifts from the second frequency f2 to, for example, the low frequency side (FIG. 5 ( (Refer to the dotted line portion after time t4 in d)) Even when a failure occurs in the receiving coil 19, the inductance value related to tuning changes accordingly, and the resonance frequency of the LC oscillation circuit 40 is also the second frequency. For example, the oscillation frequency of the LC oscillation circuit 40 deviates from the second frequency f2 and shifts to the low frequency side from f2 (see the broken line portion after time t4 in FIG. 5D). Since it comes out of the pass frequency bandwidth fb, a detailed description which will be repeated is omitted, but it is possible to accurately detect whether a failure of the reception coil is the reception coil 10 or the reception coil 19. Since the safe operating (fail-safe) is ensured.

  In addition, the circuit scale and power consumption are not increased as compared with the several closed circuit types described above. Compared with the train detection apparatus of FIG. 10 or FIG. 12 that exhibits the same function, the number of coils, circuit scale, and power consumption are reduced. Compared to the train detection apparatus of FIG. 11 that lacks part of the failure detection function, the circuit scale and power consumption are somewhat reduced.

  A specific configuration of the train detection apparatus according to the fourth embodiment of the present invention will be described with reference to the drawings. 6A is an overall block diagram showing the configuration of the train detection device, FIGS. 6B and 6C show the operating state of the train detection device, and FIG. 6B is the time variation of the oscillation frequency of the LC oscillation circuit 40. , (C) is a time change of the reception detection state B of the ATS signal A and the relay excitation states C and F. FIG.

This train detection device is different from that of the third embodiment described above in that it is extended to output an open circuit type train detection signal in addition to a closed circuit type train detection signal.
Specifically (see FIG. 6 (a)), a portion (relay driving circuit 13 + 14 + 15 and detection relay 16) after the bandpass filter 12 (BPF, frequency discrimination circuit) in the receiving circuit of FIG. 7 described above is added. The oscillation signal of the LC oscillation circuit 40 is also sent to the band pass filter 12.

This is the same as the difference between the first embodiment and the second embodiment, and has been described in detail in the second embodiment. Therefore, the repeated further explanation is omitted.
Also in this case, in addition to the output of the closed-circuit type train detection signal by the operation of the above-described third embodiment (see waveforms B and C in FIGS. 6B and 6C), an addition is made. An open circuit type train detection signal is also output by the operations of the portions 12 to 16 (see the waveform F in FIG. 6C).
By adding the latter half of the open circuit type receiver circuit, it is possible to output two types of closed circuit type and open circuit type at the same time as train detection signals. The advantage that the number is small is the same as that of the second embodiment.

About Example 1 of this invention, the structure of a train detection apparatus is shown, (a) is the whole block diagram of a ground device, (b) is a block diagram around LC oscillation circuit, (c) And (d) is a receiving coil, The block diagram which shows the characteristic of LC oscillation circuit, (e) is a graph which shows the characteristic of a receiving coil and LC oscillation circuit. (A) is a symbol diagram around the railway crossing, (b) is a detailed view of the starting point and its surroundings on the up line, (b) is a detailed view of the up part, c) is a schematic diagram of a partial longitudinal section of a receiving coil installation location. The operational state of the train detector is shown, (a) is the time variation of the reception state of the receiving coil and the oscillation frequency of the LC oscillation circuit, (b) is the time variation of the reception detection state and the relay excitation state when receiving the ATS signal, ( c) is a time change of the reception detection state and the relay excitation state when the reception circuit is faulty. Regarding Example 2 of the present invention, (a) is an overall block diagram showing the configuration of the train detection device, (b) and (c) show the operating state of the train detection device, and (b) is the oscillation frequency of the LC oscillation circuit. (C) is the time change of the ATS signal reception detection state and the relay excitation state. About Example 3 of this invention, (a)-(c) shows the structure of a train detection apparatus, (a) is a whole block diagram, (b) is a single-path type coil in a receiving coil, and a double-path type coil. Example of connection, (c) is a plan layout of coils, (d) and (e) show the operating state of the train detection device, (d) is the time variation of the oscillation frequency of the LC oscillation circuit, and (e) is the ATS signal. It is a time change of a reception detection state and a relay excitation state. Regarding Example 4 of the present invention, (a) is an overall block diagram showing the configuration of the train detection device, (b) and (c) show the operating state of the train detection device, and (b) is the oscillation frequency of the LC oscillation circuit. (C) is the time change of the ATS signal reception detection state and the relay excitation state. An open circuit type conventional device is shown, (a) is an overall block diagram of the ground device, and (b) is a time change of a reception detection state and a relay excitation state. A closed circuit type conventional device is shown, in which (a) is an overall block diagram of the ground device, and (b) is a time change of a reception detection state and a relay excitation state. It is a whole block diagram which shows one proposal of the open circuit type apparatus which also provided the double path type coil in addition to the single path type coil. It is a whole block diagram which shows one proposal of the closed circuit type apparatus which also provided the double path type coil in addition to the single path type coil. This is a variation. This is a further modification.

Explanation of symbols

10 ... Receiving coil (0-shaped single-path coil, L, ground element),
11 ... Attenuator (ATT, level adjustment),
12: Band pass filter (BPF, frequency discriminating circuit, receiving circuit),
13 ... rectifier (diode stack, detector, relay drive circuit, receiver circuit),
14 ... Level detector (SCH, waveform shaping circuit, relay drive circuit, receiver circuit),
15 ... Recovery time extension circuit (waveform shaping circuit, relay drive circuit, receiver circuit),
16: Detection relay (open circuit type, receiving circuit),
19 ... Receiving coil (8-shaped multi-path coil, ground element),
20 ... Transmitting coil (0-shaped single-path coil, ground element),
21 ... Amplifier (AMP), 22 ... Oscillator circuit (OSC),
23: Band pass filter (BPF, frequency discriminating circuit, receiving circuit),
24 ... Detection relay (closed circuit type, receiving circuit),
29 ... Transmitting coil (8-shaped multi-path coil, ground element),
30 ... receiving circuit 31, 32 ... shielded cable,
33 ... band pass filter (BPF, frequency discriminating circuit, receiving circuit),
40 ... LC oscillation circuit (OSC, reception circuit),
51 ... Starting point (upward side), 52 ... Railroad crossing, 53 ... Ending point (upward side),
54 ... rail (up line, track), 55 ... rail (down line, track),
56 ... Starting point (downward side), 57 ... End point (downward side), 58 ... Sleepers,
60 ... train, 61 ... wheel, 62 ... axle,
63 ... car upper (0-shaped single-path coil, on-vehicle device),
64 ... ATS transceiver (on-board device),
65 ... car upper piece (8-shaped multi-path coil, on-board device),
71: Track circuit transmitter (T), 72: Track circuit receiver (R)

Claims (3)

  A receiving coil that receives an ATS signal of a first frequency transmitted from an on-board device installed in a train that is installed in the track and that runs on the track, a frequency discrimination circuit, a relay drive circuit, and a detection relay; A reception circuit that outputs a train detection signal indicating the presence or absence of a train according to the reception state of the reception coil, and a transmission coil that is installed in the track in a state where a part of the magnetic path is overlapped with the reception coil, The frequency discriminating circuit performs frequency discrimination between the first frequency component and another second frequency component, and the relay driving circuit excites the detection relay when detecting the second frequency component, and when not detecting the frequency In the train detection device for interrupting excitation of the detection relay, an LC oscillation circuit having a resonance frequency related to inductance including the reception coil as the second frequency is received by the LC oscillation circuit. A train detection device provided by being interposed between a coil and the frequency discrimination circuit, wherein an oscillation signal of the LC oscillation circuit is sent to the transmission coil in addition to the frequency discrimination circuit .   An on-board device that transmits an ATS signal having a first frequency while the train is running, and a receiving coil that is installed in a track and receives the ATS signal, a frequency discrimination circuit, a relay drive circuit, and a detection relay A reception circuit that outputs a train detection signal indicating the presence or absence of a train according to the reception state of the reception coil, and a transmission coil installed in the track in a state where a part of the magnetic path is overlapped with the reception coil And the frequency discrimination circuit performs frequency discrimination between the first frequency component and the other second frequency component, and the relay driving circuit excites the detection relay when detecting the second frequency component. In the train detection device that interrupts excitation of the detection relay at the time of non-detection, the LC oscillation in which the resonance frequency related to the inductance including the reception coil is set to the second frequency A path is provided between the receiving coil and the frequency discriminating circuit, and an oscillation signal of the LC oscillation circuit is sent to the transmitting coil in addition to the frequency discriminating circuit. Train detector.   The receiving coil is a combination coil of a zero-shaped single-path coil and an eight-shaped multi-path coil, and when any coil is excluded, the resonance frequency of the LC oscillation circuit is deviated from the second frequency. The train detection device according to claim 1 or 2, wherein the train detection device is incorporated in a different form.

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