In-station track circuit system and tuning area element parameter calculation method

Abstract

The invention provides an in-station track circuit system and a tuning area element parameter calculation method, and relates to the technical field of track circuits. Any one tuning area comprises a first tuning unit, a second tuning unit, a first hollow coil and steel rail sections at two ends; the first tuning unit, the second tuning unit and the first hollow coil are connected in parallel through a steel rail section; the first hollow coil is connected with a traction return line through a second hollow coil; the steel rail sections of any two adjacent tuning areas are connected in an extending manner; the two tuning units in any section are the same, the tuning unit located at the first end of the section is connected with track circuit sending side equipment, and the tuning unit located at the second end of the section is connected with track circuit receiving side equipment. According to the invention, the fault rate of the circuit can be reduced, the backflow smoothness of the traction current is improved, and the anti-interference capability to traction current harmonics and adjacent track circuit signals is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of track circuits, and in particular to a track circuit system within a station and a method for calculating parameters of tuning zone components. Background Art

[0002] The ZPW-2000A track circuit system is one of the main railway signal systems in my country. In terms of application scenarios, it can be roughly divided into interval track circuit systems and in-station track circuit systems. Among them, the in-station track circuit system is mainly used in the station, while the interval track circuit system is mainly used between two stations.

[0003] In the existing track circuit system in the station, the electrical isolation of the track circuit signal is mainly carried out through a mechanical insulation joint, and two connected choke coils are added on both sides of the mechanical insulation joint to solve the problem of the inability to return the traction current due to the electrical isolation of the track circuit signal through the mechanical insulation joint.

[0004] However, the existing station track circuit system has the problems of high circuit failure rate, low smoothness of traction current return, and poor anti-interference ability to traction current harmonics and adjacent track circuit signals. Summary of the invention

[0005] In order to solve the problems of high circuit failure rate, low traction current return smoothness, and poor anti-interference ability to traction current harmonics and adjacent track circuit signals in the existing station track circuit system, the present invention provides an in-station track circuit system and a tuning zone component parameter calculation method.

[0006] The technical solution of the present invention is as follows:

[0007] The present invention provides an in-station track circuit system, comprising: at least one tuning zone;

[0008] For any tuning area, the tuning area includes a first tuning unit, a second tuning unit, a first air-core coil, a first rail segment, and a second rail segment;

[0009] The first tuning unit, the second tuning unit and both ends of the first air-core coil are connected to the first rail segment and the second rail segment respectively;

[0010] The preset position of the first hollow coil is connected to a traction return line through a second hollow coil;

[0011] The first rail segments of any two adjacent tuning zones are extended and connected, and the second rail segments of any two adjacent tuning zones are extended and connected;

[0012] In any section, the two tuning units in the section are the same, and the tuning unit located at the first end of the section is connected to the track circuit sending side device, and the tuning unit located at the second end of the section is connected to the track circuit receiving side device; wherein, the area between any two adjacent first hollow coils is a section.

[0013] Optionally, the center point of the first hollow coil is connected to a traction return line through the second hollow coil.

[0014] Optionally, the tuning unit is specifically connected to the track circuit sending side device or the track circuit receiving side device via a capacitor and a transformer.

[0015] Optionally, for the capacitor and the transformer corresponding to any one of the tuning units, a resonant frequency of a series resonance formed by a coil of the transformer close to the capacitor and the capacitor is equal to a frequency of a traction return current.

[0016] Optionally, the inductance of the second air-core coil ranges from 10uH to 200uH.

[0017] Optionally, the first tuning unit and the second tuning unit are both LCC three-element circuits.

[0018] The present invention also provides a method for calculating tuning zone element parameters, which is applied to the in-station track circuit system as described above, and the method comprises:

[0019] For each preset signal, the impedance of the tuning area to the signal is calculated according to the output impedance of the signal transmission channel and the output impedance of the signal receiving channel of the track circuit to the signal, and the characteristic impedance of the rail to the signal; wherein the signal frequency of each of the signals is different;

[0020] Based on the conjugate impedance principle, the first preset coefficient corresponding to the signal is calculated according to the impedance of the tuning zone to the signal, the resistance and inductance of the rail to the signal; the first preset coefficient is equal to the ratio of the length of the tuning zone corresponding to the signal to 1000;

[0021] Calculating a second preset coefficient according to the first preset coefficient corresponding to each of the signals;

[0022] For any tuning zone, the component parameters of the first tuning unit and the second tuning unit in the tuning zone are calculated according to the second preset coefficient, the inductance of the rail to the first signal and the second signal, the angular frequency of the first signal and the angular frequency of the second signal; wherein the first signal is the signal carried by the first tuning unit, and the second signal is the signal carried by the second tuning unit; and the signal frequency of the first signal is higher than the signal frequency of the second signal.

[0023] Optionally, the impedance of the first tuning unit to the first signal is 0, and the impedance of the second tuning unit to the second signal is 0.

[0024] Optionally, calculating the second preset coefficient according to the first preset coefficient corresponding to each of the signals specifically includes:

[0025] An average value of the first preset coefficients corresponding to all the signals is calculated to obtain the second preset coefficients.

[0026] Optionally, calculating the component parameters of the first tuning unit and the second tuning unit in the tuning area according to the second preset coefficient, the inductance of the rail to the first signal and the second signal, the angular frequency of the first signal and the angular frequency of the second signal, specifically includes:

[0027] Calculating the inductance of the rail in the tuning area to the first signal according to the second preset coefficient and the inductance of the rail to the first signal;

[0028] Calculating the inductance of the rail in the tuning area to the second signal according to the second preset coefficient and the inductance of the rail to the second signal;

[0029] Component parameters of a first tuning unit and a second tuning unit in the tuning area are calculated according to the inductance of the rail in the tuning area to the first signal, the inductance of the rail in the tuning area to the second signal, the angular frequency of the first signal and the angular frequency of the second signal.

[0030] The present invention adopts the above technical solution and has the following beneficial effects:

[0031] A track circuit system within a station comprises: at least one tuning zone; for any tuning zone, the tuning zone comprises a first tuning unit, a second tuning unit, a first hollow coil, a first rail segment and a second rail segment; the first tuning unit, the second tuning unit and both ends of the first hollow coil are respectively connected to the first rail segment and the second rail segment; the preset position of the first hollow coil is connected to a traction return line through the second hollow coil; the first rail segments of any two adjacent tuning zones are extendedly connected, and the second rail segments of any two adjacent tuning zones are extendedly connected; in any section, the two tuning units in the section are the same, and the tuning unit located at the first end of the section is connected to the track circuit sending side equipment, and the tuning unit located at the second end of the section is connected to the track circuit receiving side equipment; wherein the area between any two adjacent first hollow coils is a section.

[0032] Based on this, since the failure rate of mechanical insulation joints is relatively high, the present invention uses electrical insulation joints to replace mechanical insulation joints, which enables the present invention to reduce the circuit failure rate. In addition, since electrical insulation joints are used to replace mechanical insulation joints, the present invention can also improve the smoothness of traction current return and improve the anti-interference ability to traction current harmonics and adjacent track circuit signals. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0034] Figure 1 It is a schematic diagram of the circuit structure of the track circuit system in a station;

[0035] Figure 2 It is a structural schematic diagram of a track circuit system in a station provided by an embodiment of the present invention;

[0036] Figure 3 is a schematic diagram of an electrical structure of a tuning zone provided by an embodiment of the present invention;

[0037] Figure 4 It is a flow chart of a method for calculating parameters of tuning zone components provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] The ZPW-2000A track circuit system is one of the main railway signal systems in my country. In terms of application scenarios, it can be roughly divided into interval track circuit systems and station track circuit systems. Among them, the station track circuit system is mainly used in the station, while the interval track circuit system is mainly used between two stations. Relatively speaking, due to the simple structure of the interval track, the standard of the interval track circuit system is also relatively simple, and due to the large number of tracks in the station, the application of the station track circuit system is also relatively complex.

[0040] At present, there are two main modes of track circuit systems in stations: one is to use 25Hz track circuit as the main body, and superimpose ZPW-2000A track circuit signal on it for electronic coding. This is a composite track circuit, which uses 25Hz track circuit to check whether there is a train on the track, and sends codes to the train through electronic coding. The other is to use a single ZPW-2000A track circuit, which is used for both track status inspection and sending codes to locomotives. Both modes of station track circuit systems are electrically isolated by mechanical insulation joints.

[0041] Figure 1 It is a schematic diagram of the circuit structure of the track circuit system in a station. Figure 1 As shown, in the track circuit system of this station, a mechanical insulation section 11 is used to separate the tracks, specifically, the rails are physically cut directly. In this way, the track circuit signals of adjacent sections can be electrically isolated. However, for the track of the electrified section, this isolation method also isolates the return flow of the traction current.

[0042] In order to realize the traction current return, a hollow coil or transformer coil is placed on both sides of each mechanical insulation node 11 in the track circuit system of this station. Figure 1 In the example of placing a transformer coil on each side of the mechanical insulation node 11, the coil placed on the mechanical insulation node 11 is called a choke coil or a choke transformer. For the track circuit between any two adjacent mechanical insulation nodes 11 on a rail, the hollow points of the hollow coils on both sides of the mechanical insulation node 11 at the first end of the track circuit are connected (such as Figure 1 M in the middle), the center points of the hollow coils on both sides of the mechanical insulation node 11 at the second end of the track circuit are disconnected (such as Figure 1 In this way, the traction current in adjacent sections can flow in one direction, and the track circuit signal can be prevented from flowing back to the third rail when the track is broken.

[0043] However, in the above scheme, due to the high failure rate of mechanical insulation joints, the track circuit system in the station is prone to circuit failures such as large current burning rails and insulation damage, which reduces the traction return reliability and track circuit reliability of the track circuit system in the station.

[0044] Also, in the above scheme, the track circuit signal will pass through the inductor, and the signal voltage will be unstable when the traction current exists; and, the inductor has an energy storage function, and after the track circuit stops working, the inductor will release the current signal, and the current signal can easily cause the track circuit system to malfunction.

[0045] Furthermore, the above scheme has poor protection against signal crosstalk between adjacent sections and traction current harmonic interference, which can easily cause malfunction of the track circuit system.

[0046] Furthermore, in the above scheme, since the traction current adopts a unidirectional return mode, the smoothness of the traction current return is poor.

[0047] In order to solve the above technical problems, the present invention provides a method for calculating the parameters of a track circuit system and a tuning zone element in a station. The technical solution of the present invention is described in detail below in conjunction with the accompanying drawings.

[0048] Embodiment 1

[0049] Figure 2 FIG. 1 is a schematic diagram of a structure of a track circuit system in a station provided by an embodiment of the present invention. Figure 2 As shown, the track circuit system in this station includes: at least one tuning area.

[0050] For any tuning area, the tuning area includes a first tuning unit BA1 ′, a second tuning unit BA2 ′, a first air-core coil SVA, a first rail segment, and a second rail segment.

[0051] The first tuning unit BA1', the second tuning unit BA2' and both ends of the first air-core coil SVA are connected to the first rail segment and the second rail segment respectively.

[0052] The preset position of the first hollow coil SVA is determined by the second hollow coil L G Connect the traction return line.

[0053] The first rail segments of any two adjacent tuning zones are extended and connected, and the second rail segments of any two adjacent tuning zones are extended and connected.

[0054] In any section, the two tuning units in the section are the same, and the tuning unit located at the first end of the section is connected to the track circuit sending side device, and the tuning unit located at the second end of the section is connected to the track circuit receiving side device; wherein, the area between any two adjacent first hollow coils is a section.

[0055] In the embodiment of the present invention, in order to remove the mechanical insulation joint in the in-station track circuit system, it can be: if the in-station track circuit system using the mechanical insulation joint is modified to the in-station track circuit system of the present invention, the rail ends at the mechanical insulation joint can be connected with steel plates or other conductor structures to connect the cut rails; if the in-station track circuit system of the present invention is directly newly built, it can be forbidden to cut the rails after the initial laying of the rails. In this way, the traction current can flow very smoothly in the rails, which is conducive to improving the normality of the traction current return.

[0056] In the embodiment of the present invention, the center point of the first hollow coil SVA passes through the second hollow coil LG Connect the traction return line. And the center point of the first hollow coil SVA can be connected through the second hollow coil L G Conduct grounding, or run through the ground wire, or connect other traction return lines.

[0057] In the embodiment of the present invention, Figure 2 The figure shows two sections, section 1 and section 2, each of which includes track circuit sending side equipment ( Figure 2 FS1, Z FS1 , FS2 and Z FS2 As an example) and track circuit receiving side equipment ( Figure 2 Based on JS1, Z JS1 , JS2 and Z JS2 as an example).

[0058] The transmission frequency of the first signal in section 1 is the first signal frequency f1, and the transmission frequency of the second signal in section 2 is the second signal frequency f2. The two first tuning units BA1' in section 1 can form a series resonance with the second signal, and the impedance is approximately zero, so as to ensure that the second signal cannot enter section 1. Similarly, the second tuning unit BA2' in section 2 can form a series resonance with the first signal, and the impedance is approximately zero, so as to ensure that the first signal cannot enter section 2. In this way, signal isolation between sections is achieved. In addition, the two coordination zones at both ends of any section can form a parallel resonance with the signal of this section, and the impedance is relatively high, so as to facilitate the transmission of the signal within this section. Therefore, this scheme can achieve the convenience of signal transmission within the corresponding section while protecting the signals of other sections from entering this section, thereby improving the anti-interference ability of the track circuit system in the station to the traction current harmonics and the signals of the track circuits of the adjacent sections.

[0059] In the embodiment of the present invention, the tuning unit can be specifically configured by a capacitor C0 and a transformer T p For example, the second tuning unit BA2' located at the first end (left end) of section 2 is connected to the track circuit sending side device or the track circuit receiving side device through a capacitor C0 and a transformer T p The first tuning unit BA1' connected to the track circuit transmitting side equipment at the second end (right end) of section 2 is connected through a capacitor C0 and a transformer T p Connect the equipment on the receiving side of the track circuit.

[0060] In summary, the present invention uses electrical insulation nodes instead of mechanical insulation nodes, which makes it possible to reduce the circuit failure rate. In addition, since electrical insulation nodes are used instead of mechanical insulation nodes, the present invention can also improve the smoothness of traction current return and improve the anti-interference ability to traction current harmonics and adjacent track circuit signals.

[0061] In the embodiment of the present invention, for any tuning unit corresponding to the capacitor C0 and the transformer T p , transformer T p The resonant frequency of the series resonance formed by the coil close to the capacitor C0 and the capacitor C0 is equal to the frequency of the pulling return current.

[0062] Specifically, capacitor C0 and transformer T p Placed next to the rails, transformer T p The coil close to capacitor C0 forms a series resonance with capacitor C0, and the resonant frequency can be equal to the frequency of the traction return (the frequency of the traction return is 50HZ), and the capacitance range of capacitor C0 is 2000uF to 10000uF, and the transformer T p The inductance of the coil near the capacitor C0 can range from 1 to 5 mH. p The coil close to the capacitor C0 forms a series resonance with the capacitor C0, which can form zero impedance for the traction return current, which is beneficial to improving the flow balance of the traction return current in the rail.

[0063] In the embodiment of the present invention, the transformer T p Specifically, it can be a transformer with a magnetic core structure, and the magnetic core structure can be a Permalloy magnetic core structure or a ferrite magnetic core structure. In this way, the transformer T can be enhanced. p Signal detection capability. When the track circuit receiving side equipment cannot receive the signal or the received signal is weak due to broken rails or other reasons, transformer T p The signal can also be detected, so that when a rail break occurs, the present invention can be used through the transformer T p Detection signal to achieve correlation check.

[0064] In the embodiment of the present invention, the second hollow coil L G The inductance value can range from 10uH to 200uH.

[0065] Specifically, the second hollow coil L G The inductance value of the second hollow coil L can be in the range of 10uH to 200uH, so that its impedance to the track circuit signal with a frequency of 1700 to 2600Hz is higher, and its impedance to the traction current with a frequency of 50Hz is lower, which is conducive to the traction current from the second hollow coil L G It can also help prevent the signal from returning to the third rail through the ground and the traction return line after the rail breaks.

[0066] In the embodiment of the present invention, the first tuning unit and the second tuning unit are both LCC three-element circuits.

[0067] Specifically, Figure 3 FIG. 1 is a schematic diagram of an electrical structure of a tuning zone provided by an embodiment of the present invention. Figure 3 As shown, R R is the resistance of the rail with a length of R, L R is the inductance of the rail with a length of R, Z R is the characteristic impedance of a rail with a length of R.

[0068] The first tuning unit BA1' includes a third hollow coil L1, a capacitor C1 and a capacitor C2. One end of the third hollow coil L1 is connected to the first rail segment, the other end of the third hollow coil L1 is connected to one end of the capacitor C1, and the other end of the capacitor C1 is connected to the second rail segment; the capacitor C2 is connected in parallel to the third hollow coil L1 and the capacitor C1.

[0069] The circuit structure of the second tuning unit BA2' is the same as that of the first tuning unit. Specifically, the second tuning unit BA2' includes a fourth hollow coil L2, a capacitor C3 and a capacitor C4. One end of the fourth hollow coil L2 is connected to the first rail section, the other end of the fourth hollow coil L2 is connected to one end of the capacitor C3, and the other end of the capacitor C3 is connected to the second rail section; the capacitor C4 is connected in parallel to the fourth hollow coil L2 and the capacitor C3.

[0070] The 1700Hz and 2000Hz low carrier frequency tuning units of the existing ZPW-2000A track circuit are LC two-element circuits, and the 2300Hz and 2600Hz high carrier frequency tuning units are LCC three-element circuits. The first tuning unit BA1' and the second tuning unit BA2' of the present invention are both LCC three-element circuits, that is, the high carrier frequency tuning unit and the low carrier frequency tuning unit of the present invention are both LCC three-element circuits. In this way, compared with the prior art, the present invention has a parallel structure of LCC three elements, which can achieve a shunt effect and transmit large currents in a shunt path, which is beneficial to avoid component failures and improve the reliability of device application; at the same time, this LCC three-element parallel structure can reduce the loss of parallel resonance, improve the quality factor of the resonant tank circuit, and enhance the resonance effect.

[0071] Based on a general inventive concept, the present invention also provides a method for calculating parameters of tuning zone components.

[0072] Figure 4 FIG. 1 is a flow chart of a method for calculating the parameters of a tuning zone component provided by an embodiment of the present invention. The method for calculating the parameters of a tuning zone component is applied to Figure 3 Tuning region shown.

[0073] It should be noted that, in order to reduce the difficulty of calculation, the present method for calculating the tuning zone component parameters does not consider the first air-core coil SVA (ie, the component parameter calculation is performed for the case where the first air-core coil SVA is omitted in the tuning zone).

[0074] like Figure 4As shown, the method for calculating the parameters of the tuning zone components includes:

[0075] Step 401: For each preset signal, the impedance of the tuning zone to the signal is calculated according to the output impedance of the signal transmission channel and the output impedance of the signal receiving channel of the track circuit to the signal, and the characteristic impedance of the rail to the signal.

[0076] Among them, the signal frequency of each signal is different.

[0077] In the embodiment of the present invention, since the signal transmission side channel and the signal receiving side channel of the track circuit have the same structure, the output impedance Z of the signal transmission channel of the track circuit for any signal is FSfn And the signal receiving channel output impedance Z JSfn Equal, that is:

[0078] Z FSfn =Z JSfn =Z Mfn ......(1)

[0079] Among them, the preset signal frequency of the nth signal is f n .

[0080] It should be noted that the track circuit output impedance Z of the signal transmission channel for any signal FSfn And the signal receiving channel output impedance Z JSfn The calculation method of is prior art and will not be described in detail here.

[0081] In the embodiment of the present invention, the characteristic impedance Z of the rail to any signal is calculated using the following calculation formula: Tfn :

[0082]

[0083] Among them, R 0fn L is the resistance per kilometer of the rail to the preset nth signal; 0fn is the inductance per kilometer of the rail pair for the preset nth signal; C 0fn G is the rail capacitance per kilometer of the preset nth signal of the rail pair; 0fn =1 / R dfn , R dfn is the resistance of the rail to the preset nth signal per kilometer of the ballast; ω n is the angular frequency of the preset nth signal; j is the imaginary unit; R 0fn , L 0fn , C 0fn and R dfn It can be obtained through actual measurement and is regarded as a known quantity.

[0084] In the embodiment of the present invention, the tuning area is in parallel with the signal transmission side channel or the signal receiving side channel of the track circuit, and the impedance after parallel connection is equal to the characteristic impedance of the rail, so it can be obtained:

[0085] Z Kfn ×Z Mfn / (Z Kfn +Z Mfn )=Z Tfn ......(3)

[0086] Among them, Z Kfn is the impedance of the tuning zone to the preset nth signal.

[0087] Therefore, combining formula (2) and formula (3), the impedance Z of the tuning area to the preset nth signal can be calculated: Kfn .

[0088] Step 402: Based on the conjugate impedance principle, the first preset coefficient corresponding to the signal is calculated according to the impedance of the tuning area to the signal, and the resistance and inductance of the rail to the signal.

[0089] The first preset coefficient of any signal is equal to the ratio of the tuning zone length corresponding to the signal to 1000.

[0090] The following is an example of calculating the first preset coefficient of the first signal (the signal frequency of the first signal is f1), and the calculation process of the first preset coefficient of signals of other frequencies is similar. It should be noted that there are eight frequency value signals preset in the ZPW-2000A track circuit.

[0091] refer to Figure 3 , the impedance of the rail to the first signal is:

[0092] Z Rf1 =A f1 +jBf1......(4)

[0093] Among them, A f1 B is the resistance of the rail in the tuning area to the first signal; f1 is the inductive reactance of the rail in the tuning area to the first signal.

[0094] In order to prevent the first signal from being transmitted across the area, the impedance of the second tuning unit BA2' to the first signal is set to 0, and the impedance of the first tuning unit BA1' to the first signal is set to Z Af1 The impedance Z of the rail to the first signal Rf1 In the form of conjugate impedance, that is:

[0095] Z Af1 =A f1 -jB f1 ......(5)

[0096] From the circuit structure, we can know that the impedance Z of the rail to the first signal is Rf1 , and the impedance Z of the first tuning unit BA1' to the first signal Af1 It is a parallel structure, and since the signal transmission in each module of the track circuit must reflect the impedance matching principle, that is, the output impedance (or characteristic impedance) of the upper cascade module must be consistent with the input impedance (or characteristic impedance) of the lower cascade module, therefore, there are:

[0097] (A f1 +jB f1 )×(A f1 -jB f1 ) / [(A f1 +jB f1 )+(A f1 -jB f1 )]=Z MKf1 ......(6)

[0098] Among them, Z MKf1 is the impedance Z of the tuning area to the first signal Kf1 The modulus value of .

[0099] Since the resistance A of the rail in the tuning area to the first signal f1 , and the inductive reactance B of the rail in the tuning area to the first signal f1 There is a fixed relationship, namely:

[0100] A f1 =K f1 ×R 0f1 ......(7)

[0101] B f1 =K f1 ×ω f1 L 0f1 ......(8)

[0102] Among them, K f1 is a second preset coefficient of the first signal; R 0f1 L is the resistance of the rail to the first signal per kilometer; 0f1 is the inductance per kilometer of the rail to the first signal; ω f1 is the angular frequency of the first signal.

[0103] Therefore, substituting formula (7) and formula (8) into formula (6), we can obtain:

[0104] (K f1 ×R 0f1 +jK f1 ×ω f1 L 0f1 )×(Kf1 ×R 0f1 -jK f1 ×ω f1 L 0f1 ) / [(K f1 ×R 0f1 +j Kf1 ×ω

[0105] f1 L 0f1 )+(K f1 ×R 0f1 -jK f1 ×ω f1 L 0f1 )]=Z MKf1 ......(9)

[0106] Therefore, according to formula (9), the second preset coefficient K of the first signal can be obtained: f1 .

[0107] In the embodiment of the present invention, the final impedance of the tuning zone based on the conjugate impedance design is purely resistive and does not have an energy storage function. Once the signal disappears, there is no energy release phenomenon. This enables the present invention to avoid the problem of unstable signal voltage when the track circuit signal passes through the inductor in the presence of traction current, and to avoid the problem that the inductor releases the current signal after the track circuit stops working, and the current signal easily causes the track circuit system to malfunction.

[0108] Step 403: Calculate a second preset coefficient according to the first preset coefficient corresponding to each signal.

[0109] Specifically, step 403: calculating the second preset coefficient according to the first preset coefficient corresponding to each signal may specifically include:

[0110] The average value of the first preset coefficients corresponding to all signals is calculated to obtain the second preset coefficients.

[0111] Step 404: for any tuning area, calculate the component parameters of the first tuning unit and the second tuning unit in the tuning area according to the second preset coefficient, the inductance of the rail to the first signal and the second signal, the angular frequency of the first signal and the angular frequency of the second signal.

[0112] The component parameters include the inductance of the air-core coil and the capacitance of each capacitor; the first signal is the signal carried by the first tuning unit, and the second signal is the signal carried by the second tuning unit; the signal frequency of the first signal is higher than the signal frequency of the second signal.

[0113] In the embodiment of the present invention, the impedance of the first tuning unit to the first signal is 0, and the impedance of the second tuning unit to the second signal is 0.

[0114] In the embodiment of the present invention, step 404: calculating the component parameters of the first tuning unit and the second tuning unit in the tuning area according to the second preset coefficient, the inductance of the rail to the first signal and the second signal, the angular frequency of the first signal and the angular frequency of the second signal, may specifically include:

[0115] (1) Calculating the inductance of the rail in the tuning area to the first signal according to the second preset coefficient and the inductance of the rail to the first signal.

[0116] (2) Calculating the inductance of the rail in the tuning area to the second signal according to the second preset coefficient and the inductance of the rail to the second signal.

[0117] (3) Calculating component parameters of the first tuning unit and the second tuning unit in the tuning area based on the inductance of the rail in the tuning area to the first signal, the inductance of the rail in the tuning area to the second signal, the angular frequency of the first signal, and the angular frequency of the second signal.

[0118] Specifically, refer to Figure 3 , assuming that the signal frequency f1 of the first signal is greater than the signal frequency f2 of the second signal, that is, f2<f1. Where, ω f2 =2πf2,ω f1 =2πf1,ω f2 is the angular frequency of the second signal, ω f1 is the angular frequency of the first signal.

[0119] As for the second tuning unit BA2', it can be known from the above content that the impedance of the second tuning unit BA2' to the second signal is 0, and the impedance to the first signal is Z Af1 =A f1 -jB f1 , therefore, we have:

[0120]

[0121] Similarly, for the first tuning unit BA1', it can be known from the above content that the impedance of the first tuning unit BA1' to the first signal is 0, and the impedance to the second signal is Z Af2 =A f2 -jB f2 , therefore, we have:

[0122]

[0123] Therefore, according to formula (7), formula (8), formula (10) and formula (11), the inductance of the third air-core coil L1 and the fourth air-core coil L2, and the capacitance of the capacitors C1, C2, C3 and C4 can be calculated.

[0124] It should be noted that Af1 (A f1 The value of is the resistance of the rail in the tuning area to the first signal) is the real part of the polar impedance of the tuning unit. After calculating the inductance of the third air-core coil L1 and the capacitance of the capacitor C1 and the capacitance C2, manual compensation can be performed. f2 Same reason.

[0125] In the embodiment of the present invention, the inductance of the first air-core coil SVA may be equal to the inductance of the rails in the tuning zone, which can improve the quality factor of the resonance in the tuning zone and balance the current between the rails.

[0126] For the above-mentioned method embodiments, for the sake of simplicity, they are all described as a series of action combinations, but those skilled in the art should know that the present invention is not limited by the order of the actions described, because according to the present invention, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present invention.

[0127] It should be noted that each embodiment in this specification is described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other. For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0128] The steps in the methods of the embodiments of the present invention may be adjusted in order, combined, or deleted according to actual needs, and the technical features recorded in the embodiments may be replaced or combined.

[0129] The modules and sub-modules in the devices and terminals of the various embodiments of the present invention may be combined, divided, or deleted according to actual needs.

[0130] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0131] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A track circuit system in a station, characterized in that: include: at least one tuning zone; For any tuning area, the tuning area includes a first tuning unit, a second tuning unit, a first air-core coil, a first rail segment, and a second rail segment; The first tuning unit, the second tuning unit and both ends of the first air-core coil are connected to the first rail segment and the second rail segment respectively; The preset position of the first hollow coil is connected to a traction return line through a second hollow coil; The first rail segments of any two adjacent tuning zones are extended and connected, and the second rail segments of any two adjacent tuning zones are extended and connected; In any section, the two tuning units in the section are the same, and the tuning unit located at the first end of the section is connected to the track circuit sending side device, and the tuning unit located at the second end of the section is connected to the track circuit receiving side device; wherein, the area between any two adjacent first hollow coils is a section.

2. The in-station track circuit system according to claim 1, characterized in that: The center point of the first hollow coil is connected to a traction return line through the second hollow coil.

3. The in-station track circuit system according to claim 1, characterized in that: The tuning unit is specifically connected to the track circuit sending side device or the track circuit receiving side device via a capacitor and a transformer.

4. The in-station track circuit system according to claim 3, characterized in that: For the capacitor and the transformer corresponding to any one of the tuning units, the resonant frequency of the series resonance formed by the coil of the transformer close to the capacitor and the capacitor is equal to the frequency of the traction return current.

5. The in-station track circuit system according to claim 1, characterized in that: The inductance of the second air-core coil ranges from 10uH to 200uH.

6. The in-station track circuit system according to any one of claims 1 to 5, characterized in that: The first tuning unit and the second tuning unit are both LCC three-element circuits.

7. A method for calculating tuning zone element parameters, applied to the in-station track circuit system according to claim 6, characterized in that: include: For each preset signal, the impedance of the tuning area to the signal is calculated according to the output impedance of the signal transmission channel and the output impedance of the signal receiving channel of the track circuit to the signal, and the characteristic impedance of the rail to the signal; wherein the signal frequency of each of the signals is different; Based on the conjugate impedance principle, the first preset coefficient corresponding to the signal is calculated according to the impedance of the tuning zone to the signal, the resistance and inductance of the rail to the signal; the first preset coefficient is equal to the ratio of the length of the tuning zone corresponding to the signal to 1000; Calculating a second preset coefficient according to the first preset coefficient corresponding to each of the signals; For any tuning zone, the component parameters of the first tuning unit and the second tuning unit in the tuning zone are calculated according to the second preset coefficient, the inductance of the rail to the first signal and the second signal, the angular frequency of the first signal and the angular frequency of the second signal; wherein the first signal is the signal carried by the first tuning unit, and the second signal is the signal carried by the second tuning unit; and the signal frequency of the first signal is higher than the signal frequency of the second signal.

8. The method for calculating tuning zone component parameters according to claim 7, characterized in that: The impedance of the first tuning unit to the first signal is 0, and the impedance of the second tuning unit to the second signal is 0.

9. The method for calculating tuning zone component parameters according to claim 7, characterized in that: Calculating the second preset coefficient according to the first preset coefficient corresponding to each of the signals specifically includes: An average value of the first preset coefficients corresponding to all the signals is calculated to obtain the second preset coefficients.

10. The method for calculating tuning zone component parameters according to claim 7, characterized in that: Calculating the component parameters of the first tuning unit and the second tuning unit in the tuning area according to the second preset coefficient, the inductance of the rail to the first signal and the second signal, the angular frequency of the first signal and the angular frequency of the second signal, specifically includes: Calculating the inductance of the rail in the tuning area to the first signal according to the second preset coefficient and the inductance of the rail to the first signal; Calculating the inductance of the rail in the tuning area to the second signal according to the second preset coefficient and the inductance of the rail to the second signal; Component parameters of a first tuning unit and a second tuning unit in the tuning area are calculated according to the inductance of the rail in the tuning area to the first signal, the inductance of the rail in the tuning area to the second signal, the angular frequency of the first signal and the angular frequency of the second signal.

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