In-station track circuit system and method for calculating element parameters of a tuning zone

Abstract

The application provides a station track circuit system and a tuning area element parameter calculation method, and relates to the technical field of track circuits.The system comprises: at least one tuning area;any one of the tuning areas comprises a first tuning unit, a second tuning unit, a first air coil and a two-end rail segment;the first tuning unit, the second tuning unit and the first air coil are connected in parallel through the rail segment;the first air coil is connected to a traction return line through a second air coil;the rail segments of any two adjacent tuning areas are extended and connected;the two tuning units in any one of the segments are the same, and the tuning unit at the first end of the segment is connected to track circuit sending side equipment, and the tuning unit at the second end of the segment is connected to track circuit receiving side equipment.The application can reduce the circuit failure rate, improve the smoothness of the traction current return flow, and improve the anti-interference ability to the traction current harmonic and the adjacent segment track circuit signal.

Description

Technical Field

[0001] This invention relates to the field of track circuit technology, specifically to a method for calculating the parameters of a track circuit system within a station and components in the tuning zone. Background Technology

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

[0003] In the existing track circuit system within the station, the track circuit signals are electrically isolated mainly through mechanical insulating joints. Additionally, two connected choke coils are added to both sides of the mechanical insulating joint to solve the problem of traction current return caused by the electrical isolation of track circuit signals through the mechanical insulating joint.

[0004] However, existing station track circuit systems suffer from problems such as high circuit failure rate, low traction current return flow, and poor anti-interference ability against traction current harmonics and signals from adjacent track circuits. Summary of the Invention

[0005] To address the problems of high circuit failure rate, low traction current return flow, and poor anti-interference ability against traction current harmonics and signals from adjacent track circuits in existing station track circuit systems, this invention provides a method for calculating the parameters of station track circuit systems and tuning zone components.

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

[0007] This invention provides a track circuit system within a station, comprising: at least one tuning zone;

[0008] For any tuning zone, the tuning zone includes a first tuning unit, a second tuning unit, a first hollow coil, a first rail section, and a second rail section;

[0009] Both ends of the first tuning unit, the second tuning unit, and the first hollow coil are respectively connected to the first rail section and the second rail section;

[0010] The first hollow coil is connected to the traction return line at a preset position via the 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 given segment, the two tuning units in the segment are identical, and the tuning unit located at the first end of the segment is connected to the track circuit transmitting side device, while the tuning unit located at the second end of the segment is connected to the track circuit receiving side device; wherein, the area between any two adjacent first hollow coils constitutes a segment.

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

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

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

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

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

[0018] This invention also provides a method for calculating the parameters of tuning zone components, applied to the station track circuit system described above. This method includes:

[0019] For each preset signal, the impedance of the tuning zone to the signal is calculated based on the output impedance of the signal transmission channel and the output impedance of the signal receiving channel of the track circuit, as well as the characteristic impedance of the rail to the signal; wherein, the signal frequency of each signal is different;

[0020] Based on the principle of conjugate impedance, 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] Calculate the second preset coefficient based on 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 based on 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; 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, a second preset coefficient is calculated based on a first preset coefficient corresponding to each of the signals, specifically including:

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

[0026] Optionally, based on the second preset coefficient, the inductance of the rail to the first and second signals, and the angular frequencies of the first and second signals, the component parameters of the first and second tuning units in the tuning region are calculated, specifically including:

[0027] The inductance of the rail to the first signal in the tuning zone is calculated based on the second preset coefficient and the rail inductance to the first signal.

[0028] Calculate the inductance of the rail to the second signal in the tuning zone based on the second preset coefficient and the rail inductance to the second signal.

[0029] Based on the inductance of the rail in the tuning zone to the first signal, the inductance of the rail in the tuning zone to the second signal, the angular frequency of the first signal, and the angular frequency of the second signal, calculate the component parameters of the first tuning unit and the second tuning unit in the tuning zone.

[0030] The present invention, by adopting the above technical solution, has the following beneficial effects:

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

[0032] Based on this, since mechanical insulating joints have a high failure rate, and the present invention uses electrical insulating joints to replace mechanical insulating joints, the present invention can reduce the circuit failure rate. Furthermore, by using electrical insulating joints to replace mechanical insulating joints, the present invention can also improve the smoothness of traction current return and improve the anti-interference ability against traction current harmonics and signals from adjacent track circuits. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the circuit structure of a station track circuit system.

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

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

[0037] Figure 4 This is a flowchart illustrating a method for calculating the parameters of a tuning region element provided in an embodiment of the present invention. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] The ZPW-2000A track circuit system is one of the main railway signaling standards in my country. In terms of application scenarios, it can be broadly divided into section track circuit systems and station track circuit systems. Station track circuit systems are mainly used within stations, while section track circuit systems are mainly used between two stations. Relatively speaking, due to the simpler track structure of section sections, the standard of the section track circuit system is also more straightforward, while the application of the station track circuit system is more complex due to the larger number of tracks within stations.

[0040] Currently, there are two main modes of track circuit systems within the station: One is a composite track circuit that uses a 25Hz track circuit as the main component, overlaid with a ZPW-2000A track circuit signal for coded processing. This system checks for train presence on the track using the 25Hz track circuit and sends codes to the train via coded signals. The second mode uses a single ZPW-2000A track circuit, serving both for track condition checks and for sending codes to the locomotive. Both modes of track circuit systems within the station use mechanically insulated joints for electrical isolation.

[0041] Figure 1 This is a schematic diagram of the circuit structure of a station track circuit system. For example... Figure 1 As shown, in the track circuit system of this station, mechanical insulating joints 11 are used for track separation. Specifically, the rails are physically cut directly. In this way, the track circuit signals of adjacent sections can be electrically isolated. However, for the electrified track sections, this isolation method also cuts off the return flow of traction current.

[0042] To achieve traction current return, a hollow coil or transformer coil is placed on each side of each mechanical insulation joint 11 in the track circuit system of this station. Figure 1 (Taking the example of placing a transformer coil on each side of a mechanical insulation joint 11 as an illustration), the coils placed on the mechanical insulation joint 11 are called choke coils or choke transformers. For the track circuit between any two adjacent mechanical insulation joints 11 on a rail, the hollow points of the hollow coils on both sides of the first end of the track circuit are connected (e.g., ...). Figure 1 At point M in the circuit, the center points of the hollow coils on both sides of the mechanical insulating joint 11 at the second end of the track circuit are disconnected (e.g., at point M). Figure 1 (at point N in the diagram). This allows for unidirectional flow of traction current between adjacent sections and avoids the formation of a third rail return current in the event of a rail break.

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

[0044] Furthermore, in the above scheme, the track circuit signal passes through the inductor, and the signal voltage is unstable when the traction current is present; also, the inductor has an energy storage function, and after the track circuit stops working, the inductor will release a current signal, which can easily cause the track circuit system to malfunction.

[0045] Furthermore, the above-mentioned scheme also suffers from poor protection against signal crosstalk and traction current harmonic interference in adjacent sections, which can easily cause malfunctions in the track circuit system.

[0046] Furthermore, in the above scheme, the traction current uses a unidirectional return method, which results in poor smoothness of the traction current return.

[0047] To address the aforementioned technical problems, this invention provides a method for calculating the parameters of a station track circuit system and tuning zone components. The technical solution of this invention will be described in detail below with reference to the accompanying drawings.

[0048] Example 1

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

[0050] For any tuning zone, the tuning zone includes a first tuning unit BA1', a second tuning unit BA2', a first hollow coil SVA, a first rail section, and a second rail section.

[0051] Among them, the two ends of the first tuning unit BA1', the second tuning unit BA2' and the first hollow coil SVA are respectively connected to the first rail section and the second rail section.

[0052] The preset position of the first hollow coil SVA is achieved through 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 given segment, the two tuning units in the segment are identical, and the tuning unit located at the first end of the segment is connected to the track circuit transmitting side equipment, while the tuning unit located at the second end of the segment is connected to the track circuit receiving side equipment; wherein, the area between any two adjacent first hollow coils is a segment.

[0055] In this embodiment of the invention, to eliminate the mechanical insulation joint in the station track circuit system, the following methods can be used: If a station track circuit system using mechanical insulation joints is modified to the station track circuit system of this invention, the rail ends at the mechanical insulation joint can be connected using a steel plate or other conductive structure to reconnect the cut rails; if a new station track circuit system of this invention is being built directly, cutting the rails is prohibited after the initial rail laying. This allows the traction current to flow smoothly in the rails, which is beneficial for improving the normality of traction current return.

[0056] In this embodiment of the invention, specifically, the center point of the first hollow coil SVA may pass through the second hollow coil L.G Connect the traction return line. Also, the center point of the first hollow coil SVA can be reached through the second hollow coil L. G Grounding, or connecting a ground wire, or connecting other traction return lines.

[0057] In this embodiment of the invention, Figure 2 The diagram shows two sections, Section 1 and Section 2, each of which includes track circuit transmission-side equipment. Figure 2 With FS1, Z FS1 FS2 and Z FS2 (For example, to demonstrate) and track circuit receiving side equipment ( Figure 2 With JS1, Z JS1 JS2 and Z JS2 (For example, this will be used to demonstrate.)

[0058] The transmission frequency of the first signal in section 1 is f1, and the transmission frequency of the second signal in section 2 is f2. The two first tuning units BA1' in section 1 can form a series resonance with the second signal, and their impedance is approximately zero, ensuring 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 its impedance is approximately zero, ensuring that the first signal cannot enter section 2. This achieves signal isolation between sections. Furthermore, the two coordination zones at both ends of any section can form a parallel resonance with the signal in that section, and their impedance is relatively high, facilitating signal transmission within that section. Therefore, this scheme can facilitate signal transmission within the corresponding section while protecting the section from signals from other sections, improving the anti-interference capability of the station's track circuit system against traction current harmonics and signals from adjacent track circuits.

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

[0060] In summary, by using an electrical insulating joint instead of a mechanical insulating joint, the present invention can reduce the circuit failure rate. Furthermore, by using an electrical insulating joint instead of a mechanical insulating joint, the present invention can also improve the smoothness of traction current return and enhance the anti-interference capability against traction current harmonics and signals from adjacent track circuits.

[0061] In this embodiment of the invention, for any tuning unit, the capacitor C0 and transformer T are... p Transformer T p The resonant frequency of the series resonance formed by the coil near capacitor C0 and capacitor C0 is equal to the frequency of the traction return current.

[0062] Specifically, capacitor C0 and transformer T p Placed next to the rails, transformer T p The coil closest to capacitor C0 forms a series resonance with capacitor C0. The resonant frequency can be equal to the traction return frequency (the traction return frequency is 50Hz). Furthermore, the capacitance value of capacitor C0 ranges from 2000uF to 10000uF. Transformer T... p The inductance of the coil near capacitor C0 can range from 1 to 5 mH. Thus, the transformer T... p The coil near capacitor C0 forms a series resonance with capacitor C0, which can create zero impedance for the traction return current, which helps to improve the flow balance of the traction return current in the rail.

[0063] In this embodiment of the invention, transformer T p Specifically, this 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, etc. This can enhance the transformer's T... p The transformer T has signal detection capabilities, and when the track circuit receiving equipment cannot receive a signal or the received signal is weak due to a rail break or other reasons, the transformer T... p The signal can also be detected, thus enabling the present invention to detect rail breakage through transformer T. p The detection signal is used to perform the relevant checks.

[0064] In this embodiment of the 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 can range from 10uH to 200uH, so that it has a high impedance to track circuit signals with a frequency of 1700 to 2600Hz, and a low impedance to traction current with a frequency of 50Hz. This is beneficial for realizing the traction current from the second hollow coil L. G This allows for the return of signals, and also helps prevent the signal from being routed back to the third rail via the ground and traction return line after a rail breakage.

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

[0067] Specifically, Figure 3 This is a schematic diagram of the electrical structure of a tuning zone provided in an embodiment of the present invention.Figure 3 As shown, R R Let L be the resistance of a rail of length R. R Let Z be the inductance of a steel rail of length R. R Let R be the characteristic impedance of a steel rail of length 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 section, and the other end of the third hollow coil L1 is connected to one end of the capacitor C1. The other end of the capacitor C1 is connected to the second rail section. 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, and the other end of the fourth hollow coil L2 is connected to one end of the capacitor C3. 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 existing ZPW-2000A track circuit uses LC two-element circuits for the 1700Hz and 2000Hz low carrier frequency tuning units, and LCC three-element circuits for the 2300Hz and 2600Hz high carrier frequency tuning units. In this invention, both the first tuning unit BA1' and the second tuning unit BA2' are LCC three-element circuits. That is, both the high and low carrier frequency tuning units of this invention are LCC three-element circuits. This allows the LCC three elements to be connected in parallel, achieving a current shunting effect and distributing large currents separately, which helps avoid component failures and improves the reliability of device applications. Simultaneously, this parallel LCC three-element structure reduces parallel resonance losses, improves the quality factor of the resonant tank circuit, and enhances the resonance effect.

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

[0072] Figure 4 This is a flowchart illustrating a method for calculating tuning region component parameters according to an embodiment of the present invention. This method for calculating tuning region component parameters is applied to applications such as... Figure 3 The tuning range shown.

[0073] It should be noted that, in order to reduce the computational difficulty, this method for calculating the component parameters in the tuning region does not consider the first hollow coil SVA (i.e., it calculates the component parameters for the case where the first hollow coil SVA is omitted in the tuning region).

[0074] like Figure 4As shown, the method for calculating the component parameters in this tuning region includes:

[0075] Step 401: For each preset signal, calculate the impedance of the tuning zone to the signal based on the output impedance of the signal transmission channel and the output impedance of the signal reception channel of the track circuit, as well as the characteristic impedance of the rail to the signal.

[0076] Each signal has a different frequency.

[0077] In this embodiment of the invention, since the signal transmitting and receiving channels of the track circuit have identical structures, the output impedance Z of the signal transmitting channel of the track circuit for any signal is the same. FSfn and the output impedance Z of the signal receiving channel JSfn Equal, that is:

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

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

[0080] It should be noted that the output impedance Z of the signal transmission channel of the track circuit for any signal is... FSfn and the output impedance Z of the signal receiving channel JSfn The calculation method is existing technology and will not be elaborated here.

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

[0082]

[0083] Among them, R 0fn L represents the resistance per kilometer of the rail to the preset nth signal; 0fn C represents the inductance per kilometer of the rail to the preset nth signal; 0fn G represents the rail inter-rail capacitance per kilometer to the preset nth signal; 0fn =1 / R dfn R dfn ω represents the track bed resistance per kilometer for the preset nth signal; n R is the preset angular frequency of the 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 considered a known quantity.

[0084] In this embodiment of the invention, the tuning region and the signal transmitting or receiving channel of the track circuit are connected in parallel, and the impedance after parallel connection is equal to the characteristic impedance of the rail. Therefore, we can obtain:

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

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

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

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

[0089] Wherein, the first preset coefficient of any signal is equal to the ratio of the length of the corresponding tuning region of the signal to 1000.

[0090] The following explanation uses the calculation of the first preset coefficient of the first signal (the signal frequency of the first signal is f1) as an example. The calculation process for the first preset coefficient of signals of other frequencies is similar. It should be noted that the ZPW-2000A track circuit has eight preset signal frequency values.

[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 represents the resistance of the rail within the tuning zone to the first signal. f1 The inductive reactance of the rails within the tuning zone to the first signal.

[0094] To prevent the first signal from being transmitted outside its designated 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 It takes the form of a conjugate impedance, that is:

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

[0096] As can be seen from the circuit structure, the impedance Z of the rail to the first signal is... Rf1 The impedance Z of the first tuning unit BA1' to the first signal Af1 The circuit is a parallel structure. Furthermore, since signal transmission in each module of the track circuit must adhere to the impedance matching principle—that is, the output impedance (or characteristic impedance) of the preceding module must match the input impedance (or characteristic impedance) of the following module—we have:

[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 The impedance Z of the tuning region to the first signal Kf1 The modulus.

[0099] Due to the resistance A of the rails within the tuning zone to the first signal f1 The inductive reactance B of the rails within the tuning zone to the first signal. f1 There exists 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 R is the second preset coefficient of the first signal; 0f1 The resistance per kilometer of rail to the first signal; L 0f1 The inductance per kilometer of rail to the first signal; ω f1 Let ω be the angular frequency of the first signal.

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

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

[0107] In this embodiment of the invention, the final impedance of the tuning region designed based on conjugate impedance is purely resistive and does not have an energy storage function. Once the signal disappears, there is no energy release phenomenon. This allows the invention to avoid the problem of unstable signal voltage when the track circuit signal passes through the inductor in the presence of traction current. It also avoids the problem that the inductor will release a current signal after the track circuit stops working, which can easily cause the track circuit system to malfunction.

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

[0109] Specifically, step 403: Calculate the second preset coefficient based on the first preset coefficient corresponding to each signal, which may include:

[0110] Calculate the average of the first preset coefficients corresponding to all signals to obtain the second preset coefficients.

[0111] Step 404: For any tuning zone, calculate the component parameters of the first tuning unit and the second tuning unit in the tuning zone based on 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 this embodiment of the 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 this embodiment of the invention, step 404: Calculate the component parameters of the first and second tuning units in the tuning region based on the second preset coefficient, the inductance of the rail to the first and second signals, the angular frequency of the first signal, and the angular frequency of the second signal. Specifically, this may include:

[0115] (1) Calculate the inductance of the rail to the first signal in the tuning zone based on the second preset coefficient and the inductance of the rail to the first signal.

[0116] (2) Calculate the inductance of the rail to the second signal in the tuning zone based on the second preset coefficient and the inductance of the rail to the second signal.

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

[0118] For details, please refer to Figure 3 Assume that the signal frequency f1 of the first signal is greater than the signal frequency f2 of the second signal, i.e., f2 < f1. Where ω f2 =2πf², ω f1 =2πf1,ω f2 Let ω be the angular frequency of the second signal. f1 Let ω be the angular frequency of the first signal.

[0119] As mentioned above, the impedance of the second tuning unit BA2' to the second signal is 0, and its impedance to the first signal is Z. Af1 =A f1 -jB f1 Therefore, we have:

[0120]

[0121] Similarly, for the first tuning unit BA1', as mentioned above, 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, the inductance of the third hollow coil L1 and the capacitance values ​​of the fourth hollow coil L2, as well as the capacitance values ​​of C1, C2, C3 and C4, can be calculated according to formulas (7), (8), (10) and (11).

[0124] It should be noted that Af1 (A f1 The resistance of the rail in the tuning zone to the first signal is the real part of the polar impedance of the tuning unit. After calculating the inductance of the third hollow coil L1 and the capacitances of C1 and C2, manual compensation can be performed. A f2 Similarly.

[0125] In this embodiment of the invention, the inductance value of the first hollow coil SVA can be equal to the inductance value of the rail in the tuning region. This can improve the quality factor of the resonance in the tuning region and balance the current between the rails.

[0126] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, because according to the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0127] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

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

[0129] The modules and sub-modules in the various embodiments of the present invention can be merged, divided, and deleted according to actual needs.

[0130] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0131] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those 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 invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for calculating the parameters of tuning zone components, applied to a station track circuit system, wherein the station track circuit system includes: At least one tuning region, for any given tuning region, the tuning region includes a first tuning unit, a second tuning unit, a first hollow coil, a first rail segment, and a second rail segment, wherein the first tuning unit and the second tuning unit are both LCC three-element circuits, characterized in that the method includes: For each preset signal, the impedance of the tuning zone to the signal is calculated based on the output impedance of the signal transmission channel and the output impedance of the signal receiving channel of the track circuit, as well as the characteristic impedance of the rail to the signal; wherein, the signal frequency of each signal is different; Based on the principle of conjugate impedance, a 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, and the impedance of the first tuning unit to the first signal being 0, the impedance of the second tuning unit to the second signal being 0, and the impedance of the second tuning unit to the first signal and the impedance of the rail to the first signal being in the form of conjugate impedance; the first preset coefficient is equal to the ratio of the length of the tuning zone corresponding to the signal to 1000. Calculate the second preset coefficient based on 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 based on 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; the signal frequency of the first signal is higher than the signal frequency of the second signal.

2. The method for calculating the parameters of the tuning region element according to claim 1, characterized in that, Calculate the second preset coefficient based on the first preset coefficient corresponding to each signal, specifically including: The average value of the first preset coefficients corresponding to all the signals is calculated to obtain the second preset coefficients.

3. The method for calculating the parameters of the tuning region element according to claim 1, characterized in that, Based on the second preset coefficient, the inductance of the rail to the first and second signals, and the angular frequencies of the first and second signals, the component parameters of the first and second tuning units in the tuning region are calculated, specifically including: The inductance of the rail to the first signal in the tuning zone is calculated based on the second preset coefficient and the rail inductance to the first signal. Calculate the inductance of the rail to the second signal in the tuning zone based on the second preset coefficient and the rail inductance to the second signal. Based on the inductance of the rail in the tuning zone to the first signal, the inductance of the rail in the tuning zone to the second signal, the angular frequency of the first signal, and the angular frequency of the second signal, calculate the component parameters of the first tuning unit and the second tuning unit in the tuning zone.

4. A station track circuit system, characterized in that, The system, applied to the tuning region element parameter calculation method as described in claim 1, comprises: at least one tuning region; For any tuning zone, the tuning zone includes a first tuning unit, a second tuning unit, a first hollow coil, a first rail segment, and a second rail segment. Both the first tuning unit and the second tuning unit are LCC three-element circuits. Both ends of the first tuning unit, the second tuning unit, and the first hollow coil are respectively connected to the first rail section and the second rail section; The center point of the first hollow coil is connected to the traction return line through the second hollow coil, and the inductance value of the first hollow coil is equal to the inductance value of the rail in the tuning zone. 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 given segment, the two tuning units in the segment are identical, and the tuning unit located at the first end of the segment is connected to the track circuit transmitting side device, while the tuning unit located at the second end of the segment is connected to the track circuit receiving side device; wherein, the area between any two adjacent first hollow coils constitutes a segment.

5. The station track circuit system according to claim 4, characterized in that, The tuning unit is specifically connected to the transmitting side device or the receiving side device of the track circuit via a capacitor and a transformer.

6. The station track circuit system according to claim 5, characterized in that, For any one of the tuning units, the resonant frequency of the series resonance formed by the coil of the transformer near the capacitor and the capacitor is equal to the frequency of the traction return current.

7. The station track circuit system according to claim 4, characterized in that, The inductance of the second hollow coil ranges from 10 uH to 200 uH.

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