EP0753444B1 - Error detection method for multi-section axle counting - Google Patents

Abstract

The method involves determining the transition times of the vehicle (FZ) axles between the counter devices from the times of signal generation of the individual counter devices. An average speed is determined from the transition times of at least two axles between the counter devices (k1,k2) bounding a first section (A12) in the direction of travel and the distance between the counter devices. The maximum speed or minimum transition time between the counter devices in the next section (A23) is derived from the average speed and a maximum acceleration value. A fault is signalled if the maximum speed is exceeded or if the transition time is less than the minimum time.

Description

The invention is in the field of axle counting, in particular with automated train resolution in drainage systems and relates to a method for recognizing a false report a segmental axle count in a drain system, in a vehicle or group of vehicles consecutive Sections happened through when crossing signaling counters are separated.

A switch-free or busy signal is issued in drainage systems depending on the counting results of individual axle counting circles. For this purpose are the track sections of the drainage system by spaced counters in successive sections delimited by two counters separated. As is known, the counting devices can Contacts include that of the axes of the expiring Vehicles or groups of vehicles can be operated. However, it can (e.g. due to drooping load parts) occasionally a contact come without actually having a vehicle axle the respective counting device has passed; this will in the context of the present invention as a false report or Called phantom pulse.

So far, such false reports can only be recognized if if this is not in connection with a vehicle movement occur. From the essay "Procedure for the correction of axle counting circles based on the multi-section axle counter ", SIGNAL + DRAHT, 87 (1995) 5, pages 156-162 is a combined one Procedure for the detection and correction of point of delivery failures and error messages (phantom pulses) are known. The known method is based on the evaluation of neighboring ones Counting sections, counting errors and correction conditions to be able to recognize. On the one hand, the procedure requires free track sections and hides several faulty ones Counting devices by those made as part of the correction Track vacancy detection considerable risk potential.

From DE 32 36 367 C2 it is known in principle axle counting devices to use for speed measurement, what for the lengths of those limited by the axle counting points Track sections must be known.

The object of the invention is to create a Process that also with comparatively little effort a multiple malfunction of the counting devices and occupied sections reliable detection of an error message enables.

• daß aus den Zeitpunkten der zähleinrichtungsindividuellen Signalabgabe die Fahrzeugachsenlaufzeiten zwischen den Zähleinrichtungen ermittelt werden,
• daß aus den Laufzeiten zumindest zweier Fahrzeugachsen zwischen den Zähleinrichtungen, die einen in Fahrtrichtung ersten Abschnitt begrenzen, und dem Abstand der Zähleinrichtungen eine mittlere Geschwindigkeit bestimmt wird,
• daß von der mittleren Geschwindigkeit ausgehend unter Annahme einer von der Topologie eines in Fahrtrichtung zweiten Abschnitts abhängigen maximalen Fahrzeugbeschleunigung aus der gemessenen Laufzeit der mindestens zwei Achsen zwischen den Zähleinrichtungen, die den zweiten Abschnitt begrenzen, eine zu erwartende Maximalgeschwindigkeit oder eine zu erwartende Mindestdurchlaufzeit der Achsen bestimmt wird und
• daß auf eine Fehlmeldung erkannt wird, wenn eine aus der für den zweiten Abschnitt gemessenen Laufzeit ermittelte Geschwindigkeit einer der Achsen die zu erwartende Maximalgeschwindigkeit überschreitet oder diese für den zweiten Abschnitt gemessene Laufzeit die zu erwartende Mindestdurchlaufzeit unterschreitet.

According to a first variant of the invention, this object is achieved in a method of the type mentioned at the outset by

• that the vehicle axis running times between the counting devices are determined from the times of the counting device-specific signal delivery,
• that an average speed is determined from the running times of at least two vehicle axles between the counting devices, which delimit a first section in the direction of travel, and the distance between the counting devices,
• that starting from the average speed, assuming a maximum vehicle acceleration dependent on the topology of a second section in the direction of travel, determines an expected maximum speed or an expected minimum running time of the axles from the measured running time of the at least two axles between the counting devices which delimit the second section will and
• that an error message is recognized if a speed of one of the axes determined from the running time measured for the second section exceeds the maximum speed to be expected or this running time measured for the second section falls below the expected minimum throughput time.

An essential aspect of the present invention is in the knowledge that all running on a drain system Vehicles a certain, estimated maximum acceleration within the distribution zone. By taking into account the average speed of the previous one The section will advantageously previous history of the vehicles is taken into account and thereby a due to the acceleration forecast Uncertainty area significantly reduced. By contemplation (Plausibility check) of the determined duration or Speed in the second section compared to that in the process predetermined minimum expected throughput time or maximum speed an error message is always reliable recognized.

If the lengths are very different, consecutively Sections can be particularly short at a second Section the average speed of the first section dominate undesirably strong, so that the weighting of the maximum vehicle acceleration due to the relatively short Passage times of the axes through the second section for Borderline cases could be too small. With regard such, particularly separate drainage systems is one alternative process design according to claim 2 intended. This variant will also the lead times of at least two for each section Axes determined and knowing the respective section lengths the respective average speed of the axes in the sections of interest. When determining the expected minimum throughput time or maximum speed however, the neighboring sections a weighted value (ratio value) educated. As The ratio value is preferably the mean of Throughput times used in the sections considered.

Assuming one assigned to the second section maximum vehicle acceleration is determined from the ratio or Average of the respective throughput times of the at least two axes through the first and second section one to expected maximum speed or minimum lead time of the axes determined by the second section. Basically can be used to detect an error message Axial prognosis also from a consideration of the (medium) accelerations can be obtained.

The process accuracy can be advantageous Embodiment of the invention further increase that by evaluating changes in the respectively determined mean Speeds and the respective transit times Values for the maximum vehicle accelerations to be assumed in each case be updated.

The invention is illustrated below using an example Drawing further explains the different states on one Section of an automated drainage system and associated Displays meter messages.

The one shown in different situations (a) to (e) Section of a drain system ABL comprises three consecutive Sections A12, A23, A34. The sections are through Axially operated counting devices K1, K2, K3, K4 limited. The Counting devices are designed as track contacts that when passing an axis a, b of a vehicle FZ one Deliver counting pulse. The counters are known Distances s12, s23, s34 arranged to each other. In the situation (a) axis a passes counter K1, see above that this emits a signaling pulse 1a at time tk1a. The following vehicle axis b causes in a corresponding manner a signaling pulse 1b at time tk1b (shown only in Situation (b)), where between the times tk1a and tk1b a characteristic of the wheelbase and vehicle speed Time difference Δtab is. In situation (b) the vehicle FZ with its axis a has the counting device K2 reached so that this one signal pulse 2a at the time tk2a outputs. Then axis b also passes over the Counting device K2, which then sends the signaling pulse 2b Outputs time tk2b (see situation (c)).

As situation (c) further shows, this results in a transit time Δt12a or Δt12b for the respective vehicle axis a, b for the passage of the distance s12 between the counting devices K1 and K2. The distance s12 between the counting devices K1, K2 and the determined transit times becomes a current average axis speed ν akt12a or ν akt12b of axes a, b according to the equation ν act12a = Δ s Δ t = s 12th tk 2nd a - tk 1 a = s 12th Δ t 12th a ν akt12b = Δ s Δ t = s 12th tk 2nd b - tk 1 b = s 12th Δ t 12th b certainly.

Based on empirical values, each section A12, A23, A34 is assigned a maximum vehicle acceleration bmax12, bmax23, bmax34, which depends on the topology (in particular the gradient) of the respective section A12, A23, A34. In the present example, the vehicle acceleration bmax23 is used for the second section A23 in the direction of travel FR. Depending on the route topology, values of approx. 0.4 m / s ² to 1 m / s ^{2 are to be used} for the maximum vehicle acceleration bmax. The running time becomes from the times of the signaling signals 3a, 3b (situations (d) and (e)) supplied by the counting device K3 when passing over the axes a, b Δt23a = tk3a - tk2a respectively. Δt23b = tk3b - tk2b certainly. This can be based on the average axis speed ν akt12a or ν akt12b and the maximum vehicle acceleration bmax23 an expected maximum speed vmax23a or vmax 23b for the axles a, b in section A23 vmax23a = ν akt12a + bmax23.Δt23a, vmax23b = ν Calculate akt12b + bmax23.Δt23b.

Knowing the distance s23 results in a minimum throughput time Δtmin23a or Δtmin23b Δtmin23a = s 23 ν max23 a = s 23 ν act 12th a + b max23 * Δ t 23 a Δtmin23b = s 23 ν max23 b = s 23 ν act 12th b + b max23 * Δ t 23 b

As long as the counting devices work correctly, the runtimes are ascertained Δt23a (= tk3a - tk2a) ; Δt23b (= tk3b - tk2b) according to situation (d) the same or longer than the minimum throughput time Δtmin23a determined in the process; Δtmin23b or the actual average speed ν act23a = s 23 Δ t 23 a respectively. ν akt23b = s 23 Δ t 23 b in section A23 equal to or less than vmax23a or vmax23b. In this case, a correct axle count is recognized.

Below is a malfunction of the counting devices are described: As in situations (c) and (d) indicated by dashed lines, is intended for further explanation be that the counter K3 without interference by the vehicle FZ an error message (phantom pulse) 3f for Issues time tk3f. Depending on the time tk3f of the phantom pulse There are two different situations: In the situation (c) and (d) it is assumed that the phantom pulse 3f occurs after a time Δt23a 'after the signal pulse 2a. The time period Δt23a 'is shorter than that previously determined in the method Minimum throughput time Δtmin23a. Because the phantom pulse 3f erroneously for one caused by the vehicle axis a Message pulse (3a ') is held, a term Δt23a 'for the axis a between the counters K2, K3 determines the less than the previously calculated minimum throughput time Δtmin23a. Accordingly, an error message is issued recognized.

In situation (e), the phantom pulse 3f ″ should occur at a point in time tk3f ″ which is immediately before the point in time at which the axis a actually passes over the counting device K3. The resulting throughput time Δt23a '' for the axis a in this case is greater than the expected minimum throughput time Δtmin23a. The signal pulse 3a following at time tk3a, which is actually caused by the axis a, is interpreted as a signal pulse (3b ') of the axis b since the phantom pulse 3f''was incorrectly interpreted as a signal pulse 3a' of the axis a. The apparent transit time Δt23b 'of the axis b thus determined is therefore below the minimum transit time Δtmin23b. As a result, an error message is also recognized in this case. According to the same principle, a comparison of the maximum speed to be expected (cf. equation (2)) with the speeds that can be determined individually on the basis of the distance s23 could also be performed ν act23a or ν act23b of axes a, b to detect incorrect messages.

A numerical example for situation (d) could be:

Current average speed determined in section A12 ν act12 = s 12th Δ t 12th = 18th m 3rd s = 6 m / s; assumed maximum acceleration for section A23 bmax23 = 0.9 m / s ² ; Running time Δt23a = 1s; s23 = 12 m; vmax23 = 6 m / s + 0.9 m / s ² . 1 s = 6.9 m / s ⇒ ν act23 = s 23 Δ t 23 a = 12 m / s; ν akt23> vmax23, or Δtmin23 = s 23 ν max23 = 12th ms 6.9 m = 1.74s ⇒ Δt23a = 1s <Δtmin23 = 1.74s.

The average speeds calculated from the respectively actually measured transit times and the known distances s12, s23, s34 ν act can be used to track the assumed values for the maximum accelerations. To do this, the respective changes in the average speeds with respect to the transit times according to the equation b = Δ ν act Δ t = ν act 23- ν act 12th Δ t 23 used.

Although the process described so far provides excellent results, for example for the aforementioned practical examples of values, an advantageous alternative process variant is provided for systems with very different section lengths. To explain this variant, assume that, contrary to the explicit drawing, section A12 is considerably longer than section A23. In this case also the average speeds v act12 = Δ s Δ t = s 12th Δ t 12th v act23 = Δ s Δ t = s 23 Δ t 23 determined.

For simplification, the indices for axes a, b omitted because the equations for both axes are analog are.

On the basis of a speed evaluation or observation in each case in the geometrically central region of each section - indicated by an arrow B12 and B23 in FIG. (A) - there is a current acceleration bakt23 ' between points B12, B23: bakt 23 '= Δ ν Δ t = ν 23- ν 12th Δ t 12 + Δ t 23 2nd = ( ν 23- ν 12) · 2 Δ t 13 = ( ν 23- ν 12) · 2 ( tK 3- tK 1) ≤ b max23 '

For evaluation, the currently determined vehicle acceleration can be compared bakt23 'immediately with the maximum vehicle acceleration bmax' that is associated (here portion A23) of each section.

However, the expected minimum throughput time Δtmin23 ' Δtmin23 = s 23 ν max23 ' = s 23 ν act 12+ b max23 '* (Δ t 13/2) ≥ clock 23 ' and / or the expected maximum throughput speed vmax23 ' in section A23 vmax23 '= ν act 12+ b max23 ' Δ t 13 2nd ≤ vakt 23 ' determine and use it in the manner described above to identify an error message.

Claims (4)

1. Method for detecting a false signal in a multi-section axle count in a gravity incline installation (ABL) in which a vehicle (FZ) or a group of vehicles passes a number of successive sections (A12, A23, A34) which are separated by counting devices (K1 to K4) which generate signals when driven over, characterized

   in that the vehicle axle running times (Δt12a, Δt12b) between the counting devices (K1, K2) are determined from the times (tk1a, tk1b; tk2a, tk2b) of the counting-device-individual signal output,

   in that an average speed ( ν akt12) is determined from the running times (Δt12a, Δt12b) of at least two vehicle axles (a, b) between the counting devices (K1, K2), which delimit a first section (A12) in the direction of travel (FR), and the distance (s12) between the counting devices (K1, K2),

   in that, on the basis of the average speed ( ν akt12) and assuming a maximum vehicle acceleration (bmax23) associated with a subsequent second section (A23) and dependent on its topology, a maximum speed (vmax23) to be expected or a minimum transit time (Δtmin23) to be expected of the axles (a, b) is determined from the measured running time (Δt23a, Δt23b) of the at least two axles (a, b) between the counting devices (K2, K3) which delimit the second section (A23), and

   in that a false signal (3f) is detected if a speed ( ν akt23), determined from the running time (Δt23) measured for the second section, of one of the axles (a, b) exceeds the maximum speed (vmax23) to be expected or this running time (Δt23) measured for the second section drops below the minimum transit time (Δtmin23) to be expected.
2. Method for detecting a false signal in a multi-section axle count in a gravity incline installation (ABL), in which a vehicle (FZ) or a group of vehicles passes a number of successive sections (A12, A23, A34) which are separated by counting devices (K1 to K4) which output a signal when driven over, characterized

   in that the vehicle axle running times (Δt12a, Δt12b) between the counting devices (K1, K2) are determined from the times (tk1a, tk1b; tk2a, tk2b) of the counting-device-individual signal output,

   in that an average speed ( ν akt12) is determined from the running times (Δt12a, Δt12b) of at least two vehicle axles (a, b) between the counting devices (K1, K2), which delimit a first section (A12) in the direction of travel (FR), and the distance (s12) between the counting devices (K1, K2),

   in that, on the basis of the average speed (νakt12) and assuming a maximum vehicle acceleration (bmax23) associated with a subsequent second section (A23), a maximum speed (vmax23) to be expected or a minimum transit time (Δtmin23) to be expected of the axles (a, b) is determined from a weighted value (Δt13/2) determined with the respective measured transit time (Δt12; Δt23) of the at least two axles (a, b) between the counting devices (K1, K2 and, respectively, K2, K3) which delimit the first section (A12) and, respectively, the second section (A23), and

   in that a false signal (3f) is detected if a speed ( ν akt23), determined from the running time (Δt23) measured for the second section, of one of the axles (a, b) exceeds the maximum speed (vmax23) to be expected or this running time (Δt23) measured for the second section drops below the minimum transit time (Δtmin23) to be expected.
3. Method according to Claim 2, characterized in that the weighted value is the mean value (Δt13/2) of the respective transit times ((Δt12; Δt23) of the axles (a, b) between the counting devices (K1, K2 and, respectively, K2, K3) which delimit the first section (A12) and, respectively, the second section (A23).
4. Method according to one of the preceding claims, characterized in that the values for the maximum vehicle accelerations (bmax12, bmax23, bmax34) to be assumed in each case are updated by evaluating changes of the average speeds ( ν akt) determined in each case and of the respective running times (Δt).

Images