JP2010235046A - Speed detecting device, speed detecting method and train speed detecting system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify an on-ground side device while maintaining highly accurate speed detection on the pick-up side. <P>SOLUTION: A pattern plate 10 formed so that an opening part 12 being a slit part and a shielding part 11 alternately appear at the same interval L along the advancing direction of a train 5, is arranged in a traveling passage 3. The train 5 is provided with a detecting part 30 having three detectors 40 respectively arranged at an installation interval D=[2L/3] along the advancing direction in the front and rear. The detectors 40 output a detection signal (a pulse signal) corresponding to respective detections of the shielding part 11 and the opening part 12 of the pattern plate 10. A pick-up device 50 calculates a speed V of the train 5 by generating the pulse signal of becoming [L/3] in a pulse width from a change in the detection signal from the respective detectors 40 on the respective detecting parts 30. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a speed detection device that detects the speed of a train.

  As a method for detecting the traveling speed of a vehicle in a levitation type traffic system such as a magnetic levitation type on the upper side of the vehicle, for example, as disclosed in Patent Document 1, there is a method of receiving a signal from a loop coil installed on the ground. is there. In such a method, a transmission unit that transmits a position signal, and a loop antenna in which a loop coil that transmits a position signal and a canceling unit that does not transmit are repeatedly provided for each fixed distance D are provided as a ground device. In the on-board device, the position signal transmitted from the loop antenna is received by n receiving coils arranged at a constant interval d (= 2D / n), and from the rising and falling of the received signal, The speed is calculated by calculating the speed pulse for each distance D / n. Thereby, the vehicle speed can be detected with high accuracy.

JP-A-5-252614

  However, in the conventional detection method described above, since it is necessary to provide various electrical devices such as a transmission means including an oscillator and an amplifier and a loop antenna as a ground device, facility costs and maintenance work of the electrical devices are required. There is also a problem of securing the power supply of the transmission means. Moreover, although the accuracy of speed detection increases as the distance D between the loop coil of the loop antenna and the canceling portion is reduced, the equipment cost of the ground device increases correspondingly, and the number of maintenance work increases. The present invention has been made in view of such circumstances, and an object thereof is to simplify the apparatus on the ground side while maintaining highly accurate speed detection on the vehicle upper side.

The first invention for solving the above-described problems is
A detectable part (for example, the shielding part 11 in FIG. 2) constituted by a detectable member that can be detected by a detector (for example, the detector 40 in FIG. 2) made of an optical sensor or a magnetic sensor, and the detection A pattern plate in which a non-detectable member that cannot be detected by a vessel or a non-detectable portion composed of a gap (for example, the opening 12 in FIG. 2) repeatedly appears along the traveling direction with the same length L. For example, a speed detection device (for example, the speed detection device 20 of FIG. 1) that is mounted on a train that travels on a travel path on which the pattern plate 10) of FIG. 2 is arranged and detects the speed of the train,
A detection unit (for example, the first detection unit 30 in FIG. 1) having N (N ≧ 3) detectors arranged at intervals D = (N−1) · L / N in the direction along the pattern plate. -1 and the second detector 30-2),
The detection state of the N detectors is a time interval that is a predetermined detection logic pattern that appears every time the train moves α · L / N (α is an integer of 1 or more and less than N) and α · L / N. A speed calculation unit (for example, the on-board device 50 in FIG. 1) that calculates the speed of the train from the length of L / N;
Is a speed detection device.

As another invention,
Detectable part composed of a detectable member that can be detected by a detector composed of an optical sensor or a magnetic sensor, and a non-detectable member or a gap that cannot be detected by the detector. It is a speed detection method for detecting the speed of a train traveling on a traveling path in which a pattern plate that repeatedly appears in the traveling direction with the same length L is disposed,
The train is provided with a detector having N (N ≧ 3) detectors arranged at intervals D = (N−1) · L / N in the direction along the pattern plate,
The detection state of the N detectors is a time interval that is a predetermined detection logic pattern that appears every time the train moves α · L / N (α is an integer of 1 or more and less than N) and α · L / N. Calculate the speed of the train from the length of L / N.
A speed detection method may be configured.

As another invention,
Detectable part composed of a detectable member that can be detected by a detector composed of an optical sensor or a magnetic sensor, and a non-detectable member or a gap that cannot be detected by the detector. The portion is provided with a pattern plate that repeatedly appears along the traveling direction with the same length L and disposed on the traveling path,
To the train that travels along the travel path,
A detector having N (N ≧ 3) detectors arranged at intervals D = (N−1) · L / N in the direction along the pattern plate;
The detection state of the N detectors is a time interval that is a predetermined detection logic pattern that appears every time the train moves α · L / N (α is an integer of 1 or more and less than N) and α · L / N. A speed calculator that calculates the speed of the train from the length of L / N;
A speed detection device having
You may comprise the train speed detection system in which the train which drive | works the said driving path detects a train speed uniquely.

  According to the first aspect of the invention, on the ground side, the pattern plate formed so that the detectable portion and the impossible portion by the detector provided on the train repeatedly appear along the traveling direction is the traveling path. The speed of the train is calculated from the detection state of the pattern plate by the detector on the upper side of the vehicle. That is, the pattern plate itself is detected on the vehicle upper side. For this reason, there is no need for special electrical equipment such as conventional transmission means on the ground side, and it is only necessary to install a pattern plate, so that the equipment cost on the ground side can be reduced and maintenance work can be simplified. Can do. On the upper side of the vehicle, the speed of the train is calculated from the time required to move the movement length α · L / N shorter than the length L determined by the structure of the pattern plate. For this reason, the speed of the train can be detected with higher accuracy.

As a specific configuration for detecting the train speed, as in the second invention,
The speed calculation unit calculates the speed of the train from the time interval and the length of L / N as a detection logic pattern in the case of α = 1 that the detection state of any of the N detectors changes. Having means for detecting,
A speed detection device may be configured.

As in the third invention,
The detector has three (= N) detectors,
The speed calculation unit has means for detecting the speed of the train from the time interval and the length of 2L / 3, with any one of the three detectors changing to a detection state as the detection logic pattern. ,
A speed detection device may be configured.

As in the fourth invention,
The detector has three (= N) detectors,
The speed calculation unit has means for detecting the speed of the train from the time interval and a length of 2L / 3, with the detection logic pattern that any one of the three detectors changes to a no-detection state. ,
A speed detection device may be configured.

Furthermore, as in the fifth invention,
A combination change storage unit for storing a combination change of detection states of the N detectors;
The speed calculation unit includes generation means for generating a detection logic pattern when α is an arbitrary integer of 1 or more and less than N, based on a combination change of detection states of the N detectors, and the N detections The speed of the train is detected using a time interval at which the combination of detector detection states is the generated detection logic pattern,
A speed detection device may be configured.

The sixth invention is the speed detection device according to any one of the first to fifth inventions,
The pattern plate is arranged intermittently at a branch point of the travel path,
A plurality of the detection units are provided at different positions before and after the same train,
The speed calculation unit calculates the speed of the train separately using the detection results of the plurality of detection units, and excludes the detection unit when there is a detection unit whose detection result satisfies a predetermined abnormal condition Using the speed calculated based on the detection result of the other detection unit, the speed of the train,
It is a speed detection device.

  There is a place where the pattern plate is intermittently arranged at a branch point of the traveling path, and the speed of the train is not calculated at this point because the pattern plate is not detected by the detector. However, as in the sixth aspect of the invention, the detection unit is provided at different positions before and after the same train. For example, when the vehicle travels in a place where the pattern plate is not disposed, the pattern plate is not detected in one detection unit. Even when it is not detected, the train speed can be calculated based on the detection result by the other detection unit.

As a specific configuration of the detector, as in the seventh invention,
The detector may constitute a speed detection device including optical sensors (for example, the light emitting unit 41 and the light receiving unit 42 in FIG. 3).

As in the eighth invention,
The detector may be a magnetic sensor (for example, detector 40B in FIG. 14) to constitute a speed detector.

In this case, as the ninth invention,
The detectable member of the pattern plate is a metal object;
The detector is
The transmission coil that induces a current in an adjacent metal object is a primary coil, and a differential coil in which two coils that detect a magnetic field generated by the induced current are connected in series in a reverse winding is a secondary coil that is different from the transmission coil. A transmitting / receiving coil unit magnetically coupled to the moving coil (for example, the magnetic sensor unit 45 in FIG. 14);
An oscillating unit (for example, an AC power supply 43 in FIG. 14) for applying an AC signal to the transmission coil;
A phase difference detection unit (for example, the phase difference detection unit 49 in FIG. 14) that detects a phase difference between the AC signal applied by the oscillation unit and the AC signal generated in the differential coil;
A magnetic sensor that detects the presence or absence of a metal object from the detection result of the phase difference detection unit,
A speed detection device may be configured.

The block diagram of a speed detection system. The block diagram of a detection part. The block diagram of the detection part which used the optical sensor as a detector. Explanatory drawing of a speed detection principle. Explanatory drawing of the advancing direction determination principle. Explanatory drawing of the advancing direction determination principle. The function block diagram of a speed detection apparatus. The data structural example of detection signal data. The data structural example of a weighting table. The data structural example of a detection status list table. The data structural example of a change pattern table. The flowchart of a speed detection process. The flowchart of the individual speed calculation process performed during a speed detection process. The block diagram of the detection part using the magnetic sensor as a detector. The other arrangement | positioning relationship example of a pattern plate and a detection part. An example of a change pattern of a detection logic value. The block diagram of the detection part which has four detectors. An example of a detection signal in case a detection part has four detectors.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following, the case where the present invention is applied to the HSST magnetic levitation traffic system will be described. However, the applicable embodiment of the present invention is not limited to this.

[First Embodiment]
First, a first embodiment of the present invention will be described.
<Overall configuration>
FIG. 1 is a configuration example of a speed detection system 1 in the first embodiment. FIG. 1A is a diagram illustrating an outline of the speed detection system 1 viewed from the side of the train 5, and FIG. 1B is a schematic cross-sectional view with respect to the traveling direction of the train 5. According to FIG. 1, the speed detection system 1 is applied to the HSST magnetic levitation traffic system, and includes a speed detection device 20 mounted on the train 5 and a pattern plate 10 installed along the travel path 3 of the train 5. It is prepared for.

  The speed detection device 20 includes an on-board device 50 mounted on the train 5, a first detection unit 30-1 provided in the lower front part of the leading vehicle of the train 5, and a first sensor provided in the lower rear part of the last vehicle. 2 detection unit 30-2. The first detection unit 30-1 and the second detection unit 30-2 (hereinafter collectively referred to as “detection unit 30”) have the same configuration, and detect the pattern plate 10 in a non-contact manner.

  FIG. 2 is a diagram illustrating the configuration of the pattern plate 10 and the detection unit 30. As shown in FIG. 2, the pattern plate 10 is a slit plate having a large number of slits in the direction along the traveling path, and includes a shielding portion (detectable portion) 11 that is a plate portion and an opening portion that is a slit portion ( The non-detectable portion) 12 is formed to have the same length L (for example, about 30 cm). That is, the pattern plate 10 is formed so that the shielding portions 11 and the opening portions 12 appear alternately along the traveling direction of the train 5. The pattern plate 10 is formed of a light-shielding member, such as a non-transparent resin or a metal plate, and is installed substantially vertically with the opening 12 facing upward.

  The detection unit 30 includes three (N = 3) detectors 40-1, 40-2, and 40-3 (hereinafter collectively referred to as “detector 40”). The detector 40 has a predetermined installation interval D = “2L / 3” in the direction along the pattern plate 10 in the order of the detectors 40-1, 40-2, 40-3 from the front in the traveling direction of the train 5. Is provided. Each detector 40 has its detection direction directed to the pattern plate 10 and is provided at a height position where the shielding portion 11 and the opening 12 of the pattern plate 10 can be detected. That is, when the train 5 is traveling, the detector 40 alternately detects the shielding portion 11 where the pattern plate 10 is present and the opening portion 12 where the pattern plate 10 is absent. Then, the detector 40 outputs a detection signal F indicating the presence or absence of the detected pattern plate 10 to the on-board device 50.

  In the first embodiment, an optical sensor is used as the detector 40. FIG. 3 is an arrangement configuration diagram of the detection unit 30 using an optical sensor as the detector 40. As shown in FIG. 3, each detector 40 includes a pair of a light emitting unit 41 and a light receiving unit 42 that are disposed to face each other with the pattern plate 10 interposed therebetween. The light emitting unit 41 emits beam-like light such as laser light or LED light, and the presence / absence of light reception by the light receiving unit 42 is output as a detection signal F indicating whether the pattern plate 10 is detected. That is, when the emitted light from the light emitting unit 41 passes through the opening 12 of the pattern plate 10 and is received by the light receiving unit 42, the pattern plate 10 is detected as “none (0)”. Further, when the emitted light from the light emitting unit 41 is blocked by the shielding unit 11 of the pattern plate 10 and is not received by the light receiving unit 42, the pattern plate 10 is detected as “present (1)”. For example, in FIG. 3, “none (0)” is detected by the detectors 40-1 and 40-2, and “present (1)” is detected by the detector 40-3.

  The on-board device 50 detects the traveling speed V and the traveling direction of the own train 5 based on the detection signal from the detection unit 30.

<Principle>
The detection principle of the train speed and traveling direction in the speed detection system 1 will be described. However, in the following, it is assumed that the train speed V is constant for simplification of explanation.

(1) Speed Detection FIG. 4 is a diagram for explaining the detection principle of the traveling speed. In FIG. 4, in order from the top, the detection signals F1, F2, F3 and the logical signals R1, R2 generated from the detection signals F1, F2, F3 by the three detectors 40-1, 40-2, 40-3, respectively. Is shown.

  As described above, when the train 5 is traveling, the detector 40 alternately detects the shielding portions 11 and the opening portions 12 of the pattern plate 10. That is, the detection signal F from the detector 40 is a pulse signal in which “1 (present)” and “0 (none)” alternately change. And since the shielding part 11 and the opening part 12 are formed in the same length L, the pulse width (time interval) W of the detection signal F becomes time required for the train 5 to travel the distance L. Each detector 40 is provided with an installation interval D = “2L / 3”. Therefore, the phase of the detection signal F2 is delayed by an amount corresponding to the distance “2L / 3” with respect to the detection signal F1, and the detection signal by an amount corresponding to the distance “2L / 3” with respect to the detection signal F2. The phase of F3 is delayed.

  Then, logic signals R1, R2 are generated from these detection signals F1, F2, F3. That is, the logic signal R1 is a signal that focuses on the rising / falling of the detection signal F, and is generated as a pulse signal that changes at the rising or falling timing of any of the detection signals F1, F2, and F3. . The pulse width Wa of the logic signal R1 is a time ta required for the train 5 to travel the distance “L / 3”. For example, if L = 30 cm, this is the time required to travel 10 cm. The logic signal R2 is a signal that focuses on the rising edge of the detection signal F, and is generated as a pulse signal that changes at one of the rising timings of the detection signals F1, F2, and F3. Since each detector 40 is provided at the installation “2L / 3”, the pulse width Wb of the logic signal R2 is the time tb required for the train 5 to travel the distance “2L / 3”. For example, if L = 30 cm, the time required to travel 20 cm is obtained.

And the running speed V of the train 5 is calculated from these logic signals R1, R2. That is, according to the logic signal R1, the traveling speed Va of the train 5 is calculated by the following equation (1).
Va = Wa / ta
= (L / 3) / ta (1)
Further, according to the logic signal R2, the traveling speed Vb of the train 5 is calculated by the following equation (2).
Vb = Wb / tb
= (2L / 3) / tb (2)
Thus, the logic signals R1 and R2 having a pulse width shorter than the pulse width W of the detection signal F are generated, and the traveling speed V of the train 5 is calculated from the pulse widths Wa and Wb of the logic signals R1 and R2.

  By the way, since the pulse width W of the detection signal F is a time interval, it varies depending on the traveling speed V of the train 5. Specifically, the slower the speed V, the longer the pulse width W of the detection signal F. Therefore, according to the present embodiment, the logic signals R1 and R2 used for speed calculation are properly used according to the current travel speed V. Specifically, two speed ranges of “high speed” and “low speed” are determined, and the speed calculation using the logical signal R2 is performed in the speed range where the current speed V is “high speed”, and in the speed range of “low speed”. Speed calculation using the logic signal R1 is performed. That is, when the speed V is low, the speed calculation is performed using the logic signal R1 having the shorter pulse width, and when the speed is high, the speed calculation is performed using the logic signal R2 having the longer pulse width. . For example, if an attempt is made to cover the entire speed range with only the logic signal R2, when the vehicle is traveling at a speed close to slowing down or stopping, the pulse width becomes very long and the detection accuracy of the traveling speed V deteriorates. For this reason, the detection accuracy of the traveling speed V can be improved by using the logic signals R1 and R2 properly according to the speed range.

(2) Determination of traveling direction The traveling direction of the train 5 is determined from a change in the combination of the detection signals F1, F2, and F3. FIG. 5 is a diagram for explaining the principle of determining the traveling direction. In FIG. 5, detection signals F1, F2, F3, and “detection logic value” are shown in order from the top.

  The “detection logic value” is a combination of the values (1/0) of the detection signals F1, F2, and F3 (that is, the detection states (existence / non-existence) in each detector 40-1, 40-2, 40-3). Of the detection signals F1, F2, and F3. The weights of the detection signals F1, F2, and F3 are “1”, “2”, and “4”, respectively. That is, the detection logic value corresponds to a value obtained by regarding the arrangement of the detection signals F1, F2, and F3 as 3 bits with the value of the detection signal F1 as the least significant bit. And the combination of the value of the detection signal F which can be taken when the train 5 is running normally, and the corresponding detection logic value are six types “1” to “6”.

  Since the detection signal F periodically changes when the train 5 is running, the detection logic value that is a combination of the values of the detection signal F periodically changes. The change pattern of the detection logic value varies depending on the traveling direction of the train. That is, when the train 5 is running with the detector 40-1 as the head as in the arrangement positional relationship of FIG. 2, the change pattern of the detection logic value is as shown in FIG. However, when the train 5 is traveling in the opposite direction, that is, when the train 5 is traveling with the detector 40-3 as the leading side, the change pattern of the detection logic value is as shown in FIG. Become.

  FIG. 6 is a diagram illustrating a detection signal F when the train 5 is traveling in the reverse direction. FIG. 6 shows detection signals F1, F2, and F3, logic signals R1 and R2 generated from the detection signals F1, F2, and F3, and detection logic values in order from the top. In this case, the arrangement order of the detectors 40 with respect to the traveling direction is the order of the detectors 40-3, 40-2, and 40-1 from the head side. That is, the phases of the detection signals F1, F2, and F3 are opposite to the case shown in FIG. 5, and the phase of the detection signal F2 is delayed by an amount corresponding to the distance “2L / 3” with respect to the detection signal F3. The phase of the detection signal F1 is delayed by an amount corresponding to the distance “2L / 3” with respect to the detection signal F2. Therefore, the change pattern of the detection logic value is different from that shown in FIG.

  Thus, the change pattern of the detection logic value is determined by the traveling direction of the train 5 and the arrangement order of the detectors 40. For this reason, the change pattern of the detection logic value obtained from the detection signals F1, F2, and F3 from the detectors 40-1, 40-2, and 40-3 is compared with the change pattern determined by the traveling direction and the arrangement order. Thus, the traveling direction (forward / reverse direction) of the train can be determined.

<Functional configuration>
FIG. 7 is a block diagram illustrating a functional configuration of the speed detection device 20. According to FIG. 7, the speed detection device 20 includes a first detection unit 30-1, a second detection unit 30-2, and an on-board device 50.

  The on-board device 50 functionally includes a processing unit 100, a storage unit 200, and a communication unit 300.

  The processing unit 100 is realized by an arithmetic device such as a CPU, for example, and is based on programs and data stored in the storage unit 200, detection signals F from the first detection unit 30-1 and the second detection unit 30-2, and the like. Then, an instruction and data transfer to each part constituting the on-board device 50 are performed, and the overall control of the on-board device 50 is performed. The processing unit 100 includes a speed calculation unit 110 and a traveling direction determination unit 120, and executes a speed detection process according to the speed detection program 210.

  In the speed detection process, the processing unit 100 sends the first detection unit 30-1 and the second detection unit 30-2 from the detectors 40-1, 40-2, and 40-3 included in the detection unit 30, respectively. The detection signals F1, F2, and F3 are acquired at a predetermined sampling time interval (for example, 0.5 s), and processing based on the acquired signal value is performed. As for the acquired detection signal F, data for a predetermined period in the past (for example, 60 seconds) from the present is stored and updated as detection signal data 250 as needed.

  FIG. 8 is a diagram illustrating an example of a data configuration of the detection signal data 250. According to FIG. 8, the detection signal data 250 is generated for each detection unit 30, and for each detection time 251, a detection state 252 corresponding to each of the detection signals F 1, F 2, and F 3 and a detection logic value 253 are associated with each other. It is attached and stored. The detection logic value 253 is a value obtained by weighting the detection states 252 of the corresponding detection signals F1, F2, and F3 according to the weighting table 220.

  FIG. 9 is a diagram illustrating an example of a data configuration of the weighting table 220. According to FIG. 9, the weighting table 220 stores a weight 222 in association with each detection signal 221.

  The speed calculation unit 110 calculates the traveling speed V of the own train 5 based on the detection signal F from the detection unit 30. Specifically, for each of the first detection unit 30-1 and the second detection unit 30-2, detection signals F1, F1 from the detectors 40-1, 40-2, and 40-3 included in the detection unit 30 are provided. Speeds V1 and V2 based on F2 and F3 are calculated.

  The velocity V for the detection unit 30 is calculated as follows. That is, if the speed range is “low speed”, the logic signal R1 that changes at the rising or falling timing of any one of the detection signals F1, F2, and F3 is generated, and the speed Va is calculated from the pulse width Wa. That is, the rising timing and falling timing of each of the detection signals F1, F2, and F3 are detected, and from the detection interval ta of the rising / falling timing and the distance “L / 3” corresponding to the detection interval ta, the expression The speed Va is calculated according to (1) and set as the speed V for the detection unit 30. On the other hand, if the speed range is “high speed”, a logic signal R2 that changes at the rising timing of any one of the detection signals F1, F2, and F3 is generated, and the train speed Vb is calculated from the pulse width Wb. That is, the rising timings of the detection signals F1, F2, and F3 are detected, and the velocity Vb is calculated according to the equation (2) from the detection interval tb of the rising timing and the distance “2L / 3” corresponding to the detection interval tb. The speed V is calculated for the detection unit 30.

  The speed calculation unit 110 determines that the detection signals 30 in which the detection signals F1, F2, and F3 satisfy a predetermined error condition (abnormal condition) are “detection errors”, and does not perform speed calculation. This “error condition” is a condition that assumes a failure of the detector 40 or when the pattern plate 10 is traveling where the pattern plate 10 is not disposed, and specifically, the train 5 is traveling normally. Then, it is a condition when the combination of values of the detection signals F1, F2, and F3 that cannot be taken.

  In the present embodiment, the detection state list table 230 is referred to, and when the combination of the values of the detection signals F1, F2, and F3 is a combination that is not defined in the detection state list table 230, it is determined as a detection error. The detection state list table 230 is a data table that defines combinations of values of the detection signals F1, F2, and F3 that can be taken when the train 5 is traveling normally.

  FIG. 10 is a diagram illustrating an example of a data configuration of the detection state list table 230. According to FIG. 10, the detection state list table 230 stores a detection logic value 232 in association with each possible combination 231 of the detection signal F values. Since the detectors 40-1, 40-2, and 40-3 are provided with the installation interval D of “2L / 3”, a combination in which all the values of the detection signals F1, F2, and F3 are the same is not possible. That is, when all the values of the detection signals F1, F2, and F3 are “0 (none)” or “1 (present)”, it is defined as an “error condition”.

  And the speed calculation part 110 determines the traveling speed V of the train 5 using speed V1, V2 about each calculated 1st detection part 30-1 and 2nd detection part 30-2. Specifically, priority is given to the 1st detection part 30-1, and the speed V1 based on the detection signal F from the 1st detection part 30-1 is made into the running speed of the train 5. FIG. Moreover, when the 1st detection part 30-1 is a detection error, the speed V2 based on the detection signal F from the 2nd detection part 30-2 is made into the traveling speed V of the train 5. FIG.

  The traveling direction determination unit 120 determines the traveling direction of the own train 5 based on the detection signal F from the detection unit 30. Specifically, for each of the first detector 30-1 and the second detector 30-2, detection signals F1, F2 from the detectors 40-1, 40-2, 40-3 included in the detector 30, respectively. , F3, the traveling direction of the detection unit 30 is determined. That is, it is determined whether the change pattern of the detection logic value for the past predetermined period for the detection unit 30 matches the change pattern defined in the change pattern table 240, and the direction determined to match is determined by the detection unit 30 is determined as the traveling direction.

  FIG. 11 is a diagram illustrating an example of a data configuration of the change pattern table 240. According to FIG. 11, the change pattern table 240 stores a change pattern 242 of the detected logical value in association with each traveling direction 241 of the train. The change pattern 242 of the detection logic value is determined by the arrangement order of the detectors 40 in the detection unit 30 and the weighting of the detection signal F by each detector 40.

  Similar to the speed calculation unit 110, the traveling direction determination unit 120 does not determine the traveling direction for the detection unit 30 in which the detection signals F1, F2, and F3 satisfy the error condition, assuming that a “detection error” has occurred. .

  And the advancing direction determination part 120 determines the advancing direction of the own train 5 based on the advancing direction determined about each detection part 30. FIG. That is, priority is given to the 1st detection part 30-1, and the advancing direction determined based on the detection signal F from the 1st detection part 30-1 is made into the advancing direction of the train 5. FIG. Moreover, when the 1st detection part 30-1 is a detection error, let the advancing direction determined based on the detection signal F from the 2nd detection part 30-2 be the advancing direction of the own train 5. FIG.

  Returning to FIG. 7, the storage unit 200 is a storage device realized by a ROM, a RAM, a hard disk, and the like, and realizes a system program and various functions for the processing unit 100 to control the on-board device 50 in an integrated manner. Are stored as programs, data, and the like, and used as a work area of the processing unit 100. The calculation results executed by the processing unit 100 according to various programs, detection signals from the detection unit 30, and the like are temporarily stored. The In the present embodiment, the speed detection program 210 is stored as a program in the storage unit 200, and a weighting table 220, a detection state list table 230, a change pattern table 240, and detection signal data 250 are stored as data. Remembered.

  The communication unit 300 controls communication with external devices (mainly on-board devices and ground devices of other trains) using a predetermined communication method.

<Process flow>
FIG. 12 is a flowchart illustrating a speed detection process performed by the processing unit 100 in the on-board device 50. According to FIG. 12, the processing unit 100 first sets the speed range to “low speed” as an initial setting (step A1). Next, individual speed calculation processing is performed to calculate the speeds V1, V2 and the traveling direction for each of the detection units 30 (step A3).

  FIG. 13 is a flowchart for explaining the individual speed calculation processing. According to FIG. 13, in the individual speed calculation process, the processing unit 100 performs a loop A process for each detection unit 30. In the loop A, first, it is determined whether or not the detection signal F from the target detection unit 30 satisfies the error condition. If the error condition is satisfied (step B1: YES), it is determined that a “detection error” has occurred in the target detection unit 30 (step B3).

  If the error condition is not satisfied (step B1: NO), then the speed calculation unit 110 calculates the speed V for the target detection unit 30. That is, if the current speed range is “high speed” (step B3: high speed), it is determined whether a rising edge has been detected for any of the detection signals F from the target detection unit 30. If any rising edge of the detection signal F is detected (step B5: YES), an elapsed time tb from the previous rising edge detection is acquired (step B7), and the acquired time tb and distance “2L / 3” are obtained. From this, the speed Vb of the train 5 is calculated and set as the speed V for the target detection unit 30 (step B9).

  On the other hand, if the speed range is “low speed” (step B3: low speed), it is determined whether rising / falling has been detected for any of the detection signals F from the target detection unit 30. If the rising / falling edge of any detection signal F is detected (step B11: YES), an elapsed time ta from the previous rising / falling detection is acquired (step B13), and the acquired time ta and distance are acquired. The speed Va of the train 5 is calculated from “L / 3” and is set as the speed V for the target detection unit 30 (step B15).

  Subsequently, the traveling direction determination unit 120 determines the traveling direction of the target detection unit 30. That is, for any of the detection signals F from the target detection unit 30, it is determined whether the rising / falling is detected, and if the rising / falling is detected (step B17: YES), each of the detection signals F is detected. A detection logic value corresponding to the combination of values is calculated (step B19). And the advancing direction of the train 5 is determined from the change pattern of the detection logic value for the past predetermined period, and it is set as the advancing direction for the target detection unit 30 (step B21). Loop A is performed in this way.

  Then, when the process of Loop A for both the first detection unit 30-1 and the second detection unit 30-2 is completed, the individual speed calculation process is ended.

  When the individual speed calculation process ends, the processing unit 100 subsequently determines whether a detection error has occurred in the detection unit 30, and detects a detection error in both the first detection unit 30-1 and the second detection unit 30-2. (Step A5: YES), it is determined that “speed calculation is not possible” and predetermined error processing is performed (step A25).

  If no detection error has occurred in both detection units 30 (step A5: NO), then the speed calculation unit 110 determines the speed of the train 5. That is, it is determined whether or not a detection error has occurred in the first detection unit 30-1. If not (step A7: NO), the speed V1 based on the detection signal F from the first detection unit 30-1 is determined. The traveling speed V of the train 5 is set (step A9). On the other hand, if a detection error has occurred in the first detection unit 30-1 (step A9: NO), the speed V2 based on the detection signal F from the second detection unit 30-2 is set as the traveling speed V of the train 5. (Step A11).

  If the determined traveling speed V is equal to or higher than the predetermined threshold Vth (step A13: YES), the speed range is set to “high speed” (step A15), and if it is less than the threshold Vth (step A13: NO), the speed range Is set to “low speed” (step A17). At this time, when the determined speed V is equal to or lower than a predetermined ultra-low speed (for example, 10 cm / s), it may be regarded as “stop”.

  The traveling direction determination unit 120 determines the traveling direction of the train 5. That is, it is determined whether or not a detection error has occurred in the first detection unit 30-1. If not (step A19: YES), the traveling direction based on the detection signal F from the first detection unit 30-1 is determined. The traveling direction of the train 5 is set (step A21). On the other hand, if a detection error has occurred in the first detection unit 30-1 (step A19: YES), the traveling direction based on the detection signal F from the second detection unit 30-2 is set as the traveling direction of the train 5. (Step A23).

Subsequently, the processing unit 100 determines whether or not to end the speed detection. If not (step A27: NO), the processing unit 100 returns to step A3 and repeats the same processing.
If completed (step A27), the speed detection process is terminated.

[Second Embodiment]
Next, a second embodiment will be described.
The second embodiment is an embodiment in the case where the detector 40 is configured by a magnetic sensor in the first embodiment described above.

<Configuration>
In the second embodiment, the pattern plate 10 is made of a metal such as iron, and is formed of a conductive material. A magnetic sensor is used as the detector 40.

  FIG. 14 is a diagram illustrating a configuration of a detector 40B in the second embodiment. According to FIG. 14, the detector 40 </ b> B has an AC power supply 43, amplifiers 44 and 48, a phase difference detection unit 49, and a magnetic sensor unit 45 so that the magnetic sensor unit 45 is close to the pattern plate 10. Placed in.

  The magnetic sensor unit 45 includes a transmission coil 46 in which two coils are connected in series with the same polarity and a reception differential coil 47 in which two coils are connected in series with opposite polarities. The amplifier 44 amplifies the AC power supplied from the AC power supply 43 and supplies it to the transmission coil 46 of the magnetic sensor unit 45. The amplifier 48 amplifies the AC power generated in the reception differential coil 47 and outputs it to the phase difference detection unit 49. The phase difference detection unit 49 detects the phase difference between the AC voltage supplied from the AC power supply 43 and the voltage generated at both ends of the reception differential coil 47.

  In the magnetic sensor unit 45, a magnetic field is generated in the transmission coil 46 by the supply of AC power from the AC power supply 43, and an eddy current is generated on the surface of the shielding unit 11 adjacent to the generated magnetic field. An induced voltage is generated in the reception differential coil 47 by the induced magnetic field due to the eddy current. The phase difference detection unit 49 detects the phase difference between the AC voltage generated by the AC power supply 43 and the induced voltage of the reception differential coil 47, so that the induction voltage of the reception differential coil 47 is generated, that is, the shielding unit 11. Detect the presence or absence.

  The reception differential coil 47 has two coils connected in series with opposite polarities, so that the induced voltage caused by the AC power supplied to the transmission coil 46 can be canceled, and only the induced voltage caused by the eddy current can be obtained. Can be detected.

  The on-board device 50 detects the speed of the train 5 and determines the traveling direction based on the same principle as in the first embodiment.

[Modification]
It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and of course can be appropriately changed without departing from the spirit of the present invention.

(A) Sensor For example, in the above-described first embodiment, the optical sensor used for the detector 40 may be a reflection type instead of a transmission / reception type. Moreover, it is good also as an ultrasonic sensor.

(B) Structure of Pattern Plate 10 In the above-described embodiment, the pattern plate 10 is a slit plate in which a large number of slits are formed, and the shields 11 and the openings 12 appear alternately along the traveling direction. However, the members that can be detected by the detector 40 and the members that cannot be detected may be alternately arranged at the distance L. Specifically, as the non-detectable member, in the first embodiment, since the detector 40 is an optical sensor, it is formed of a light transmissive member such as transparent resin (plastic) or glass. In the second embodiment, since the detector 40 is a magnetic sensor, the non-detectable member is formed of an insulating material such as resin or a non-magnetic material.

(C) Installation Position Relationship Between Pattern Plate 10 and Detection Unit 30 The positional relationship between the pattern plate 10 and the detection unit 30 may be as shown in FIG. 15, for example. In FIG. 15, the pattern plate 10 is disposed substantially horizontally, and the detection unit 30 is provided so as to face from above or below the pattern plate 10.

(D) Detection Logic Pattern Further, in the above-described embodiment, the detection signal F rise and fall timing (logic signal R1) or detection signal F rise timing (logic signal R2) as the detection logic pattern for speed detection. However, other patterns, for example, the falling timing of the detection signal F may be used.

  Or it is good also as a change pattern of a detection logic value. That is, as shown in FIG. 5, when the train 5 is traveling in the forward direction, the detection logic values are “5”, “4”, “6”, “2”, “3”, “1”, Although it periodically changes to “5”, the change pattern of the detection logic value is set as a detection logic pattern, and the speed V is calculated from the change time interval t of each detection logic value and the distance corresponding to the change time interval t. calculate. Specifically, the detection logic value changes every time one of the detection signals F changes. The change pattern at this time is used as a basic pattern. Then, as shown in FIG. 16, detection logic values are extracted from the basic pattern at a predetermined number of intervals, for example, every other pattern, and a change pattern of the detection logic value is generated.

(E) Number of Detection Units 30 The number of detection units 30 included in the speed detection device 20 is not limited to “2”, and may be “1” or “3” or more. Moreover, although the priority was given to the 1st detection part 30-1 provided ahead of the train 5, you may give priority to the 2nd detection part 30-2 provided behind. Further, for example, the average value of the speeds V1 and V2 for both of the detection units 30 may be set as the speed V of the own train 5 without giving priority to one of the detection units 30.

(F) Number of detectors 40 In the above-described embodiment, the detection unit 30 has three detectors 40 (N = 3), but may have four or more detectors 40. (N> 3). In the case where the detection unit 30 has N detectors 40, the N detectors 40 are arranged with a detection interval “L · (N−1) / N”. The detection interval ta of the rising / falling timing of the detection signal F from each detector 40 corresponds to the time required to travel the distance “L / N”, and the train speed V is “(L / N ) / Ta ".

  For example, FIG. 17 is a diagram illustrating an arrangement configuration when the detection unit 30 includes four detectors 40-1 to 40-4 (N = 4). As shown in FIG. 17, the four detectors 40-1 to 40-4 are arranged with an installation interval D = “3L / 4”.

  FIG. 18 is a diagram illustrating detection signals F1 to F4 from the detectors 40-1 to 40-4, a logic signal R1 generated from the detection signals F1 to F4, and a detection logic value. The logic signal R1 is a pulse signal that changes at the rising / falling timing of any one of the detection signals F1 to F4, and the pulse width Wa is “L / 4”. When each of the detection signals F1 to F4 is weighted with “1”, “2”, “4”, “8”, the detection logic values are “5”, “13”, “9”, “11”, “ It changes in the order of “10”, “2”, “6”, “4”, and there are eight possible detection logic values.

1 Speed detection system 10 Pattern plate 11 Shielding part (detectable part), 12 Opening part (undetectable part)
20 speed detector 30 detector (30-1 first detector, 30-2 second detector)
40 (40-1, 40-2, 40-3) detector
41 Light emitting part, 42 Light receiving part
43 AC power supply, 44 amplifier
45 Magnetic sensor unit, 46 Transmitting coil, 47 Receiving differential coil
48 amplifying unit, 49 phase difference detecting unit 50 on-vehicle device 100 processing unit, 110 speed calculating unit, 120 traveling direction determining unit 200 storage unit
210 Speed detection program
220 weighting table, 230 detection state list table
240 change pattern table, 250 detection signal data 300 communication unit 3 traveling path, 5 train

Claims (11)

Detectable part composed of a detectable member that can be detected by a detector composed of an optical sensor or a magnetic sensor, and a non-detectable member or a gap that cannot be detected by the detector. It is a speed detection device that is mounted on a train that travels on a travel path on which a pattern plate that repeatedly appears along the travel direction is the same length L and detects the speed of the train,
A detector having N (N ≧ 3) detectors arranged at intervals D = (N−1) · L / N in the direction along the pattern plate;
The detection state of the N detectors is a time interval that is a predetermined detection logic pattern that appears every time the train moves α · L / N (α is an integer of 1 or more and less than N) and α · L / N. A speed calculator that calculates the speed of the train from the length of L / N;
A speed detection device. The speed calculation unit calculates the speed of the train from the time interval and the length of L / N as a detection logic pattern in the case of α = 1 that the detection state of any of the N detectors changes. Having means for detecting,
The speed detection device according to claim 1. The detector has three (= N) detectors,
The speed calculation unit has means for detecting the speed of the train from the time interval and the length of 2L / 3, with any one of the three detectors changing to a detection state as the detection logic pattern. ,
The speed detection apparatus according to claim 1 or 2. The detector has three (= N) detectors,
The speed calculation unit has means for detecting the speed of the train from the time interval and a length of 2L / 3, with the detection logic pattern that any one of the three detectors changes to a no-detection state. ,
The speed detection apparatus according to claim 1 or 2. A combination change storage unit for storing a combination change of detection states of the N detectors;
The speed calculation unit includes generation means for generating a detection logic pattern when α is an arbitrary integer of 1 or more and less than N, based on a combination change of detection states of the N detectors, and the N detections The speed of the train is detected using a time interval at which the combination of detector detection states is the generated detection logic pattern,
The speed detection apparatus as described in any one of Claims 1-4. The pattern plate is arranged intermittently at a branch point of the travel path,
A plurality of the detection units are provided at different positions before and after the same train,
The speed calculation unit calculates the speed of the train separately using the detection results of the plurality of detection units, and excludes the detection unit when there is a detection unit whose detection result satisfies a predetermined abnormal condition Using the speed calculated based on the detection result of the other detection unit, the speed of the train,
The speed detection apparatus as described in any one of Claims 1-5.   The speed detector according to any one of claims 1 to 6, wherein the detector is an optical sensor.   The speed detector according to any one of claims 1 to 6, wherein the detector is a magnetic sensor. The detectable member of the pattern plate is a metal object;
The detector is
The transmission coil that induces a current in an adjacent metal object is a primary coil, and a differential coil in which two coils that detect a magnetic field generated by the induced current are connected in series in reverse winding is a secondary coil that is different from the transmission coil. A transmitting / receiving coil unit magnetically coupled to the moving coil;
An oscillating unit for applying an AC signal to the transmission coil;
A phase difference detection unit for detecting a phase difference between the AC signal applied by the oscillation unit and the AC signal generated in the differential coil;
A magnetic sensor that detects the presence or absence of a metal object from the detection result of the phase difference detection unit,
The speed detection device according to claim 8. Detectable part composed of a detectable member that can be detected by a detector composed of an optical sensor or a magnetic sensor, and a non-detectable member or a gap that cannot be detected by the detector. It is a speed detection method for detecting the speed of a train traveling on a traveling path in which a pattern plate that repeatedly appears in the traveling direction with the same length L is disposed,
The train is provided with a detector having N (N ≧ 3) detectors arranged at intervals D = (N−1) · L / N in the direction along the pattern plate,
The detection state of the N detectors is a time interval that is a predetermined detection logic pattern that appears every time the train moves α · L / N (α is an integer of 1 or more and less than N) and α · L / N. Calculate the speed of the train from the length of L / N.
Speed detection method. Detectable part composed of a detectable member that can be detected by a detector composed of an optical sensor or a magnetic sensor, and a non-detectable member or a gap that cannot be detected by the detector. The portion is provided with a pattern plate that repeatedly appears along the traveling direction with the same length L and disposed on the traveling path,
To the train that travels along the travel path,
A detector having N (N ≧ 3) detectors arranged at intervals D = (N−1) · L / N in the direction along the pattern plate;
The detection state of the N detectors is a time interval that is a predetermined detection logic pattern that appears every time the train moves α · L / N (α is an integer of 1 or more and less than N) and α · L / N. A speed calculator that calculates the speed of the train from the length of L / N;
A speed detection device having
A train speed detection system in which a train traveling on the travel path independently detects a train speed.

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