JP2015048031A - On-vehicle device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for correcting a train position measured on-board without new equipment on a ground side.SOLUTION: A front power incoming tool RC1 is disposed in front of a beginning axis of a train 1, and a rear power incoming tool RC2 is disposed on a rear part of a rearmost axis of the train 1. Passage of a placing point of a detection signal by an electronic train detector is detected based on reception level of the front power incoming tool RC1 or the rear power incoming tool RC2. According to the detection, a position correction part 25 corrects a travel position measured by a position measurement part 50 by using position information related to the preset placing point.

Description

  The present invention relates to an on-board device provided with a power receiver that is mounted on a train and can receive a signal transmitted to a rail.

  One of the most important techniques in a train control system is a technique for measuring a train position on a vehicle (also referred to as “train position detection”). The general method is to calculate the mileage by multiplying the wheel speed by the axle rotation speed obtained from the output signal of the speed generator attached to the axle. This is a method of measuring the train position.

However, in reality, there is a problem that the train position being measured deviates from the correct position due to factors such as an error in the detected position due to wheel slipping / sliding and a decrease in wheel diameter due to wear. Since the train position is calculated by integration, once it deviates, it remains deviated.
Therefore, in order to solve this problem, a grounding unit for position correction is installed at a predetermined point, and when the train passes through this point, it is detected that the grounding unit can communicate with the grounding unit. A technique for correcting the position with the position information of the ground unit is known (for example, Patent Document 1).

JP 2006-1349 A

However, when trying to solve the above problem by the conventional method represented by Patent Document 1, it is necessary to newly install a ground correction element for position correction. Also, maintenance for the ground unit is required.
Therefore, the present invention has been devised for the purpose of realizing a technique that can correct a train position measured on a vehicle without requiring new equipment on the ground side.

The first invention for solving the above-described problems is
A power receiver capable of receiving a detection signal transmitted to a rail by a closed-circuit type railroad crossing controller (for example, the railroad crossing controller 90 in FIG. 2), which is forward of the front axis of the train and / or at the end of the train. A power receiver (for example, the front power receiver RC1 and the rear power receiver RC2 in FIG. 2) provided behind the shaft;
A position measuring unit (for example, the position measuring unit 50 in FIG. 1) that measures the position during travel;
A passage detection unit (for example, FIG. 1) that detects passing of the detection signal driving point (for example, driving point SP in FIG. 2) by the railroad crossing controller based on the reception level of the detection signal by the power receiver. Forward passage detection unit 21, rear passage detection unit 22),
A position correction unit (for example, the position correction unit in FIG. 1) that corrects the traveling position measured by the position measurement unit using position information relating to the predetermined driving point according to detection by the passage detection unit. 25)
Is an on-vehicle device (for example, the on-vehicle device 10 of FIG. 1).

According to the first aspect of the present invention, the traveling position measured on the vehicle can be corrected using the detection signal transmitted to the rail by the closed-circuit type railroad crossing controller. Specifically, a power receiver capable of receiving a detection signal is provided in front of the train's first axis and / or behind the last axis. For example, when a power receiver is provided in front of the head axis, the power receiver can receive the detection signal until the head axis passes the driving point where the railroad crossing controller transmits the detection signal, and the head axis is driven. If the point is passed, reception is not possible or the reception level becomes extremely low. That is, the reception level changes before and after the leading axis passes the driving point. By detecting this, the moment when the train is located at the driving point can be determined, and the traveling position measured on the vehicle can be corrected using the predetermined driving point position. Therefore, the train position measured on the vehicle can be corrected without requiring new equipment on the ground side.
In addition, when the power receiver is provided behind the rearmost shaft, the passage can be detected in the same manner only by the change in the reception level being reversed.

In addition, the second invention,
As the power receiver, a front power receiver (for example, the front power receiver RC1 in FIG. 1) ahead of the leading shaft, and a rear power receiver (for example, the rear power receiver RC2 in FIG. 1) behind the rear shaft,
The passage detection unit includes a front passage detection unit (for example, the front passage detection unit 21 in FIG. 1) that detects passing through the driving point based on a reception level of the detection signal by the front power receiver, and the rear A rear passage detection unit (for example, the rear passage detection unit 22 in FIG. 1) that detects that the driving point has been passed based on the reception level of the detection signal by the power receiver,
A speed calculation unit (for example, a speed in FIG. 1) that calculates the traveling speed of the train using the time from the passage detection by the front passage detection unit to the passage detection by the rear passage detection unit and the dimensions of the train. A calculation unit 31),
It is an on-vehicle apparatus of 1st invention.

According to the second aspect of the present invention, the front power receiver in front of the front shaft and the rear power receiver in the rear of the rear shaft are provided, and the driving point using the reception levels of the front power receiver and the rear power receiver is used. Pass detection is performed. There is a time difference between the passage detection using the reception level of the front power receiver and the passage detection using the reception level of the rear power receiver, but the difference is approximately the time required for the passage of the entire length of the train. (To be more specific, it can be said that the time from when the leading shaft passes through the driving point until the rear power receiver passes). On the other hand, the arrangement position of each axis of the train, the arrangement position of the power receiver, the length of the vehicle, and the like are determined. Therefore, the train speed can be calculated from the time and length.
Note that the dimensions of the train used when calculating the speed may be the total length of the train, the length between the leading axis and the trailing axis to calculate a more accurate speed, It may be the length between the rear power receiver.

In addition, the third invention,
A first state determination unit that determines a rail state based on a difference between a speed measured by a predetermined speed measurement device (for example, speed measurement device 60 in FIG. 1) and a speed calculated by the speed calculation unit. (For example, the first state determination / recording unit 33 in FIG. 1),
The on-vehicle device of the second invention further comprising:

  According to the third aspect of the present invention, the rail state can be determined by comparing the speed calculated by the speed calculation unit with the speed measured by the predetermined speed measuring device. For example, if the rail top surface is rusted, a short-circuit failure between the left and right rails due to the wheel shaft will occur, so even if only the leading shaft passes through the driving point, a sufficient change in reception level cannot be obtained. It may happen that the passing of the driving point is detected for the first time after the wheel shaft of the wheel passes. If the passing point cannot be detected correctly, an error occurs in the speed calculated by the speed calculation unit. The error of the calculated speed can be determined by comparing with the speed of a predetermined speed measuring device that calculates the speed separately from the speed calculating unit. For example, when the error is larger than a predetermined threshold value, the rail state can be determined to be defective (or abnormal) and used for maintenance related to rail transmission of detection signals such as rails and railroad crossing controllers.

In addition, the fourth invention is
A second state determination unit (for example, the second state determination / recording unit 35 of FIG. 1) that determines the rail state of the detection signal based on the change form of the reception level when the passage is detected by the passage detection unit. ),
The on-vehicle device according to any one of the first to third aspects of the invention.

  According to the fourth aspect of the present invention, the rail state can be determined based on the change form of the reception level when the passage is detected. For example, if the rail top surface is rusted, a short-circuit failure between the left and right rails due to the wheel shaft will occur, so even if only the leading shaft passes through the driving point, a sufficient change in reception level cannot be obtained. It may happen that the passing of the driving point can be detected only after the wheel shaft of the wheel passes. Since the reception level gradually changes every time the wheelset passes the driving point, the rail state can be determined based on the change form of the reception level.

The figure for demonstrating the structure of a vehicle-mounted apparatus. The figure for demonstrating the principle of passage detection. The figure which shows the time series change of the reception level before and behind passage detection as a waveform. The figure for demonstrating the waveform of the reception level when a rail state is defect. The figure which shows the structural example of a level crossing control element position data. The figure which shows the structural example of rail state determination result data. The flowchart for demonstrating the flow of operation | movement of a vehicle-mounted apparatus.

  Hereinafter, an embodiment to which the present invention is applied will be described, but it is needless to say that embodiments to which the present invention can be applied are not limited to the following embodiments. Further, for the sake of simplicity of explanation, the train 1 in the present embodiment will be described as being knitted with only one vehicle, but of course it may be knitted with a plurality of vehicles.

  FIG. 1 is a diagram for explaining a configuration of an on-board device 10 according to the present embodiment. The on-board device 10 is a device mounted on the train 1 traveling on the rail L, and includes a speed generator G, a power receiver RC (RC1, RC2), a position correction control unit 20, and a rail state determination unit 30. A storage unit 40, a position measurement unit 50, and a speed measurement device 60. The position correction control unit 20, the rail state determination unit 30, and the storage unit 40 can be configured as a kind of computer board as a control board on which a CPU (Central Processing Unit) is mounted. Of course, it is also possible to configure as an integrated control board further provided with the position measuring unit 50 and the speed measuring device 60.

  The speed generator G is a device that detects the rotation of the axle of the train 1 and outputs a signal corresponding to the rotation speed as a PG signal. The position measurement part 50 calculates | requires the distance which the train 1 advanced by multiplying the rotation speed which this PG signal shows, and the wheel diameter of the train 1, and measures the driving | running | working position of the train 1 by integrating | accumulating this. The travel distance of the train 1 may be measured by calculating the travel distance based on the train speed obtained from the cab or the speed measurement device 60 and integrating the travel distance. However, in the present embodiment, the travel position is expressed in kilometers.

  The speed measuring device 60 is a device that measures the traveling speed of the train 1 using, for example, a PG signal obtained from the speed generator G, a speed sensor, or the like.

  The power receiver RC is a device that receives a detection signal transmitted to the rail L by the railroad crossing controller 90 (see FIG. 2) from the rail L in a non-contact manner. For example, the power receiver RC uses a power receiver that receives an ATC signal. Can be configured. The power receiver RC is provided under the vehicle floor of the train 1 so as to face the upper surface of the rail L, the front power receiver RC1 is ahead of the first axis of the train 1, and the rear power receiver RC2 is rear of the rear axis of the train 1. Is provided. Reception signals from the front power receiver RC1 and the rear power receiver RC2 are output to the position correction control unit 20 and the rail state determination unit 30. The front power receiver RC1 and the rear power receiver RC2 are each configured by a pair of power receivers facing the left and right rails L, but may be configured by a power receiver facing the left and right rails L.

  The position correction control unit 20 is a functional unit for correcting the train position measured by the position measurement unit 50, and includes a front passage detection unit 21, a rear passage detection unit 22, and a position correction unit 25. The forward passage detection unit 21 and the backward passage detection unit 22 detect that the train 1 has passed the detection signal driving point SP by the railroad crossing controller 90 based on the received signal from the corresponding power receiver RC.

  This will be specifically described with reference to FIGS. FIG. 2 is a diagram for explaining the principle of passage detection of the front passage detection unit 21 and the rear passage detection unit 22 when the train 1 passes the driving point SP, and FIG. 3 is a power receiver at that time. The time points of (1) to (4) in FIG. 3, which are time-series changes in the reception level of RC as waveforms, correspond to (1) to (4) in FIG. In FIG. 2, only one front power receiver RC <b> 1 corresponding to one of the left and right rails L is shown for the sake of simplicity of explanation. The same applies to the rear power receiver RC2.

  In the present embodiment, the level crossing controller 90 is a closed-circuit type railroad crossing controller installed at a warning start point of a level crossing, and a detection signal that is an AC signal for detecting the train 1 approaching the level crossing is used as a rail L. And a receiver 93 that receives a detection signal transmitted to the rail L at a position (reception point) that is a predetermined distance away from the direction of entering the railroad crossing. . When the train 1 enters inward from the reception point and the left and right rails L are short-circuited by the wheel axis of the train 1, the receiver 93 cannot receive the detection signal, so that the railroad crossing controller 90 causes the train 1 to go to the railroad crossing. An approach is detected, and a signal to that effect is output to a crossing control device or the like. The transmission position of the detection signal by the transmitter 91 is the driving point SP.

  First, in FIG. 2A, the train 1 is approaching the driving point SP, but the first axis (leading axis) AX1 is located in front of the driving point SP (outward). In this state, the flow path C through which the detection signal flows is a path passing through the first axis AX1 from the driving point SP via the facing position of the front power receiver RC1, so that the front power receiver RC1 can receive the detection signal. . Further, as the first axis AX1 approaches the driving point SP, the reception level of the detection signal at the front power receiver RC1 increases (the process between (1) and (2) in FIG. 3). On the other hand, the rear power receiver RC2 cannot receive the detection signal because the left and right rails L are short-circuited by the first axis AX1 to the fourth axis (last axis) AX4 ((1) to (2) in FIG. 3). See course between).

When the first axis AX1 passes the driving point SP, the state shown in FIG. That is, when viewed from the driving point SP, the front power receiver RC1 is positioned inward of the first axis AX1. For this reason, the front power receiver RC1 cannot receive the detection signal. As shown at the time of (2) in FIG. 3, the reception level of the front power receiver RC1 rapidly decreases at the timing when the first axis AX1 passes the driving point SP. The forward passage detection unit 21 detects that the first axis AX1 has passed the driving point SP at a timing when the reception level suddenly decreases after the reception level gradually increases based on the reception signal of the forward power receiver RC1. To do. For example, the amount of change in reception level (also referred to as the rate of change) is calculated at a predetermined unit time interval, and the change point satisfies the threshold condition for detecting the passage of the drive point SP. When the passage of the SP is detected or the passage point is detected, the maximum value of the reception level is determined and held, and the timing at which the reception level has dropped below 30% of the maximum value is detected as the passage of the placement point SP. , Etc. can be considered.
Further, the rear power receiver RC2 continues to be in a state where it cannot receive the detection signal (at the time (2) in FIG. 3).

  After the first axis AX1 passes the driving point SP and before the fourth axis AX4 passes the driving point SP, as shown in FIGS. Both the electric device RC1 and the rear power receiving device RC2 are in a state where the detection signal cannot be received (see (2) and (3) in FIG. 3).

  Then, as shown in FIG. 2 (4), when the fourth axis AX4 passes the driving point SP, the reception level at the rear power receiver RC2 increases rapidly (see (4) in FIG. 3).

  The rear passage detection unit 22 detects that the fourth axis AX4 has passed the driving point SP at the timing when the reception level has rapidly increased based on the reception signal of the rear power receiver RC2. For example, the amount of change in the reception level (also referred to as the rate of change) is calculated at a predetermined unit time interval, and when the amount of change satisfies the threshold condition for detecting passage of the implantation point SP, the implantation point SP. For example, a method of detecting the passage of the camera can be considered.

  The stricter detection of passage detection is as follows. That is, the state where the front power receiver RC1 passes through the driving point SP and the first axis AX1 does not pass through the driving point SP may occur for a very short time. Similarly, the state where the fourth axis AX4 passes through the driving point SP and the rear power receiver RC2 does not pass through the driving point SP may occur in a very short time. During this short period of time, the detection current takes a flow path C that passes through the wheel shaft closest to the detection point SP that short-circuits the left and right rails L. That is, the reception level of the power receiver RC is low for this short period.

  Therefore, when the passage detection is expressed more strictly, it is detected that the position facing the power receiver RC has passed the driving point SP. However, the detection corresponding to the passage detection of the first axis AX1 or the fourth axis AX4 is possible depending on the installation position and installation direction of the power receiver RC, and an error of about several tens of centimeters can be allowed as the accuracy of the position correction. If so, it is not a problem.

  Returning to FIG. 1, the position correction unit 25 corrects the traveling position measured by the position measurement unit 50 based on the detection results of the front passage detection unit 21 and the rear passage detection unit 22. However, the detection results of both the front passage detection unit 21 and the rear passage detection unit 22 may be used, or one of the detection results may be used.

  When using the detection result of the forward passage detection unit 21, the traveling position is corrected assuming that the first axis AX1 has passed the driving point SP at the timing when the forward passage detection unit 21 detects passage. Specifically, the accurate driving point position information of the driving point SP is read from the level crossing controller position data 41, and the relative distance between the reference point for defining the traveling position of the train 1 and the first axis AX2 is determined. Read data from train specifications 45. Then, by adding the read relative distance to the driving point position indicated by the read driving point position information, the accurate reference point of the train 1 when the first axis AX1 passes the driving point SP is obtained. Determine the position. The travel position is corrected by resetting the travel position measured by the position measurement unit 50 with the determined accurate position.

  When the detection result of the rear passage detection unit 22 is used, the traveling position is corrected by assuming that the fourth axis AX4 has passed the driving point SP at the timing when the rear passage detection unit 22 detects passage. Specifically, the accurate driving point position information of the driving point SP is read from the level crossing controller position data 41, and the relative distance between the reference point for defining the traveling position of the train 1 and the fourth axis AX4 is determined. Read data from train specifications 45. Then, by adding the read relative distance to the driving point position indicated by the read driving point position information, the accurate reference point of the train 1 when the fourth axis AX4 passes the driving point SP is obtained. Determine the position. The travel position is corrected by resetting the travel position measured by the position measurement unit 50 with the determined accurate position.

  The rail state determination unit 30 is a functional unit for determining whether the rail state is such that rust is generated on the upper surface of the rail L or a short-circuit failure such as a fallen leaf is stuck, and a speed calculation unit 31, a first state determination / recording unit 33, and a second state determination / recording unit 35.

  The speed calculation unit 31 calculates the traveling speed of the train 1 using the detection results of the front passage detection unit 21 and the rear passage detection unit 22. Specifically, the time from when the passage detection unit 21 detects passage until the passage detection unit 22 detects passage is counted. Further, the length between the first axis AX1 and the fourth axis AX4 is read from the train specifications 45. Then, the speed calculation unit 31 calculates the traveling speed of the train 1 on the assumption that the time measured in order to travel the distance corresponding to the read length. The calculated traveling speed is output to the first state determination / recording unit 33. The traveling speed may be calculated with the length at this time as the total length of the train 1. It is a problem of how much accuracy is allowed, and can be set according to a determination condition by the first state determination / recording unit 33.

  The first state determination / recording unit 33 and the second state determination / recording unit 35 are processing units that determine the rail state and record the determination result as maintenance data for the rail L. For example, when the top surface of the rail L is rusted, a short circuit failure between the left and right rails L due to the wheel shaft may occur, so even if only the first axis AX1 passes the driving point SP, the front power receiver RC1 May not be sufficiently reduced, and passage detection may be performed only after a further wheel shaft after the second axis AX2 passes the driving point SP.

  This will be specifically described with reference to FIG. FIG. 4 is a diagram illustrating a concept of a change form (waveform) of the reception level of the front power receiver RC1 when rust is generated on the upper surface of the rail L and a short circuit failure occurs between the left and right rails L due to the wheel shaft. The level d1 is a maximum value of the reception level, and the level d2 is a threshold value for detecting passage. After the reception level reaches the maximum value, the forward passage detection unit 21 detects passage when the reception level falls below the level d2. If the rail L is in a normal state, the reception level rapidly decreases from the maximum value to the level d2 or less at the time t1 when the first axis AX1 passes the driving point SP (see the upper diagram in FIG. 3). ). However, since rust is generated on the upper surface of the rail L, as shown in FIG. 4, the level does not drop below the level d2 at time t1. Following the first axis AX1, as the second axis AX2, the third axis AX3, and the fourth axis AX4 sequentially pass the driving point SP, the reception level decreases step by step. This is because more wheel shafts contribute to the short circuit, and as a result, the detection signal current (short circuit current) flows more. As a result, the reception level of the front power receiver RC1 decreases every time the wheel shaft passes the driving point SP. It is. Therefore, in the example of FIG. 4, the reception level becomes equal to or lower than the level d2 at the time t2 delayed from the time t1, and the passage is detected at the time t2.

  In addition, although the example of the waveform of the reception level of front power receiver RC1 was shown and demonstrated in FIG. 4, the waveform of the reception level of back power receiver RC2 is also the same. That is, the waveform obtained by horizontally inverting the waveform of FIG. 4 is the waveform of the reception level of the rear power receiver RC2.

  The first state determination / recording unit 33 determines the rail state as the first determination result by comparing the speed calculated by the speed calculation unit 31 with the speed measured by the speed measurement device 60. The speed calculation unit 31 calculates the traveling speed of the train 1 using the time difference between the timing of the passage detection by the front passage detection unit 21 and the timing of the passage detection by the rear passage detection unit 22. Therefore, as shown in FIG. 4, if the passage detection is not performed correctly, an error occurs in the speed calculated by the speed calculation unit 31. Therefore, the first state determination / recording unit 33 determines the rail state based on the speed difference between the speed calculated by the speed calculation unit 31 and the speed measured by the speed measurement device 60. More specifically, the first state determination / recording unit 33 associates a speed difference condition according to the degree (rank) that requires maintenance and inspection in advance, and corresponds to the speed difference obtained by comparison. The degree (rank) to be recorded is recorded in the rail state determination result data 43 of the storage unit 40 as the first determination result. In the present embodiment, for the sake of simplicity of explanation, the degree (rank) is a binary value indicating whether or not maintenance is necessary, but may be a ternary value or more.

  The second state determination / recording unit 35 determines the rail state as the second determination result using the reception level change form of the front power receiver RC1 and the rear power receiver RC2. More specifically, the second state determination / recording unit 35 performs the first determination and the second determination to determine the second determination result. In the first determination, whether or not the reception level of the front power receiver RC1 shows a change form that gradually decreases from the maximum value as shown in FIG. 4, and the reception level of the rear power receiver RC2 increases stepwise. Thus, the determination is based on whether or not the change form reaching the maximum value is shown. The secondary determination is a determination based on the time difference between the timing when the maximum value appears and the timing when the passage is detected. As the time difference is larger, the maintenance is necessary, and the degree of urgency (rank) is determined. A threshold value may be set, and it may be determined that maintenance is necessary when the threshold value is exceeded. The second state determination / recording unit 35 determines the rail state as the second determination result based on the combination of the result of the first determination and the result of the second determination. The correspondence between the combination and the rail state as the second determination result can be set as appropriate. In addition, a result of the higher (stronger) degree (rank) requiring maintenance among the results of the primary determination and the results of the secondary determination can be used as the second determination result.

  The second state determination / recording unit 35 may determine the rail state using only one reception level of the front power receiver RC1 and the rear power receiver RC2. Further, only one of the primary determination and the secondary determination may be performed to determine the rail state.

  From the first determination result of the first state determination / recording unit 33 and the second determination result of the second state determination / recording unit 35, the rail state determination unit 30 makes a comprehensive determination. In the comprehensive determination, a result having a higher (stronger) degree (rank) requiring maintenance among the first determination result and the second determination result is set as the comprehensive determination result.

  Returning to FIG. 1, the storage unit 40 includes a memory, a hard disk, and the like, and stores specified data, stores setting values, records measurement values / calculated values, stores temporary values in arithmetic processing, and the like. Used for. In the present embodiment, the storage unit 40 stores railroad crossing controller position data 41, rail state determination result data 43, and train specifications 45, and includes a ring buffer 47.

  For example, as shown in FIG. 5, the level crossing controller position data 41 stores position information of a driving point of the level crossing controller for each piece of identification information of the level crossing controller. The level crossing controller position data 41 is data defined in advance. In the on-board device 10, by comparing the position measured by the position measuring unit 50 with the crossing controller position data 41, the position of the driving point of the crossing controller that passes next can be specified. . The position correction unit 25 corrects the position measured by the position measurement unit 50 using the specified position.

  The rail state determination result data 43 is data in which the result is updated and recorded each time position correction and rail state determination are performed. For example, as shown in FIG. 6, for each identification information of the crossing controller, the position (measurement position at the time of correction) measured by the position measurement unit 50 at the time of position correction and the determination result of the rail state are obtained. Store in association. The determination result of the rail state includes the first determination result by the first state determination / recording unit 33, the second determination result by the second state determination / recording unit 35, the first determination result, and the second determination result. The result of comprehensive determination by the rail state determination unit 30 is included.

  The train specification 45 stores data relating to the dimensions of the train 1. For example, the position of a reference point serving as a reference for calculating the travel position of the train 1, and the first axis AX1 to the fourth axis AX4. The position, the positions of the front power receiver RC1 and the rear power receiver RC2, and the like are stored as relative position information, and the entire length of the train 1 is stored. The relative position information is defined as, for example, coordinates with the position of the reference point as the coordinate origin. Based on the train specifications 45, for example, the length between the first axis AX1 to the fourth axis AX4 is obtained.

  The ring buffer 47 is a storage area for updating and storing reception levels during the past predetermined time received by each of the front power receiver RC1 and the rear power receiver RC2. By referring to the ring buffer 47, it is possible to acquire the reception level from the latest (current) reception level to the past predetermined time, and determine the change mode of the reception level.

Next, the flow of operation of the on-board device 10 will be described with reference to FIG.
In the on-board device 10, the position measuring unit 50 measures the traveling position of the train 1 at any time, and the front power receiver RC1 and the rear power receiver RC2 can receive the signal transmitted on the rail L at any time. It is in. The reception levels of the front power receiver RC1 and the rear power receiver RC2 are stored in the ring buffer 47 as needed.

  First, it waits until the forward passage detection part 21 detects passage based on the reception level by the front power receiver RC1 (step S2: NO). When the forward passage detection unit 21 detects passage (step S2: YES), the speed calculation unit 31 starts measuring time (step S4), and the position correction unit 25 passes from the crossing controller position data 41. The position information of the driving point SP of the level crossing controller 90 is read out, and the traveling position measured by the position measuring unit 50 is corrected using the position information (step S6). Further, the traveling position measured by the position measuring unit 50 at this time is recorded in the rail state determination result data 43 as reference data.

  Next, the second state determination / recording unit 35 reads out the reception level of the front power receiver RC1 for the past predetermined time from the ring buffer 47, and temporarily stores it as a change mode of the reception level when the passage is detected (step) S8).

  Then, it waits until the back passage detection part 22 detects passage based on the reception level by back power receiver RC2 (step S10: NO). When the rear passage detection unit 22 detects passage (step S10: YES), the speed calculation unit 31 finishes measuring time (step S12), and the second state determination / recording unit 35 receives from the ring buffer 47. Then, the reception level of the rear power receiver RC2 for a predetermined past time is read and temporarily stored as a change mode of the reception level when the passage is detected (step S14). At this time, the position correction unit 25 may correct the travel position.

  Next, the speed calculation unit 31 calculates the traveling speed of the train 1 using the time measured during steps S4 to S12 and the total length of the train 1 or the length between the first axis AX1 to the fourth axis AX4. (Step S16).

  Then, the rail state determination unit 30 determines the rail state and records it in the rail state determination result data 43 (step S18). That is, the first state determination / recording unit 33 determines the rail state based on the speed difference between the traveling speed calculated by the speed calculation unit 31 and the speed measured by the speed measuring device 60 (first determination). ). Further, the second state determination / recording unit 35 determines the rail state based on the reception level change mode temporarily stored in steps S8 and S14 (second determination). From the results of the first determination and the results of the second determination, the rail state determination unit 30 performs a comprehensive determination of the rail state.

  As described above, according to the present embodiment, the traveling position measured on the vehicle can be corrected using the detection signal transmitted to the rail L by the closed-circuit type railroad crossing controller 90. Specifically, the reception level of the detection signal received by the front power receiver RC1 changes before and after the first axis AX1, which is the leading axis, passes the driving point SP. By detecting this, the moment when the train 1 is positioned at the driving point SP is determined, and the traveling position measured on the vehicle is corrected using the predetermined position of the driving point SP. Can do. Therefore, the train position measured on the vehicle can be corrected without requiring new equipment on the ground side. Of course, the traveling position can also be corrected using the reception level of the rear power receiver RC2.

  Further, the traveling speed of the train 1 can be calculated using a time difference from the passage detection using the reception level of the front power receiver RC1 to the passage detection using the reception level of the rear power receiver RC2. If the rail is in a rail state where a short-circuit failure such as rust is generated on the rail L is likely to occur, an error occurs in the passage detection, and thus the calculated traveling speed includes an error. Whether or not this error is included is determined based on the speed difference between the speed calculated using the time difference and the traveling speed of the train 1 that is separately measured. This determination means determination of the rail state.

  The determination result of the rail state is useful information as a determination criterion for necessity of maintenance such as whether or not to run the rust removal train.

  The determination of the rail state is also made based on the change form (waveform) of the reception level of the front power receiver RC1 and the rear power receiver RC2.

Although the embodiment to which the present invention is applied has been described above, the form to which the present invention can be applied is not limited to the above-described embodiment.
For example, the second state determination / recording unit 35 has been described as performing the second determination using the reception level change mode of the front power receiver RC1 and the rear power receiver RC2. It is good also as performing a 2nd determination using only.
Alternatively, only one of the first state determination / recording unit 33 and the second state determination / recording unit 35 may be provided, and only one state determination may be performed.

  Moreover, although the driving point position information stored in the railroad crossing controller position data 41 has been described as the position of the driving point SP itself, the first axis AX1 is related to the driving point SP in consideration of the specifications of the train 1. The position of the reference point of the train 1 when it is located at the position or the position of the reference point of the train 1 when the fourth axis AX4 is located at the driving point SP may be stored. In this case, it is not necessary to determine the position of the reference point of the train 1 from the train specifications 45 when the passage is detected.

  Moreover, although the train 1 has been described as a one-car train, it may be a train of a plurality of vehicles. In that case, the front power receiver RC1 may be provided in front of the first axis in the entire train 1, and the rear power receiver RC2 may be provided in the rear of the last axis in the entire train 1.

DESCRIPTION OF SYMBOLS 10 On-vehicle apparatus 20 Position correction control part 21 Front passage detection part 22 Back passage detection part 25 Position correction part 30 Rail state determination part 31 Speed calculation part 33 1st state determination / recording part 35 2nd state determination / recording part 40 storage unit 41 railroad crossing controller position data 43 rail state determination result data 45 train specifications 47 ring buffer 50 position measuring unit 60 speed measuring device RC1, RC2 power receiver

Claims (4)

A power receiver capable of receiving a detection signal transmitted to a rail by a closed-circuit type railroad crossing controller, the power receiver being provided in front of the train's leading axis and / or rearward of the train's tail axis,
A position measurement unit that measures the position during travel;
A passage detection unit that detects that the detection signal has been driven by the railroad crossing controller based on a reception level of the detection signal by the power receiver;
A position correction unit that corrects the travel position measured by the position measurement unit using position information related to the predetermined driving point according to the detection of the passage detection unit;
On-vehicle device with As the power receiver, a front power receiver in front of the leading shaft, and a rear power receiver in the rear of the rearmost shaft,
The passage detection unit is based on a reception level of the detection signal from the front passage detection unit and the rear power receiver that detects that the passing point has passed based on a reception level of the detection signal from the front power receiver. And having a rear passage detection unit that detects passing through the driving point,
Using the time from the passage detection by the front passage detection unit to the passage detection by the rear passage detection unit, and the dimensions of the train, further comprising a speed calculation unit for calculating the traveling speed of the train,
The on-vehicle device according to claim 1. A first state determination unit that determines a rail state based on a difference between a speed measured by a predetermined speed measurement device and a speed calculated by the speed calculation unit;
The on-vehicle device according to claim 2, further comprising: A second state determination unit that determines a rail state based on a change form of the reception level when passage detection is performed by the passage detection unit;
The on-vehicle device according to any one of claims 1 to 3, further comprising: