JP2022112052A - Control section length measuring method for electronic train detector - Google Patents

Abstract

To provide a control section length measuring method which can accurately measure a control section length without an affect of response times generated by timers or relays for an avoidance of an agitation by electronic train detectors.SOLUTION: In a measurement of a control section length of an electronic train detector with a use of a control section length measurement device installed in a vehicle with both a first reception part to receive a first signal current transmitted from the electronic train detector to rails and a second reception part to receive a second signal current transmitted from an inspection/measurement adaptor to rails, a value of the first signal current at a prescribed period earlier than the time when the current value detected by the first reception part is regarded as to reach a prescribed detection level is determined, the current value at the movement and the vehicle position at that time are stored, in response to the detection that the current value detected by the second reception part is equal to or less than the current value at the movement, the vehicle position at the time is determined as the vehicle position at the descending of the electronic train detector, and the control section length is calculated based on the vehicle position at the determination of the current value at the movement and the vehicle position at the descending.SELECTED DRAWING: Figure 6

Description

TECHNICAL FIELD The present invention relates to a control section length measuring method for a railroad crossing controller, and more particularly to a technique effectively applied to a measuring method using a control section length measuring device mounted on an electrical inspection vehicle.

At railroad crossings, there is a railroad crossing control that controls the operation of railroad crossing devices such as railroad crossing gates and railroad crossing alarms based on signals from a pair of railroad crossing controllers arranged at both ends of a predetermined section across the railroad crossing. A device is provided.
When a train enters the train detection range of the level crossing controller, the level crossing controller stops outputting the signal voltage (relay output voltage) that activates the electromagnetic relay (controller reaction relay) provided in the level crossing control device. Or start output. The railroad crossing control device starts a railroad crossing alarm when the controller reaction relay drops due to the relay output voltage from the railroad crossing controller on the approaching side of the train, and when the controller on the advancing side of the train passes through the detection range of the railroad crossing controller, the controller reaction relay is operated, control is performed to end the operation of the railroad crossing warning.

Conventionally, railroad crossing controllers that detect the entry or exit of trains come in two types: closed circuit type (HC type) and open circuit type (HO type). On the other hand, there is a railroad crossing control system in which an open-circuit type railroad crossing controller is arranged on the exit side of a train, and a signal is sent to each railroad crossing control device when a train is detected.
In the above railroad crossing control system, when it is detected that the train has passed the installation position (starting point) of the railroad crossing controller on the approach side, the level crossing controller is installed near the railroad crossing according to the change in the voltage or current output by the railroad crossing controller. The level crossing alarm of the level crossing control device is started by dropping the level crossing controller reaction relay, and the voltage output when it is detected that the train has passed the installation position (end point) of the level crossing controller on the train advance side is the source. , the relay is operated to terminate the railroad crossing warning.

In the railroad crossing control device using the controller as described above, a predetermined distance (for example, 30 m) is specified for the distance of the train detection range (hereinafter referred to as "control section length"), and the performance of the railroad crossing controller is As it falls, the control section length becomes shorter and it becomes difficult to detect the train. Therefore, in order to prevent the railroad crossing controller from malfunctioning due to the deterioration of the train detection performance of the railroad crossing controller, inspection work is performed to periodically measure the control section length of the railroad crossing controller.

Conventionally, regarding the measurement of the length of the control section, there is an operation detection means for detecting the detection state of the train by the level crossing controller, and the time during which the level crossing controller detects the train based on the detection result detected by the operation detection means. Time measuring means for measuring, speed measuring means for measuring running speed of the train, control for calculating the length of the control section based on the time measured by the time measuring means and the running speed of the train measured by the speed measuring means An invention including section length calculation means has been proposed (see Patent Document 1).

and a train detection state detection unit, a train detection time measurement unit, an extreme point detection unit, an extreme point interval measurement unit, a train speed calculation unit, and a control section length calculation unit. The section measures the time during which the level crossing controller detects a train based on the detection result of the train detection state detection section, and the extreme point interval measurement section measures the extreme value of the track transmission voltage detected by the extreme point detection section. The time interval between points is measured, the train speed calculation unit calculates the speed of the train based on the extreme point interval measured by the extreme point interval measurement unit, and the control section length calculation unit calculates the train detection time measurement unit An invention related to a control section length measuring device that calculates the control section length based on the train detection time measured by and the train speed calculated by the train speed calculation unit has also been proposed (see Patent Document 2).

JP 2011-73645 A JP 2018-192922 A

However, the invention of Patent Document 1 measures the train speed used to calculate the control section length using a speed measuring device such as a speed gun, so the speed measuring device is installed near the track. It is necessary to remove and remove the control section, and the manpower required for measuring the length of the control section cannot be sufficiently reduced. In addition, the train speed is constantly changing, and if the train speed is accelerated or decelerated while passing through the railroad crossing controller, there is a problem that the error increases and highly accurate measurement values cannot be obtained. Moreover, if the speed measuring device is a permanent device, the system becomes large-scaled and the cost increases.
Similarly, the control section length measuring device of Patent Document 2 also needs to be installed at each railroad crossing where the control section length is to be measured, which leads to an increase in cost. It was found that there is a problem that the accurate control interval length cannot be calculated because the waveform is disturbed by external influences.

Therefore, currently, the control section length is mainly measured by an electrical inspection car, but in the measurement by the electrical inspection car, there are many places where it is determined that it is outside the specified value due to measurement errors. Every time out-of-specification data occurs, signal staff go to the site and perform manual measurements using rail short circuits, which increases the workload of field work sites. In addition, in order to enable measurement by an electrical inspection car, a control section length measurement support transmitter (hereinafter referred to as a measurement adapter ) is provided.
As a result of intensive investigation into the cause of the measurement error, the inventors found that the main cause was deterioration of the measuring adapter and the time factor to prevent the tilting of the railroad crossing controller (two-step operation). .

The present invention has been made in view of the above-mentioned problems, and the object thereof is to provide an accurate control system without being affected by the time element for preventing the swinging of the railroad crossing controller or the reaction time of relays, etc. To provide a control section length measuring method for a railroad crossing controller capable of measuring a high control section length and thereby reducing the workload of a field work place.
Another object of the present invention is to provide a method for measuring the control section length of a railroad crossing controller that can reduce the influence of deterioration of the measurement adapter and measure the control section length with high accuracy.

In order to solve the above problems, the present invention
The first signal current sent from the railroad crossing controller to the rail and the transmitter for supporting the measurement of the control section length, which is provided corresponding to the railroad crossing controller and transmits a signal in response to the detection of the vehicle, sent to the rail A first receiving section and a second receiving section for receiving the second signal current are provided on the front and rear sides of the vehicle, and the control section length of the railroad crossing controller is measured using a control section length measuring device mounted on the vehicle. In the measurement method,
a predetermined time before it is determined that the current value of the second signal current detected by the first receiving unit has reached a predetermined detection level or that the current change amount of the second signal current has reached a predetermined value; determining the current value of the first signal current as the operating current value of the railroad crossing controller, storing the operating current value and vehicle position information at that time;
In response to detecting that the current value of the first signal current received by the second receiving unit has become equal to or less than the operating current value, the vehicle position at that time is determined as the vehicle position when the railroad crossing controller falls. death,
The control section length of the railroad crossing controller is calculated based on the vehicle position information at the time of determination of the operating current value and the vehicle position at the time of falling.

More specifically,
A control section length measurement support transmitter provided in the leading vehicle for transmitting a signal in response to the first signal current sent from the railroad crossing controller to the rail and the railroad crossing controller provided corresponding to the railroad crossing controller and detecting the vehicle. a first receiver for receiving a second signal current delivered to the rail from
a second receiver provided in the last vehicle for receiving the first signal current and the second signal current;
Length of the control section of the railroad crossing controller based on the first signal current and the second signal current received by the first receiving unit and the first signal current and the second signal current received by the second receiving unit an arithmetic processing unit that calculates the degree of
a vehicle position detection unit that detects the position of the vehicle;
A control section length measuring method for a railroad crossing controller using a control section length measuring device comprising
storing the position information detected by the vehicle position detection unit in response to the detection of the first signal current by the first reception unit and the current value of the first signal current received by the first reception unit; a first step to initiate;
Predetermined time before it is determined that the current value of the second signal current detected by the first receiver has reached a predetermined detection level or the amount of change in the current of the second signal current has reached a predetermined value a second step of determining the stored current value of the railroad crossing controller as the operating current value of the railroad crossing controller, and storing the operating current value and vehicle position information at that time;
When the second receiving unit detects that the current value of the first signal current has become equal to or less than the operating current value, the vehicle position at that time is defined as the vehicle position when the railroad crossing controller is dropped. a third step of storing the information;
a fourth step of calculating a control section length of the railroad crossing controller based on the vehicle position information stored in the second step and the vehicle position information stored in the third step;
is intended to include

According to the control section length measurement method as described above, the measurement current value of the relatively slow falling signal current sent from the control section length measurement support transmitter (measurement adapter) to the rail and the preset Since the end point of the control section is not determined by comparison with the judgment value, it is installed in vehicles such as electric inspection vehicles without being affected by the time element for preventing the swinging of the railroad crossing controller and the response time of relays, etc. It is possible to measure the control section length with high accuracy by using the device. In addition, the control section length can be measured with high accuracy not only when the measurement adapter is not deteriorated but also when the measurement adapter is deteriorated. In addition, since it is possible to determine the positions of the start and end points of the control section using the functions originally installed in the device installed in the vehicle, it is possible to avoid the increase in cost of the control section length measurement device due to the addition of functions. can do.

Here, desirably, the control section length measuring device includes a storage unit, and the storage unit stores information on the length of the formation,
In the fourth step,
The traveling distance of the vehicle is calculated from the vehicle position information when the railroad crossing controller is in operation stored in the second step and the vehicle position information when the railroad crossing controller is falling stored in the third step, and the calculated traveling distance is used to organize the formation. is subtracted to calculate the control section length of the railroad crossing controller.
According to this method, the control section length of the railroad crossing controller is calculated by subtracting the length of the train set from the traveling distance, so that the control section length can be calculated with higher accuracy.

Further, preferably, the railroad crossing controller is a railroad crossing controller in which the point of sending the signal current to the rail and the point of receiving the signal current from the rail are the same.
As described above, if the signal current sending point and the signal current receiving point are the same point of the railroad crossing controller, when the inspection vehicle approaches the railroad crossing controller, the inspection vehicle passes the railroad crossing controller and moves away. Since the value of the current flowing through the axle does not change due to a change in the path of the current, it is possible to avoid a decrease in the measurement accuracy of the control section length.

According to the method for measuring the control section length of a railroad crossing controller according to the present invention, the control section length can be measured with high accuracy without being affected by the time element for preventing the swinging of the railroad crossing controller or the response time of a relay or the like. It is possible to reduce the work burden of the field work site. In addition, there is an effect that the influence of deterioration of the measurement adapter can be reduced and the control section length can be measured with high accuracy.

1 is a schematic diagram showing a configuration example of a railroad crossing control system to which a control section length measuring method according to the present invention is applied; FIG. FIG. 2 is a functional block diagram showing a configuration example of a control section length calculation device for a railroad crossing controller mounted on an electrical inspection vehicle; FIG. 4 is a waveform chart showing changes in signal current values output from a railroad crossing controller and changes in signal current values output from an inspection adapter observed by the control section length measuring device of the inspection car. FIG. 4 is a waveform diagram showing changes in signal current values output from a normal measurement adapter and a deteriorated measurement adapter observed by the control section length measuring device of the inspection vehicle. Changes in the signal current value output from the railroad crossing controller and the signal current value output from the normal inspection adapter observed by the control section length measuring device of the inspection car to which the control section length measuring method of the present invention is applied are measured. It is a waveform diagram showing. 4 is a flow chart showing an example of a processing procedure of a control section length measuring method according to the present invention; FIG. 10 is a diagram showing a comparison of measurement timing and measurement results by a conventional control section length measuring device and a control section length measuring device to which the present invention is applied when the measurement adapter is not deteriorated; FIG. 10 is a diagram showing a comparison of measurement timing and measurement results by a conventional control section length measuring device and a control section length measuring device to which the present invention is applied when a measurement adapter is deteriorated; (A) is a diagram showing the current path when the inspection vehicle approaches the control section, and (B) is a diagram showing the current path when the inspection vehicle moves away from the control section.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings.
A railroad crossing control system to which the control section length measuring method according to the present invention is applied, as shown in FIG. HC-type railroad crossing controller 12A and HO-type railroad crossing controller 12B are arranged at predetermined distances from each other. to the railroad crossing control device 11, and the internal relay is dropped or operated.

In FIG. 1, an arrow A indicates the direction in which a train travels. A closed-circuit type HC type railroad crossing controller 12A is disposed at a position between 100m and several kilometers on the train entry side of a railroad crossing. An open-circuit type HO type railroad crossing controller 12B is arranged at the position of . In the vicinity of the HC type railroad crossing controller 12A and the HO type railroad crossing controller 12B, a train detection signal is received from the receiver of each controller 12A, 12B, and a signal for measuring the control section length (48 kHz for the HC type, 49 kHz, 46 kHz and 47 kHz for the HO type) are provided to the rails, respectively.
Although not shown, in order to operate the HC-type railroad crossing controller 12A and the HO-type railroad crossing controller 12B, power supply voltage is supplied via cables from a power supply unit disposed near the railroad crossing.

The HC type railroad crossing controller 12A transmits an AC signal (approximately 10 kHz) to the rail R from a signal current sending point via a pair of cables, and transmits a pair of cables connected to a slightly distant site (signal current receiving point). By receiving the signal through the AC signal, it is possible to detect whether a train is on the track or not. On the other hand, the HO type railroad crossing controller 12B has the signal current sending point and the signal current receiving point at the same place, and applies an AC signal to the rail R via a pair of cables. A closed circuit is formed, and the passage of the train is detected by detecting it.
In FIG. 1, reference numeral 20 denotes an electrical inspection vehicle, which receives signals for measuring the control section length transmitted from the inspection adapters 14A and 14B. A control section length measuring device 21 for performing control section length measurement processing is mounted.

FIG. 2 shows a functional block diagram of the control section length measuring device 21 mounted on the electrical inspection car.
As shown in FIG. 2, the control section length measuring device 21 includes receivers 22A and 22B that receive signal currents sent from the railroad crossing controllers 12A and 12B and the measurement adapters 14A and 14B, and bandpass signals that are received. Connectors 23A and 23B having a function of separating the railroad crossing controller signal and the measurement adapter signal by a filter, a control section length calculator 24, and a control section length such as the length of the formation (exactly, the distance between the axles). It has a storage unit 25 for storing data necessary for calculation, and an output unit 26 such as a monitor such as an LCD (liquid crystal display panel) for displaying the calculation result, or a printer.

The receivers 22A and 22B are receivers attached to trucks near the front of the leading car and rearward of the last car. The control section length measuring device 21 of the present embodiment measures the signal current (first signal current) supplied to the rails by the railroad crossing controllers 12A and 12B and the signal current (second signal current) supplied to the rails by the measurement adapters 14A and 14B. ) are received by the receivers 22A and 22B and transmitted to the control interval length calculator 24 via the connection units 23A and 23B.

The control section length calculator 24 includes a railroad crossing controller signal detector 24A that detects a railroad crossing controller signal based on the signals received by the receivers 22A and 22B, and an adapter signal detector 24B that detects the signal current of the measurement adapter. and an arithmetic processing unit 24C including a microcomputer, an arithmetic logic circuit, and the like. The railroad crossing controller signal detector 24A has a function of converting the level of the railroad crossing controller signal from the signals received by the receivers 22A and 22B and performing A/D conversion. It has a function of level-converting the adapter signal from the received signal and A/D-converting it.
Furthermore, the electrical inspection car is provided with a speed generator 31 that is provided on the axle and outputs a signal corresponding to the rotation speed of the axle, separately from the control section length measuring device 21, and transmits a signal from the speed generator 31. A connector 23</b>C and a speed/kilometer calculation unit 32 that calculates the speed and travel distance (kilometer) of the train (inspection car) based on the signal from the speed generator 31 . The speed and travel distance calculated by the speed/kilometer calculation unit 32 are supplied to the arithmetic processing unit 24C.

Next, the method of measuring the control section length by the control section length measuring device 21 of the present embodiment will be described. Before that, the problem of measuring the control section length by the conventional inspection vehicle will be described with reference to FIG. explain.
In FIG. 3, (a) is a waveform diagram showing changes in the signal current value output from the railroad crossing controller 12A or 12B measured by the control section length measuring device of the inspection vehicle, with the horizontal axis representing the distance; ) is a waveform diagram showing changes in the signal current value output from the inspection adapter 14A or 14B measured by the control section length measuring device of the inspection vehicle. In addition, (c) is the correct control section length measurement value obtained by manual inspection, (d) is the control section length measurement value obtained by the conventional inspection vehicle, and (e) is included in (c) and (d). FIG. 4 is a diagram showing ratios of measurement errors, such as time elements and response times, according to causes;

In (a), Ps is the start point of the control section, Pe is the end point of the control section, Lt is the length of the set, and Ph is the detection end point. The signal current value of the railroad crossing controller at the start point Ps of the control section corresponds to the determination level (operation level) at the start of train detection, and the signal current value of the railroad crossing controller at the detection end point Ph is the determination level at the end of train detection. (drop level).
3(a) and 3(b), the waveform on the left side of the Lt section is the current value detected by the receiver 22A provided on the bogie near the front of the leading car, and the waveform on the right side is the current value of the tail car. This is the current value detected by the receiver 22B provided on the rear bogie.

As shown in FIG. 3(a), the signal current value of the railroad crossing controller observed by the inspection car increases as the inspection car approaches the start point Ps of the control section, and rapidly increases in the middle of the control section. falls to , then rises sharply and then declines. Further, as shown in FIG. 3(b), the signal current value of the inspection adapter observed by the inspection car rises immediately after the starting point Ps of the control section, falls once, then rises, and rises in the control section. The level gradually decreases to a position far from the end point Pe. Therefore, the control section length measurement value by the inspection vehicle in (d) is longer than the correct control section length measurement value in (c).

The inventors have studied in detail the cause of the difference between FIGS. 3(c) and 3(d). As a result, it was found that five error factors as shown in FIG. 3(e) are included. The breakdown of error factors shown in FIG. , the relay operation time (#2) required from when it is determined that the detection level is exceeded in the measurement adapter until the internal relay turns on, and the time by hysteresis, which is the difference between the operation level and the drop level of the railroad crossing controller element (#3), time element (#4) for preventing swaying (two-step operation), relay fall required from when it is determined that the detection level is below the detection level in the measurement adapter until the internal relay is turned off It is time (#5).

In addition to the above-mentioned time element, deterioration of the measurement adapter is also considered as a cause of error in the control section length measurement value by the inspection vehicle. In FIG. 4(a), the change in the signal current value output from the normal measurement adapter observed by the control section length measuring device of the inspection vehicle is shown by the solid line, and the signal output from the deteriorated measurement adapter A change in current value is indicated by a dashed line. Fig. 4 (b) is the correct control section length measurement value obtained by manual inspection, (c) is the control section length measurement value in the case of a normal inspection adapter by a conventional inspection vehicle, and (d) is deteriorated Control section length measurements are shown for the probing adapter. In (d), #6 and #7 are errors that cannot be detected due to a decrease in current value due to deterioration of the adapter.
As is clear from a comparison of (c) and (d) in FIG. 4, the signal current value output from the deteriorated inspection adapter decreases, whereas the detection level in the inspection vehicle remains constant. It was found that the interval length was measured shorter than when it was normal.

Based on the results of the above study, the inventors considered countermeasures against this problem, and developed the control section length measuring method of the present embodiment. The control section length measuring method will be described in detail below with reference to the waveform diagram of FIG. FIG. 5 shows current waveforms observed by the control section length calculator 24 of the inspection car, and (a) shows changes in the signal current value output from the railroad crossing controller 12A or 12B with the distance on the horizontal axis. Waveform diagram, (b) is a waveform diagram showing a change in the signal current value output from the measurement adapter 14A or 14B.

From the characteristics of the railroad crossing controller (hereinafter abbreviated as the controller), the current of the controller (hereinafter referred to as the operating current value) measured by the control section length calculation unit 24 when the controller detects a train (timing t1) )ion and the controller current (hereinafter referred to as off-timing current) ioff measured by the inspection car when the controller stops detecting the train (timing t3) are considered to be approximately the same current value. Also, the time Δt1 (equivalent to #1+#2 in FIG. 3(e)) from timing t1 when the controller detects the train to timing t2 when it is determined that the output current of the measurement adapter has risen is Since it does not depend on the distance, it is possible to grasp in advance the measurement length that has traveled during the time Δt1 through a running test or the like.

Therefore, if the current ion at the operating timing t1 of the controller is known, the drop timing t3 can be known, and the control section length can be calculated from the distance traveled by the train between t1 and t3. The control section length measuring method of the present invention has been developed based on the above concept, and specific procedures will be described in detail below using the flow chart of FIG.

When the control section length measuring device of the inspection car starts the processing of FIG. It is determined whether or not child current is detected (step S2). When it is determined that the current is detected (Yes), the current value from the controller is stored together with the vehicle position (km) at that time (step S3). Specifically, since the calculation of the train travel distance based on the signal from the tachometer is performed in a predetermined unit (for example, 10 cm), the current value from the controller and the distance at that time are calculated at the timing according to the unit of distance (Kilometers) is memorized.

Next, the signal current (adapter current) from the measurement adapter received by the receiver 22A of the leading vehicle is read (step S4), and it is determined whether or not the adapter current has reached a preset detection level (step S5). . Then, when it is determined that the adapter current has reached the detection level (Yes), the process proceeds to step S6, and the measured current value of the measured adapter is stored Δt1 before the timing (t2) when it is determined that it has reached the detection level. The current value (controller current) of the receiver 22A is determined as the controller operating current value ion, and the current value ion and the distance (km) L1 at that time are stored.
Then, the signal current (controller current) from the railroad crossing controller received by the receiver 22B of the last vehicle is read (step S7), and whether or not the controller current is equal to or less than the operating current value ion stored in step S6. is determined (step S8).

If it is determined in step S8 that the controller current has become less than ion (Yes), the process proceeds to step S9 to store the vehicle position (km) at that time. Next, from the distance (km) L1 stored in step S6 and the distance (km) L3 stored in step S9, the traveling distance Lr (=L3-L1) from t1 to t3 in FIG. 5(a) is calculated. Then, a value obtained by subtracting the length Lt of the set from the running distance Lr is obtained as the control section length (step S10).
Here, the reason for subtracting the train set length Lt from the traveling distance Lr is that receivers for receiving signal currents are provided corresponding to the front axle of the leading vehicle and the rear axle of the last vehicle. This is because the determination in step S1 is performed based on the signal from the receiver for the axle of the leading vehicle, and the determination in step S8 is performed based on the signal from the receiver for the axle of the last vehicle.

According to the process according to the above flowchart, as shown in (c) and (d) of FIG. can be calculated.
Further, if the measurement adapter has not deteriorated, in the determination in step S5, the adapter current and the detection level are compared to calculate an accurate control section length. Secondly, a method of calculating the difference (current change amount) between the read adapter current and the adapter current from a certain distance (for example, 2 m) ago, and determining whether or not the current change amount has reached a preset value is used. Therefore, even when the measurement adapter is deteriorated, the accurate control section length can be calculated. Furthermore, by using a method of making the determination in step S5 final when the state in which the preset amount of change has been reached continues for a certain distance, it is possible to prevent momentary erroneous detection of noise. The reason why the correct control section length can be calculated by the process according to the flowchart of FIG. 6 will be described below with reference to FIGS. 7 and 8. FIG.

FIG. 7 shows the measurement timing and the measurement results when determination based on the amount of change is used in step S5 in the conventional control section length measuring device and the control section length measuring device to which the present invention is applied when the measurement adapter has not deteriorated. 7(a) and 7(b) show the signal current waveform and measured value of the same railroad crossing controller as in FIGS. 3(a) and 3(b) and FIGS. It represents the signal current waveform of the adapter. In addition, FIG. 7(c) shows the result of manual measurement, FIG. 7(d) shows the result of measurement by a conventional measuring device, and FIG. It represents the measurement results when quantitative determination is used.

In FIG. 7, FIG. 7(d) is the same as FIG. 3(e) and includes error factors #1 to #5 as described above. On the other hand, in the control section length measuring device to which the present invention is applied, the starting point Ps of the control section is set at Δt1 before the time when the signal current of the measurement adapter is detected, and the current value at that time is set as the operating current value ion. The same current value as that is measured as the off-timing current ioff, and the timing at which the signal current of the railroad crossing controller becomes ioff is measured as the end point Pe of the control section. In this case, FIG. 7(e) showing the result of applying the present invention matches the manual measurement (c), so that almost the same control section length measurement value as in the case of manual measurement can be obtained. It is understood that

On the other hand, FIG. 8 shows a comparison of the measurement timing and the measurement results in the case where the conventional measuring device and the measuring device to which the present invention is applied use determination based on the amount of change in step S5 when the measurement adapter is deteriorated. FIG. 8(a) shows the signal current waveform of the railroad crossing controller, and FIG. 8(b) shows the signal current waveform of the deteriorated measurement adapter, which is the same as the broken line in FIG. 4(a). Also, FIG. 8(c) shows the result of manual measurement, FIG. 8(d) shows the result of measurement by a conventional measuring device, and FIG. It shows the measurement result when determination based on the amount of change is used in S5.

In FIG. 8, FIG. 8(d) is the same as FIG. 4(d) and includes undetectable errors #6 and #7 as described above. On the other hand, in the control section length measuring device to which the present invention is applied, the starting point Ps of the control section is set at Δt1 before the time when the signal current of the measurement adapter is detected, and the current value at that time is set as the operating current value ion. The same current value as that is measured as the off-timing current ioff, and the timing at which the signal current of the railroad crossing controller becomes ioff is measured as the end point Pe of the control section. In this case as well, since FIG. 8(e) matches the manual measurement (c), by applying the present invention, almost the same control section length measurement value as in the case of manual measurement can be obtained. I understand.

By the way, although the flow chart of FIG. 6 can be applied to the HO type railroad crossing controller as it is, there is no problem. The reason for this will be described below with reference to FIG.
FIG. 9(A) shows the path CP1 of the track short-circuit current when the inspection car approaches the control section of the HC type railroad crossing controller, and FIG. The path CP2 of the track short circuit current is shown as it passes through and away from the control section of the child.

As shown in FIG. 9A, when the inspection car approaches the railroad crossing controller, most of the current sent to the rail from the signal current sending point (rail bond) P1 of the railroad crossing controller 12A A current i2 flows through the leading axle of the inspection vehicle, and a part of the current i1 also flows through the receiving point P2. On the other hand, when the inspection car passes the railroad crossing controller and moves away, as shown in FIG. As a result, the current i3 flowing to the receiving point P2 is reduced.
As described above, in the HC-type railroad crossing controller, the axle and the controller receiver form a parallel circuit. The detected current flowing through the axle is different between when the vehicle is on the point side (vehicle advancing side). Therefore, in the method of the above embodiment (flowchart of FIG. 6), the drop point cannot be detected accurately, and there is a possibility that the measurement accuracy is lowered.

On the other hand, in the HO-type railroad crossing controller, the signal current output point and the signal current receiving point are the same, so the inspection car is the same regardless of whether it is on the approach side or the exit side of the railroad crossing controller 12B. sensed current flows through the axle. Therefore, in the HO type railroad crossing controller, in step S4 of FIG. By determining in step S7 whether or not the signal current from the controller has become equal to or less than the operating current value ion, the drop point can be accurately detected and the control section length can be calculated with high accuracy.
When the above embodiment is applied to the HC type railroad crossing controller, the difference in the axle current values between FIGS. It is also possible to calculate the interval length.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments. For example, in the above-described embodiment, the receivers 22A and 22B are provided on the front bogie of the leading car and the rear bogie of the last car of the inspection car, respectively. In this case, the leading vehicle and the last vehicle are the same vehicle. Furthermore, in the above embodiment, the same receiver receives the signal current sent from the railroad crossing controller to the rail and the signal current sent from the measurement adapter to the rail, but they are received by separate receivers. You can do it.

Further, in the above embodiment, the position of the inspection vehicle is grasped by the traveled distance (km), but the position of the inspection vehicle received by the GPS (Global Positioning System) receiver mounted on the inspection vehicle The control section length may be calculated using position information or information from a railway GIS (Geographic Information System).

11 Railroad crossing control device 12A HC type railroad crossing controller 12B HO type railroad crossing controller 13A, 13B Cable 14A, 14B Measurement adapter (transmitter for supporting control section length measurement)
20 electrical inspection car 21 control section length measuring device 22A, 22B receiver 23A, 23B, 23C connector 24 control section length calculation unit 24A controller signal detection unit 24B measurement adapter signal detection unit 24C arithmetic processing unit 25 storage unit 26 Output unit 31 Speed generator 32 Speed/kilometerage calculation unit

Claims (4)

The first signal current sent from the railroad crossing controller to the rail and the transmitter for supporting the measurement of the control section length, which is provided corresponding to the railroad crossing controller and transmits a signal in response to the detection of the vehicle, sent to the rail A first receiving section and a second receiving section for receiving the second signal current are provided on the front and rear sides of the vehicle, and the control section length of the railroad crossing controller is measured using a control section length measuring device mounted on the vehicle. A method of measurement comprising:
a predetermined time before it is determined that the current value of the second signal current detected by the first receiving unit has reached a predetermined detection level or that the current change amount of the second signal current has reached a predetermined value; determining the current value of the first signal current as the operating current value of the railroad crossing controller, storing the operating current value and vehicle position information at that time;
In response to detecting that the current value of the first signal current received by the second receiving unit has become equal to or less than the operating current value, the vehicle position at that time is determined as the vehicle position when the railroad crossing controller falls. death,
A control section length measuring method for a railroad crossing controller, wherein the control section length of the railroad crossing controller is calculated based on the vehicle position information at the time of determining the operating current value and the vehicle position at the time of falling. A control section length measurement support transmitter provided in the leading vehicle for transmitting a signal in response to the first signal current sent from the railroad crossing controller to the rail and the railroad crossing controller provided corresponding to the railroad crossing controller and detecting the vehicle. a first receiver for receiving a second signal current delivered to the rail from
a second receiver provided in the last vehicle for receiving the first signal current and the second signal current;
Length of the control section of the railroad crossing controller based on the first signal current and the second signal current received by the first receiving unit and the first signal current and the second signal current received by the second receiving unit an arithmetic processing unit that calculates the degree of
a vehicle position detection unit that detects the position of the vehicle;
A control section length measuring method for a railroad crossing controller using a control section length measuring device comprising
storing the position information detected by the vehicle position detection unit in response to the detection of the first signal current by the first reception unit and the current value of the first signal current received by the first reception unit; a first step to initiate;
Predetermined time before it is determined that the current value of the second signal current detected by the first receiver has reached a predetermined detection level or the amount of change in the current of the second signal current has reached a predetermined value a second step of determining the stored current value of the railroad crossing controller as the operating current value of the railroad crossing controller, and storing the operating current value and vehicle position information at that time;
When the second receiving unit detects that the current value of the first signal current has become equal to or less than the operating current value, the vehicle position at that time is defined as the vehicle position when the railroad crossing controller is dropped. a third step of storing the information;
a fourth step of calculating a control section length of the railroad crossing controller based on the vehicle position information stored in the second step and the vehicle position information stored in the third step;
A control section length measuring method for a railroad crossing controller, comprising: The control section length measuring device has a storage unit, and information on the length of the train set is stored in the storage unit,
In the fourth step,
The traveling distance of the vehicle is calculated from the vehicle position information when the railroad crossing controller is in operation stored in the second step and the vehicle position information when the railroad crossing controller is falling stored in the third step, and the calculated traveling distance is used to organize the formation. 3. The method for measuring the control section length of a railroad crossing controller according to claim 2, wherein the control section length of the railroad crossing controller is calculated by subtracting the length of . 4. The control section of the railroad crossing controller according to claim 2, wherein the railroad crossing controller has a signal current output point to the rail and a signal current receiving point from the rail at the same location. Length measurement method.

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