JP6851113B2 - Axle counting device - Google Patents

Description

The present invention relates to an axle counting device that is useful for determining the presence or absence of a train on a railroad track section, and more specifically, is based on the output of an axle detector installed at the end of a section that is the target of monitoring or counting. It relates to an axle counting device that counts the axles involved in entering and exiting the target section.

Axle counters for railways are also called axle counters, and basically count the number of axles that have entered the target section and axles that have advanced from the section.
Sometimes it is called an axle counter including an axle detector that detects that the axle has passed the axle detector, and sometimes it is called an axle counter only for the components that do not include the axle detector. In the present application, if a component that counts the number of axles based on the axle detection result by the axle detector or the axle detector is included, it corresponds to the axle counting device.

If the axle detector and the axle detector are described first, the axle detector also corresponds to what is called an axle detector or a wheel detector. In addition, the axle detector includes an axle detector, an axle detector, an axle detector, a wheel detector, a wheel detector, a wheel detector, and a wheel detector. In such axle detectors and axle detectors that have been widely used (see, for example, Patent Documents 1 and 2), paired transmitters and receivers are arranged separately on the inside and outside of the rail, and both are arranged. By utilizing the fact that the signal between the instruments is blocked by the wheels, the wheels and thus the axles are detected, but the transmitter and receiver are provided on one side of the rail and arranged in the longitudinal direction of the rail. (See, for example, Patent Document 3).

If the pair of transmitter and receiver is clear, it is basic to use that pair as an axle detector, but since the number of transmitters and receivers does not have to be the same (for example, Patent Document 3). (See), in that case, the receiver that outputs the detection result is emphasized and it is used as the axle detector.
The axle detector normally drives a plurality of axle detectors arranged at any one end of a plurality of ends of the track section, and the axle detection state / axle detection result from each axle detector. Is acquired to detect whether or not the axle of the relevant end has passed and the direction of travel. Some can detect the presence or absence of a failure in each axle detector (see, for example, Patent Document 3).

To explain the main points by quoting the drawings (see FIG. 7), one section end unit 10 is installed at each end of the rail 4 (track) which is a boundary portion between the target section and the adjacent section. When the target section is continuous with the first adjacent section on the left and the second adjacent section on the right (see FIG. 7A), since the target section has two ends, the section end unit 10 is located at each of the left and right ends. Is installed. When the target section is continuous with the first adjacent section, the second adjacent section, and the third adjacent section (see FIG. 7B), since the target section has three ends, the section end unit 10 is provided for each of the three ends. Is installed.

The section end unit 10 (see FIG. 7 (c)) includes a plurality of axle detectors 11 and one axle detector 12, and has a minimum of two axle detectors 11 (FIG. 7 (c)). ), The axle detector 12 enters the axle based on the detector signals A1 and A2 of the axle detectors 11 and 11 (that is, the axle moves from the adjacent section to the target section and ends the section. Detects that the axle has passed) and outputs the axle approach detection signal i, and detects the advancement of the axle (that is, the axle moves from the target section to the adjacent section and passes through the end of the section) to detect the advancement of the axle. The signal o is output. Further, when there are three axle detectors 11 (see the right side portion of FIG. 7C), the axle detector 12 is based on the detector signals A1, A2, and A3 of the axle detectors 11, 11, and 11, respectively. The approach of the axle is detected and the axle approach detection signal i is output, and the advance of the axle is detected and the axle advance detection signal o is output.

The approach of the axle (see FIG. 7D) is such that the detector signals A1, A2 or A1, A2, A3 overlap only for a period of time, from the adjacent section side to the target section side, that is, A1, A2 or A1. , A2, A3 can be detected by confirming that the changes have occurred in this order. Then, when the approach of the axle is detected, a pulse is generated in the axle approach detection signal i.
The advance of the axle (see FIG. 7 (e)) is such that the detector signals A1, A2 or A1, A2, A3 overlap only for a period of time, in order from the target section side to the adjacent section side, that is, A2, A1 or A3. , A2, A1 can be detected by confirming that the changes have occurred in this order. Then, when the advance of the axle is detected, a pulse is generated in the axle advance detection signal o.

Other signal change modes are the cancellation of axle entry and advancement, or equipment abnormality. For example, when only the detector signal A1 detects the axle, or when the detection pulse of the detector signal A1 completely includes the detection pulse of the detector signal A2, the axle is folded back at the end of the section. It is treated as, and neither the approach nor the advance of the axle is detected. Further, when the detection pulse is generated in the detector signals A1 and A3 at both ends but the detection pulse is not generated in the intermediate detector signal A2 at all, there is a possibility that the axle detector 11 is malfunctioning or malfunctioning. Since it is expensive, a failure detection signal and a failure notification are output from the axle detector 12, although it depends on the specifications of the axle detector 12.

As described above, the axle counting device 20 (see FIG. 8) counts the number of axles that have entered the target section and the axles that have advanced from the section. Therefore, a counting unit 23 is provided for the target section. The detection results (i, o) of the approach and advancement of the axle are acquired from the axle detector 12 of the section end unit 10 provided at each end and counted.
For the sake of simplicity, let's take a concrete example of a track condition in which the target section is connected only to the first adjacent section on the left and the second adjacent section on the right (see FIG. 8A). The unit 23 includes a first counting unit 23B corresponding to the left end portion and a second counting unit 23C corresponding to the right end portion.

The first counting unit 23B is a means for inputting the axle approach detection signal i and the axle advance detection signal o, which are the detection results of the left section end unit 10, and the first adjacent section based on the axle approach detection signal i. The first approach axle counting unit 23Bi that counts the number of approaching axles Bi related to the side end, and the number of advancing axles Bo related to the end on the first adjacent section side based on the axle advancement detection signal o of the above-mentioned inputs. It is equipped with a first advance axle counting unit 23Bo that counts up.
The second counting unit 23C is a means for inputting the axle approach detection signal i and the axle advance detection signal o, which are the detection results of the right section end unit 10, and the second adjacent section based on the axle approach detection signal i. The second approach axle counting unit 23Ci that counts the number of approaching axles Ci related to the side end, and the number of advancing axles Co related to the end on the second adjacent section side based on the axle advancement detection signal o of the above-mentioned inputs. It is equipped with a second advance axle counting unit 23Co that counts up.

Further, the axle counting device 20 includes an entry / exit difference calculation unit 21 for calculating an entry / exit difference Δ1 which is a difference between the number of approaching axles and the number of advancing axles related to all the ends. When applied (see FIG. 8A), the formula [+ approaching axle number Bi-advancing axle number Bo + approaching axle number Ci-advancing axle number Co] is calculated, and the calculated value is set to the input / output difference Δ1. ing.
Further, the axle counting device 20 includes a determination unit 22 for determining whether or not the train 7 is present in the target section based on the entry / exit difference Δ1, and the entry / exit difference Δ1 = “0” holds for the target section. If it is, it is determined that the line is absent, and if not, it is determined that the line is present.

As a specific example (see FIGS. 8B to 8D) when the train 7 advances from the first adjacent section, enters the target section, and further advances from the target section to the second adjacent section, the number of approaching axles Bi The transition of the number of advanced axles Bo, the number of approaching axles Ci, the number of advanced axles Co, the entry / exit difference Δ1 and the in-line determination result will be described. First (see FIG. 8B), when the train 7 is in the first adjacent section and is not in the target section, the number of approaching axles Bi, the number of advancing axles Bo, the number of approaching axles Ci, and the number of advancing axles Co are all. Since it is "0" and the input / exit difference Δ1 is also “0”, the presence determination result related to the target section becomes the non-existence line.

Then, when the train 7 having eight axles starts to enter the target section from the end near the first adjacent section, every time the axle passes the end, the axle approach detection signal i from the left section end unit 10 When the detection pulse is output at, the approaching axle number Bi is "+1", and the train 7 finishes entering the target section (see FIG. 8C), the approaching axle number Bi is the train 7. Since the number of axles is "8", the entry / exit difference Δ1 is also "8", so that the in-line determination result for the target section is in-line.

Then, when the train 7 starts to advance from the target section to the second adjacent section, every time the axle passes the end portion, a detection pulse is output from the right section end unit 10 with the axle advance detection signal o, and the detection pulse is output accordingly. When the number of advancing axles Co is "+1" and the train 7 finishes advancing in the target section (see FIG. 8 (d)), the number of advancing axles Co becomes "8". Since "8" of "8" cancels each other out and the entry / exit difference Δ1 becomes "0", the presence determination result related to the target section becomes non-existence.

Japanese Unexamined Patent Publication No. 2000-006808 JP-A-2007-263938 Japanese Patent Application No. 2016-234583 (application)

In such a conventional axle counter, the presence of the line is determined by counting the number of axes for both the axle approach and the axle advance at all the ends of the target section. However, if there is a problem such as the inability to detect the entry and exit of the axle, or an abnormality or failure that may lead to such a situation, it will not be possible to accurately grasp the train presence status, so a signal From the viewpoint of ensuring safety as a security device, the judgment of the train presence status is forced to the fail-safe side instead of the non-existence.

However, the on-line determination when such a problem occurs uniformly prohibits the entry and advance of trains that may affect the current train on-line status, so train control should be kept on the safe side. However, since it leads to leaving the train stopped until the problem is resolved, it causes a decrease in the operating rate, which is not preferable from the viewpoint of stabilizing and securing train operation. That is, when a problem occurs in axle detection, it is necessary to force it to the safe side, but it is not preferable to force it unnecessarily because it impairs the operating rate.
Therefore, it is a technical issue to realize an axle counting device that can operate within a range in which the required degree of security is secured, instead of uniformly determining the presence of the line even if there is a problem in axle detection.

The axle counting device of the present invention (Solution 1) was devised to solve such a problem, and is based on the detection results of a plurality of axle detectors provided at each end of a target section of a railroad track. For each of the ends, the number of axles advanced from the target section is counted to obtain the number of advanced axles, and for each of the ends, the number of axles that may have passed there is measured and the passing axles are passed. The target based on the calculation results of the passing axle counting unit for obtaining the number, the passing difference calculating unit for calculating the passing difference by calculating the difference between the passing axle number and the advancing axle number, and the passing difference calculation unit. It is equipped with a determination unit that determines whether or not a train is on the section.

The calculation of the difference between the number of passing axles and the number of advanced axles described above is not limited to the simple calculation of calculating the difference by using the numbers of both axles as they are for subtraction, and can be applied to one or both of the numbers of both axles. It also includes some complicated operations such as multiplying by an appropriate coefficient and then using it for subtraction.
For example, in addition to the calculation based on the formula [number of passing axles-number of advancing axles], the formula [number of advancing axles-number of passing axles], formula [number of passing axles-2 x number of advancing axles], formula [number of passing axles- The calculation based on the number of advanced axles-the number of advanced axles] and the formula [2 x the number of advanced axles-the number of passing axles] also corresponds to the above calculation if it contributes to the implementation in a mode in which the effects of the present invention are exhibited. sell.
This applies not only to the solution 1 here, but also to the other solutions described below, and particularly to the solution 6 described later, which includes the same wording.

Further, the axle counting device of the present invention (solution means 2) is the axle counting device of the solution means 1, and the passing axle counting unit is obtained from each of a plurality of axle detectors provided at the same section end. It is characterized in that the maximum value is selected from a plurality of counted values and adopted for the number of passing axles.

Further, the axle counting device of the present invention (solution means 3) is the axle counting device of the solutions 1 and 2, and the transmission difference calculation unit is used at all ends of the target section for the number of passing axles. It is characterized in that the above calculation is performed using the summation and the number of advanced axles is twice the sum of the summations of all the ends of the target section.

Further, the axle counting device of the present invention (solution 4) is the axle counting device of the solutions 1 and 2, wherein the passing axle counting unit relates to the same section end of the advanced axle counting unit. When the advancement of the axle is detected, the update of the number of passing axles is avoided, and the transmission difference calculation unit is applied to all the ends of the target section for both the number of passing axles and the number of advanced axles. It is characterized in that the above calculation is performed using the sum.

Further, the axle counting device of the present invention (solution 5) is the axle counting device of the solutions 1 to 4, and has entered the target section for each of the ends based on the detection result of the axle detector. The determination unit includes an approach axle counting unit that measures the number of axles to obtain the number of approaching axles, and an entry / exit difference calculation unit that calculates the difference between the number of approaching axles and the number of advanced axles to obtain the entry / exit difference. In addition to the output difference standard determination for determining whether or not a train is present in the target section based on the output difference, it is determined whether or not a train is present in the target section based on the input / exit difference. The entry / exit difference reference determination can also be performed. Under normal conditions, the entry / exit difference reference determination is performed, and in the event of a failure of the axle detector or other emergency, the entrance / exit difference reference determination is performed.

Further, the axle counting device of the present invention (solution means 6) is the axle counting device of the solutions 1 to 4, and has entered the target section for each of the ends based on the detection result of the axle detector. An approaching axle counting unit that measures the number of axles to obtain the number of approaching axles is provided, and the exit difference calculation unit calculates the difference between the number of passing axles and the number of advancing axles to obtain the exit difference. In addition to this, it is also possible to calculate the entry / exit difference by calculating the difference between the number of approaching axles and the number of advanced axles to obtain the entry / exit difference. It is characterized in that, in the event of a failure of the axle detector or other emergency, the transmission difference is used as the basis for the determination of the determination unit, not the entrance / exit difference.

Further, the axle counting device of the present invention (solution 7) is the axle counting device of the solutions 1 to 4, and the passing axle counting unit may have passed through each of the end portions. In addition to counting the number of passing axles by counting the number of passing axles, the number of approaching axles is calculated by counting the number of axles that have entered the target section for each of the ends based on the detection result of the axle detector. Axle counting can also be performed. Under normal conditions, the number of approaching axles, not the number of passing axles, is used as the basis for the calculation of the exit difference calculation unit together with the number of advancing axles. It is characterized in that the number of passing axles, not the number of axles, is used as the basis of the calculation of the output difference calculation unit together with the number of advanced axles.

In such an axle counting device of the present invention (solution 1), the train presence / non-existence of the target section is based on the difference between the number of passing axles and the number of advanced axles related to each end of the target section of the track. By making it possible to determine the current line, it is sufficient to detect the presence or absence of passage related to the axle without measuring the number of approaching axles that require detection of the direction of travel in addition to the detection of the presence or absence of passage related to the axle. If you can measure it, you can grasp the train presence status.
Then, even if there is a problem in detecting the traveling direction at a certain end, if the degree of the problem is limited to the detection of the passing axle, there is an entry into the target section through the end. Occasionally, the number of passing axles is correctly measured, so that the calculation of the exit difference and the determination of the train presence status are performed correctly until the advance from the target section via the end thereof occurs.

On the other hand, when there is an advance from the target section through an end where the detection of the traveling direction is defective, or when there is a turn back at that end, the number of passing axles is measured but the number of advanced axles is increased. Since it cannot be measured, the axle count is made as if there was an approach, and the difference in the passage is excessively widened, so that it is judged that the train is in the target section. This determination result does not indicate the correct train presence status, but it is on the safe side that can prevent other trains from entering the target section, so the necessary security level is ensured.
Therefore, according to the present invention, it is possible to realize an axle counting device that can operate within a range in which the required degree of security is ensured without uniformly determining the presence of the line even if there is a problem in axle detection. The technical problem is solved.

Further, in the axle counting device of the present invention (solution 2), the number of passing axles is set to the maximum value of the counting value related to each axle detector, so that one of a plurality of axle detectors is used. However, if it is normal, the correct number of passing axles can be obtained. Therefore, even with a simple method, the number of passing axles that is useful for improving the operating rate can be obtained, so that the above technical problem can be easily solved.

Further, in the axle counting device of the present invention (Solution 3), when the number of passing axles is counted in a basic manner irrespective of the detection of the presence or absence of passing of the axle, the end portion where the advance has been made is realized. Since counting is performed not only for the number of advancing axles but also for the number of passing axles, when an excessive counting called double counting occurs, the value obtained by doubling the number of advancing axles is used for the calculation, so that it is excessive. Can be embodied without any inconvenience in the above basic embodiment because the counts are properly offset.

Further, in the axle counting device of the present invention (Solution 4), instead of embodying it in the above-mentioned basic embodiment, it is said that the update of the number of passing axles is avoided at the end where the axle advance is detected. Since the occurrence of excessive counting is prevented by embodying in the modified mode, even the above-mentioned modified mode which is similar to the conventional mode described above and is easy to understand can be embodied without any inconvenience.

Further, in the axle counting device of the present invention (Solution 5), the conventional approaching axle counting unit and the entry / exit difference calculation unit described above are also provided, and the entry / exit difference standard determination is performed in the normal state, but it is common in an emergency. By remodeling the judgment unit to perform the output difference standard judgment, the train presence status is checked by the known input / output difference utilization method that is highly reliable and has a proven track record and can accurately detect the turnaround at the end. Only when the entry / exit difference utilization method cannot be used, the train presence status is checked by the new exit / exit difference utilization method, which has restrictions on the entry point and the turnaround point but maintains safety. Therefore, even if the operating rate has decreased due to the operation stop in the past, it is possible to continue the train control etc. complementarily by the degenerate operation unless it is a terrible situation where the degenerate operation is impossible. It is possible to increase the operating rate while ensuring safe safety.

Further, in the axle counting device of the present invention (Solution 6), the existing approaching axle counting unit as described above is also provided, and the entrance / exit difference calculation unit is provided so that the input / output difference can be calculated in addition to the output difference calculation. In addition to strengthening the function of, the input / output difference is used in the normal state for the judgment of the judgment unit, but the output difference is also used in an emergency.
Further, in the axle counting device of the present invention (solution 7), in addition to the passing axle counting, the approaching axle counting can be performed for each end, and then the number of approaching axles and the advancement are normally used for the output difference calculation. The number of axles is used, but in an emergency, the number of passing axles and the number of advanced axles are also used.
Regarding the effect of the solution 5, the operating rate can be increased by complementarily continuing the train control or the like by the degenerate operation similar to the above.

Regarding Example 1 of the present invention, the structure of the axle counting device is shown, (a) is a block configuration diagram, (b) is a block diagram for specifying a functional portion in a normal state, and (c) is a functional portion in an emergency. It is a block diagram to be done. It is a schematic diagram of the train running state in a normal state. It is a schematic diagram of the train running situation in an emergency. Regarding Example 2 of the present invention, the structure of the axle counting device is shown, (a) is a block configuration diagram, (b) is a block diagram for specifying a functional portion in a normal state, and (c) is a functional portion in an emergency. It is a block diagram to be done. Regarding Example 3 of the present invention, the structure of the axle counting device is shown, (a) is a block configuration diagram, (b) is a block diagram for specifying a functional portion in a normal state, and (c) is a functional portion in an emergency. It is a block diagram to be done. Regarding Example 4 of the present invention, the structure of the axle counting device is shown, (a) is a block configuration diagram, (b) is a block diagram for specifying a functional portion in a normal state, and (c) is a functional portion in an emergency. It is a block diagram to be done. Prerequisite states suitable for the use of an axle counter are shown, (a) and (b) are examples of railway track sections, and (c) are examples of section end units consisting of an axle detector and an axle detector, (d). ) And (e) are examples of waveforms of the signal of the axle detector. The structure and the like of the conventional axle counting device are shown, (a) is a block configuration diagram, and (b) to (d) are schematic diagrams of train traveling conditions.

A specific embodiment for carrying out such an axle counting device of the present invention will be described with reference to the following Examples 1 to 4.
The first embodiment shown in FIGS. 1 to 3 embodies the above-mentioned solutions 1, 2, 3, 5 (claims 1, 2, 3, 5 at the time of filing), and is shown in FIG. The second embodiment embodies the above-mentioned solutions 1, 2, 3, 6 (claims 1, 2, 3, 6 at the time of filing), and the third embodiment shown in FIG. 5 is described above. 1,2,3,7 (claims 1,2,3,7 at the time of filing) are embodied, and the fourth embodiment shown in FIG. 6 embodies the above-mentioned solutions 1,2,3. It embodies 4, 5 (claims 1, 2, 4, 5 at the time of filing).

For the sake of simplicity, the housing, mechanical parts, electric circuits, etc. are omitted from the illustrations, and the block diagrams and symbol diagrams focus on those necessary for explaining the invention and related items. Shown.
In addition, since the components similar to the conventional ones are shown with the same reference numerals in their illustrations, what has been described in the background technology column for them is common to each of the following examples. The duplicated explanation will be omitted, and the differences from the conventional one will be mainly explained below.

The specific configuration of the first embodiment of the axle counting device of the present invention will be described with reference to the drawings. 1A is a block diagram of an axle counting device 40, FIG. 1B is a block diagram for specifying a functional portion in a normal state, and FIG. 1C is a block diagram for specifying a functional portion in an emergency. It is a block diagram to be done.

The axle counting device 40 (see FIG. 1A) is a modification of the conventional axle counting device 20 described above to improve its function, and the difference from the axle counting device 20 is that the counting unit 23 The point that became the counting unit 43, the point that the output difference calculation unit 41 was additionally installed side by side in the input / output difference calculation unit 21, the point that the determination unit 22 became the determination unit 42, and the point that the switching unit 44 was added. Is.
Further, the counting unit 43 is different from the counting unit 23 in that the first passing axle counting unit 43Ba is added to the first counting unit 23B and they become the first counting unit 43B, and the second counting unit 23C. The second passing axle counting unit 43Ca was added to the above, and they became the second counting unit 43C.

To briefly restate the above-mentioned part, in the counting unit 43, whether the first approach axle counting unit 23Bi and the second approaching axle counting unit 23Ci have the section end unit 10 of the signal input destination on the left or the right. However, in each case, based on the axle approach detection signal i, which is the detection result of the axle detector 12, the number of axles of the train 7 that has entered the target section at the corresponding end is measured and the number of approaching axles Bi. , Ci is being sought. Further, among the counting units 43, the first advanced axle counting unit 23Bo and the second advanced axle counting unit 23Co are still different depending on whether the signal input destination is left or right, but both are based on the detection result of the axle detector 12. Based on a certain axle advance detection signal o, the number of axles of the train 7 advanced from the target section is measured for the corresponding end portion to obtain the number of advanced axles Bo and Co. Further, the entry / exit difference calculation unit 21 calculates the difference between the number of approaching axles Bi and Ci and the number of advancing axles Bo and Co to obtain the entry / exit difference Δ1.

Explaining the added or modified part, the first passing axle counting unit 43Ba has the axle detector 11, from the section end unit 10 related to the left end, that is, the end of the boundary between the first adjacent section and the target section. The detector signals A1 and A2, which are the detection results of 11, are input, and based on the pulses contained in the detector signals A1 and A2, the axle of the train 7 which may have passed the corresponding left end. By measuring the number, the number of passing axles Ba is obtained.
Specifically, the pulses expressed in the detector signal A1 are counted to obtain the number of axles ΣA1 for each detector, and the pulses expressed in the detector signal A2 are counted to obtain the number of axles ΣA2 for each detector. MAX (ΣA1, ΣA2), which is the largest value among the number of axles ΣA1 and ΣA2 for each detector, is selected and adopted for the number of passing axles Ba.

Further, the second passing axle counting unit 43Ca is a detector which is a detection result of the axle detectors 11 and 11 from the section end unit 10 related to the right end portion, that is, the end portion of the boundary between the second adjacent section and the target section. Passing axles by inputting signals A1 and A2 and counting the number of axles of train 7 that may have passed the corresponding right end based on the pulses contained in the detector signals A1 and A2. The number Ca is calculated.
Specifically, the pulses expressed in the detector signal A1 are counted to obtain the number of axles ΣA1 for each detector, and the pulses expressed in the detector signal A2 are counted to obtain the number of axles ΣA2 for each detector. MAX (ΣA1, ΣA2), which is the largest value among the number of axles ΣA1 and ΣA2 for each detector, is selected and adopted for the number of passing axles Ca.

The passage difference calculation unit 41 calculates the difference between the number of passing axles and the number of advanced axles related to all the ends to obtain the transmission difference Δ2. While the sum of all ends is used as it is, the number of advanced axles is twice the sum of all ends of the target section. When applied to the specific example shown (see FIG. 1A), the formula [+ number of passing axles Ba-number of advancing axles Bo x 2 + number of passing axles Ca-number of advancing axles Co x 2] is calculated and the calculated value is obtained. The exit difference is Δ2. By doubling the number of advanced axles in this way, the number of advanced axles that are not counted at the time of approach but are counted only at the time of advance and the number of passing axles that are counted at the time of entry as well as at the time of advance are balanced and can be offset. It becomes.

In addition to the above-mentioned entry / exit difference standard determination for determining whether or not a train is present in the target section based on the entry / exit difference Δ1 which is the calculation result of the entry / exit difference calculation unit 21, the determination unit 42 is a passage difference calculation unit. Based on the output difference Δ2, which is the calculation result of 41, a new output difference standard determination for determining whether or not a train is present in the target section can also be performed. Then, it is also possible to selectively select which of the input / output difference standard determination and the output difference standard determination is to be performed, or which determination result is to be adopted for the final determination, according to the instruction of the switching unit 44. Specifically, at the time of determining the entry / exit difference standard, if the entry / exit difference Δ1 = “0” is satisfied for the target section, it is determined that the line is absent, otherwise it is determined that the line is present. If the transmission difference Δ2 = “0” holds for the target section, it is determined that the line is absent, and if not, it is determined that the line is present.

The switching unit 44 refers to the determination unit 42 automatically, for example, in response to an abnormality detection by an internal failure diagnosis circuit or the like omitted in the section end unit 10, or manually by operating a changeover switch or the like which is also omitted in the drawing. The content of the instruction is switched, but basically, the determination unit 42 is made to perform the above-mentioned entry / exit difference standard determination in the normal state, and the determination unit 42 is made to perform the above-mentioned passage difference standard determination in other emergencies. It has become. Therefore, in the axle counting device 40 in the normal state (see FIG. 1B), the functional portions 23Bi, 23Bo, 23Ci, 23Co, 21, 42 (Δ1 corresponding portions) which are almost the same as those of the axle counting device 20 are effective. On the other hand, in the emergency axle counting device 40 (see FIG. 1C), the functional portions 43Ba, 23Bo, 43Ca, 23Co, 41, 42 (Δ2 corresponding portions) including new additional functions become effective.

The usage mode and operation of the axle counting device 40 of the first embodiment will be described with reference to the drawings. FIG. 1B is a block diagram for specifying a functional portion in a normal state, and FIG. 2 is a schematic view of a train running state in a normal state. Further, FIG. 1C is a block diagram for specifying a functional portion in an emergency, and FIG. 3 is a schematic diagram of a train traveling situation in an emergency. In both FIGS. 2 and 3, for the sake of simplicity, a specific example is a track state in which the target section is connected only to the first adjacent section on the left and the second adjacent section on the right, and (a) is a train. 7 indicates that the line is in the first adjacent section, (b) indicates that the train 7 has progressed from the first adjacent section and has completed entering the target section, and (c) indicates that the train 7 is in the target section. It shows the place where the advance to the second adjacent section has been completed.

In order to clarify the present invention in comparison with the conventional case, the operating state is set as a specific example when the train 7 advances from the first adjacent section, enters the target section, and further advances from the target section to the second adjacent section. This will be described (see FIGS. 1 to 3).
First, in the normal state (see FIG. 1 (b)), since the output difference Δ2 is not used and the input / output difference Δ1 is used, the same line presence determination result as described above is obtained (see FIG. 2).
More specifically, when the train 7 is in the first adjacent section and is not in the target section (see FIG. 2A), the number of passing axles Ba, the number of approaching axles Bi, the number of advancing axles Bo, and the number of passing axles Ca are all. Since both the number of approaching axles Ci and the number of advancing axles Co are "0", and the entry / exit difference Δ1 and the exit difference Δ2 are both “0”, the presence determination result related to the target section is absent.

Then, when the train 7 having eight axles starts to enter the target section from the end near the first adjacent section, every time the axle passes the end, the axle approach detection signal i from the left section end unit 10 The detection pulse is output at, the number of approaching axles Bi is increased by “+1”, and the detection pulse is output from the left section end unit 10 with the detector signals A1 and A2, and the first passage is performed accordingly. The number of axles ΣA1 and ΣA2 for each detector of the axle counting unit 43Ba is also “+1”, respectively. Then, when the train 7 finishes entering the target section (see FIG. 2B), the number of approaching axles Bi becomes "8", which is the same as the number of axles of the train 7, so the entry / exit difference Δ1 also becomes "8". Therefore, the line presence determination result related to the target section becomes the line presence. The number of axles ΣA1 and ΣA2 for each detector of the first passing axle counting unit 43Ba and the number of passing axles Ba are also "8", which is the same as the number of axles of the train 7, and the transmission difference Δ2 is also "8". This is not used for judgment.

Then, when the train 7 starts to advance from the target section to the second adjacent section, every time the axle passes through the end, a detection pulse is output from the right section end unit 10 with the axle advance detection signal o, and accordingly. The number of advanced axles Co is increased to "+1", and detection pulses are output from the right section end unit 10 with detector signals A1 and A2, and the number of axles per detector of the second passing axle counting unit 43Ca accordingly. ΣA1 and ΣA2 are also “+1” respectively. Then, when the train 7 finishes advancing into the target section (see FIG. 2C), the number of advancing axles Co becomes "8", which is the same as the number of axles of the train 7, and the number of approaching axles Bi is "8". , And the entry / exit difference Δ1 becomes “0”, so that the line presence determination result related to the target section becomes a non-line presence.

At this time, the number of axles ΣA1 and ΣA2 for each detector of the second passing axle counting unit 43Ca and the number of passing axles Ca are also "8", which is the same as the number of axles of the train 7, and the transmission difference Δ2 is also "0". However, even at this time, this is not used for judgment.
In this way, in the normal state (see FIGS. 1 (b) and 2), the entry / exit difference standard determination is made based on the number of approaching axles Bi and Ci and the number of approaching axles Bo and Co, as in the conventional product described above. The train presence status related to the target section can be accurately grasped. Incidentally, in this case, even if the transmission difference standard determination based on the number of passing axles Ba and Ca and the number of advanced axles Bo and Co is adopted, the line is correctly absent.

Next, in an emergency (see FIG. 1C), the entry / exit difference Δ1 is not used and the outlet difference Δ2 is used, so that a line presence determination result different from that of the conventional product described above is obtained (see FIG. 3).
A specific example of an abnormal state in which one of the axle detectors 11 of the left section end unit 10 fails and the detector signal A2 is not output (see FIG. 3) shows that the train 7 is in the first adjacent section. In the state where it is not in the target section (see FIG. 3A), the number of passing axles Ba, the number of approaching axles Bi, the number of advancing axles Bo, the number of passing axles Ca, the number of approaching axles Ci, and the number of advancing axles Co are all "0". Since both the entry / exit difference Δ1 and the transmission / exit difference Δ2 are “0”, the presence / absence determination result related to the target section becomes the non-existence line.

Then, when the train 7 having eight axles starts to enter the target section from the end near the first adjacent section, every time the axle passes the end, the detector signal A1 is sent from the left section end unit 10. The detection pulse is output, and the number of axles ΣA1 for each detector of the first passing axle counting unit 43Ba is "+1" accordingly. On the other hand, due to the influence of the abnormality, the detection pulse is not output to the detector signal A2 and the axle approach detection signal i. Therefore, when the train 7 finishes entering the target section (see FIG. 3B), the number of approaching axles Bi remains “0”, but the number of axles per detector of the first passing axle counting unit 43Ba ΣA1. Is "8", which is the same as the number of axles of train 7, and the number of passing axles Ba is also "8" accordingly. Therefore, the transmission difference Δ2 is also "8", so that the in-line determination result for the target section is appropriate. Become an axle. Since the number of approaching axles Bi is "0", the entry / exit difference Δ1 is also "0", which corresponds to an error-free non-existence line, but this is not used for determination.

Then, when the train 7 starts to advance from the target section to the second adjacent section, every time the axle passes the end portion, a detection pulse is output from the right section end unit 10 with the axle advance detection signal o, and the detection pulse is output accordingly. The number of advanced axles Co is increased to "+1", and detection pulses are output from the right section end unit 10 with detector signals A1 and A2, and the number of axles per detector of the second passing axle counting unit 43Ca accordingly. ΣA1 and ΣA2 are also “+1” respectively. Then, when the train 7 finishes advancing into the target section (see FIG. 3C), the number of axles ΣA1 and ΣA2 per detector of the second passing axle counting unit 43Ca and the number of passing axles Ca are also the axles of the train 7. Since it becomes "8" which is the same as the number and the number of advanced axles Co becomes "8" which is the same as the number of axles of train 7, it is "16" which is twice the number of advanced axles Co and "8" which is the number of passing axles Ba. "" And "16", which is the sum of "8" of the number of passing axles Ca, cancel each other out and the output difference Δ2 becomes "0". Therefore, the presence determination result related to the target section becomes an appropriate non-existence line. Since the number of approaching axles Bi is "0" and the number of advancing axles Co is "8", the entry / exit difference Δ1 is "-8", which corresponds to an erroneous existing line, but this is not used for determination.

In this way, even in an emergency when the number of approaching axles Bi and the number of advancing axles Bo cannot be detected for some of the ends (see FIGS. 1 (c) and 3), the detector related to the ends. If the number of passing axles Ba can be detected based on any of the signals A1 and A2, it is based on the number of passing axles Ba and Ca and the number of advanced axles Bo and Co, unlike the conventional products described above. Since the transmission difference standard judgment is made, the train presence status related to the target section can be accurately grasped.
If the train 7 advances to the end where the section end unit 10 with an abnormality is installed, or if the train 7 turns back at that end, the output difference Δ2 disappears from “0” and the line is absent. However, the judgment result of being on the line may come out, but since this is the judgment result on the safety side that can avoid the double approach accident of the train, the necessary security level is secured.

The specific configuration of the second embodiment of the axle counting device of the present invention will be described with reference to the drawings. 4A and 4B are a block diagram of the axle counting device 50, FIG. 4B is a block diagram for specifying a functional portion in a normal state, and FIG. 4C is a block diagram for specifying a functional portion in an emergency.

The axle counting device 50 differs from the axle counting device 40 of the first embodiment described above in that the input / output difference calculation unit 21 and the output difference calculation unit 41 become the output difference calculation unit 51, and the determination unit 42 The point where the determination unit 22 has become the above-mentioned point and the point where the switching unit 44 has become the switching unit 54.
The entry / exit difference calculation unit 51 calculates the entry / exit difference calculation, which is a function of the entry / exit difference calculation unit 21 described above, that is, calculates the difference between the number of approaching axles Bi and Ci and the number of approaching axles Bo and Co to obtain the entry / exit difference Δ1. At the same time, the output difference is calculated, which is a function of the output difference calculation unit 41 described above, that is, the difference between the number of passing axles Ba and Ca and the number of advanced axles Bo and Co is calculated to obtain the output difference Δ2.

Like the switching unit 44, the switching unit 54 switches the content of the adoption instruction depending on whether it is in a normal state or in an emergency, but unlike the switching unit 44, the instruction is transmitted to the output difference calculation unit 51. Then, in response to the instruction, the output difference calculation unit 51 selects the input / output difference Δ1 as the difference Δ in the normal state, selects the output difference Δ2 as the difference Δ in an emergency, sends the difference Δ to the determination unit 22, and sends the difference Δ to the determination unit 22. The determination unit 22 also determines the current state of the train 7 in the target section based on the above.
Therefore, in the normal state, the input / output difference Δ1 is used as the basis for the determination of the determination unit 22 instead of the output difference Δ2, and in an emergency, the output difference Δ2 is used as the basis for the determination of the determination unit 22 instead of the input / output difference Δ1.

In this case, in the normal state axle counting device 50 (see FIG. 4B), the functional parts 23Bi, 23Bo, 23Ci, 23Co, 21 which are almost the same as all of the axle counting device 20 and the normal function parts of the axle counting device 40. The corresponding part, 22 (when Δ1 is input) is valid.
On the other hand, in the emergency axle counting device 50 (see FIG. 4C), the functional parts 43Ba, 23Bo, 43Ca, 23Co, 41 equivalent parts, 22 (Δ2), which are almost the same as the emergency functional parts of the axle counting device 40. At the time of input) is enabled.
Therefore, although a detailed description to be repeated is omitted, the axle counting device 50 operates in the same manner as the axle counting device 40 (see FIGS. 2 and 3).

The specific configuration of the third embodiment of the axle counting device of the present invention will be described with reference to the drawings. 5A and 5B are a block diagram of the axle counting device 60, FIG. 5B is a block diagram for specifying a functional portion in a normal state, and FIG. 5C is a block diagram for specifying a functional portion in an emergency.

This axle counting device 60 is different from the axle counting device 40 of the first embodiment and the axle counting device 50 of the second embodiment described above in that the input / output difference calculation unit 21, the output difference calculation unit 41, and the output difference calculation unit 51 pass through. It is a point that the output difference calculation unit 41 is used, a point that the counting unit 43 is a counting unit 63, and a point that the switching unit 44 and the switching unit 54 are the first switching unit 63Bx and the second switching unit 63Cx.
The counting unit 63 is different from the counting unit 43 in that the first counting unit 43B becomes the first counting unit 63B due to the addition of the first switching unit 63Bx, and the second counting unit 43C becomes the second switching unit 63Cx. This is the point where the second counting unit 63C is formed by the addition.

The first switching unit 63Bx normally sends the approaching axle number Bi to the addition side input of the exit difference calculation unit 41, and in an emergency, sends the passing axle number Ba to the addition side input of the exit difference calculation unit 41. .. Therefore, the functional part that combines the switching function part of the first switching part 63Bx, the first approaching axle counting part 23Bi, and the first passing axle counting part 43Ba is the approaching axle in addition to the passing axle counting for obtaining the passing axle number Ba. It is a so-called extended version of the passing axle counting unit that can also count the approaching axle to obtain the number Bi. Further, the first switching unit 63Bx normally sends the advance axle number Bo to the subtraction side input of the advance axle number calculation unit 41, and in an emergency, repeats or doubles the advance axle number Bo twice and then the outlet difference calculation unit 41. It is also designed to be sent to the subtraction side input of.

The second switching unit 63Cx normally sends the approaching axle number Ci to the addition side input of the exit difference calculation unit 41, and in an emergency, sends the passing axle number Ca to the addition side input of the exit difference calculation unit 41. .. Therefore, the functional part that combines the switching function part of the second switching part 63Cx, the second approaching axle counting part 23Ci, and the second passing axle counting part 43Ca is the approaching axle in addition to the passing axle counting for obtaining the number of passing axles Ca. It is a so-called extended version of the passing axle counting unit that can also count the approaching axle to obtain the number Ci. Further, the second switching unit 63Cx normally sends the advance axle number Co to the subtraction side input of the advance axle number calculation unit 41, and in an emergency, repeats or doubles the advance axle number Co twice and then the outlet difference calculation unit 41. It is also designed to be sent to the subtraction side input of.

In this case, in the normal state (see FIG. 5B), the number of approaching axles Bi and Ci, not the number of passing axles Ba and Ca, is used as the basis for the calculation of the output difference calculation unit 41 together with the number of advancing axles Bo and Co. The input / output difference calculation unit 41 exerts substantially the same function as the above-mentioned input / output difference calculation unit 21 to calculate the input / output difference Δ1, and it is handed over to the determination unit 22 as the difference Δ. Since the determination unit 22 determines the in-line state of the train 7 in the target section based on the difference Δ (that is, the in / out difference Δ1), it is equivalent to determining the in-line state of the train 7 based on the in / out difference Δ1.

On the other hand, in an emergency (see FIG. 5C), the number of passing axles Ba and Ca, not the number of approaching axles Bi and Ci, is used as the basis for the calculation of the output difference calculation unit 41 together with the number of advancing axles Bo and Co. , The output difference calculation unit 41 exerts its original function to calculate the output difference Δ2, which is handed over to the determination unit 22 as the difference Δ, and the determination unit 22 is targeted based on this difference Δ (that is, the output difference Δ2). Since the in-line state of the train 7 in the section is determined, it is equivalent to determining the in-line state of the train 7 based on the transmission difference Δ2.
Therefore, although a detailed explanation to be repeated is omitted, the axle counting device 60 operates in the same manner as the axle counting devices 40 and 50 (see FIGS. 2 and 3).

The specific configuration of the fourth embodiment of the axle counting device of the present invention will be described with reference to the drawings. 6A and 6B are a block diagram of the axle counting device 70, FIG. 6B is a block diagram for specifying a functional portion in a normal state, and FIG. 6C is a block diagram for specifying a functional portion in an emergency.

The axle counting device 70 differs from the axle counting device 40 of the first embodiment described above in that the transmission difference calculation unit 41 becomes the transmission difference calculation unit 71 and the counting unit 43 becomes the counting unit 73. Is. The counting unit 73 differs from the counting unit 43 in that the first counting unit 43B becomes the first counting unit 73B and the second counting unit 43C becomes the second counting unit 73C. The first counting unit 73B differs from the first counting unit 43B in that the first passing axle counting unit 43Ba becomes the first passing axle counting unit 73Ba, and the second counting unit 73C becomes the second counting unit 43C. The difference from the above is that the second passing axle counting unit 43Ca has become the second passing axle counting unit 73Ca.

The first passing axle counting unit 73Ba, like the first passing axle counting unit 43Ba, is the axle of the train 7 that may have passed the left end based on the detector signals A1 and A2 related to the left end. The number of passing axles Ba is obtained by measuring the number of passing axles. However, unlike the first passing axle counting unit 43Ba, when the first advancing axle counting unit 23Bo related to the same left end detects the passing axle advancement, the passing axles are obtained. It is designed to avoid updating several Bas. The update avoidance can be easily performed by, for example, temporarily stopping the counting of the pulses related to the number of axles ΣA1 and ΣA2 for each detector, or reducing the number of pulses by the same number as the counted number of pulses.

Similarly, the second passing axle counting unit 73Ca is also based on the detector signals A1 and A2 related to the right end only when the second advanced axle counting unit 23Co related to the right end does not detect the axle advance. By counting the number of axles of the train 7 that may have passed the right end, the number of passing axles Ba is obtained.
The passage difference calculation unit 71 calculates the difference between the number of passing axles and the number of advancing axles related to all the ends to obtain the passing difference Δ2. In the calculation, the number of passing axles is also calculated as the number of advancing axles. As for, the sum of all the ends of the target section is used as it is. When applied to the specific example shown (see FIG. 6A), the formula [+ number of passing axles Ba-number of advancing axles Bo + number of passing axles Ca-number of advancing axles Co] is calculated, and the calculated value is the transmission difference Δ2. It is supposed to be.

In this case, under normal conditions (see FIG. 6B), the entry / exit difference calculation unit 21 calculates the entry / exit difference Δ1 based on the approaching axle numbers Bi and Ci and the approaching axle numbers Bo and Co, and based on the entry / exit difference Δ1. The determination unit 22 determines the current state of the train 7 in the target section. Even if the output difference Δ2 is calculated by the output difference calculation unit 71, it is not used as the basis for the determination of the determination unit 42.
On the other hand, in an emergency (see FIG. 6C), the outflow difference calculation unit 41 calculates the outflow difference Δ2 based on the number of passing axles Ba and Ca and the number of advanced axles Bo and Co, and sets the outflow difference Δ2. Based on this, the determination unit 22 determines the current state of the train 7 in the target section.

Moreover, when calculating the passing axle numbers Ba and Ca used at that time, counting at the end on the train advance side is avoided, and when calculating the output difference Δ2, doubling of the advance axle numbers Bo and Co is avoided. Therefore, the output difference Δ2 is the same value for the axle counting device 70 and the axle counting device 40. Even if the entry / exit difference Δ1 is calculated by the entry / exit difference calculation unit 21, it is not used as the basis for the determination of the determination unit 42.
Therefore, although a detailed description to be repeated is omitted, the axle counting device 70 operates in the same manner as the axle counting device 40 (see FIGS. 2 and 3).

[Other]
In the above-described embodiment, the above-mentioned solutions 1, 2, 4, 6 and the examples embodying the above-mentioned solutions 1, 2, 4, 7 have not been mentioned, but the above-mentioned solutions 1, 2, 4, 6 have not been mentioned. In the realization, in the second embodiment shown in FIG. 4, the counting unit 43 is replaced with the counting unit 73 of FIG. 6, and the output difference calculation part of the output difference calculation unit 51 is replaced by the function of the output difference calculation unit 71 of FIG. You can replace it.
Further, in the realization of the above-mentioned solutions 1, 2, 4, and 7, in the third embodiment shown in FIG. 5, the passing axle counting units 43Ba and 43Ca of the counting unit 63 are changed to the passing axle counting of the counting unit 73 of FIG. In addition to being replaced with the units 73Ba and 73Ca, the output difference calculation portion of the output difference calculation unit 41 may be replaced with the function of the output difference calculation unit 71 of FIG.

In the above embodiment, the target section is determined to be absent only when the entry / exit difference Δ1 and the outflow difference Δ2 are “0”, but each vehicle of the train is equipped with four or more axles. In that case, the input / output difference Δ1 and the output difference Δ2 change in units of “4” or more, so that the input / output difference Δ1 and the output difference Δ2 are “1” to “3” or “-1” to “ Basically, it is not possible to take a value of -3 ", but if one of several axle detectors 11 makes a mistake in detection only once, the input / output difference Δ1 and the output difference Δ2 will be“ +1 ”or“ -1 ”. Therefore, when the input / output difference Δ1 or the output difference Δ2 is “+1” or “-1”, it may be determined that the line is present according to “0” instead of being determined as a non-existing line.

In addition, the fact that the non-existence line determination requirement based on the input / output difference Δ1 and the output difference Δ2 is set to a specific numerical value such as “0” or “± 1” makes it easy to reset the count value and debug. For example, other offset values are set in advance for each number of axes Bi, Bo, Ci, Co and the calculated values Δ1 and Δ2, and the determination is made so that the offsets are offset at the time of determination. Or, by performing an operation such that the offset value is reflected in the so-called total value when the train is not on the line, which should be taken by the input / exit difference Δ1 and the transmission / output difference Δ2, as described above, as described above. Limitation of invention specific requirements by specific values can be avoided or bypassed.

In the above embodiment, a configuration example is shown in which the detector signals A1 and A2 of the axle detector 11 are directly input by the axle counting devices 40 to 70, but the detector signals A1 and A2 of the axle detector 11 are illustrated. It may be sent to the axle counting devices 40 to 70 via the axle detector 12, and at that time, the axle detector 12 may be simply relayed, and appropriate for waveform shaping, signal level amplification, noise removal, etc. It may be processed in various ways.

In the above embodiment, only two axle detectors 11 are provided facing the end of the target section, but even if three axle detectors 11 are provided at one end, the background technology As described in the column, the approach and advance of the axle can be detected (see FIG. 7), and the number of passing axles can also be detected by the method of adopting the maximum value of the detection result of each axle detector 11. Even if four or more axle detectors 11 are provided at one end, the required number of axles can be measured in the same manner. Even if the number of axle detectors 11 attached to each end of the target section is different for each end, the required number of axles can still be measured.

The axle counting device of the present invention is not limited to the target section having two ends as shown in the above embodiment, but also to the target section having three or more ends (FIG. 7). See), can be applied.

4 ... Rail (railroad track), 7 ... Train (railroad vehicle)
10 ... Section end unit, 11 ... Axle detector, 12 ... Axle detector,
20 ... Axle counting device,
21 ... Input / output difference calculation unit, 22 ... Judgment unit,
23 ... Counting unit, 23B ... First counting unit, 23C ... Second counting unit,
23Bi ... 1st approach axle counting unit, 23Bo ... 1st advance axle counting unit,
23Ci ... 2nd approach axle counting unit, 23Co ... 2nd advance axle counting unit,
40 ... Axle counting device,
41 ... Outgoing difference calculation unit, 42 ... Judgment unit, 43 ... Counting unit,
43B ... 1st counting unit, 43C ... 2nd counting unit, 44 ... Switching unit,
43Ba ... 1st passing axle counting unit, 43Ca ... 2nd passing axle counting unit,
50 ... Axle counting device,
51 ... Outlet difference calculation unit, 54 ... Switching unit,
60 ... Axle counting device,
63B ... 1st counting unit, 63C ... 2nd counting unit,
63Bx ... 1st switching unit, 63Cx ... 2nd switching unit, 63 ... Counting unit,
70 ... Axle counting device,
71 ... Outgoing difference calculation unit, 73 ... Counting unit,
73B ... 1st counting unit, 73C ... 2nd counting unit,
73Ba ... 1st passing axle counting unit, 73Ca ... 2nd passing axle counting unit,
A1 ... Detector signal, A2 ... Detector signal, A3 ... Detector signal,
i ... Axle approach detection signal, o ... Axle advance detection signal,
Ba ... Number of passing axles, Bi ... Number of approaching axles, Bo ... Number of advanced axles,
Ca ... Number of passing axles, Ci ... Number of approaching axles, Co ... Number of advanced axles,
ΣA1 ... Number of axles per detector, ΣA2 ... Number of axles per detector, ΣA3 ... Number of axles per detector

Claims (7)

Based on the detection results of a plurality of axle detectors provided at each end of the target section of the track, the number of axles advanced from the target section is counted for each end to obtain the number of advanced axles. The passing axle counting unit that measures the number of axles that may have passed through each of the end portions to obtain the number of passing axles, and the difference between the number of passing axles and the number of advanced axles is calculated to determine the number of passing axles. An axle counting device including an outflow difference calculation unit for obtaining the above-mentioned, and a determination unit for determining whether or not a train is present in the target section based on the calculation result of the outflow difference calculation unit. The passing axle counting unit is characterized in that the maximum value is selected from a plurality of counting values obtained from each of a plurality of axle detectors provided at the end of the same section and adopted for the number of passing axles. The axle counting device according to claim 1. The transmission difference calculation unit uses the sum of all the ends of the target section for the number of passing axles, and doubles the sum of all the ends of the target section for the number of advanced axles. The axle counting device according to claim 1 or 2, wherein the calculation is performed. When the passing axle counting unit is detected by one of the advancing axle counting units related to the same section end, the update of the number of passing axles is avoided, and the passing difference calculating unit The present invention according to claim 1 or 2, wherein the calculation is performed using the sum of all the ends of the target section for both the number of passing axles and the number of advanced axles. Axle counter. The difference between the number of approaching axles and the number of advancing axles, and the approaching axle counting unit that calculates the number of approaching axles by measuring the number of axles that have entered the target section for each of the ends based on the detection result of the axle detector. The determination unit is provided with an entry / exit difference calculation unit that calculates the entry / exit difference, and the determination unit determines whether or not a train is present in the target section based on the transmission / exit difference. It is also possible to determine the entry / exit difference standard for determining whether or not a train is in the target section based on the entry / exit difference. Under normal conditions, the entry / exit difference reference determination is performed, and the axle detector malfunctions and other factors. The axle counting device according to any one of claims 1 to 4, wherein the transmission difference standard determination is performed in an emergency. An approaching axle counting unit for calculating the number of approaching axles by measuring the number of axles that have entered the target section for each of the end portions based on the detection result of the axle detector is provided, and the exit difference calculation unit is the number of passing axles. In addition to calculating the exit difference by calculating the difference between the number of approaching axles and the number of advanced axles, it is also possible to calculate the entry / exit difference by calculating the difference between the number of approaching axles and the number of advanced axles. In a normal state, the input / output difference is used as the basis for determining the determination unit instead of the output difference, and in an emergency such as a failure of the axle detector, the output difference is not the input / output difference but the determination unit. The axle counting device according to any one of claims 1 to 4, wherein the axle counting device is based on the above. The passing axle counting unit measures the number of axles that may have passed through each of the ends to obtain the number of passing axles. In addition to the passing axle counting, the end is based on the detection result of the axle detector. It is also possible to count the number of approaching axles by measuring the number of axles that have entered the target section for each unit, and under normal conditions, the number of approaching axles, not the number of passing axles, is the same as the number of advancing axles. It is the basis of the calculation of the calculation unit, and in the event of a failure of the axle detector or other emergency, the number of passing axles, not the number of approaching axles, is used as the basis of the calculation of the output difference calculation unit together with the number of advanced axles. The axle counting device according to any one of claims 1 to 4, wherein the axle counting device is characterized.

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