JPH02262462A - Train detecting device - Google Patents

Abstract

PURPOSE:To carry out the operation of a train without hindrance in a train detecting device using wheel detectors for detecting wheels by the cut-off of the flux between transmitting/receiving coils by automatically detecting the erroneous detection of a wheel detector which made erroneous detection because of a metallic falling object, etc., and removing the erroneous judgment of the existence of a train. CONSTITUTION:In the captioned device for detecting the existence of a train by means of each train existence judging portion C1-C3 based on the outputs of wheel detectors A1-An provided on both ends of each track T1-T3 along a track R, an on-rail position monitoring means E monitors the present position of the rearmost end of each train for each track from the outputs of the judging portions C1-C3 and outputs signals indicating the on-rail territories. A counted value monitoring means F monitors the existence of the change in the counted value of wheels on the starting point portion of each territory based on the output thereof, while an inward advance monitoring means G monitors the existence of the advance of a train from a defined territory inside the territory. When an advance signal is inputted while inputting the output of the monitoring means F, the judgment of train existence is removed by a correcting means l.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a wheel counter provided at both ends of a track block section, that is, a unit section (JL lower, referred to as a track) that determines whether or not a train is allowed to enter. The present invention relates to a device that detects the presence or absence of a train on a particular track and the location of the train in a track unit, based on whether or not numerical values are in a predetermined relationship.

The detection results of this train detection device are given to an automatic blocking device that controls signals for each track and blocks or opens the tracks.

[Prior Art J A wheel counter counts the detection output from a wheel detector installed close to the rail. The wheel detector transmits magnetic flux from a transmitting coil installed on one side of the rail over the rail tread and into the opposite direction.
When the train wheels pass between the transmitting and receiving coils, the magnetic flux 31! ! If the system detects a wheel by detecting a drop in the reception level of the receiving coil due to i, it is highly likely that the magnetic flux will be interrupted by a falling metal object or a working metal object between the transmitting and receiving coils, resulting in false detection. It will be done.

If a false detection occurs while a train is on the track, there is a risk that it will be incorrectly determined that there is no train even though there is still a train on the track.
Furthermore, if a false detection is made while there is no train, it will be determined that there is a train even though there is no train, and the section will be blocked indefinitely, which will hinder train operation.

Conventionally, there are no known measures to solve such problems.

[Technical Problem to be Solved] This invention solves the problem of magnetic flux 3I between transmitting and receiving coils! In a train detection device using a wheel detector that detects wheels by cutting,
If the wheel detector makes a false detection due to a falling metal object or a metal work object, this will be automatically detected and the false determination that a train is present due to the false detection will be canceled to prevent any hindrance to train operation. The aim is to provide a train detection device that takes measures to prevent such occurrences.

[Means for Solving the Problems] In order to solve the above problems, the train detection device according to the present invention monitors the current position of the last train based on the signal from the train presence determination section corresponding to each track, Monitoring whether there is a change in the count value at the approach end of the truck whose tail end was detected,
I memorize the i tail with no change in the count value.
・If a train is detected moving out from a track inside the rack, it is determined that the memory of the last position is due to a false detection by the wheel detector, and the wheel count value of the track that remembers the last position is calculated. This is to reset the train presence determination.

That is, in order to realize the above function, the train detection device according to the present invention (a) monitors the current position of the rear fi of the train for each track using the signal from the train presence determination unit corresponding to each track. , a track position monitoring means for outputting a signal indicating the track position monitoring means; and (b) a track position monitoring means for monitoring whether or not there is a change in the wheel count value at the starting end of the same section based on the last track position monitoring means outputted by the track position monitoring means. , a counting value monitoring means that outputs an output when there is no change in the wheel counting value, and (c) based on the on-track section signal outputted by the on-track position monitoring means, it is determined whether or not a train has advanced from a predetermined section inside the said section. an inward advance monitoring means that monitors and outputs an output when an advance is detected; and (d) an output when an advance detection signal from the inward advance detection means is input while the output from the counted value monitoring means is being input. and (e) correction means for canceling the train presence determination of the train presence determination unit corresponding to the train presence section to which the train location monitoring means outputs based on the output of the gate means. It is characterized by

[Operation] The on-track position monitoring means monitors the current position of the tail end of the train for each track using the signal from the train presence/absence determination section corresponding to each track, and outputs a signal indicating the on-track section.

The counting value monitoring means monitors whether or not the wheel counting value at the starting end of the section has changed after the train enters the tail end based on the last station Midoriku jm@ number outputted by the track position monitoring means,
It is output as long as there is no change in the wheel count value.

The inward advance monitoring means monitors the presence or absence of a train advancing from a predetermined track inward of the section based on the on-track section signal output by the on-track position monitoring means, and outputs an output when it detects advance.

The gate means outputs an output when the output from the count value monitoring means is input, that is, when the advance detection signal from the inward advance detection means is input while the count value remains unchanged.

The correcting means cancels the train presence judgment of the train presence/absence judgment section corresponding to the on-line section to which the on-line position monitoring means outputs based on the output of the gate means. .

[Example of this invention] Next, one embodiment of the present invention will be described based on the drawings.

Embodiment I Figure 1 shows a system in which wheel counters are connected to magnetic wheel detectors installed at both ends of a truck, and both wheel counters are used to determine whether there is no train fA from the train presence determination section corresponding to the truck. An example of a train detection device using a known determination method is shown in which, when the count value of the re-counter does not match, it is determined that there is a train, and if they match, it is determined that there is no train. .

In FIG. 1, only a configuration corresponding to a 31-rack is shown, by way of example.

That is, the train detection device in this case provides wheel detectors A1 to A8 at both ends of each track Tl to '1'3 that divides the track R into arbitrary ranges, and calculates the detection output of each wheel detector by counting the wheels. 81 to BB, and the counted value is sent to the central device S via the transmission line. The central system 2S has train presence/absence determination units c, 1- to C1 corresponding to each track.

Each train presence/absence determination unit C, ~C1 is given the count value (for example, ci, co) of the wheel counters at both ends of each track,
Both needle values are constant (for example, ei>co, ci≦co
) is satisfied, the presence or absence of a train is determined for the relevant track, and depending on the determination result, a train presence determination signal 01+02+... or a train absence determination signal ej+ is issued.
It is configured to output e2+... Each of the train presence/absence determination units C1 to C1 may output a determination signal that changes from a high level to a low level in response to the determination of the presence or absence of a train.

The determination output signals of the train presence determination units 01 to C1, that is, the train presence determination signal 0 and the train absence determination signal e, are given to an automatic blocking device (not shown). This automatic blocking device blocks or opens a track by controlling the signal display of a traffic light installed for each track.

Further, the train absence determination signals e of the train presence determination units C, , C2, and C1 are provided to the control units Di, D2, and D3, respectively. As a result, each control unit detects the wheel detectors AI+Az, A3 at both ends of the corresponding track, respectively.
, A4, As.

Wheel counter Bj, B2 that counts the detection output from A9
, B3, Ba, Bs, Be with clear control signal cs
and clear the count value. That is, based on the train's advance, the wheel count value of the truck concerned is set to 0 and the wheel detection of the next train is made to wait.

The above is the configuration of the conventional train detection device.

In order to achieve the above object, the device according to the invention has the following features:
Track position monitoring that monitors the current position of the tail end of each train on a track-by-track basis using signals from the train presence determination units 01 to C3 of each track, and outputs signals tr1, jr, , jr3 indicating the track section. It has means E.

This on-track position monitoring means E detects the track next to the track when the judgment output signal input from the train presence/absence judgment parts 01 to c3 changes from the train presence judgment signal 0 to the no train judgment signal e for each track. It is determined that the last train is on the line and stored.

Then, while the last track location is stored for that track, the track location signal tr1, tr2, or tr is output from the output terminal corresponding to the track among the output terminals corresponding to each track.

The track location signal from the track location monitoring means E is given to the counted value monitoring means F on one side and to the inward advance monitoring means G on the other hand.

The count value monitoring means F includes a gate section F1 and a change presence/absence determination section F2 that determines whether or not there is a change in the count value.

The gate section F1 has a gate corresponding to each track on a one-to-one basis, and each gate is opened by being given a track presence section signal corresponding to each track of the track position monitoring means. At that time, the wheel counter B1+B at the starting end of each track
3, the wheel count value given by B5 is given to the change presence/absence determination section F2 in the subsequent stage.

The change presence/absence determination unit F2 initially initializes the wheel count value output by the wheel counter corresponding to the starting end of the track where the last train is on the line via the gate unit F1 at the time when the on-track section signal is input to the gate. This initial value is compared with the counted value that is subsequently taken in, and based on the presence or absence of a difference, it is determined whether or not there is a change in the counted value, and as long as there is no change, a signal to that effect is sent to the next gate means. Output to H.

In other words, the counting value monitoring means F checks whether or not there is a change in the wheel count value at the starting end of a certain track while memorizing the track position of the last train from the time when the last train enters the track. This is to determine whether a following train has entered the track.

The inward advance monitoring means G, which has received the on-line section signal from the on-line position monitoring means E, determines whether the on-line position monitoring means E has detected the advance of a train with respect to a predetermined truck located inward of the truck indicated by the input on-line section signal. For example, in FIG. 1, when the last on-line section signal for truck T1 is input, the inward advance monitoring means G monitors whether the track is proceeding from the next track T2 or from track T3 one after another. If the presence or absence is monitored, and if the R trailing section signal for truck T2 is input, the inward advancement monitoring means G monitors the presence or absence of advancement from the next truck T or one truck after another.

When the inward advancement monitoring means G detects advancement, it outputs a signal to that effect to the gate means H.

While the gate means H receives a judgment signal indicating no change from the count value change monitoring means F, the inward advance monitoring means G
When the advance detection signal is inputted from the input signal, the output condition is satisfied and the signal is output to the correcting means I at the next stage.

Based on the input, the correction means I causes the last place memory corresponding to the outer track in which the last place of the train was stored to be canceled, and controls the control units D1 and D2 corresponding to the track.
Or give control signal a, b or C to D3.

Each control section resets the wheel counters B at both ends of the track by inputting this control signal, so the input to the train presence determination section C no longer satisfies the predetermined condition, and the train presence determination by the determination section is canceled. be done.

With the above configuration, if all the wheel detectors A1 to A6 perform normal detection operations, when the train enters each track, the count values of the wheel counters corresponding to both ends of that track become ci>co. Therefore, when it is determined that there is a train on the track, and when the train advances from that track, the above-mentioned count value becomes the relationship ci=co, and it is determined that there is no train. Then, based on the change in the judgment output signal from the train presence/absence judgment section C of that truck, that is, the change from the train presence judgment signal 0 to the no train judgment signal e, the track position monitoring means E determines whether the train is at the last position of the train. is on the next track. Similarly, based on the determination signal from the train presence/absence determination unit corresponding to the next track, the last track location memory is sequentially shifted.

In this case, while the tail end of the train is in one rack 1, it is normal that the advance from the predetermined inner track set in the inward advance monitoring means G is not detected. Since the output condition of the means H is never satisfied, the correction means acts unduly [7], and the train presence judgment of the train presence judgment unit corresponding to the truck on the line is not canceled.

On the other hand, any wheel detector, for example, the wheel detector A1 at the starting end of the track T1 as shown in FIG.
If a false detection is made, it is determined that there is a train on track T1, and a stop sign is given to the train TR traveling on track T1 outside of °C1, but the driver can confirm that there is a train at low speed. It is customary for the train TR to enter T1, and the train TR enters T1 as shown by the dotted line in Figure 2.
The track position monitoring means E stores that the tail end of the train is on the track at T1 when the train advances from the track.

Based on the on-line section signal tr1 output by the on-line position monitoring means E at the time of advance to To, the gate section F1 of the count value monitoring means F is
opens the gate corresponding to the truck Tl, and takes in the count value cl of the wheel detector A1 that has detected the error as an initial value into the change presence/absence determination unit F2.
While this continues, the count value is monitored, and the initial value and the count value input thereafter are compared to determine whether or not there is a change in the count value of the wheel counter A1. If there is no change in the counted value, it is output to the gate means H.

Even if the train TR actually advances from T1 to 1'2,'
c5 for r1. = c o I won't yell, so
It is still remembered that the last end is at 1.1.

On the other hand, the inward advance monitoring means G uses the train presence/absence determining section C2 based on the track location signals t and r1 from the track location monitoring means E.
The judgment signal input from the train is monitored to check whether the advance of the train from the inner track 'r2 of T1 is detected. When it is detected by the judgment signal from the train judgment unit C2 that the train `rR, which is shorter than the length of the track `I゛2, has advanced from `r2 to 1゛3 as shown by the solid line in FIG. Since the monitoring means G outputs the signal, if no following train has entered the track T1 by that time, the gate means H outputs the signal to the correction means I because the output condition is satisfied. .

Therefore, the first correction stage 1 is the track 'I''2 where advance was detected.
A control signal a is output to the control unit D1 of the train presence/absence determination unit C1 corresponding to the track ``[1'' that stores the immediately preceding or predetermined outermost tail. As a result, the wheel counters Bl and B2 of the truck T1 are cleared, so the truck 'I
The train presence determination of the train presence/absence determination section 1 is canceled.

That is, the continuation of the train presence determination based on the false detection is stopped, and the blockage for the truck is automatically released.

As a result, the hindrance to train operation is limited to - only affecting the traveling speed of the train.

In FIG. 1, components E to (2) can be constructed using a microcomputer.

Example ■ Figure 3 shows a ring counter type wheel counting system that increments →-1 or -1 depending on the traveling direction of the wheel (upward or downward direction) every time one train wheel is detected at the boundary of the track. A register is provided to store the count value of the wheel counter corresponding to both ends of the track, and the wheel count value of both ends of the track is set to 1/register for each track when there is no train. , for each track, calculate the difference between the current count value (current value) of the wheel counters at both ends and the value stored in the register, that is, the number of wheels entering and exiting the track, and calculate the difference for one track. An embodiment will be described in which the present invention is applied to a novel train detection device that determines the presence or absence of a train for the truck/truck based on whether the sum of O or not.

FIG. 3 also shows only the configuration corresponding to tracks T to T3.

The train presence/absence determining unit C1 corresponding to one track T1 is as follows:
It has a set section C11, a register C12, and an arithmetic section C13. Other track T2,
T3, determination unit C2, . . . also have a similar configuration.

The set section C11+CZ 1 +... sets each track T,, T2 . T5. Wheel detector A located at both ends of...
I, A2, A2, A:i, A3, Aa
The count value bl of wheel counters 81 to Bm configured with ring counters that count the detection output of.

b2 , bz + h3 , b3 , bz are given, and as will be described later, when the set command ms is input by the operator as a clear at the time of startup of this invention device, or from the control units D1 to D3, respectively. When the set control signals asl to as3 are input, the given count value is set in the corresponding register C1□*C22+C32. The count values stored in the registers are used by the respective calculation units C13, C23, and C33.

When the device is started up, all registers c, 2, C2, etc. are not set, so the calculation unit does not determine whether there is a train (it remains determined that there is a train), and the staff does not check whether the truck is present or not. When it is confirmed that there is no train and the train is cleared using the clear button (not shown) connected to the set section, the set sections c, , c2, . Wheel counter in area B,,B2. B, ... count value b1゜b2,
b,,'o3... are set, and the relevant judgment unit C,,C,
The presence or absence of a train can be determined by the calculation units C13+C23...

The count values of the wheel counters corresponding to both ends of each track are calculated by the calculation units C13 and C23 of each determination unit.

...is also always given. Then, each calculation unit calculates the number of wheels entering and exiting the truck by using the current value given from the wheel counter and the value stored in the register according to a predetermined formula, and calculates the sum of the numbers. Depending on whether the value is 0 or not, it is determined whether or not there is a train for a corresponding track.

In order to facilitate understanding of the determination calculation, the case of one track T1 will be explained based on FIG. 2.

To determine the presence or absence of a train, the calculation unit C13 uses the i-wheel counter B, .
Using the current count value b1+b2 of B2 and the stored value -1b2 of the register REI, the process is performed through a process of counting the number of approaching and exiting wheels and a process of determining the absence of a train, as follows.

(a) Counting the number of approaching and exiting wheels The wheel counters B, B2 count the number of wheels at both ends P of the truck T1.
At i+P2, the number of wheels entering and exiting the truck T1 is determined based on the output from the wheel counter. Now, the number of approaching wheels detected at each end p1p2 is △b1゜Δ
b2, these values are determined by the following formula.

■△bl =b, -t)1 ■ΔE)2 ”bz -Elz ■ is the number of approaching wheels from pl, and ■ is the number of approaching wheels from P2. Since it is the opposite, the direction of subtraction is said to be opposite.

The above calculation is performed using a 10-bit register, ignoring carry and undercarriage. To indicate 0mI, (1) -4=500~504 (3rC") (IF4') (1r8') (
2> 4= 2 -1022 (0041') (0(12') (3FE"
)(3) -4=1022-2 (3FC') (3FE') (002H)
becomes.

The above 3FC' becomes -4 in two's complement.

Therefore, if the difference value is positive, it represents the number of wheels entering, and if it is negative, it represents the number of wheels advancing.In the above example, (1) is 4 wheels advancing, (2) is 4 wheels entering, (3) means the advance to four wheels. The number of entry and exit wheels at each end is also stored in a 10-bit register.

(b) The train-free determination calculation unit C further calculates the sum of the differences obtained by calculating the above-mentioned predetermined formula, and checks whether the sum satisfies the condition of the following formula, △b1+△b2=0, When this condition is met,
That is, when the total number of wheels entering and exiting the track T1 is "0", it is determined that there is no train on this track T1.

In the case of the sum of the differences as well, the calculation is performed using a 10-bit register, and carry and fall are ignored.

For example, if the above equation is -4,+4+=0 (3FC')(004')! 000'), it is determined that there is no train for track T1.

When the calculation unit C1N determines that there is no train, it outputs a signal e1. This output signal e1 is given to an automatic closing device (not shown), and is also given to the set part C1m via the control part D1, as in the case of the first embodiment described above. The automatic blocking device opens track T. Based on the signal input, the set section ell sets the current values of the wheel counters B1 and B2 corresponding to both ends of the truck at that time in the register C1□ corresponding to the truck underwork.

E in FIG. 3 has the same configuration as the line position monitoring means E in FIG. Although correction means are connected, their configurations and operations are all the same as those described based on FIG. 1, so their explanations will be omitted.

In other words, the present invention uses the above-mentioned ring counter to measure both ends of each track by using a wheel counter that does not require permanent reset after setting the ring counter. The system is similarly applied to a train detection device that determines the presence or absence of a train at each track based on a predetermined calculation result for the wheel count value in Thus, it is possible to prevent trouble in train operation due to the above-mentioned false detection.

[Effects of the Invention] As described above, the train detection device according to the present invention monitors the current position of the rear end of the train based on the signal from the train presence determination unit corresponding to each track, and detects the i-rear end of the train. monitors whether there is a change in the count value at the approach end of the truck that has entered the track, and while the track is still judged as having a train, from the inner track of the track whose last position is memorized without any change in the count value. If the advance of a train is detected, it is determined that the last memory is due to a false detection by the wheel detector, and the wheel count value of the track that remembers the tail of the fet is reset to determine the presence of a train. , so false positives are automatically detected and
Moreover, the misjudgment is automatically canceled.

Therefore, the train operation can be continued under normal conditions without any hindrance to the train operation due to false detection.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of an embodiment of the present invention.
FIG. 2 is a conceptual diagram illustrating the effect when the wheel detector makes a false detection in relation to the train's advancing position, and FIG. 3 is a block diagram showing the configuration of an embodiment of the pond according to the present invention. R...Track, T1-1゛,...Truck, A1-A6...Wheel detector, B1-BB...Wheel counter, C1-C1...Train presence/absence determination unit, D, ~ D3...control unit, )...track position 1 monitoring means, F...count value monitoring means, G...inward advance monitoring means, H...gate means, I...correction means .

Claims (1)

[Claims] The detection outputs of wheel detectors installed at both ends of a block section are counted, and the presence or absence of a train in the block section and the location of the train are determined based on whether or not the two counts have a predetermined relationship. (a) A train detection device that monitors the current position of the last train in each block section using signals from the train presence determination unit corresponding to each block section, and outputs a signal indicating the section where the train is on the track. (b) Monitoring the presence or absence of a change in the wheel count value at the starting end of the same section based on the last line presence section signal output by the track position monitoring means, and while the wheel count value remains unchanged; (c) monitors whether or not a train is advancing from a predetermined section inside the section based on the on-track section signal output by the on-track position monitoring means, and outputs when the on-track advance is detected; (d) gate means that outputs an output when an inward advance detection signal is input from the inward advance detection means while inputting the output from the counted value monitoring means; and (e) the gate. A train detection device comprising: correction means for canceling the train presence determination of the train presence/absence determination section corresponding to the train section to which the train position monitoring means outputs based on the output of the means.