JPH07165074A - Control distance monitoring method for train detecting unit - Google Patents

Abstract

PURPOSE:To obtain the control distance of a train detecting unit in a short time with a little labor, and to monitor the control distance. CONSTITUTION:The reset time of a relay BDC of a train detecting unit 5 for starting point, which is reset when a train at a constant length approaches an alarm starting point 3 and which is operated when the train passes through it, and the operation time of a relay CDC of a train detecting unit 7 for finish point, which is operated when the train approaches an alarm finish point 6 and which is reset when the train passes through it, and the average speed of the train between the train detecting unit 5 for starting point and the train detecting unit 7 for finish point are automatically obtained by the computer processing in a maintenance block for years independently of weather, namely, fine weather and rainy weather, and fluctuation of change of power source voltage. Control distance of the train detecting units 5, 7 are statistically obtained on the basis of these obtained values with an aged distribution curve. Difference of the control distance from the control distance at the normal time due to the weather of the initial time of a measurement and due to a change of power source voltage is monitored.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control distance monitoring method for train detectors.

[0002]

2. Description of the Related Art Conventionally, in the control of a railroad crossing alarm, a train detector for a starting point is provided at an alarm starting point to start an alarm, and a train detector for an end point is provided at an alarm ending point to end the alarm. The train control distance of both train detectors fluctuates due to the leakage conductance of the track due to weather, etc. However, if the fluctuation exceeds the range due to the secular change of equipment, the train detectors must be readjusted.

[0003]

By the way, the measurement of the train control distance by the conventional train detector is performed manually between the rails from the front to the rear of the rail connection points of both train detectors at the alarm start point and the end point. At the starting point, the section where the relay of the starting point train detector is restored (control distance) is measured, and at the ending point, the section where the relay of the ending point train detector operates is measured. Therefore, a lot of labor and time are spent.

[0004]

Therefore, the present invention solves the above-mentioned conventional problems, and it is not necessary to go to the site and manually short the rails to measure the train detection range of the train detector. An object of the present invention is to provide a control distance monitoring method for a train detector that can monitor the control distance by obtaining the control distance by the detector with a small amount of labor in a short time.

[0005]

In order to achieve the above object, the present invention is a relay for a starting point train detector which operates when a train with a constant train length is restored when the train approaches an alarm starting point and passes by. The time when the train is recovering, the time when the train of the relay for the end point train detector that operates when the train approaches the alarm end point and recovers when the train passes, and the train detector for the starting point The average speed of the train between the end point train detectors is automatically calculated by computer processing in the maintenance area over a period of years regardless of the change in fine weather, rainy weather, or changes in the power supply voltage. Draw a curve to statistically calculate the control distance of the train detector, and monitor how much this control distance differs from the control distance when the measurement was initially started in fine weather and rain, or when the power supply voltage changed normally. Characterized in that it.

[0006]

[Operation] As described above, the control distance of the train detector is statistically obtained by drawing the distribution curve over time, and this control distance is the control distance when the weather is initially measured, when it is fine and when it is raining, or when the power supply voltage is normal. The difference between the train detector and the train detector is to be monitored, and it is possible to decide when to re-adjust the train detector.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1A is a layout view of a train detector for controlling a level crossing alarm on one side of a double track section. Reference numeral 1 is a railroad crossing. Near the alarm start point 3 of the railroad crossing alarms 2 and 2a installed around the railroad crossing 1, oscillation will stop when the rails 4 and 4a are short-circuited by the train axle, and the built-in relay A train detector 5 for a closed circuit type starting point that restores BDC is installed, and near the alarm end point 6 of the railroad crossing 1, oscillation occurs when the rails 4 and 4a are short-circuited by the axle of the train and the built-in An open circuit type end point train detector 7 in which a relay CDC operates is installed.

In the alarm control, when the train approaches the railroad crossing 1 and reaches the alarm starting point 3, the rails 4 and 4a are short-circuited by the train axle, and the relay BDC of the train detector 5 is restored. The operating contact opens, which allows
As shown in (B), the starting point detection relay BPR housed in a device box (not shown) is restored. When the relay BPR is restored, the control relay SR is restored and the restored state is maintained by opening the operating contact, and when the relay SR is restored, the railroad crossing alarm is issued by an alarm control circuit (not shown). On the other hand, when the train reaches the alarm end point 6, the relay CDC of the train detector 7 operates by short-circuiting the rails 4 and 4a with the axle of the train, and the control relay SR operates and operates by the operating contact. Retaining the condition, when the train passes the warning end point 6,
The level control device stops the alarm by the alarm control circuit.

FIG. 2 is a block diagram of a measuring device 8 installed at a railroad crossing site for measuring the control distance of both train detectors 5 and 7, and a monitoring device 11 installed in a maintenance area via this and transmission terminals 9 and 10. Is shown. In the measuring device 8, 13 is a multiplexer (MP
X), 14 are A / D converters, and 15 is a CPU. In the monitoring device 11, 17 is a train discriminator, 18 is a CPU, and 19 is a display.

The operation of this embodiment will be described below. First, a train discriminator 17 provided in the monitoring device 11 in the maintenance area discriminates, for example, a high-speed train running on a substantially constant speed with a constant train length from the train schedule. When it is found that this train approaches the level crossing 1, the train discriminator 17 issues a measurement command to the CPU 15 of the measuring device 8 via the transmission terminals 10 and 9. When the train approaches the starting point 3, the built-in relay BDC of the train detector 5 is restored, and when the train passes the starting point 3, the relay BDC operates. While the relay BDC of the train detector 5 is restored, the relay BPR is restored, and the voltage that was always input (at the time of operation) is not input to the multiplexer 13,
A counter (not shown) in the CPU 15 measures the time T2 during that period (see CD in FIG. 1).

When the relay BPR is restored, the relay S
Since R also recovers and the voltage that was always input (at the time of operation) does not enter the multiplexer 13, the time T
1 is the same as the above, the counter in the CPU 15 starts measuring,
When the train reaches the end point 6, the relay C of the train detector 7
Since the DC operates and the relay SR operates by the operating contact and the voltage is input again, the counter in the CPU 15 terminates the measurement of T1 (see FIG. 1CD). That is,
The time T1 at which the train runs from the starting point 3 to the ending point 6 is measured by this.

When T1 is measured, the distance L1 from the starting point 3 to the ending point 6 is divided by T1 in the CPU 15, and the average train speed V during that period is obtained. When the train reaches the end point 6, the relay CDC of the train detector 7 operates, so that the voltage input to the multiplexer 13 disappears, T3 starts to be measured, and when the train passes the end point 6, the relay CDC Is restored, so re-enter the voltage,
The measurement of T3 is terminated (see FIG. 1CD). As a result, the time T3 during which the relay CDC of the train detector 7 is operating is measured.

Since the average speed V of the train is measured as described above, T2 × V (the relay BDC of the starting point train detector 5 has been restored, assuming that the starting point 3 and the ending point 6 have traveled at the same speed V). Length) -train length = starting point train detector 5
Control distance of T3 × V (the length of the relay CDC of the stop point train detector 7 operating) -train length = control distance of the stop point train detector 7. The CPU 15 of the measuring device 8 transmits the data of the measured control distances to the monitoring device 11 in the maintenance area via the transmission terminals 9 and 10.
It is transmitted to 18 and displayed on the display 19.

The train speed is not always constant, and the control distances of the start point and end point train detectors 5 and 7 also fluctuate. Therefore, when the control distance fluctuations are statistically calculated, a normal distribution is formed. Therefore, if the control distance is continuously measured for, for example, half a year or one year, the statistical value will deviate. The data of the control distance measured by the CPU 15 is transmitted to the monitoring device 11 in the maintenance area, statistically processed by the CPU 18, and displayed on the display 19 as shown in FIG. 3 (A). In addition, the control distance due to fine weather and rain, and the control distance due to changes in the power supply voltage are measured by the CPU 15 at the beginning of measurement (herein, refer to a certain period such as one month) and transmitted to the monitoring device 11. The control distance and the control distance due to the change in the power supply voltage are statistically processed by the CPU 18 and displayed on the display 19 as shown in FIGS. 3 (B) and 3 (C). That is, although the secular change of the device is included in FIG. 3A, the secular change is not included in the cases of FIGS. 3B and 3C because it changes regardless of the secular change of the device. In FIG. 3 (A), the distribution curve deviates toward the longer side (right side in FIG. 3A) or the shorter side (left side in FIG. 3A) compared to the value at the beginning of measurement, which is the control distance due to fine weather and rain at the beginning of measurement (Fig. 3B) and the control distance (Fig. 3C) due to a change in the power supply voltage exceeds a normal range and deviates by more than a certain range, it is considered that the train detectors 5 and 7 have changed over time, and the deviated value is the original measurement value. The train detector is readjusted so that it becomes the value at the normal time.

As a simple method, the traveling speeds of the trains are almost the same at the same location, and in the case of a train of one-car train, the operating contact point of the relay BDC of the starting point train detector 5 is restored. Train detector for time and end point 7
The operating time of the operating contact of the relay CDC is the shortest. Since this time is the time when the train detector is restored or the operating control distance plus the train length is divided by the traveling speed, fluctuations in the control distance can be indirectly measured.
Therefore, even if the train is not searched from the timetable, the train recovery and operation time in the shortest time are statistically measured, the distribution curve is calculated, and the variation over time is calculated. It is also possible to obtain the distribution curve. In this case, the power supply voltage is also constant and its fluctuation is not considered.

[0016]

As described above, the present invention recovers when a train with a fixed train length approaches the alarm starting point and operates when the train passes for the starting point when the relay of the starting point train detector is restored, The operating time of the relay of the train detector for the end point, which operates when the train approaches the alarm end point and is restored when the train passes, and between the train detector for the start point and the train detector for the end point The average speed of the train is automatically calculated by computer processing in the maintenance area over the years regardless of fluctuations in power supply voltage during fine weather and rain, and a statistical distribution curve is drawn by drawing a secular distribution curve from these calculated values. The control distance of the detector is calculated, and it is monitored how much this control distance differs from the control distance when the weather was initially measured, whether it was fine weather or rain, or when the power supply voltage changed normally. Therefore, the control distance of the train detector, which was obtained by manually shorting the rails, can be automatically calculated in the maintenance area by statistically processing the secular change, and when there is a change in the control distance, the train detector There is an excellent effect that the readjustment can be dealt with promptly and the maintenance can be rationalized.

[Brief description of drawings]

FIG. 1 (A) is a layout view of a railroad crossing alarm control train detector on one side of a double track section, (B) is a relay circuit diagram housed in an equipment box (not shown), and (C) shows various voltages. Circuit diagram, (D) is a voltage time chart.

FIG. 2 is a block diagram showing a device installed at a railroad crossing site for measuring a control distance of a train detector and a monitoring device installed in a maintenance area via the device and a transmission terminal.

3 (A), (B), and (C) are graphs showing statistically processed data of control distance and the like over time.

[Explanation of Codes] 1 Railroad crossing 2, 2a Railroad crossing alarm 3 Alarm start point 4, 4a Rail 5 Train detector for start point 6 Alarm end point 7 Train detector for end point 8 Measuring device 9, 10 Transmission terminal 11 Monitoring apparatus

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Nao Taguchi 1-4-1, Mei Station, Nakamura-ku, Nagoya, Aichi Prefecture Tokai Passenger Railway Co., Ltd. (72) Ryuji Ichikawa 2-chome, Nakaike, Ota-ku, Tokyo 20 No. 2 Daido Signal Co., Ltd. (72) Inventor Nobuyuki Taguchi 2-20-2 Nakaikeue, Ota-ku, Tokyo Daido Signal Co., Ltd.

Claims (1)

[Claims] 1. A train approaching an alarm end point during a time when a relay of a train detector for a start point which operates when a train with a fixed train length approaches an alarm start point is restored. The train operating time for the relay of the train detector for the end point, which operates when the train passes and the train for the end point, and the average speed of the train between the train detector for the start point and the train detector for the end point are respectively fine weather conditions. The control distance of the train detector is calculated statistically by drawing a secular distribution curve from these calculated values automatically by computer processing in the maintenance area over the years regardless of time and rain or fluctuations in power supply voltage. A control distance monitoring method for a train detection device, characterized in that the control distance is monitored to a degree different from a control distance in a fine weather and a rainy weather at the beginning of measurement or in a normal time due to a change in power supply voltage. .