JPH0815292A - Train speed detecting apparatus, train acceleration detecting apparatus, and crossing gate arm controlling apparatus - Google Patents

Abstract

PURPOSE:To provide a train speed detecting apparatus, a train acceleration detecting apparatus, and a crossing gate arm controlling apparatus for which signal transmission wire does not need installing between a railway car detecting apparatus and a computer. CONSTITUTION:Light emitting sources (3-1)-(3-5) are installed at a constant distance L from one another along a railway and these light emitting sources (3-1)-(3-5) are monitored by a photosensor of a main apparatus 4. Based on the output of the photosensor, the alteration (the decrease, the increase) of the number of the light emitting sources is detected and based on the timing Tj, Tj-1 of the detection, a railway car speed Spj is calculated from an expression Spj=K/(Tj-Tj-1). A railway car acceleration Acj can be calculated from an expression Acj=(Spj-Spj-1)/(Tj-Tj-1).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train speed detecting device for use in an automatic train control device, a railroad crossing barrier control device, a train acceleration detecting device, and a railroad crossing barrier control device using this train speed detecting device. Is.

[0002]

2. Description of the Related Art In a conventional railroad crossing barrier control device, when the train reaches a certain distance from the railroad crossing, for example, 900 m, the barrier rod starts to descend. However, in this method, the shutoff rod is started to descend according to the highest speed train to ensure safety, and when a low speed train approaches, useless waiting time occurs.

On the other hand, for example, Japanese Patent Laid-Open No. 60-486.
According to the invention described in Japanese Patent Laid-Open No. 5-9, along the line, Japanese Patent Laid-Open No. 55-9 is used.
It has been proposed to dispose a plurality of axle detectors as disclosed in Japanese Patent No. 3077 to detect the speed and acceleration of the train and determine the closing start time of the railroad crossing gate by the speed or acceleration.

9 and 10 are explanatory views of this conventional example. In FIG. 9 (conventional example 1), a train 51 travels in the direction of the arrow, and the axle detector 5 is arranged along the track.
Pass near 2,53. The train 51 has an axle detector 52,
The time required to travel the distance L1 between 53 is the difference t1 between the times when the axles are detected by the axle detection circuits 54 and 55, and the speed V of the train 51 is V = L1 / t1.

In FIG. 10 (conventional example 2), a train 61
Travels in the direction of the arrow and passes near the axle detectors 62 to 65 arranged along the track. The speed at which the train 61 travels the distance L1 between the axle detectors 62 and 63 is obtained as described above, and is referred to as V1. Similarly, the train 61 has a distance L1 between the axle detectors 64 and 65.
The speed at which the vehicle runs is V2. Here, if the time difference of axle detection by the axle detectors 64 and 65 is t2,
The train acceleration α is α = (V2-V1) / t2.

[0006]

In the conventional example 1 and the conventional example 2 described above, a plurality of signal transmission lines for transmitting the detection signals are provided between the respective axle detectors and the arithmetic units for calculating the speed and the acceleration. Need to be provided.

[0007] This signal transmission line is difficult to secure the installation location and installation work especially when a large number of axle detectors are provided over a wide range, and maintenance of a large number of axle detectors and their transmission lines is required even after the installation. There is a problem that some work is required.

The present invention has been made under such circumstances, and a train speed detecting device, a train acceleration detecting device, which does not require a signal transmission line between a train detector and a computing device, Another object of the present invention is to provide a railroad crossing blocking rod control device using this train speed detection device. The purpose of the railroad crossing barrier control device is also to take fail-safe into consideration.

[0009]

In order to achieve the above object, in the present invention, a plurality of light emitting sources are arranged along a line,
The light source is monitored by an optical sensor.

More specifically, the present invention relates to a train speed detecting device as shown in the following (1), a train acceleration detecting device as shown in the following (2), and a railroad crossing blocking rod control device as shown in the following (3). , (4) and these devices (5)
Configure as follows.

(1) A plurality of light emitting sources arranged at predetermined intervals along a line, an optical sensor for monitoring the plurality of light emitting sources, and a light emitting source for detecting a change in the number of the light emitting sources detected by the optical sensor. A train speed detecting device comprising a number change detecting means and a train speed calculating means for calculating a train speed based on the timing of detecting the number change of the light emitting sources of the light emitting source number change detecting means.

(2) A train speed detecting device according to (1) above, and a train for calculating train acceleration based on the timing of detecting a change in the number of light emitting sources in the train speed detecting device and a plurality of train speeds detected by the device. A train acceleration detecting device comprising an acceleration calculating means.

(3) The train speed detecting device described in (1) above, and as the train speed detected by the train speed detecting device becomes smaller, the descending timing of the railroad crossing barrier is set to the descending timing at the highest train speed. And a control means for controlling so as to further delay the railroad crossing blocking rod control device.

(4) The railroad crossing barrier control device according to (3), wherein when an error occurs in detecting the train speed, the control means sets the lowering timing of the barrier to the lowering timing at the maximum train speed.

(5) Train approach detecting means for detecting that a train approaches a plurality of light emitting sources, train passing detecting means for detecting that a train has passed the plurality of light emitting sources, and train approach detecting means. (1) to ((1) to (3), which is provided with a light emitting source blinking means for turning on the plurality of light emitting sources when a train approach is detected by, and for turning off the plurality of light emitting sources when the train passage detecting means detects a train passage. The apparatus according to any one of 4).

[0016]

With the configuration of (1), the light source is monitored by the optical sensor, and the train speed is calculated based on the timing of the change in the number of the detected light sources.

In the above configuration (2), the train acceleration is calculated based on the detected train speeds and the timings of changes in the number of light emitting sources. In the configuration of (3), the descending timing of the shutoff rod is controlled so as to be delayed from the descending timing of the highest train speed according to the train speed, and in the configuration of (4), an error occurs in detecting the train speed. At this time, the lowering timing of the shutoff rod is controlled to be the lowering timing at the highest train speed. In the configuration of (5), the light emitting source emits light only when it is necessary to calculate the train speed and acceleration.

[0018]

EXAMPLES The present invention will be described in detail below with reference to examples.

(Embodiment 1) FIG. 1 is an explanatory view of a "train speed / acceleration detecting device" which is Embodiment 1. In the figure,
Reference numeral 1 denotes a train whose speed and acceleration are to be detected, which travels in the direction of the arrow and reaches the position indicated by the alternate long and short dash line 2 after a certain time. 3-1 to 3-5 are light emitting sources arranged at intervals of a distance L along the line. 4 is a light emitting source 3-1 to 3
The main device includes an optical system for monitoring 3-5, an optical sensor, and a calculation unit that calculates a train speed and a train acceleration based on the output of the optical sensor.

FIG. 2 is a flow chart showing the operation of this embodiment. The operation of calculating the train speed and train acceleration will be described with reference to this flowchart. In addition,
In the figure, S1 to S13 are numbers indicating the steps of the calculation process.

The start of the operation in the flow chart is based on the measurement command generated when the power of the main unit is turned on or the train approaches.

When starting, in step 1 (S1),
Reset the timer T and counter C. In S2, the number H _{0 of} light emission sources projected on the photosensor is detected. It is now assumed that the train 1 is traveling in the position indicated by the solid line in FIG. 1 in the direction of the arrow. At this time, the light sensor of the main device 4 is connected to the light source 3
-1 to 3-5 are all projected, and the number of light emission sources H ₀ = 5
Becomes

The number H _i of light emission sources is detected again in S3, but if the tip of the train 1 has not reached the position of the light emission source 3-1.
The number of light emission sources H _i = 5, and the number of light emission sources H detected last time in S4
_{Since i−1} = H ₀ = 5, H _i = H _i−1 , the process returns to S3, and the number of light emitting sources H _i is detected again. This S3, S
The operation of 4 is repeated until the tip of the train 1 reaches the position of the light emission source 3-1.

When the tip of the train 1 reaches the position of the light emission source 3-1, and the light emission source 3-1 is covered with the tip of the train 1 when viewed from the main unit 4, the light emission source detected in S3. The number H _i becomes 4. At this _{time, H i = 4, H i} -1 = 5 since H _i ≠ H _i-1 becomes at S4, the timer T passes to S5 is started. In step S6, the number H _j of light emission sources is detected again. At this time,
Since the tip of the train 1 has not yet reached the position of the light emitting source 3-2, H _j = 4, and the number of light emitting sources detected last time is H _j-1 = H.
_i = 4 since a H _j = H _j-1 In S7, the process returns to S6, and detects the emission source number H _j again. The operations of S6 and S7 are repeated until the tip of the train 1 reaches the position of the light emitting source 3-2.

When the tip of the train 1 reaches the position of the light emitting source 3-2 and the light emitting source 3-2 is covered with the tip of the train 1 when viewed from the side of the main unit 4, the light emitting source detected in S6. Number H _j
Is 3.

Since the number H _j of the light emission sources detected this time is 3 and the number H _j-1 of the light emission sources detected the previous time is 4, H _j ≠ H _{j-1 in} S7. Change detection timing) T _j is detected. The timer value detected this time is T _j ,
Since the previous timer value is 0, the train speed Sp _j is set in S9.
Can be obtained by Sp _j = K / (T _j −0). K is a constant determined by the distance L.

The calculation of the train acceleration Ac _{j is started in} S10. Here, the current speed is calculated by Sp _{j as} described above, but the previous speed Sp _j-1 has not been calculated, so it cannot be calculated. Is.

In step S11, the counter value is increased from 0 to 1 and set to 1. The counter value C _i detected in S12 is 1
Therefore, in S13, C _i ≠ 4, and the process returns to S6.

The number H _j of light emission sources is detected again in S6, but since the tip of the train 1 has not reached the position of the light emission source 3-3,
Since H _j = 3 and H _j = H _{j-1 in} S7, the process returns to S6. In the operations of S6 and S7, the tip of the train 1 is the light source 3
It is repeated until the position of -3 is reached.

When the tip of the train 1 reaches the position of the light emission source 3-3, H _j = 2 in S6, H _j ≠ H _{j-1 in} S7, and the timer value T _j at that time is detected in S8. . In S9, the train speed Sp _j is calculated based on the current timer value T _j and the previous timer value T _j-1 . The previous timer value T _j-1 is the value when the tip of the train 1 reaches the position of the light emitting source 3-2.

In step S10, the train acceleration Ac _j is Ac _j = (Sp _j -Sp based on the speed Sp _j , the timer value T _j detected this time, and the speed Sp _j-1 , the timer value T _j-1 detected last time.
_j-1 ) / ( _Tj - _Tj-1 ).

In S11, the counter C is incremented by 1 and becomes 2, and in S13, C ≠ 4 and the process returns to S6. This S6 ~ S
The operation of 13 is repeated until the value C _{i of the} counter C reaches 4. In this way, the light emission sources 3-2, 3-3, 3
The train speed Sp _j near the positions of −4, 3-5 and the train acceleration Ac _j near the positions of the light emitting sources 3-3, 3-4, 3-5 can be detected.

When the counter value C _i becomes 4, C in S13
_{When i} = 4, the process returns to S1 and the timer T and counter C are reset. The number H ₀ of light emitting sources is detected in S2, but here, all the light emitting sources 3-1 to 3-5 are covered with the train 1, and H ₀ = 0.

In step S3, the number H _i of light emission sources is detected again. Here, all the light emission sources 3-1 to 3-5 are covered by the train 1, so that H _i = 0, and the number of generation sources H _i = 0 detected this time and the number of light emission sources H previously detected in S4. Comparing with _i−1 = H ₀ = 0, since H _i = H _i−1 , the process returns to S3. This S
The operations of S3 and S4 are repeated until the rear end of the train 1 reaches the position of the light emission source 3-1.

When the rear end of the train 1 passes through the position of the light emitting source 3-1 and the light emitting source 3-1 becomes visible from the main unit 4 side, H _i = 1 in S3 and H _i ≠ H in S4. _{Since it is i-1} , move to S5. The timer T starts again in S5. S6
The number H _j of light emitting sources is detected by, and the number H of light emitting sources detected this time is detected by S7.
_j is compared with the number H _j-1 of the light emission sources detected last time.

When the rear end of the train 1 passes through the position of the light emission source 3-2, H _j = 2 in S6, H _j ≠ H _j-1 in S7, the process proceeds to S8, and the timer value T _j is detected. In S9, the train speed Sp _j is calculated in the same manner as described above. Since the previous speed Sp _j-1 has not been calculated in S10, the train acceleration Ac
_j cannot be calculated.

The value C _i of the counter C is incremented by 1 in S11, C _i = 1 is detected in S12, and S _i is obtained when C _i ≠ 4 in S13.
Return to 6.

While repeating the operations of S6 and S7,
When the rear end of the train 1 passes the position of the light emission source 3-3, S6
At H _j = 3, and at S 7 H _j ≠ H _{j -1} at S 8
The timer value T _j is detected and the train speed Sp _j is calculated in S9. In S10, the train speed Sp _j detected this time and the timer value T
Train acceleration Ac _j is calculated from _j , the previously detected train speed Sp _j-1 , and the timer value T _j-1 . The counter value C _i is incremented by 1 in S11, C _i = 2 is detected in S12, and S13 is detected.
Then C _i ≠ 4 and the process returns to S6.

Until the counter value C _i becomes 4, S6 to S1
The operation 3 is repeated, and the light emission source 3-
Train speed Sp _j and train acceleration A near 4, 3-5
c _j is calculated. When C _i = 4 is detected in S12, S
Since C _i = 4 in 13, the process returns to S1 and the timer T and the counter C are reset. In S2, the train 1 has already emitted the light source 3-1.
Since it is not in a position covering 3-5, H ₀ = 5. Next train comes to S3, S4 operation is repeated and the tip of the next train passes through the position of the light emitting sources 3-1, H _i = 4 becomes in S3, following the speed of the aforementioned train 1, the acceleration detected The same operation is performed.

In this way, the train speed is calculated 8 times and the train acceleration is calculated 6 times for each train.

In this embodiment, each light emitting source 3-1 to 3-5 is used.
Since it is not necessary to provide a signal transmission line between the main unit 4 and the main unit 4, it is easy to install and is advantageous in terms of security. In addition, since the train speed and train acceleration can be detected many times, high reliability can be secured.

Further, in the present embodiment, a stationary light emitting source having a constant size, color and shape is used instead of monitoring the train itself which has various sizes, colors and shapes and moves at high speed. Since the signals are monitored, the signal processing is easy and the train speed and train acceleration can be accurately detected.

(Embodiment 2) FIG. 3 is a schematic block diagram of a "railroad crossing blocking rod control device" according to a second embodiment. In FIG. 3, reference numerals 21 and 22-1 correspond to the main device in the first embodiment (FIG. 1), monitor a plurality of light emitting sources arranged along a line (not shown), and check the timing of change in the number. This is the part that detects the train speed based on the above. The method of detecting the train speed is the same as that in the first embodiment, and the description thereof is omitted here.

Reference numeral 22-2 is a blocking rod control unit for controlling the timing of the descending and ascending of the railroad crossing blocking rod based on the train speed measured by the train speed measuring unit 22-1, and 23 is the blocking rod control unit 22. 2 is a railroad crossing control machine that drives a railroad crossing blocking rod (not shown) by a signal from -2.

The shutoff rod control unit 22-2 receives a train speed signal from the train speed measurement unit 22-1, and as the train speed becomes smaller, the descending timing of the railroad crossing shutoff rod is set at the maximum train speed. A signal delayed further from the descending timing is sent to the railroad crossing controller 23.

As a result, it is possible to eliminate the delay in the descending timing of the railroad crossing blocking rod and the unnecessary waiting time as the train speed decreases.

When the train speed measuring unit 22-1 generates an error such that the train speed cannot be measured a predetermined number of times, the shut-off rod control unit 22-2 controls the shut-off rod at the maximum train speed. The fail-safe operation is performed by sending the descending timing to the level crossing controller 23.

The timing of raising the railroad crossing blocking rod is the same as in the prior art, and the description thereof is omitted.

(Modification) FIG. 4 is an explanatory view of the arrangement of a video camera which is a two-dimensional optical sensor. In the first embodiment, the main device is arranged at the position of the camera 1 in FIG. In this case, if the line is linear and the light emitting source is arranged on a straight line, the projected image on the optical sensor of the camera is as shown in FIG.
The main device may be arranged at the position of the camera 2, and the projection image on the optical sensor of the camera at this time is shown in FIG.
(B) of. As described above, since the projected image of the light emission source is on a straight line, a one-dimensional line sensor can be used as an optical sensor.

When a video camera is used, geometrical transformation of the image as shown in FIG. 5C facilitates detection of the number of light emitting sources. That is, in FIG. 7C, since each light emitting source is located at the same position in the horizontal direction, when scanning the horizontal scanning line corresponding to each light emitting source, the luminance signal is latched at the same timing in the horizontal direction to determine whether or not the light emitting source exists. Can be detected easily and accurately.

Even when the line sensor is used, the position where the light emitting source is projected is determined in advance. Therefore, the presence or absence of the light emitting source can be easily and accurately determined by latching the signal of the position of the output of the line sensor. Can be detected.

In this way, only the signal of the position of the light emitting source is latched to detect the presence / absence of the light emitting source, so that the influence of noise at positions other than the position of the light emitting source can be avoided.

As another method for avoiding noise, the light source is energized with an alternating current or a modulated wave of a constant frequency, and only the signal of the constant frequency or the modulated wave is extracted from the output of the optical sensor to determine the number of the light source. May be detected.

As the installation form of the light emitting source, in addition to the line side shown in FIG. 4, the light emitting source may be embedded in a sleeper as shown in FIG. In this case, a halogen lamp may be embedded in a sleeper like a center line lamp of an airport taxiway, or when a camera and a light emitter are close to each other, laser light or an LED light emitting element may emit light through a lens.

As shown in FIG. 7, the railroad crossing blocking rod control device can be configured to have a self-diagnosis function. That is,
Each light source is driven by a different code signal, the camera receives it, and the diagnostic unit determines whether or not the code of each light source can be received. If not, an error warning is output. To do.

When laser light is used as a light emission source and is set far from the camera, the laser light has a strong light emission output, and it is dangerous for maintenance personnel of the track maintenance line to see it.

FIG. 8 shows that when a train approaches a condition (for example, an axle detector as shown in FIG. 9 can be used), the light emitting source starts to emit light and a train passes for a predetermined distance (for example, when a train crosses a railroad crossing. This light emission is stopped (under the level crossing end point detection condition indicating that the vehicle has passed). In this way, the light emitting element is not normally used, so that the life of the element is extended and the danger to the operator can be reduced. Further, when the light emitting element does not light up due to a failure when approaching the train, the shutoff rod may be lowered at the maximum speed.

The train approach detection described above can be performed by arranging a light source that is always lit far from the "plurality of light sources" of each embodiment and monitoring this light source by the main unit.

Although each of the embodiments detects the decrease and increase in the number of light emitting sources, it can be carried out by detecting only the decrease or the increase in the number of light emitting sources.

The light emission source is not limited to visible light, but infrared light can be used. In this case, the influence on the train driver can be eliminated.

In each of the embodiments, the train speed and train acceleration are calculated, but the present invention is not limited to this.
It can also be implemented in a form obtained by a table search.

The term "calculation" in the claims is used to include this table search method.

[0063]

As described above, according to the present invention,
It is not necessary to install a signal transmission line between the train detector and the arithmetic unit.
Problems such as security are resolved.

According to the third and fourth aspects of the invention, the fail-safe operation can be further performed.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of Example 1.

FIG. 2 is a flowchart showing the operation of the first embodiment.

FIG. 3 is a block diagram showing the configuration of the second embodiment.

FIG. 4 is an explanatory diagram of arrangement of optical sensors.

FIG. 5 is an explanatory diagram of geometric transformation of an image.

FIG. 6 is a diagram showing an installation example of a light emitting source.

FIG. 7 is an explanatory diagram of a self-diagnosis mechanism.

FIG. 8 is a block diagram of a modification of the second embodiment.

FIG. 9 is an explanatory diagram of Conventional Example 1.

FIG. 10 is an explanatory diagram of Conventional Example 2.

[Explanation of symbols]

 1 Train 3-1 to 3-5 Light emission source 4 Main device

Claims (5)

[Claims] 1. A plurality of light emitting sources arranged at predetermined intervals along a line, and an optical sensor for monitoring the plurality of light emitting sources,
A light emitting source number change detecting means for detecting a change in the number of light emitting sources detected by the optical sensor, and a train speed calculating means for calculating the train speed based on the timing of detecting the number change of the light emitting sources by the light emitting source number change detecting means. A train speed detecting device comprising: 2. The train speed detection device according to claim 1, and a train acceleration calculation for calculating a train acceleration based on a timing of detecting a change in the number of light emitting sources in the train speed detection device and a plurality of train speeds detected by the device. And a train acceleration detecting device. 3. The train speed detecting device according to claim 1, and, as the train speed detected by the train speed detecting device becomes smaller, the descending timing of the railroad crossing barrier is set from the descending timing at the highest train speed. A railroad crossing blocking rod control device comprising: a control means for controlling so as to further delay. 4. The railroad crossing barrier control according to claim 3, wherein when an error occurs in detecting the train speed, the control means sets the lowering timing of the barrier rod to the lowering timing at the highest train speed. apparatus. 5. A train approach detecting means for detecting that a train has approached a plurality of light emitting sources, a train passage detecting means for detecting that a train has passed the plurality of light emitting sources, and a train approach detecting means. The light emitting source blinking means for turning on the plurality of light emitting sources when a train approach is detected, and turning off the plurality of light emitting sources when the train passage detecting means detects a train passage. 4. The device according to any one of 4.