200918382 九、發明說明： 【發明所屬之技術領域】 本發明係有關於一種用於計數軌道車輛中之車軸的方 法’而此軌道車輛具有一車軸計數感測器，其尤其被配置 在軌道中之一彎曲區域內，其中使一在此車軸計數感測器 之輸出端處之類比信號量變曲線與一第一切換界限作比 較’而在此第一切換界限之向上超限段與隨後的向下超限 段之間產生了一數位計數脈衝。 【先前技術】 車軸計數感測器在鐵道系統中被使用於無軌信號發送及 亦用於其他切換及信號發送功能。軌道車輛之鐵製車輪的 磁場影響效應主要係針對此目的而被使用。兩通道感測器 被提供以偵測此軌道車輛之運行方向。當車輛之車輪運行 於上時，此兩個感測器通道會相繼地產生用於偵測運行方 向之時序偏差信號。 這些依據感應工作原理而操作之車軸計數感測器可被分 成單通道或兩通道設計及被分割成若干近接開關’其可感 測諸鐵製車輪在一產生磁場之感測器上的反應’以及在若 干啣合於鐵路軌道周圍並具有獨立發射器與接收器之系統 上的反應。 所有以感應方式操作之感測器共同地具有以下所述之事 實：此諸感測器均對尤其發生在軌道彎曲區域中之轉向架 傾斜的錯誤很敏感。由於此所謂之側斜行進效應（s id e w c y s 200918382 running tflect) ’ 一短距下沉可能在類比信號量變曲線中發 生在第一切換界線之下，以致產生數位計數脈衝之分割。 此計數脈衝之分割則由於已通過感測器之車軸數目而導致 錯誤之計數。此側斜行進效應係以特別明顯之方式發生在 具有相當小半徑之彎曲軌道中，諸如通常存在於區域運輸 系統中者。軌道車輛在當運行通過彎曲軌道時之運行狀態 尤被敘述於 Friedrich, F 發表在當地鐵路刊物 Der . Nahverkehr 1985年二月號第52-62頁所揭之「軌道中之急 轉彎道的導引」一文中。 特別由於側斜行進效應之問題，其他原理已在區域運輸 系統（例如D . C ·巡迴路線）中被用於無軌信號發送，其中 此側斜行進效應並不會發生。 【發明內容】 本發明之目的在於揭示一種藉著車軸計數感測器來計數 車軸之方法，其中側斜行進效應並不會產生不良之後果’ ( 從而可避免車軸計數之錯誤。 此目的可按照本發明而被達成，因爲當該類比信號量變 曲線中存在一降至第一切換界限以下之短距下沉時’此數 位計數脈衝之分割可被避免，因爲此數位計數脈衝被產生 在位於此第一切換界限下方之第二切換界限的向上超限段 與隨後的向下超限段之間。依此方式，一未經分割之組合 脈衝被產生，其可被進一步地評估爲一數位計數脈衝。第 二切換界限確保此計數脈衝並不因第一切換界限在下沉區 200918382 域中之向下超限段而被終止，且確保該計數脈衝在當第一 切換界限在下沉區域中被再次超越時可被再次地形成。第 二切換界限之位準在此被選定爲使源自兩個不同車軸之真 實計數脈衝不會被結合而形成一單一計數脈衝。此在信號 中之下沉必須不得超過某一程度。 根據申請專利範圍第2項所界定的，介於第二切換界限 之向上超限段與向下超限段間之時差被予測量，且計數脈 P 衝之時序長度被予確定。較佳地，此計數脈衝之時序長度 i : 係對相當於該經測量出之時差。 【實施方式】 下文中將配合參照圖式而更詳細地說明本發明。 第1至3圖係以上部信號曲線所呈現之可比較圖式顯示 對車軸計數感測器之類比影響信號1或1 . 1。 第1圖說明在一車軸計數感測器中之諸比率，而此車軸 計數感測器被安裝在一直線軌道上，而一軌道車輛之車輪 i 則運行於其上。顯然地，在此車軸計數感測器之輸出端處 會有一因而產生之信號量變曲線2，其啓動一開啓信號以 便在當達到一第一切換界限3時可產生一數位計數脈衝 4。當此車輪繼續運行時，將會首先達到影響信號1之最大 値且因此亦達到信號量變曲線2的輸出端側之最大値。此 影響信號1隨後將會減小，其中當有第一切換界限3之向 下超限段存在時，該產生數位計數脈衝4之信號將會被再 度地消除。因此，針對此軌道車輛之各車輪將會精密地產 200918382 生一數位計數脈衝4。一種可使得用於啓動計數脈衝4之 關斷界限稍微較低於開啓界限之滯後現象的影響已被忽 略，以便可簡化此圖式之呈現。 然而’如果此車軸計數感測器被安裝在一個彎曲軌道 上’則由於軌道車輛之轉向架的傾斜，亦即由於此軌道車 輛之側斜行進效應，將使得車軸計數錯誤可能發生，如第 2圖所示。在此，位於此車軸計數感測器之輸出端處的信 號量變曲線2.1係以一小下沉5爲其特徵。如果此下沉5 掉落至第一切換界限3之下，則即使僅一車輪已通過測量 點’仍將會產生兩個數位計數脈衝4.1及4.2。 第3圖顯示一種用於避免使計數脈衝4被分割成兩個 4 _ 1 /4.2之程序。在此’首先執行檢查以確定車軸計數感測 器之諸車輪的類比影響信號1.1是否已超過此車軸計數感 測器中之切換界限3。然後，當有一第二切換界限6之向 下超限段存在（其位於第一切換界限3之下方）時，車輪 偵測之狀態將被啓動。同時，測量介於第二切換界限6之 向上超限段與第二切換界限6之隨後向下超限段之間的時 間UN。此車輪偵測狀態接著歷經此時距t〇N而被輸出成爲 一已被數位化之信號7，且其經由一位於起動單元中之界 限値8而可順應於此可被進一步處理之數位計數脈衝4。 由於此一程序，此信號中之短距下沉5將不被列入考慮， 以便使正確之單獨脈衝4可被形成。 【圖式簡單說明】 200918382 第1圖顯示計數脈衝在當車軸計數感測器被配置在直線 軌道時之產生情形； 第2圖顯示雙重之計數脈衝在當車軸計數感測器被配置 在一彎曲軌道時之產生情形；及 第3圖係一用於避免第2圖中所示雙重之計數脈衝的程 序。 . [主要元件符號說明】BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for counting an axle in a rail vehicle, and the rail vehicle has an axle counting sensor, which is especially disposed in the track. In a curved region, wherein an analog semaphore curve at the output of the axle counting sensor is compared with a first switching limit', and an upward overrun and a subsequent downward in the first switching limit A digital count pulse is generated between the overrun segments. [Prior Art] The axle counting sensor is used in the railway system for trackless signal transmission and also for other switching and signaling functions. The magnetic field effect of the iron wheels of rail vehicles is mainly used for this purpose. A two-channel sensor is provided to detect the direction of travel of the rail vehicle. When the wheels of the vehicle are running on, the two sensor channels successively generate timing deviation signals for detecting the running direction. These axle counting sensors, which operate according to the principle of induction operation, can be divided into single or two channel designs and divided into a number of proximity switches 'which sense the reaction of the iron wheels on a sensor that generates a magnetic field' And a reaction on a number of systems that are coupled around the railway track and have separate transmitters and receivers. All inductively operated sensors collectively have the fact that the sensors are sensitive to errors in the tilting of the bogie, particularly in the curved region of the track. Due to this so-called slanting traveling effect (s id e w c y s 200918382 running tflect) ′ a short-sinking sink may occur below the first switching boundary in the analog semaphore curve, so that the division of the digital counting pulses is generated. The division of this count pulse results in an error count due to the number of axles that have passed through the sensor. This side-slope travel effect occurs in a particularly distinct manner in curved tracks having a relatively small radius, such as those typically found in regional transportation systems. The operational status of a rail vehicle while running through a curved track is described in detail in Friedrich, F. The local railway publication Der. Nahverkehr, February 1985, pp. 52-62, "Guidelines for sharp turns in orbit" In the article. Especially due to the problem of the slanting travel effect, other principles have been used for the transmission of trackless signals in regional transportation systems (e.g., D.C. patrol lines), where this side-slope travel effect does not occur. SUMMARY OF THE INVENTION It is an object of the present invention to disclose a method for counting an axle by means of an axle counting sensor, wherein the side-slope traveling effect does not cause a bad result (so that the axle count error can be avoided. The present invention is achieved because when there is a short-range sink below the first switching limit in the analog semaphore curve, the division of the digital counting pulse can be avoided because the digital counting pulse is generated here. Between the upward overrun segment of the second switching limit below the first switching limit and the subsequent downward overrun segment. In this manner, an undivided combined pulse is generated, which can be further evaluated as a digital count Pulse. The second switching limit ensures that this count pulse is not terminated by the first overrun limit in the sinking zone 200918382 domain, and that the count pulse is again in the sinking zone when the first switching limit is in the sinking zone The overshoot can be formed again. The level of the second switching limit is selected here so that the true count pulse from two different axles does not Combined to form a single counting pulse. This sinking must not exceed a certain degree in the signal. According to the second paragraph of the patent application scope, the upper overrun limit and the downward overrun limit between the second switching limit The time difference between the two is determined, and the timing length of the counting pulse P is determined. Preferably, the timing length i of the counting pulse is equivalent to the measured time difference. [Embodiment] The present invention will be described in more detail with reference to the drawings. Figures 1 to 3 are diagrams showing the analogy of the above-mentioned signal curves showing the analog effect signal 1 or 1.1 on the axle counting sensor. An axle counts the ratios in the sensor, and the axle count sensor is mounted on a linear track, and the wheel i of a rail vehicle runs thereon. Obviously, the output of the axle count sensor is There is a resulting semaphore curve 2 at the end that activates an enable signal to generate a digital count pulse 4 when a first switching limit of 3 is reached. When the wheel continues to run, it will first The maximum 値 to the output side of the influence signal 1 and thus also to the output side of the semaphore curve 2. This influence signal 1 will then be reduced, wherein when there is a downward overrun of the first switching limit 3, The signal generating the digital count pulse 4 will be eliminated again. Therefore, for each wheel of the rail vehicle, the precision real estate 200918382 will generate a digital count pulse 4. One can make the turn-off limit for starting the count pulse 4 slightly The effect of hysteresis below the opening limit has been ignored in order to simplify the presentation of this pattern. However, 'if this axle counting sensor is mounted on a curved track' then due to the tilt of the bogie of the rail vehicle, That is, due to the side-slope traveling effect of the rail vehicle, an axle counting error may occur, as shown in Fig. 2. Here, the signal amount curve 2.1 at the output end of the axle counting sensor is small. The sinking 5 is characterized by it. If this sinking 5 falls below the first switching limit 3, then even if only one wheel has passed the measuring point, two digital counting pulses 4.1 and 4.2 will still be generated. Figure 3 shows a procedure for avoiding dividing the count pulse 4 into two 4 _ 1 /4.2. Here, a check is first performed to determine whether the analog effect signal 1.1 of the wheels of the axle counting sensor has exceeded the switching limit 3 in the axle counting sensor. Then, when there is a downward overrun of the second switching limit 6 (which is below the first switching limit 3), the state of the wheel detection will be activated. At the same time, the time UN between the upward overrun of the second switching limit 6 and the subsequent downward overrun of the second switching limit 6 is measured. The wheel detection state is then outputted as a digitized signal 7 through the distance t〇N at this time, and it is compliant with the digit count that can be further processed via a limit 値8 located in the starting unit. Pulse 4. Due to this procedure, the short-sinking 5 in this signal will not be taken into consideration so that the correct individual pulse 4 can be formed. [Simple description of the diagram] 200918382 Figure 1 shows the generation of the counting pulse when the axle counting sensor is placed in a linear orbit; Figure 2 shows the double counting pulse when the axle counting sensor is configured in a bending The situation when the track is generated; and Fig. 3 is a procedure for avoiding the double counting pulse shown in Fig. 2. [Main component symbol description]
類比影響信號 信號量變曲線 第一切換界限 數位計數脈衝 下沉 第二切換界限 信號 界限値 \ 8Analog effect signal semaphore curve first switching limit digital count pulse sinking second switching limit signal limit 値 \ 8