200925034 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，而就在此第一切換界限之向上超限段與隨後的向下超 限段之間會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，此兩個感測器波段會相繼地產生用於偵測運行方 向之時序偏差信號。 Q 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（sideways 200925034 running ettect)，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 1 985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， Q 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，此位 計數脈衝之分割可被避免，因爲此數位計數脈衝係由一用 於車軸計數感測器之低通濾波影響信號所導出。由於此低 通濾波，使得作用在車軸計數感測器上且由信號下沉所分 裂之影響信號的尖峰宛如被切除，而因此使一可被估算之 信號量變曲線被形成爲只具有一最大値。此信號量變曲線 200925034 可輕易地與切換界限相比較，以便可由其而形成數位計數 脈衝。此避免因將其分割而重複該計數脈衝，並因此防止 軌道車輛之車輪的雙重計數。 - 根據申請專利範圍第2項所界定的，影響信號被數位化 •並經由複數個具有不同截止頻率之並聯FIR濾波器中之一 ' 者而被饋至一比較器，以便與第一切換界限作比較’其中 該比較器被連接至被選定作爲一速度之函數的FIR濾波 器。數位FIR濾波器特別適合於低通濾波。然而，此影響 ❺ 信號之振幅的阻尼係視軌道車輛之速度而定，從而使該比 較器必須經由一取決於速度之切換器而被連接至各自之適 當濾波器。 根據申請專利範圍第3項，此速度可經由一位於影響信 號之升高邊緣上的兩個界限値間之時間差而被確定。此具 有最高截止頻率之FIR濾波器較佳地被使用於確定此速 度。 〇 【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4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 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 200925034 便在達到一切換界限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，其中當有此切換界限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滞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影 響信號1.1及信號量變曲線2.1兩者係以一小下沉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及4圖經由一方塊電路圖及諸相關聯之信號量變曲 線予以說明一種用於避免計數脈衝分割成兩個4. 1/4.2之方 法。低通濾波之整合性質被使用以使該下沉5變爲無害。 第3圖顯示一方塊電路圖，其中使用了數位FIR濾波器 6.1、6.2、6.3及6.4。然而，亦可想到使用類比低通濾波器。 當使用諸FIR濾波器6.1、6.2、6.3及6.4時，因側斜行進 200925034 效應而被變形之類比影響信號1.1(第4圖）必須首先經由 類比/數位轉換器7而被轉變爲數位信號。因爲振幅在當速 ' 度增加時將被較大程度地抑制，故具有不同截止頻率之複 - 數個FIR濾波器6.1、6.2、6.3及6.4係以並聯配置狀態被 使用。對於高達20km/h之低速，將使用一具有例如5Hz截 '止頻率之FIR濾波器。另外之FIR濾波器6.2、6.3及6.4 可具有例如10Hz、20Hz及40Hz之截止頻率，其中40Hz 係在大約100km/h之速度下被選定。一切換器8將該必須 ❹ 被選爲速度之函數的FIR濾波器6.1、6.2、6.3或6.4連接 至一最後會供應數位計數脈衝4之比較器9。 第4圖顯示車軸計數感測器之類比影響信號1.1、位於此 車軸計數感測器之輸出端處且已在通過FIR濾波器6.1、 6.2、6.3或6.4後被平緩之信號量變曲線、以及數位計數脈 衝4。在低通濾波之情形中，速度係憑藉一最大截止頻率 (例如40Hz )而被確定。在本文中，介於界限値10與11 Q 間之時間差（)係在該影響信號1.1之升高邊緣上被量 測，而速度則由此時間差（)所導出。 短距下沉5被低通濾波所平緩，使得計數脈衝4因爲與 切換界限3之比較而由比較器9所輸出。 【圖式簡單說明】 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 200925034 在一彎曲軌道時之產生情形； 第3圖係顯示用於避免第2圖中所示雙重計數脈衝之方 法的方塊電路圖；及 第4圖顯示基於第3圖中之方塊電路圖所形成之信號量 變曲線。 【主要元件符號說明】 1/1.1 類比影響信號 2/2.1 信號量變曲線 3 切換界限 4/4.1/4.2 數位計數脈衝 5 下沉 6.1/6.2/6.3/6.4 FIR濾波器 7 類比/數位轉換器 8 切換器 9 比較器 10/1 1 界限値 ❹200925034 IX. INSTRUCTIONS: [Technical field to which the invention pertains] The present invention relates to a method for counting an axle in a rail vehicle having an axle counting sensor, which is especially configured In an arcuate region of the track, wherein an analog semaphore curve at the output of the axle count sensor ' is compared to a first switching limit, and the first switching limit is overrun A digital count pulse is generated between the segment and the subsequent downward overrun segment. ® [Prior Art] Axle counting sensors are used in rail systems for trackless signal transmission and 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 bands successively generate timing deviation signals for detecting the running direction. Q 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 that sense the reaction of the iron wheels on a sensor that generates a magnetic field. And the 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 side-slope travel effect (sideways 200925034 running ettect), a short-range sinking may occur below the first switching boundary in the analog semaphore curve, resulting in the division of the digital count pulses. • The division of this count pulse is caused by the number of axles that have passed through the sensor - the count of errors. This side-slope travel effect occurs in a particularly obvious manner in curved tracks with relatively small radii, 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., published in the local railway publication Der Nahverkehr, February 1985, pp. 52-62. In the article. Especially due to the problem of the skewed 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 An object of the present invention is to disclose a method for counting an axle by an axle counting sensor, wherein the side-slope traveling effect does not cause a bad result, so that the axle counting error can be avoided. This object can be achieved in accordance with the present invention because when there is a short-range sink below the first switching limit in the analog semaphore curve, the division of the bit count pulse can be avoided because the digital count pulse train Derived from a low pass filtering effect signal for the axle count sensor. Due to this low-pass filtering, the spike of the signal acting on the axle counting sensor and split by the signal sinking is like being cut off, so that an estimator curve that can be estimated is formed to have only a maximum 値. This semaphore curve 200925034 can be easily compared to the switching limit so that a digital count pulse can be formed therefrom. This avoids repeating the counting pulse by dividing it, and thus preventing double counting of the wheels of the rail vehicle. - the influence signal is digitized according to item 2 of the scope of the patent application and is fed to a comparator via a plurality of parallel FIR filters having different cutoff frequencies to be compared with the first switching limit For comparison 'where the comparator is connected to the FIR filter selected as a function of speed. The digital FIR filter is especially suitable for low pass filtering. However, the damping of the amplitude of the ❺ signal is dependent on the speed of the rail vehicle so that the comparator must be connected to its respective appropriate filter via a speed dependent switch. According to item 3 of the scope of the patent application, this speed can be determined via a time difference between two bounds on the rising edge of the influencing signal. This FIR filter with the highest cutoff frequency is preferably used to determine this speed. [Embodiment] Hereinafter, the present invention will be described in more detail with reference to the drawings. Figures 1 through 4 show a comparable pattern of the above signal curves showing an analog effect on the axle count sensor signal 1 or 1.1. Figure 1 illustrates the ratios in an axle count sensor that is mounted on a linear track on which the wheels of a rail vehicle run. Obviously, there will be a resulting semaphore curve 2 at the output of the axle counting sensor that activates an enable signal to generate a digit count pulse 4 when a switching limit of 3 is reached at 200925034. When this wheel continues to run, it will first reach the maximum 影响 that affects the maximum value of signal 1 and therefore also reaches the output side of semaphore curve 2. This influence signal 1 will then be reduced, wherein the signal generating the digital count pulse 4 will be cancelled again when there is a downward overrun of this switching limit 3. Therefore, a digital count pulse 4 will be precisely generated for each wheel of the rail vehicle. One effect that allows the hysteresis of the turn-off threshold for starting the count pulse 4 to be slightly lower than the turn-on limit has been ignored, so that the presentation of this pattern can be simplified. However, if the axle counting sensor is mounted on a curved track, the axle counting error may occur due to the inclination of the bogie of the rail vehicle, that is, due to the side traveling effect of the rail vehicle, such as the second The figure shows. Here, both the impact signal 1.1 and the semaphore curve 2.1 at the output of the axle count sensor are characterized by a small sinking 5 . 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 be generated. Figures 3 and 4 illustrate a method for avoiding the division of the counting pulses into two 4. 1/4.2 via a block circuit diagram and associated semaphore curves. The integrated nature of the low pass filtering is used to make the sinking 5 harmless. Figure 3 shows a block circuit diagram in which digital FIR filters 6.1, 6.2, 6.3, and 6.4 are used. However, it is also conceivable to use an analog low pass filter. When the FIR filters 6.1, 6.2, 6.3 and 6.4 are used, the analog effect signal 1.1 (Fig. 4) which is distorted by the skewer travel 200925034 effect must first be converted to a digital signal via the analog/digital converter 7. Since the amplitude will be suppressed to a large extent when the speed 'degree increases, a plurality of FIR filters 6.1, 6.2, 6.3, and 6.4 having different cutoff frequencies are used in a parallel configuration state. For low speeds up to 20 km/h, an FIR filter with a 5 Hz cutoff frequency will be used. Further FIR filters 6.2, 6.3 and 6.4 may have cutoff frequencies of, for example, 10 Hz, 20 Hz and 40 Hz, with 40 Hz being selected at a speed of approximately 100 km/h. A switcher 8 connects the FIR filter 6.1, 6.2, 6.3 or 6.4, which must be selected as a function of speed, to a comparator 9 which will eventually supply the digital count pulse 4. Figure 4 shows the analog effect signal 1.1 of the axle count sensor, the semaphore curve at the output of the axle count sensor and smoothed after passing the FIR filter 6.1, 6.2, 6.3 or 6.4, and the digits. Count pulse 4. In the case of low pass filtering, the speed is determined by a maximum cutoff frequency (e.g., 40 Hz). In this context, the time difference () between the limits 値10 and 11 Q is measured on the rising edge of the influence signal 1.1, and the velocity is derived from this time difference (). The short-range sinking 5 is smoothed by low-pass filtering so that the count pulse 4 is output by the comparator 9 because it is compared with the switching limit 3. [Simple diagram of the diagram] 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 200925034 in a bend The case where the track is generated; the third figure shows a block circuit diagram for avoiding the double count pulse shown in Fig. 2; and Fig. 4 shows the semaphore curve formed based on the block circuit diagram in Fig. 3. [Main component symbol description] 1/1.1 Analog signal 2/2.1 Signal curve 3 Switching limit 4/4.1/4.2 Digital counting pulse 5 Sinking 6.1/6.2/6.3/6.4 FIR filter 7 Analog/digital converter 8 Switching 9 Comparator 10/1 1 Limit 値❹
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