JPS625101B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an axle counter (axle counter) using a wheel detection device having a plurality of detection ranges in which the detection order differs depending on the direction of wheel movement, and a wheel movement direction detection device that utilizes the detection order. The purpose of this invention is to provide a train detection device that is simple, low-cost, and fail-safe.

BACKGROUND ART In order to prevent accidents such as head-on collisions and rear-end collisions between vehicles, railways where trains and other vehicles operate are equipped with various signal safety devices to ensure safety. Conventional signal safety equipment includes automatic blocking devices using various track circuits in addition to track circuits using commercial frequencies.
Check-in/check-out type blocking devices, ticket blocking devices, continuous blocking devices, etc. are used.

However, in order to simplify the block device and reduce its cost, a block device using a wheel detection device is required, and its realization has been desired. The present invention configures an axle counter type train detection device using a wheel detection device that can meet such needs and a wheel movement direction detection device developed using this device, and furthermore, a counter circuit of the device. The above-mentioned request is realized by providing a circuit for detecting the coincidence of the number of wheels in a fail-sale manner.

The above-mentioned wheel detection device used in the present invention is disclosed in a patent application issued in 1983 by the same applicant as the present invention.
-355 JP-A-55-93078 relates to "Wheel detector", and the above-mentioned "Wheel moving direction detection device" is related to the same person as the inventor of the present invention, and the above-mentioned "Wheel detector" is related to The direction of movement of the wheels is detected from the order in which wheel detection ranges occur when the magnetic flux between the transmitting coil and the receiving coil is shielded by the wheels.

Therefore, in describing the embodiments of the present invention, an outline of the wheel detection device described above will be described as a premise.
Figure 1 shows a transmitting coil 3 on one side of a rail 2 on which train wheels 1 run, and receiving coils 4 and 5 on the opposite side.
It is an explanatory view showing an outline of the above-mentioned wheel detection device where is arranged. That is, the transmitting coil 3 is driven at the oscillation frequency of the oscillator 7 connected via the amplifier 6. Further, the receiving coil 4 or 5 has band filters 8, 9, an amplifier 10,
11, level determiner 12, 13, rectifier D ₁ ,
D ₂ , wheel detection output relays C ₁ R and C ₂ R are connected.

In the wheel detection device having the above configuration, when the wheel 1 is not near the transmitting coil 3 and the receiving coils 4, 5, the receiving coils 4, 5 are connected to the magnetic flux Φ ₂ or Φ generated by the transmitting coil 3 shown in FIG. 1A or B. ₂ generates an induced voltage, and these voltages pass through bandpass filters (hereinafter abbreviated as BPF) 8 and 9, and are amplified by amplifiers 10 and 11 to reach the threshold of level determiners 12 and 13. Beyond the value level, relay
C ₁ R and C ₂ R are operated respectively.

Next, the operation of the detection device when the wheel 1 moves on the rail 2 in the direction of the arrow, that is, from left to right, will be described. When the wheel 1 approaches the receiving coil 4,
The magnetic flux Φ ₁ being supplied from the transmitting coil 3 to the receiving coil 4 is shielded by the wheel 1 and reduced, and the output voltage of the receiving coil 4 becomes below the threshold level of the level determiner 12, and the output voltage to the relay C ₁ R is reduced. The output is cut off and relay C ₁ R is restored. As the wheel 1 further continues to move and approaches the receiving coils 4 to 5, the magnetic fluxes Φ ₁ and Φ ₂ are shielded by the wheel 1 and decrease.
Since the output voltage of the receiving coil 5 also falls below the threshold level of the level determiner 13, the relay C ₂ R is also restored in response to the restoration of the relay C ₁ R.

When the wheel 1 continues to move away from the receiving coil 4, the magnetic flux Φ ₁ is no longer shielded, and the output voltage of the receiving coil 4 and amplifier 10 increases and exceeds the threshold of the level determiner 12, Relay C ₁ R
is excited and operates. Finally, when the wheel 1 moves away from the receiving coils 4 and 5 to the right, the magnetic fluxes Φ ₁ and Φ ₂ are both unshielded, and the output voltages of the receiving coils 4 and 5 and the amplifiers 10 and 11 increase. , exceeds the threshold level of the level determiners 12 and 13, and the relays C ₁ R and C ₂ R are respectively excited and operated.

As mentioned above, the relay accompanying the movement of the wheel 1
The operation of C ₁ R and C ₂ R is illustrated in Figure 2 a or b.
The wheel detection range A, unique to each relay, is as follows.
It can be seen that the vehicle detection device has three detection ranges: B, relays C ₁ R and C ₂ R, and a common wheel detection range C. In other words, a in the same figure is a relay.
In C ₁ R, b is a time chart showing the operating status of each relay C ₂ R, and c is the time period of relay C ₁ R recovery and relay C ₂ R operation.A, relay C ₁ R operation, relay C ₂ This is a time chart where B indicates the time period for R recovery, and C indicates the time period for both relays to recover.
As shown in Figures a and b, if the wheel movement direction is from left to right, relay C ₁ R → C ₂ R is restored, and if the wheel is moving from right to left, relay C ₂ R → C ₁ R is restored. do,
A is Relay C ₁ R unique detection range, B is Relay C ₂ R
The unique detection range C indicates the detection range common to relays C ₁ R and C ₂ R.

The wheel movement direction detection device is a relay as described above.
By utilizing the difference in recovery and operation order depending on the wheel movement direction of C ₁ R and C ₂ R, and recovering the direction detection relay related to the operating status of relay C ₁ R and C ₂ R to obtain a detection output, The direction of movement of the wheels is determined.

To explain the above wheel moving direction detection device, Figs. 3 and 4 are circuit diagrams showing examples of the direction detection device, Fig. 3 is a circuit diagram for right direction detection, and Fig. 4 is a circuit diagram for left direction detection. FIG. Figure 3
CRmR is a right direction memory relay, TDC-R is a right direction detection output relay, CLmR in Fig. 4 is a left direction memory relay, and TDC-L is a left direction detection output relay. All of these relays detect wheels. Not in normal operating condition. Furthermore, below,
The symbol of the contact in each circuit is shown by adding a number in parentheses to the symbol of the relay to which the contact belongs.

First, the operation of the circuit shown in FIG. 3 when the wheel 1 shown in FIG. 1 moves from left to right will be explained. When the output relay C ₁ R of the wheel detection device is restored in the section of the wheel detection range A shown in Fig. 2, the operating contact in the excitation circuit of the relay CRmR shown in Fig. 3
Since C ₁ R1 is opened, relay CRmR is deenergized and restored. When the wheel 1 moves further to the detection range C in Fig. 2 and the output relay C ₂ R is also restored, the right direction detection relay TDC-R closes the contact point C ₂ R.
2. Since both CRmR2 are in the open state, the operating state is maintained only at the recovery contact C ₁ R2. When the wheel 1 continues to move and reaches the detection range B, the relay C ₁ R operates and the above-mentioned recovery contact is activated.
Since C ₁ R2 is open, right direction detection relay TDC
-R was able to recover after all excitation circuits were cut off. In this way, it is possible to detect that the wheel 1 has moved from left to right by restoring relay TDC-R. When wheel 1 passes through detection range B, relays C ₁ R and C ₂ R operate together.
Operate CRmR and TDC-R to return to normal state.

Next, we will describe the circuit operation in Fig. 3 when the wheel 1 moves from right to left in Fig. 1. In this case, relay C ₂ R is first activated in the section of wheel detection range B.
is restored, and relay CRmR is supplied with power via its restoration contact C ₂ R1 and self-holding contact CRmR1 of relay CRmR, so even if relay C ₁ R is restored in the detection range C, the relay CRmR does not recover. Therefore, since the relay TDC-R, which is excited via the operating contact CRmR2, also remains in operation, no direction detection output is generated. When wheel 1 moves further to the left and relay C ₂ R operates in detection range A, recovery contact C ₂ R1, which constitutes the power supply circuit of relay CRmR, opens and the excitation circuit is cut off. Relay CRmR is restored and operating contact CRmR2
The excitation circuit of relay TDC _- R via
An excitation circuit is configured via C ₁ R2, and an excitation circuit via contacts C ₂ R2 is configured by the operation of relay C ₂ R, so direction detection relay TDC-
R remains in operation and no direction detection output is generated. When the wheel 1 continues to move to the left and passes through the detection range A, the output relay C ₁ R also operates and returns to normal.

In this way, the right direction detection relay TDC-R will not recover for wheel 1 moving from right to left, and as described above, wheel 1 moving from left to right
Since it recovers and generates detection output only for
The direction of wheel movement is determined. Similarly, the left direction detection circuit shown in FIG. 4 can also detect the direction of wheels moving from right to left.

The wheel detection device and wheel movement direction detection device used in the present invention have been described above. Next, embodiments of the present invention will be described with reference to the drawings.

5 to 7 are circuit block diagrams and control circuit diagrams showing the construction of the train detection device described above for detecting trains between Station A and Station B shown in FIG. 5. 15 and 16 in Figure 5 are traffic lights 1R on the A Station side.
The receiving system of the wheel detection device is arranged along the railway near the track, that is, 15 is the receiving coil 4 → output relay C ₁ R in FIG. 1, and 16 is the receiving coil 5 → force relay C ₂ R system in the same way. The transmission system (corresponding to 7→3 in FIG. 1) is omitted from illustration. 17 and 18 are transmitters for sending signals of frequencies ₁ and ₂ from the signal generator to station B intermittently, for example, by output relays C ₁ R and C ₂ R, T ₁ and T ₂ are matching transformers, and L is the transmission cable between stations, 19 is the BPF of frequency ₁ , 20 is the frequency
BPF ₂ , 21 and 22 are amplifiers, 23 and 24 are level determiners, D ₃ and D ₄ are rectifiers, and C ₃ R is frequency _1.
C ₄ R is an output relay driven by a transmission signal of frequency ₂ .

25 and 26 located along the track near the signal 1L on the Otsu Station side are 4 and 5 in Figure 1, respectively.
Receiving coils corresponding to BPFs 8 and 9 in FIG.
Those corresponding to numbers 2 and 13 are shown at numbers 31 and 32, respectively. Further, D ₅ and D ₆ are rectifiers, and C ₅ R and C ₆ R are wheel detection output relays corresponding to relays C ₁ R and C ₂ R in FIG. 1, respectively. Note that 7→3 in Figure 1
The illustration of the transmission system corresponding to is omitted.

FIG. 6 is a one-row diagram of a counter circuit constructed from one type of integrated circuit IC. 33a, 33b in the same figure,
34a and 34b are both RS type flip-flop circuits, OR ₁ and OR ₂ are OR gates, 35 is a wheel entry counter, 36 is a wheel advancement counter, and 37 compares the outputs of the two counters 35 and 36 and generates two outputs. a digital comparator circuit that takes a logical value of "1" when the two match, and a logical value of "0" when they do not match;
8 is an inverting amplifier that inverts and amplifies the output of the comparison circuit 37, and UAR is a mismatch relay that operates when the outputs of the counters 35 and 36 do not match and restores when they match. In addition, the relay contact TDC-R shown in the same figure
2. TDC-L2 is the right direction detection relay TDC-R and left direction detection relay TDC-L, respectively, when the circuits shown in Figures 3 and 4 are used for the device that detects the wheel movement direction on the A station side. Contact and contact TDX
-L1, TDX-R1 is the left direction detection relay TDX in the device that detects the wheel movement direction on the Otsu Station side, although the circuit diagram of the relay to which they belong is omitted.
-L and right direction detection relay TDX-R contacts. Also, Fig. 7A shows the mismatch relay UAR.
B shows the control condition circuit for the coincidence relay AR, and C shows the control condition circuit for the train detection auxiliary relay TPR.

To explain the train detection operation between Stations A and A with reference to Figs. Once it has passed, the output relays corresponding to output relays C ₁ R and C ₂ R in the figure are restored as explained in Figure 1, and until then, the transmitter is Frequency ₁ or ₂ that was transmitting from 17 or 18
switch off the signal. signal ₁ and
₂ Normally, the signal is transmitted from the transmitter 17 or 18 through the transmission cable L via the matching transformer _T1 on the A station side, and to the Otsu station side via the matching transformer _T2 ,
Separated into frequency ₁ and ₂ signals by BPF 19 and 20, output relay via amplifiers 21 and 22, level determiners 23 and 24, rectifiers D ₃ and D _4, respectively.
C ₃ R and C ₄ R are operating, but when the transmission is cut off by the above switch-off and the output relays C ₃ R and C ₄ R are restored, the passage of wheels near signal 1R is detected on the Otsu Station side. Ru.

Due to the restoration of the output relays C ₃ R and C ₄ R on the Otsu Station side, which correspond to the output relays C ₁ R and C ₂ R of the wheel detection device,
Train detection is assisted by restoring the right direction detection relay TDC-R on the A station side in Figure 3, which is installed on the Otsu station side, and opening the operating contact TDC-R3 in Figure 7 C. Relay TPR is restored,
A train is detected between A and O stations. Since the train detection auxiliary relay TPR is supplied with power through its self-holding contact TPR1, once the power is restored, the right direction detection relay TDC-R on the A station side and the left direction detection relay TDX-L on the O station side will operate, and If the coincidence relay AR in Figure 7B does not operate, it will not be energized, so it will remain restored and continue to detect the presence of a train. Due to the continuation of this detection state, not only oncoming trains departing from Otsu Station to A Station, but also
For the following train that is about to depart from Station A to Station Otsu, a stop signal is sent to signals 1R, 1L, etc. in Figure 5 using the recovery contact of the train detection auxiliary relay TPR or the recovery contact of the train detection relay TR, which will be described later. It is possible to prevent the danger of head-on collisions or rear-end collisions between A and B stations and ensure train safety.

In addition, in FIG. 6, the contact TDC-R2 repeats the recovery and operation as many times as the number of wheels that have been determined to move in the right direction, and the flip-flop 33a relays the signal.
The operation waveform of TDC-R is shaped and the wheel entry counter 35 counts and accumulates the number of wheels. Wheel advancement counter 36 is relay contact TDC-L2 or TDX-R
Since the accumulated number is "0" unless 1 is restored or operated, the accumulated numbers of the counters 35 and 36 do not match, and the output of the digital comparison circuit 37 becomes "0". Therefore, the output of the inverting amplifier 38 is set to "1" to operate the mismatch relay UAR. When the mismatch relay UAR operates, contact UAR1 is configured in the circuit shown in Figure 7A, and the mismatch auxiliary relay is activated.
Energize the UAPR and operate it. In this way, the mismatch relay UAR and the auxiliary relay UAPR maintain their operating states until the outputs of the wheel entry counter and the wheel advancement counter match.

Next, depart from A Station and check the wheel detection device 1 on the A Station side.
Train T, which passed over 5 and 16, runs towards Otsu Station, passes over receiving coils 26 and 25 installed near the signal 1L at Otsu Station, and outputs relays C ₆ R and C ₅ R.
is restored from the operating state for each wheel of the train, and the flip-flop 34b is set and reset by contact TDX-R1 of the right direction detection relay, and the OR gate is activated.
The number of wheels is counted and accumulated in the wheel advancement counter 36 via _OR2 .

When the train T passes over the receiving coils 26 and 25 and arrives at Otsu Station, the wheel advancing counter 36
The accumulated number of is the same as the accumulated number of the wheel entry counter 35, and both inputs to the digital comparator 37 are equal, so the comparator 37 detects the coincidence of both inputs and changes its output to "1". . Therefore, inverting amplifier 38 inverts its output to "0" and restores the mismatch relay UAR. Mismatched relay UAR
When the circuit is restored, contact UAR1 of the circuit shown in Figure 7A opens and the excitation of the mismatch auxiliary relay UAPR is cut off, but operation is maintained for a certain period of time by a time constant circuit of a resistor and capacitor connected in parallel to the relay. death,
The contact UAPR1 while the operation is maintained and the contact UAR2 of the recovered mismatch relay UAR energize the match relay AR shown in FIG. 7B to operate it. When the coincidence relay AR operates, the contacts are activated in the circuit shown in C of the same figure.
AR2 is configured, other contacts TDC-R3, TDX-
Since L2 is already closed, the train detection auxiliary relay TPR is energized and operates, and its own contact
Its operation is maintained via TPR1. On the other hand, the mismatch relay UAPR recovers after the operation holding time determined by the time constant of its parallel circuit has passed, and its contact
Since UAPR1 is opened, the coincidence relay AR is restored and returns to the normal state. In this way, by maintaining the operation of the train detection auxiliary relay TPR, it is possible to detect the absence of a train between the two stations. Also, as shown in Fig. 6, contact AR1 of coincidence relay AR
Then, the wheel entry counter 35 and the wheel advance counter 36 are reset, returning both counts to "0" and preparing for the next train entry.

The above is a detailed explanation of the train detection device for trains departing from A Station and heading to Otsu Station, but the same applies to the detection of trains heading from Otsu Station to A Station, and the operation is symmetrical to that described above. Needless to say, the system constitutes a blocking device that detects the presence or absence of a train between stations and displays a signal to other trains to maintain safety.

Further, since the coincidence detection circuit using a counter or the like using an integrated circuit shown in FIG. 6 is a DC circuit, if a circuit element is damaged, the coincidence output may remain output or may not be output at all. In the event of a failure like this, the 7th
Recovery contacts of mismatch relay UAR as shown in Figure B
Operating contacts of UAR2 or mismatch relay UAPR
One of the UAPR1 remains open, and the excitation circuit of the coincidence relay AR is cut off and it does not operate, so the contact AR2 of C in the figure is not closed, and the train detection auxiliary relay TPR is restored and the "train presence" is detected. ” is detected. Therefore, in the event of a failure of the integrated circuit, the coincidence relay
AR operates to prevent dangerous failures such as detecting ``no trains'' even though there are trains between stations, and to maintain a failsafe function.

In addition, by providing the operating condition circuit for the train detection relay TR shown in Figure 7D, it is possible to not only make the wheel number matching detection circuit described above fail-safe, but also to detect disconnection failures of all relays used. By determining that a train is present, a fail-safe function is maintained by preventing dangerous failures such as detecting "no train" even though there is a train.

The embodiments of the present invention have been described in detail above, but in general, in order to obtain wheel direction detection output in an axle counter, conventionally three to four independent wheel detection outputs were required as inputs to the direction detection circuit. In the present invention, a simple and low-cost axle counter type train detection device can be constructed by using the wheel detection device described above and the wheel movement direction detection device together. The provision of a fail-safe wheel number coincidence detection circuit greatly enhances the effects of the present invention.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of the wheel detection device used in the present invention, FIG. 2 is a time chart showing the operational relationship between the wheel detection device and the wheel movement direction detection device used in the present invention, and FIG. 4 is a circuit diagram for detecting the right direction of the wheel movement direction detection device; FIG. 4 is a circuit diagram for detecting the left direction as above; FIG. The figure is a block diagram showing an example of the axle counter circuit, and Figure 7A is a mismatch auxiliary relay circuit diagram.
Figure B is a coincidence relay circuit diagram, Figure C is a conditional circuit diagram of a train detection auxiliary relay, and Figure D is a conditional circuit diagram of a train detection relay. 1...Wheel, 2...Reel, 4, 5, 25, 2
6... Receiving coil, C ₁ R, C ₂ R, C ₃ R, C ₄ R,
C ₅ R, C ₆ R...Wheel detection relay, A, B...Unique detection range, C...Common detection range, TDC-R,
TDX-R……Right direction detection relay, TDC-L,
TDX-L...Left direction detection relay, 15, 16...
...A station side wheel detection device reception system, 17, 18...Signal transmitter, L...Transmission cable, 35...Wheel entry counter, 36...Wheel advance counter, 37...
…Digital comparator, UAR…disagreement relay,
UAPR...Unmatched auxiliary relay, AR...Comparative match detection relay.

Claims (1)

[Claims] 1. The detection range of the wheel detection output by a plurality of receiving coils arranged along the railroad track has a unique range of each receiving coil and a common range of the receiving coils,
A wheel detection device whose detection order differs depending on the moving direction of the wheels, and a wheel movement direction detection device configured using the detection order of this device are respectively disposed at both ends of the inter-station block section, and the train means for transmitting wheel movement direction detection output from the departure station to the train destination station; means for detecting wheels entering the block section using the transmitted direction detection output to detect a block in the section; means for counting the number of detected wheels; means for detecting advancing wheels from the block section on the destination station side and counting the detected number; means for comparing the detected numbers of approaching wheels and advancing wheels; 1. An axle counter type train detection device, comprising means for detecting the opening of said block section by means for detecting a coincidence of comparisons. 2. A mismatch relay circuit that is provided on the output side of a circuit that compares the number of wheels detected for entry and exit, and that operates based on the mismatch output of the comparison, and an auxiliary relay that is driven under the operating conditions of the mismatch relay and has a delay recovery characteristic. 2. The axle counter type train detection device according to claim 1, further comprising a comparative coincidence detection relay circuit driven by a recovery condition of said mismatch relay and an operating condition of said auxiliary relay.