WO1998007610A1 - Generateur d'informations utilisant des ondes elastiques - Google Patents
Generateur d'informations utilisant des ondes elastiques Download PDFInfo
- Publication number
- WO1998007610A1 WO1998007610A1 PCT/JP1997/002897 JP9702897W WO9807610A1 WO 1998007610 A1 WO1998007610 A1 WO 1998007610A1 JP 9702897 W JP9702897 W JP 9702897W WO 9807610 A1 WO9807610 A1 WO 9807610A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- elastic wave
- train
- elastic
- information
- rail
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 116
- 230000008859 change Effects 0.000 claims abstract description 11
- 238000012544 monitoring process Methods 0.000 claims abstract description 7
- 238000001514 detection method Methods 0.000 claims description 125
- 230000008878 coupling Effects 0.000 claims description 48
- 238000010168 coupling process Methods 0.000 claims description 48
- 238000005859 coupling reaction Methods 0.000 claims description 48
- 238000007689 inspection Methods 0.000 claims description 31
- 230000001902 propagating effect Effects 0.000 claims description 14
- 230000001133 acceleration Effects 0.000 claims description 9
- 238000012790 confirmation Methods 0.000 claims description 9
- 239000012212 insulator Substances 0.000 claims description 8
- 238000003860 storage Methods 0.000 claims description 4
- 230000001360 synchronised effect Effects 0.000 claims description 3
- 230000001939 inductive effect Effects 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 45
- 238000012545 processing Methods 0.000 description 36
- 238000000034 method Methods 0.000 description 18
- 238000013459 approach Methods 0.000 description 16
- 238000005259 measurement Methods 0.000 description 15
- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 14
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 10
- 230000000644 propagated effect Effects 0.000 description 10
- 230000008901 benefit Effects 0.000 description 8
- 239000002184 metal Substances 0.000 description 8
- 229910052751 metal Inorganic materials 0.000 description 8
- 238000002604 ultrasonography Methods 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 6
- 229910052742 iron Inorganic materials 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000003321 amplification Effects 0.000 description 4
- 230000000903 blocking effect Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000007769 metal material Substances 0.000 description 4
- 238000003199 nucleic acid amplification method Methods 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 230000002238 attenuated effect Effects 0.000 description 3
- 230000001934 delay Effects 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- NAWXUBYGYWOOIX-SFHVURJKSA-N (2s)-2-[[4-[2-(2,4-diaminoquinazolin-6-yl)ethyl]benzoyl]amino]-4-methylidenepentanedioic acid Chemical compound C1=CC2=NC(N)=NC(N)=C2C=C1CCC1=CC=C(C(=O)N[C@@H](CC(=C)C(O)=O)C(O)=O)C=C1 NAWXUBYGYWOOIX-SFHVURJKSA-N 0.000 description 1
- 241000257465 Echinoidea Species 0.000 description 1
- 241000287462 Phalacrocorax carbo Species 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 239000011810 insulating material Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000005065 mining Methods 0.000 description 1
- 238000010899 nucleation Methods 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000005855 radiation Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
- 238000005303 weighing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/044—Broken rails
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/02—Electric devices associated with track, e.g. rail contacts
- B61L1/06—Electric devices associated with track, e.g. rail contacts actuated by deformation of rail; actuated by vibration in rail
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L29/00—Safety means for rail/road crossing traffic
- B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
- B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L29/00—Safety means for rail/road crossing traffic
- B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
- B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
- B61L29/32—Timing, e.g. advance warning of approaching train
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
- G01H1/00—Measuring characteristics of vibrations in solids by using direct conduction to the detector
- G01H1/12—Measuring characteristics of vibrations in solids by using direct conduction to the detector of longitudinal or not specified vibrations
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01V—GEOPHYSICS; GRAVITATIONAL MEASUREMENTS; DETECTING MASSES OR OBJECTS; TAGS
- G01V1/00—Seismology; Seismic or acoustic prospecting or detecting
- G01V1/001—Acoustic presence detection
-
- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/18—Methods or devices for transmitting, conducting or directing sound
- G10K11/24—Methods or devices for transmitting, conducting or directing sound for conducting sound through solid bodies, e.g. wires
Definitions
- the present invention relates to an information generation device that transmits and receives an elastic wave via a propagation medium and generates information for controlling and monitoring a system.
- the alarm starts to sound as shown in Fig. 1, and a predetermined time after the start of sounding Lower the shut-off rod of the breaker. After that, when the exit of the train that has entered the railroad crossing is detected, the alarm stops sounding and the blocking rod is raised.
- the time from when the blocking rod starts to descend until the train enters ⁇ ⁇ is, for example, a time required for a car or the like remaining in the railroad crossing to exit the railroad crossing, for a predetermined time or more (for example, 15 Seconds) must be secured. Also, before the train enters the railroad crossing, the alarm that sounds the car approaching the railroad crossing that the train is approaching should sound at least a predetermined time before the train enters ( ⁇ in the figure, for example, 30 seconds). Must start at
- the time ⁇ , ⁇ is controlled.
- timed inter- val control that adjusts the timing so that T is constant (for example, “Signal”, published by Koyusha in 1955, written by Yoshimura and Yoshikoshi).
- delay control which detects the type of train such as limited express, ordinary, or freight, and delays the alarm and the lowering of the shut-off rod for slow-type trains.
- Another method of performing on-time interrogation is control that detects the train speed at the approach detection point and adjusts the timing based on the detected speed at that time.
- the complicated work of managing the train type is not required. (: However, if the train accelerates after passing the approach detection point, T. and T become shorter. The restrictions on the speed limit of the train will remain.
- the conventional level crossing control system has various points to be improved.
- the train travel path is divided into a plurality of sections, the presence or absence of a train is detected for each section, and the entry and exit of trains in each section is controlled.
- a conventional train detection device for detecting the presence of There is an orbit circuit as an installation.
- each section (called a closed section) when the train travel path is divided into a plurality of sections, a signal current for train detection is passed through a pair of rails, for example, at the end of the section (train exit side). And a track relay that is excited and driven by the signal current is connected to a pair of rails at the section start end (train entry side).
- a closed circuit for driving the track relay is formed by using the pair of rails as a part of the current path.
- the rail is insulated at a fixed distance, a transmitter is provided at one end of the section and a receiver is provided at the other end in the section between the insulating sections, and the rail of the section that is not insulated is provided.
- a current path is formed by using. Then, the rail breaks and the rail separates at the broken part. In this case, the current from the transmitter is not transmitted to the receiver through the rail, so the presence or absence of breakage of the rail is determined by whether or not the current from the transmitter is transmitted to the receiver. It is a configuration to detect.
- the present invention has been made in view of the above circumstances, and transmits and receives an elastic wave using a moving path of a moving body as a transmission medium, and performs a level crossing control, a train detection, or a moving based on a received signal of the elastic wave.
- the purpose is to improve the above-mentioned problems by generating information for controlling / monitoring related elements of the mobile control system, such as path break detection.
- the moving path of the moving body is used as the transmission medium, the elastic wave transmitting means for transmitting the elastic wave to the transmission medium, and the transmission from the elastic wave transmitting means.
- An elastic wave receiving means for receiving the generated elastic wave via the transmission medium; and an element necessary for controlling / monitoring the related elements of the control system of the moving body based on the elastic wave reception signal received by the elastic wave receiving means.
- information generating means for generating information.
- the transmitter of the elastic wave transmitting unit and the receiver of the elastic wave receiving unit come into contact with the transmission medium.
- the propagation speed of the elastic wave is high, and information can be obtained quickly.
- the information generating means includes: a propagation time measuring means for measuring an elastic wave propagation time between the train and a railroad crossing along a train traveling route; and a train based on the measured propagation time.
- Distance calculating means for calculating the distance between the railroad crossing and the railroad crossing; speed calculating means for calculating the train speed based on a change in the calculated distance; and information on the crossing prohibition command information based on the latest calculated distance and the train speed.
- a control means for controlling the generation timing; and generating the crossing-crossing prohibition command information under the control of the control means.
- the distance and the train speed between one train crossing and the train speed are calculated every time the ultrasonic wave is transmitted, and the generation timing of the crossing prohibition command information is determined based on the latest calculated distance and speed information.
- a traveling pattern information transmitting means for transmitting a traveling pattern information signal of a train, and a traveling pattern identification means for identifying traveling pattern information transmitted from the train side on the information generating means side;
- Control means for setting a boundary distance for each traveling pattern that sets a boundary distance between a railroad crossing and a train capable of securing the predetermined time for each traveling pattern from the calculated train speed;
- Selection for selecting boundary distance corresponding to the travel pattern identified by the emission identifying means
- Means for determining whether the calculated distance is equal to or less than the boundary distance by comparing the boundary distance selected by the selection means with the calculated distance of the distance calculating means. It is preferable that the time when the following conditions are satisfied is set as the generation timing of the ringing start instruction.
- the train side transmits a train running pattern such as acceleration, deceleration, or constant speed to the ground side, and the ground side generates a sounding start command information according to the transmitted running pattern.
- the control makes it possible to properly control the generation timing of the ringing start command information even when the running pattern of the train approaching the railroad crossing is different.
- the configuration may be such that the elastic wave propagation time of a train—a railroad crossing ⁇ ] is measured based on the time from transmission start to reception on the ground side.
- the information generation means has reception confirmation means for confirming that the elastic wave is being received, and in a state where a detection signal of a train approaching a railroad crossing is being generated, the reception confirmation means It is preferable to generate the crossing prohibition command information immediately when there is no reception confirmation signal.
- a configuration including: a detection unit configured to detect presence / absence of the moving object based on a reception state of the elastic wave received by the elastic wave receiving unit and to generate presence / absence information of the moving object based on a reception state of the elastic wave; did.
- the presence of the moving object is detected using the elastic wave.
- Information can be obtained, and it can be applied to train detection in railway transportation systems.
- the elastic wave transmitting means is arranged at one rail end of the two rails, and the elastic wave receiving means is arranged on the other rail.
- the elastic wave transmitting means is disposed at the same end as the elastic wave transmitting means, and the elastic wave is transmitted from the one rail to the other rail via the wheels of the moving body and is received by the elastic wave receiving means. Is configured to generate mobile object presence information.
- the elastic wave receiving means when no moving object is present, the elastic wave receiving means does not receive the elastic wave.
- the elastic wave if a moving object is present, the elastic wave propagates from one rail side to the other rail side via the moving object and is received by the elastic wave receiving means, and the detecting means detects the elastic wave reception.
- the presence of a moving object is detected by input. Also, by measuring the time from the start of transmission of elastic waves to the reception, the position of the moving object can be detected. It is preferable that a sliding member is provided at a front portion of the moving body, the sliding member extending over the two rails and sliding on the rails, and having a better acoustic wave propagation velocity characteristic than the moving body.
- the transmission loss of the elastic wave via the moving body can be suppressed, and the moving body can be detected more reliably.
- a connecting member for connecting the rails is provided at a rail position separated by a predetermined distance from the elastic wave transmitting means and the elastic wave receiving means.
- the elastic wave propagation velocity characteristic of the coupling member is known, the distance to the moving object measured from the reception signal propagation time via the moving object is corrected from the variation in the propagation time of the reception signal via the coupling member. can do. As a result, it is possible to detect the position of the moving object with high accuracy by reducing the effect of changes in the characteristics of the propagation speed of elastic waves such as rails due to temperature changes. You.
- the elastic wave propagation velocity characteristic of the coupling member is set to be substantially equal to that of the moving body, it is only necessary to detect that the received signal via the coupling member and the received signal via the moving body coincide with each other. It is possible to detect the body position.
- the coupling member has an elastic wave propagation velocity characteristic lower than that of the moving body.
- the coupling member can be used as a delay element for elastic wave propagation, and the position of the coupling member can be provided in the vicinity of the elastic wave transmitting and receiving means, thereby facilitating installation work and maintenance of the coupling member.
- the elastic wave receiving means is arranged at one rail end of the book rail, and the elastic wave receiving means is arranged on the same end side as the elastic wave transmitting means of the other rail, and the elastic wave propagation velocity characteristic is lower than that of the moving body.
- a plurality of excellent coupling members are installed so as to connect the two rails at an interval from each other, and each distance from the elastic wave transmitting means and the elastic wave receiving means to each coupling member is set in advance. It is good to adopt a configuration in which
- the detection means is provided in a closed section provided with a train detection track circuit, and the train detection by the track circuit and the train detection by the elastic wave are used in combination.
- train detection can be performed in a dual system of train detection using track circuits and train detection using elastic waves, and the reliability of train detection is improved.
- the information generating means and configured to include a judgment means for generating a presence information of the fracture to determine the presence or absence of breakage of the travel path based on the reception state of the received acoustic wave of an elastic wave receiving means (>
- the detection of the break of the moving path is performed using the elastic wave. Therefore, even when the moving path is partially broken such that a part of the moving path is in contact, the receiving state of the elastic wave is different from that in the normal state. Therefore, it is preferable to provide an inspection means for inspecting the receiving function based on the reflected wave at the joint of the movement path at the end of the break inspection section where detection is possible.
- the traveling route is composed of a plurality of traveling sections electrically insulated from each other at a rail joint
- at least one of the plurality of traveling sections has an adjacent section end adjacent to the traveling section.
- the gaps are connected by a bypass propagation medium of an insulator that propagates an elastic wave by bypassing the rail joint, and a plurality of traveling sections connected by the bypass propagation medium are defined as the fracture inspection sections.
- the connection member be formed of an insulator.
- an elastic wave and an electric signal are transmitted to the train side via a rail in synchronization with each other from a predetermined position in the vicinity of the inside traffic signal, and on the train side, the train speed is determined based on the reception time difference between the transmitted electric signal and the elastic wave. And comparing the speed pattern information corresponding to the distance from the inside traffic signal stored in the information storage means mounted on the car with the calculated train speed, and determining that the inside traffic signal is stopped.
- the train braking device may be operated when the stop calculation train speed is faster than the pattern speed. According to such a configuration, it is possible to realize an automatic train stop using elastic waves.
- an elastic wave is transmitted from each elastic wave transmitting means to each of two parallel rails, and an elastic wave from each rail is received by each elastic wave multiplying means on the train side.
- a configuration may be adopted in which train speed limit information is added to an elastic wave to be transmitted and transmitted.
- the elastic wave transmitted to each rail can be easily made independent. Therefore, a conventional system in which the speed limit information is given to the train side by an electric signal has a double system. This makes it possible to easily configure an automatic train control device, which was difficult to implement, into a double system configuration.
- Figure 1 is an explanatory diagram of the railroad crossing control timing.
- FIG. 2 is an overall schematic diagram of the first embodiment when the information generation device of the present invention is applied to a railroad crossing control device.
- FIG. 3 is a configuration diagram of the transmitting device and the receiving device of FIG.
- FIG. 4 is a configuration fel of a signal processing circuit in the receiving device of FIG.
- FIG. 5 is a time chart illustrating the principle of propagation time measurement.
- Figure 6 shows the time assuming an accelerated driving pattern.
- FIG. 4 is a diagram showing a range in which a can be secured.
- FIG. 7 is a flowchart of the timing determination operation of the first embodiment.
- FIG. 8 is an operation time chart of the signal processing circuit.
- FIG. 9 is a configuration diagram of a transmission device according to the second embodiment of the railroad crossing control device.
- FIG. 10 is a main part configuration diagram of a signal processing circuit in the receiving device of FIG. Fig. 11 shows the time when a constant speed driving pattern is assumed.
- FIG. 4 is a diagram showing a range in which a can be secured.
- Figure 12 shows the time when the deceleration driving pattern is assumed. The range that can be secured FIG.
- FIG. 13 is a flowchart of the timing determination operation of the second embodiment.
- Fig. 14 (A) is an explanatory diagram of a configuration example in which ultrasonic waves are transmitted from the ground side and reflected waves from the train are received, and (B) is a diagram illustrating a propagation time from transmission to reception.
- FIG. 15 (A) is an explanatory diagram of a reception capability test of a receiving apparatus using a rail joint when a reflected wave is used
- FIG. 15 (B) is a diagram showing a propagation time from transmission to reception.
- 1-16 is a configuration diagram of still another embodiment of the railroad crossing control device.
- FIG. 17 is a configuration diagram of the first embodiment when the present invention is applied to a moving object detection device.
- FIG. 18 is a configuration diagram of the transmission device and the reception device of FIG.
- FIG. 19 is a waveform diagram of a received signal when an elastic wave is propagated through a rail.
- FIG. 20 is a configuration diagram of a second embodiment of the moving object detection device.
- FIG. 21 is a waveform diagram of a received signal when an elastic wave is propagated by connecting rails with an iron plate.
- FIG. 22 is a diagram showing the experimental conditions of FIG.
- FIG. 23 is a waveform diagram of a received signal when an elastic wave is propagated through a train wheel.
- FIG. 24 is a configuration diagram of a third embodiment of the moving object detection device.
- FIG. 25 is a configuration diagram of a fourth embodiment of the moving object detection device.
- FIG. 26 is a diagram illustrating an example of the moving object detection operation when the detection position of the moving object is specified.
- FIG. 27 is a configuration diagram in a case where the influence of the reflected wave on the rail end surface is reduced.
- Figure 28 shows another configuration for reducing the effects of reflected waves on the rail end face.
- FIG. 29 is a diagram illustrating an example of train detection in the point section.
- H30 is a configuration of an embodiment in which train detection by ultrasonic waves and a track circuit are used together.
- # 31 is a configuration diagram of another embodiment of the train detection equipment.
- FIG. 32 is a schematic configuration diagram of the first embodiment when the present invention is applied to a breakage detection device.
- FIG. 33 is a block diagram of the ultrasonic transmitting and receiving apparatus and the ultrasonic receiving apparatus of FIG. 32.
- FIG. 34 is an operation explanatory diagram of the first embodiment.
- FIG. 35 is a schematic configuration diagram of a second embodiment of the fracture detection device.
- FIG. 36 is a configuration diagram of the ultrasonic transmission device and the ultrasonic reception device of FIG. 35 c .
- FIG. 37 is an operation explanatory diagram of the second embodiment.
- FIG. 38 is a schematic configuration diagram of a third embodiment of the fracture detection device.
- FIG. 39 is a schematic configuration diagram of a fourth embodiment of the fracture detection device.
- Figure 40 is a c view is a configuration diagram of an ultrasonic transmitting device and the ultrasonic receiving apparatus shown in FIG. 39 ⁇ is a schematic configuration diagram of a fifth embodiment of the fracture detection apparatus.
- FIG. 42 is a schematic configuration diagram of a break detection device according to a sixth embodiment.
- FIG. 43 is a schematic configuration diagram of a seventh embodiment of the fracture detection device.
- FIG. 44 is an explanatory diagram of the operation in FIG.
- FIG. 45 is a schematic configuration diagram of an eighth embodiment of the fracture detection device.
- FIG. 46 is a schematic configuration diagram of a ninth embodiment of the fracture detection device.
- FIG. 47 shows an example applied to an ATS device.
- Figure 48 shows an example applied to an ATC device.
- Fig. 49 is a diagram showing an example of transmitting the column number information from the train side to the ground side.
- FIG. 50 is a diagram showing a configuration example for temperature compensation of ultrasonic wave propagation.
- FIG. 51 is a diagram showing another mounting structure of the transmitter / receiver.
- FIG. 52 is an enlarged sectional view of the transducer section of FIG.
- FIG. 53 is a cross-sectional view taken along line AA of FIG. 52.
- Fig. 54 is an acoustic wave propagation characteristic between rails when wheels and a shaft are interposed.
- FIG. 2 shows an overall schematic diagram of the first embodiment.
- a pair of circuit breakers 4 ⁇ , 4B and alarms 5A, 5B are provided at a railroad crossing 3 provided in an operation section of a train 1 which is a moving body traveling on a rail 2 which is a moving route.
- a train detector 6 that detects the passage of train 1 is provided at a point a fixed distance away (approach detection point) before level crossing 3.
- the train 1 is equipped with an ultrasonic transmission device 20 as ultrasonic transmission means for transmitting, for example, ultrasonic waves as elastic waves. Further, a receiving device 30 as an ultrasonic receiving means for receiving ultrasonic waves propagating from the train 1 side via the rails 2 is connected to the rails 2 in the railroad crossings 3 where the train 1 approaches. You.
- the ultrasonic transmission device 20 and the reception device 30 have a configuration as shown in FIG. 3, the ultrasonic transmission device 20 includes a transmitting-side tie Mi Ngushin No. generating circuit 2 1 for generating a transmitting-side tie Mi ring signal CK S at a constant period t ck Remind as in FIG. 5, the transmission side Thailand
- An ultrasonic wave generating circuit 22 for generating ultrasonic waves at a generation cycle t ek of the mining signal CK s and a transmitter 23 for transmitting ultrasonic waves to the rail 2 are provided.
- the transmitter 23 is installed so that the transmitting surface is directly applied to, for example, a metal axle support member or the like, and transmits ultrasonic waves from the axle support member to the rail 2 via the metal axle and wheels. Thus, it is possible to prevent a decrease in the receiving sensitivity of the ultrasonic wave.
- the receiving device 30 receives the data in synchronization with the transmitting-side timing signal generating circuit 21.
- the road 34 is provided.
- both tie Mi ring signal generator 21, 3 although not shown, similarly to FIG. 36 to be described later, both tie Mi ring signal CK S, the calibration signal receiver for synchronizing the CK is provided.
- the method of synchronizing the two tie Mi Ngushin CK S, CK R periodically generates calibration issue from the same calibration signal source, receiving the calibration Tadashi No. For example, in each calibration ⁇ No. receiving apparatus via the radio communication At times, the timing i generation operation is forcibly reset. As a result, synchronization deviation between the transmitting side and the receiving side can be prevented.
- the signal processing circuit 34 as shown in Figure 4, and the received signal S and the propagation time from the reception side tie Mi ring signal CK R to the propagation time measuring means to measure the propagation time of interrogation t measuring circuit 34 lambda Based on the measured propagation time t, the distance X (train position ⁇ ) from the railroad crossing 3 to the train 1 and the train speed V are calculated, and based on these calculated values, the start of sounding of the alarms 5 ⁇ and 5 ⁇ is performed.
- the timing judgment circuit 34 ⁇ ⁇ that generates the judgment signal ⁇ of the crossing prohibition timing such as the timing of the descent of the blocking rod, the OR of the train detection signal D from the train detector 6 and the reception signal ⁇ S is calculated.
- the first OR gate 34C that performs the operation, the off-delay circuit 34D that delays the fall of the output of the first OR gate 34C for a predetermined time, and the delay of the off-delay circuit 34D Shin - - an aND gate one DOO 34 E for ⁇ the logical product of the determination signal P P s and the tie Mi ring judging circuit 34 B, a A second R gate 34F that calculates the logical sum of the output of the ND gate 34E and the train detection signal D and outputs a timing control signal y is provided. As will be described later, the second OR gate 34F is output when the sounding start timing is reached on condition that train 1 is detected. Output y generates a command to start falling sound.
- the timing determination circuit 34B has functions of a speed calculation unit and a control unit.
- the first OR gate 34C and the off-delay circuit 34D determine that the reception signal S is received at a predetermined interval (equivalent to the transmission interval of ultrasonic waves) after the train 1 has passed the approach detection point. It is used for confirmation and constitutes reception confirmation means. That is, when a train is detected by the train detector 6, the train detection signal D from the train detector 6 falls. If the received signal S is input at a predetermined interval after the fall of the train detection signal D, the delay signal P s (corresponding to the reception confirmation signal) continues to be generated from the OFF 'delay circuit 34 D I do. However, the received signal S is no off-di Le - circuit 34 delays the signal P s is the start output is stopped ringing of the OR gate 34 F output is stopped falling AND gate one DOO 34 E of D Command is generated.
- An ultrasonic wave is transmitted from the ultrasonic transmitter 22 and propagates through the rail 2 at the generation period t ek of the transmission-side timing signal CK s .
- the receiving device 30 receives an ultrasonic wave every transmission cycle t ck and generates a reception signal S.
- Receiving side tie Mi ring signal CK R is in synchronization with the transmission side tie Mi ring signal CK S occur simultaneously, the propagation time measuring circuit 34 A of the signal processing circuit 34 from the receiving gate one DOO circuit 33, FIG. 5 As shown, approximately the period t.
- the received signal S is input at k .
- Propagation time measuring circuit In HA, each time the received signal S is input, the time t k from enter recipient Thai Mi ring signal CK R until the received signal S is input, t k + 1, the ... The propagation time t is obtained by measuring with a counting device.
- the distance X from the railroad crossing to the train is given by the following equation (2) from the measured propagation time t and the propagation speed of the ultrasonic wave.
- the timing determination circuit 34B also has functions of a boundary distance setting unit and a determination unit. Next, the timing control operation for prohibiting crossing according to the present embodiment will be described.
- Ultrasonic waves are transmitted from the train 1 approaching the railroad crossing 3 at the cycle t ck and propagate through the rail 2.
- the period t. receiving the signal receiving side tie Mi ring signal CK R is generated by k S and the receiving side tie Mi ring signal CK R is input to the signal processing circuit 34.
- Propagation time measurement circuit In ⁇ , every time the received signal-S is input, the propagation time t is measured.
- the timing determination circuit 34B performs determination processing of the crossing prohibition timing according to the flowchart of FIG.
- step 1 it is determined whether or not the received signal S has been input. If the received signal S has been input, the process proceeds to step 2.
- step 2 the propagation time t measured by the propagation time measurement circuit 34A is read.
- step 3 it is determined whether or not the train 1 is detected based on the train detection signal D from the train detector 6 installed at the approach detection point.
- the train detection signal D of the train ⁇ detector 6 goes low when the train 1 is detected. Therefore, if the train detection signal D is high level train approaching the intention determines, proceed to stearyl-up 8, and stored in the propagation time t measured current and previous value t n, at step 9, sounding Is determined to be unnecessary, and a determination signal P is generated. If train 1 is detected and the train detection signal D falls, it is determined that there is a train and the process proceeds to step 4. Here, when the train 1 is not detected and the train detection signal D is rising, a high-level output is generated from the second OR gate 34F.
- step 5 the above-described ⁇ (t, ⁇ t) is calculated based on the read propagation time t and ⁇ t, and it is determined whether or not the sound starts. ⁇ (t. If ⁇ t) 0, it is determined in step 6 that the sound is to start sounding, and the judgment signal P is stopped. As a result, the output of the AND gate 341 ': is stopped, the output of the second OR gate 34F becomes low level, and a ringing start command is generated.
- step 7 it is determined whether or not the train 1 has left the railroad crossing 3 based on the train detection signal D, and the determination signal P is stopped until the train 1 has left.
- the timing determination circuit 34B is reset at the rise of the train detection signal D to prepare for the approach of the next train, and the sound stops at the rise of the output of the second OR gate 34F. A command and a cut-off command are generated.
- FIG. 8 shows an operation time chart of the signal processing circuit 34 described above.
- the train start time is controlled by monitoring the train speed even after passing through the approach detection point, so that it is possible to ensure the sound start and the lowering of the blocking rod necessary for safety. .
- useless ringing time and railroad crossing cutoff time by the bar can be reduced. Therefore, it is possible to ensure the safety of vehicles B and pedestrians crossing the railroad crossing, and to prevent unnecessary prohibition of crossing time.
- the running patterns of the trains approaching the railroad crossing are all the first embodiment. Assuming that the vehicle approaches the vehicle after accelerating and approaching, when the judgment of the sounding start timing is made, if the train running pattern approaching the railroad crossing is decelerating ⁇ constant speed, the train enters the railroad crossing from the sounding start Time to T. May be longer than necessary.
- the second embodiment is an embodiment for solving this.
- a traveling pattern information generation function is added to the configuration of the first embodiment on the transmitting device side, and a traveling pattern identification function is added to the ground receiving device side.
- FIG. 9 shows the configuration of the transmitting apparatus according to the second embodiment.
- the ultrasonic transmission device (120 ′) of the present embodiment mounted on the train 1 is different from the timing signal generation circuit 21, the ultrasonic generation circuit 22, and the transmitter 23 of the first embodiment.
- acceleration, signal f lt f 2 having a frequency different from each other corresponding to each travel pattern of the deceleration and constant speed
- signal generator 24 for generating a ⁇ 3, 25, and 26, the signal in accordance with the travel pattern when the It comprises a selection circuit 27 for selectively driving and controlling the generators 24, 25, and 26, and a modulation circuit 28 for modulating the frequency signals f !, f.
- the ultrasonic wave in synchronization with the Mi ring signal CK s generated from the ultrasonic generator 22, the frequency signal f,, f 2, and outputs modulated by the transmitters 23 f.
- the signal generator 24 , 25, 26, the selection circuit 27 and the modulation circuit 28 constitute the running pattern information transmission means That.
- the receiving device of the second embodiment is different from the first embodiment only in the configuration of the signal processing circuit.
- Fig. 10 shows the main configuration of the signal processing circuit of the receiver.
- the signal processing circuit 34 ′ of the present embodiment includes band finolators 34 G, 34 H, 34 1 for filtering the frequency signals f 1, f 2, f 3, respectively. Further, the timing determination circuit 34 B ′ identifies the traveling pattern information transmitted from the train side, and A function to determine the ringing start timing based on each corresponding determination condition is added.
- the band filters 34G, 34H, 341 and the timing determination circuit 34B ' constitute a traveling pattern identification means, and the timing determination circuit 34B' It has the functions of distance setting means, selection means and determination means. Note that the other configuration of the signal processing circuit 3 is the same as that of the first embodiment, and a description thereof will not be repeated.
- the magnitude of f (t, ⁇ t) is determined by comparing the magnitude of f (t, ⁇ t) in the direction of the acceleration and the direction of the acceleration.
- Ultrasound is transmitted from train 1 approaching railroad crossing 3 at period t ck and propagates through rail 2.
- the ultrasonic wave includes information on a running pattern of the train 1.
- f is accelerated and f 2 is constant-speed
- I 3 is the reduction
- the signal generator 24 Are selectively driven by the selection circuit 27, and an ultrasonic wave modulated by the frequency signal f, is transmitted.
- the frequency signal ⁇ 2 is similarly modulated, and in the case of the high speed, the ultrasonic wave modulated by the frequency signal f 3 is transmitted.
- the receiving device 30 receives the ultrasonic wave transmitted from the train 1 and inputs the received signal S to the signal processing circuit 3.
- the received signal S is input to the propagation time measuring circuit 34A and used for measuring the propagation time, as in the third embodiment, and is filtered by each band finoletor 34G, 34H, 341. You.
- the frequency signal f, from the band filter 34G is input to the timing determination circuit 34B '.
- the frequency signal f 2 from the band filter 34 H in the case of constant speed are input to the tie Mi in g judging circuit 34 B ', Thailand Mi ranging from bandpass filter 34 I is the frequency signal f 3 in the case of deceleration Input to the judgment circuit 34 B '.
- the timing determination circuit 34B 'performs crossover prohibition timing determination processing based on each input signal in accordance with the flowchart of FIG.
- steps 11 and 12 it is determined whether or not the received signal S has been input, and when the received signal S has been input, the propagation time t is read.
- step 13 the traveling pattern notified from the train 1 is determined based on the frequency of the signal input from the band filters 34G to 34I.
- steps 14 and 15 whether or not a train was detected as in the first embodiment A decision is made as to whether or not a train is detected, and when a train is detected, the difference ⁇ ⁇ between propagation times is calculated.
- step 16 a conditional expression f (t, ⁇ t) corresponding to the traveling pattern determined in step 13 is selected.
- step 17 it is determined whether or not to start ringing based on f (t, ⁇ t) selected in step 16. ⁇ If (t, ⁇ t) is 0, the judgment signal P is stopped in step 18 and the judgment signal P is stopped, and the judgment signal P is output until the train exit is detected in step 19. Hold in the stopped state. When a train exit is detected, the timing determination circuit 34B 'is reset when the train detection signal D rises.
- a flexible level crossing control device can be provided.
- the arrival time of the train crossing is shorter than the time calculated on the ground side. Ringing start timing may be delayed. Therefore, in the device of the second embodiment, the train that has notified the running pattern to the ground side must observe the running pattern. For this reason, if the train speed is monitored on the train side and a speed limiting function that does not exceed the control speed set according to the notified running pattern is provided, the safety will be further improved.
- the timing signal is generated on the ground side and the train side, and transmission and reception of ultrasonic waves are synchronized to measure the propagation time.
- the present invention is not limited to this.
- add an ultrasonic transmitter on the ground side add an ultrasonic receiver on the train side, The ultrasonic wave is transmitted, and when the train receives it, the ultrasonic wave is returned from the train side transmitting device and received by the ground side receiving device without delay, and the ultrasonic wave is transmitted and received on the ground side.
- the ultrasonic propagation time of a train—a railroad crossing may be measured based on the time required to perform the operation. In this case, there is no need to synchronize the ground side with the train side.
- a configuration may be adopted in which ultrasonic waves are transmitted from the ground side and reflected waves from the train are received to detect the train speed and position.
- an ultrasonic transmission device 40 and an ultrasonic reception device 50 are provided on two rails in the railroad crossing 3 on the ground side. Then, the ultrasonic transmitter 40 transmits ultrasonic waves toward the rail 2 at regular intervals. The ultrasonic wave propagates through the rail 2 and is reflected by the wheels 60 of the train 1, and the reflected wave is received by the ultrasonic receiver 50.
- the train speed V can be determined from the generation period of the ultrasonic wave using equation (3).
- FIG. 16 Another embodiment is shown in FIG. 16 and described.
- an electric signal is propagated through a rail simultaneously with an ultrasonic wave.
- an ultrasonic transmitter 40 and an ultrasonic receiver 50 are provided by bringing both a transmitter and a receiver into contact with the rail 2, and a transmitter for transmitting an electric signal ⁇ to the rail 2. 70 is connected via repeater 71.
- an ultrasonic transmission device 41 and an ultrasonic reception device 51 are provided on the side of the train 1, and a receiver for receiving an electric signal is provided at the end of the train (not shown) toward the rail.
- the transmitter and the receiver on the side of the train 1 are provided, for example, in a non-contact manner toward the rail 2.
- the ultrasonic transmitter 40 and the transmitter 70 on the level crossing 3 synchronize with each other and simultaneously transmit ultrasonic waves and electric signals to the train 1 via the rail 2. Since the propagation speed is different between the ultrasonic wave and the electric signal, it is possible to calculate the distance from the railroad crossing 3 to the train 1 and the train speed on the column ⁇ 1 side based on the reception time difference between the ultrasonic wave and the electric signal. It is possible. After calculating the distance and the train speed on the train 1, the calculation results are transmitted from the train 1 to the railroad crossing 3 via an electric signal via an electric signal. Also, the ultrasonic waves are transmitted to the level crossing 3 simultaneously with the transmission of the calculation result.
- the distance from the train 1 to the level crossing 3 and the train speed are calculated based on the difference between the electric signal from the train 1 and the reception time of the ultrasonic wave. Then, the distance and the train speed information transmitted from the train 1 are compared with the distance and the train speed calculated on the level crossing 3 side. Note that, on the side of the train 1, the train ⁇ : speed may be detected using an on-board tachogenerator.
- the distance between the train 1 and the railroad crossing 3 and the train speed can be checked and monitored at all times by combining the electric signal and the ultrasonic wave.
- the reliability of stop timing control can be improved.
- FIG. 17 is a configuration diagram of the first embodiment when applied to a moving object detection device.
- one of two parallel rails 111 and 112 of the moving body detection section T is provided with an ultrasonic transmitter 120 for transmitting, for example, ultrasonic waves as an elastic wave on one rail ill, and the other rail 112 Further, an ultrasonic receiver 130 for receiving ultrasonic waves propagating on the rail 112 is provided.
- FIG. 18 shows a configuration example of the ultrasonic transmission device 120 and the ultrasonic reception device 130.
- the ultrasonic transmitting device 120 as an elastic wave transmitting means includes a transmitting device main body 121 and an electric device that abuts on the rail 111 to convert an electric signal from the transmitting device main body 121 into vibration and transmit ultrasonic waves to the rail 111.
- Transmission transducer 122 which is a vibration conversion device.
- the transmitting device main body 121 includes an oscillator 123 that generates a high-frequency AC electric signal, an amplifier 124 that amplifies the AC electric signal and transmits the signal to a transmission transducer 122, and a timing signal generating circuit 140. It comprises a transmission gate 125 that controls the timing of transmitting an AC electric signal from the oscillator 123 to the amplifier 124 by inputting a signal.
- the transmission transducer 122 for example, a piezoelectric electrostrictive vibrator or a magnetostrictive vibrator can be used.
- the ultrasonic receiving device 130 as an elastic wave receiving means corresponds to the rail 112. It is composed of a receiving transducer 131, which is a vibration-to-electrical transducer that receives ultrasonic waves propagating along the rail 112 and converts it into an electric signal, and a receiving apparatus main body 132 that receives an electric signal from the receiving transducer 131. You.
- the receiving device main body 132 includes a receiving amplifier 133 for amplifying an electric signal from the receiving transducer 13J, and a signal processing for processing the amplified signal from the receiving amplifier 133 to determine the presence and position of a train as a moving body.
- a circuit 134 and a timing signal from the above-mentioned timing ⁇ generation circuit 140 control the timing of inputting the amplified signal from the reception amplifier 133 to the signal processing circuit 134 in synchronization with the transmission gate 125.
- the receiving gate 135 that performs the processing.
- the signal processing circuit 34 corresponds to an information generating means having a function of detecting means for detecting the presence / absence of a moving object.
- the method of measuring the propagation time of the ultrasonic wave by extracting the signal delayed by a predetermined time from the received signal after transmitting the ultra-Tf wave using the timing signal generation circuit is shown in FIG. Not limited to this, it is generally known.
- the AC electric signal generated by the transmitting device body 21 of the ultrasonic transmitting device 120 is converted into an ultrasonic wave by the transmitting transducer 122, transmitted to the rail 11L, and propagates on the rail HI.
- the ultrasonic wave propagating on the rail 111 is not transmitted to the rail 112 side, and the ultrasonic wave receiving apparatus 130 does not receive the ultrasonic wave.
- the rails 111 and 112 are connected to each other by the train wheel 113 and axle 114 as shown in FIG.
- the ultrasonic wave propagating on the rail 1U is transmitted to the rail 112 side via the wheel 113 and the axle 114 provided on the train, and is received by the ultrasonic receiver 130.
- the ultrasonic transmitting device 120 and the ultrasonic receiving device 130 generally constitute a pulse radar.
- the rail propagation speed of the ultrasonic wave is assumed to be substantially constant, and this rail propagation speed is stored in advance, and the ultrasonic wave is transmitted based on the timing signal of the timing signal generation circuit 140. What is necessary is to measure the propagation time from when a message is transmitted to when it is received. From the measurement time and the stored propagation velocity value, measure the distance L in Fig. 17, that is, the distance L from the transmitting / receiving point of the ultrasonic wave to the train, according to the above formula (10). Can be.
- the moving object detection device having such a configuration, not only the presence / absence of the train in the train detection area T but also the position of the train can be detected.
- the pulse radar method using the rail of the present embodiment is There are many advantages, as described below.
- the distance to the moving object is measured as a linear distance from the ultrasonic oscillation source, but in the method of the present invention, ultrasonic waves propagate along the rails. Distance measurement that matches the traveling locus of the moving object can be performed, and distance measurement can be performed accurately with the traveling path length of the moving object.
- the detection range of the moving object is regulated by the radar angle range, whereas in the method of the present invention, the ultrasonic wave propagates along the rail. There is no such regulation.
- Fig. 19 shows the state of the received signal when an elastic wave is transmitted to the rail by contacting the transmission transducer and the reception transducer with an interval between them and the rail.
- the elastic wave (sound) is transmitted along the rail ⁇ as a longitudinal wave.
- the measurement conditions were as follows: the distance between the transmitting and receiving transducers was 3 m, and the transmission frequency of the elastic wave was 25 KHz and about 2 () pulses were transmitted.
- the waveform of the received signal is the result after approximately 50 dB amplification.
- the time from the start of transmission to the appearance of the received signal is about 1.3 ms , and the speed of sound in the rail is calculated as about 2.3 km / s. From this experimental result, it can be seen that elastic waves can be transmitted and received via the rail.
- FIG. 20 shows and describes a second embodiment of the moving object detection device.
- the same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.
- a metal plate 152 is attached as a sliding contact member that slides on both rails i 11 and i 12 across the rails 1 i 1 and 1 12.
- Fig. 21 shows the appearance of the received signal when an iron plate is pressed between the rails, and the transmitting and receiving transducers are pressed against the rail treads.
- the measurement conditions were as follows: the distance between the rails was about 1 m, an iron plate weighing several tens of kilograms was pressed against the rail tread, and each rail tread was about 8 m away from the iron plate.
- Send Transducer and Receive Transducer It measured by pressing.
- the transmission condition and the reception condition of the elastic wave the same as the experiment of FIG. 19, and transmits the order of 20 pulses at 25K H Z, the received signal is the result after amplifying about 50 d B.
- Figure 23 shows the state of the received signal when an elastic wave is propagated through the current train wheel.
- the measuring method is as follows.Transmission transducer is applied to one wheel tread, which is currently used, and reception transducer is applied to the other wheel tread.Each transducer is pressed directly, and elastic waves are applied from one wheel to the other wheel via axle. Was propagated. The transmission and reception conditions of the elastic wave were the same as in the experiment in Fig. 19.
- the structure of the wheels of the current train is very complex, and it can be seen from Fig. 23 that the elastic waves are considerably attenuated in the process of propagating from one wheel to the other.
- the signal waveform ⁇ appearing immediately after the start of transmission in the figure is a leakage of the transmission signal due to electrical spinning (electrostatic coupling) between the transmission transducer and the reception transducer.
- a metal sliding contact member is provided at the front of the train to make sliding contact on the rail. Propagating the ultrasonic waves through the members improves the propagation characteristics of the ultrasonic waves, and is desirable for detecting the presence and position of the train.
- the propagation path is shown as rails ⁇ ⁇ ⁇ ⁇ bearing outer ring (wheel) ⁇ ⁇ bearing ⁇ shaft ⁇ bearing ⁇ bearing rig outer ring (wheel) ⁇ ⁇ rail ⁇
- the measurement results of the elastic wave propagation characteristics You. If the shaft is fixed on the moving body side, the shaft corresponds to the support portion of the wheel, and this corresponds to the situation where the elastic wave propagates from one rail A to the other rail B via the support portion. The elastic waves are reduced both between the rail and the outer ring of the bearing (wheel) and between the outer ring of the bearing (wheel) and the shaft (the inner ring of the bearing).
- the propagation path from rail A to the shaft attenuates about 50 dB
- the propagation path from the shaft to rail B attenuates about 40 dB
- the attenuation between rail A and rail B is about 90 dB.
- FIG. 24 shows a third embodiment of the moving object detection device. The same parts as those in the first embodiment shown in FIG.
- the rails 111 and 112 are spaced apart from the transmitting transducer 122 of the ultrasonic transmitting ⁇ device 120 contacting the rail 111 and the receiving transducer 131 of the ultrasonic receiving device 130 contacting the rail 112 at a predetermined distance.
- the intervals between the coupling members 160a, 160b, 160c, 160d are, for example, the same.
- the figure shows the case where the number of the connecting members is four, it is needless to say that the present invention is not limited to this.
- the ultrasonic wave transmitted from the transmitting transducer 122 to the rail 111 passes through the coupling members 160a, 160b, 160c, and 16 ⁇ d, propagates to the rail 112, and is received by the receiving transducer 131.
- the coupling members 160a, 160b, 160c, 160d are made of the same material, their ultrasonic propagation speeds are substantially the same. Therefore, assuming that the received signals passing through the coupling members 160a, 160b, 160c, 160d are S a, S b, S c, and S d, respectively, a time delay corresponding to the interval between the coupling members is given. S a, S b, S c, Received by the receive transducer 131 in the order of Sd.
- the signal received by the train's wheels / axle or the train-to-rail ultrasonic transmission medium provided on the train is added when the train passes through the mounting position of the connecting member. Received. The distance from the transmitter / receiver to each coupling member 160a, 160b, 160c, 160d and the coupling members 160a,
- FIG. 25 shows a fourth embodiment of the moving object detection device.
- the same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.
- a coupling member 170 is provided at a position separated from the transmission transducer 122 and the reception transducer 131 by a predetermined reference distance Ls for compensating the detection position of a moving object capable of transmitting ultrasonic waves.
- Rails 111 and 112 are combined.
- the ultrasonic propagation characteristics of the rails 111 and 112 fluctuate due to changes in the surrounding atmospheric conditions, particularly, changes in temperature.
- the coupling member 170 is for correcting a measured value when the propagation characteristics of the rails 111 and 112 change due to a temperature change or the like.
- the ultrasonic wave transmitted from the transmitting transducer 122 to the rail 111 is propagated to the rail 112 via the coupling member 170 and received by the receiving transducer 131.
- the ultrasonic propagation time at that time corresponds to a predetermined distance L s to the coupling member 170.
- t be the propagation time at standard time via the connecting member 170, and let the approaching train connect the rails 111 and 112 at the position indicated by the broken line in the figure, and calculate the propagation time of the received signal via the train.
- L the distance from the transmission / reception point to train
- the propagation time of the ultrasonic wave through the coupling member 170 due to a temperature change or the like is represented by the following equation.
- the connecting member 170 in FIG. 25 is attached between the rails at the point at the predetermined distance.
- the signal received by the train approaching from the far side of the coupling member 170 becomes shorter as the train approaches, and the propagation time becomes shorter. This coincides with the propagation time of the received signal (indicated by the solid line in FIG. 26) passing through the coupling member 170 when passing through the point.
- the propagation time of the received signal indicated by the solid line in FIG. 26
- a received signal by the column ⁇ and a received signal by the coupling member are input to the ND ND gate, and a logical product output of the AND gate is a logical value.
- it becomes 1 it may be configured to generate a notification signal indicating that the train has reached the predetermined distance.
- the rails are connected by using a nonmetallic material instead of a metal material such as an iron plate, the ultrasonic propagation time can be extended, and the reception of the ultrasonic signal can be substantially delayed. it can. Therefore, by forming the connecting member from a non-metallic material, the connecting member can be used as a delay element.
- the coupling member is made of a non-metallic material, for example, the propagation speed of ultrasonic waves is slower than that of a train or rail, the coupling member will be It can be installed closer to the sending / receiving point than the point at a predetermined distance.
- the propagation speed characteristic of the coupling member is selected such that the propagation time of the ultrasonic wave through the coupling member becomes equal to the propagation time of the ultrasonic wave through the train at a point separated by a predetermined distance.
- the coupling member as a delay element, the coupling member can be installed closer to the transmission / reception point than the position where the actual detection is desired, and the installation work and subsequent maintenance can be performed. Has the advantage of being easier.
- a plurality of sets for example, two sets of the ultrasonic transmitter and the ultrasonic receiver are provided. Then, the ultrasonic transmission frequencies of the respective sets are made different from each other, and the ultrasonic transducer of the frequency f, is transmitted from the transmission transducer 122A of one transmission apparatus, and the transmission transducer I22B of the other transmission apparatus is transmitted. Transmit ultrasound at frequency f b .
- the transmission transducers 122A and 122B sequentially transmit transmission pulses to the rail at different transmission times, and measure the train position using the first received signal from each transmission pulse transmission. Let's do it.
- two finolators 136A and 136B for discriminating the frequencies f 1 and f b , and two receiver main units 132A and 132B for inputting signals from the respective filters 136A and 13613 are provided.
- the transmission and reception operations of the ultrasonic wave are the same as those in the embodiment of FIG. 27, and the description is omitted.
- the number of reflected waves received can be increased as compared with the case where a single frequency is used, so that the detection accuracy of the train can be improved.
- a train transducer can be provided by providing a transmitting transducer at the end of one of the pair of rails in the train detection section and a receiving transducer at the other end.
- the ultrasonic wave transmitted from the transmitting transducer to the rail is received by the receiving transducer with little attenuation.
- the ultrasonic wave is received by the receiving transducer as well, but the transmission loss of the ultrasonic wave is increased by the train wheels on the pair of rails, so the signal level of the received signal is increased. Decrease.
- the presence / absence of the train can be determined by comparing the reception level of the reception signal with a preset threshold value and performing a level test.
- train detection using elastic waves has a closed loop configuration like a track circuit. It is not necessary to use a single rail to detect trains. Therefore, as shown in Fig. 29, it is possible to detect trains at points.
- each ultrasonic transmitting device 180, 184, 182, 186 were different from each other each transmission frequency of, their respective f, and f 2, f 3, f ⁇ 4.
- the ultrasonic transmitting device 180, 182 from the rail 111A, via 112B respectively transmit frequency f train 151 side, the ultrasonic wave f 13 (train side, the ultrasonic signal of the frequency fi ⁇ f Upon receipt, transmits without delay the ultrasonic transmitting device 184, 186 from the frequency f 12, f 14 of the ultrasonic signals rails 111A, respectively, on the ground side via the U2B.
- a moving object can be detected using elastic waves. Also, by measuring the propagation time of the received signal, the position of the moving object can be detected. Furthermore, compared to the method of detecting a moving object using reflection of elastic waves radiated into the air, the movement of elastic waves is not affected by the wind, the position detection accuracy is high, and the propagation speed of the elastic waves is high, so the moving The notification of the body position detection result becomes faster. In addition, since elastic waves propagate along the rails, distance measurement with term accuracy along the traveling locus of the moving object can be performed. In addition, there are many advantages such as the ability to individually detect trains at the branch point of the rail at the branch point.
- an ultrasonic transmitter 120 is provided on the rail 112 side, and an ultrasonic receiver 130 is provided on the rail 111 side.
- a transmitter 70 is connected to a rail 111, 112 at the terminal end side of the closed section through which a train advances, via a repeater 71 as in the conventional track circuit.
- a rail relay is connected to the rails 111 and 112 at the start end on which the train in the closed section enters.
- the electric signal -S- from the transmitter 70 is transmitted to the start end of the closed section, the track relay is lifted, and a signal indicating no train is generated. Further, the ultrasonic wave transmitted from the ultrasonic transmission device 120 is not received by the ultrasonic reception device 130 as described above.
- the train 151 enters the closed section, the rails 111 and 112 are short-circuited by the wheels, the track relay falls, and the train is detected. Also, the ultrasonic wave transmitted from the ultrasonic transmission device 180 to the rail 112 propagates to the rail 11 side via the wheel and axle of the train 151, is received by the ultrasonic reception device 130, and the presence of the train You can know.
- an ultrasonic transmitter 190 is provided on the rail 112 side, and an ultrasonic receiver 19 # is mounted on the train 151 side.
- a transmitter 70 for transmitting an electric signal is connected to the rails 111 and 112.
- the ultrasound The transmission device 190 and the transmitter 70 transmit ultrasonic waves and electric signals in synchronization with each other.
- the ultrasonic transmitter 190 and the ultrasonic receiver 191 of the present embodiment may be asynchronous, and the transmission gate 125 and the reception gate 135 shown in FIG. 18 are unnecessary.
- the ultrasonic transmitter 190 and the transmitter 70 simultaneously transmit the ultrasonic waves and the electric signal to the train 15 1 via the rail.
- the propagation speed differs between the ultrasonic wave and the electric signal
- the train 1 calculates the distance and train speed from the ultrasonic transmitter 190 to the train 151, based on the difference between the reception time of the ultrasonic wave and the electric signal. It is possible to
- the position of each train can be grasped at the Central Command Center.
- the train side can continuously obtain information on the position and speed of the preceding train. In this way, if the position of the train itself and the position of the preceding train can be grasped continuously, a moving blockage system can be realized, and efficient train operation management becomes possible.
- the position and speed information of the train itself transmitted to the Central Command Center is transmitted from the Central Command Center to each station, so that passengers at the station can be approached accurately, Information (congestion, disruption of train schedule, accident, breakdown, etc.) can be provided.
- FIG. 32 shows the detection principle of the first embodiment of the breakage detection device, in which both the transmission device and the reception device for elastic waves are installed on the traveling road side, and is an example in which attenuation of elastic waves is used for breakage detection.
- the rail 211 is cut off from the mechanism at a certain distance, for example, by providing a gap.
- the section between these isolated parts is referred to as the fracture inspection section A. I do.
- an ultrasonic transmission device 220 as an elastic wave transmitting means is installed, and at the left end side ( An ultrasonic receiver 230 as a means for receiving elastic waves is installed at the train exit side end).
- FIG. 33 shows the configurations of the ultrasonic transmitting device 220 and the ultrasonic receiving device 230.
- the ultrasonic transmission device 220 includes an ultrasonic signal generation circuit 221 and a transmitter 222.
- the transmitter 222 abuts on the rail 211 and emits an ultrasonic wave to the rail 211 as an elastic wave.
- the ultrasonic receiving device 230 includes a receiver 231 as a receiving unit, an amplifier 232, and a signal processing circuit 233 as a determining unit.
- the receiver 231 receives an ultrasonic signal propagating on the rail 211 while being in contact with the rail.
- the signal processing circuit 233 receives the signal from the amplifier 232 and compares the input signal level with a preset threshold value to determine whether the rail 21] is broken. Therefore, the signal processing circuit 233 corresponds to an information generating unit having a function of a force determining unit.
- the ultrasonic signal radiated from the transmitter 222 to the rail 211 propagates through the rail 211 to the end of the inspection section A, is received by the receiver 231, is amplified by the amplifier 232, and is amplified by the signal processing circuit. Enter 233.
- the signal processing circuit 233 sets the threshold value E. Assuming that the level of the received signal to be compared with the detection output level is expressed by the detection output level, if there is no break in the rail 211, the level E of the received signal is a ⁇ value E as shown in FIG. Higher. On the other hand, when the fracture 212 exists on the rail 211 as shown in FIG.
- the level E 2 of the received signal input to the signal processing circuit 233 is the threshold value E. It will be lower.
- the signal processing circuit 233 If a break test is performed, an output indicating no break is generated from the signal processing circuit 233 when no break 212 exists, and no output is generated when the break 12 exists. The attenuation of the ultrasonic signal increases as the fracture area increases.
- FIG. 35 shows a second embodiment of the fracture detection device.
- This embodiment is an example in which elastic wave reflection on a fracture surface is used for fracture detection.
- the same elements as those in FIG. 32 are denoted by the same reference numerals, and description thereof will be omitted.
- an ultrasonic transmitting device 220 and an ultrasonic receiving device 230 ′ are installed at the end side (or at the start end side) of the detection section A.
- a timing signal generating circuit 240 for generating a timing signal for synchronizing the transmitting device 220 and the receiving device 230 ' is provided.
- 131 and B2 indicate the rail joints at the beginning and end of inspection section A, respectively.
- the ultrasonic transmitter 220 has the same configuration as that of FIG. 32. As shown in FIG.
- the timing signal from the timing signal generation circuit 240 is input to the ultrasonic signal generation circuit 221 and Ultrasonic waves are generated in synchronization with the input of the tuning signal.
- the ultrasonic receiving apparatus 230 ′ includes a receiving gate circuit 234 that controls the input of the amplified signal of the amplifier 232 to the signal processing circuit 233 in addition to the configuration of FIG.
- the reception gate circuit 234 opens the gate in synchronization with the timing signal to prevent the influence of noise other than during transmission.
- the ultrasonic signal radiated from the transmitter 222 to the rail 211 propagates on the rail 211 and directly enters the receiver 231.
- reflected waves are generated at the joints Bl and B2 of the rail 211 at the end of the inspection section A. Therefore, when there is no break in the rail 211, the received signal input to the receiver 231 has the received signal a directly input, the received signal b due to the reflection at the terminal side joint B2 and the received signal b and Received signal due to reflection at the start end seam B 1 becomes c.
- a break 212 exists on the rail 211, in addition to the above-mentioned received signals a, b, and c, there is a received signal 3 due to the reflection at the fracture surface of the break 212 as shown in FIG.
- the reception signals a and b are generated after the ultrasonic wave is generated.
- C can be known beforehand. If this time data is stored in the signal processing circuit 233 in advance, when a signal is received by the ultrasonic receiving device 230 ', the propagation time of the received signal is measured and compared with the stored data, thereby causing a break 212.
- the received signal d and the other received signals a, b, and c can be distinguished, and the presence or absence of the break 212 can be known.
- the position of the fracture 212 is also determined based on the above-mentioned equation (10).
- the time interval T 'between the received signal a directly received by the receiving device 230' and the reception signal d due to breakage T ' is measured, if the interval between the transmitting device 220 and the receiving device 230' is not known, However, the position of break 212 can be known.
- the signal processing circuit 233 of the receiving device 230 can check the amplification function using the received signal c resulting from the reflection at the rail joint B1 far from the transmitting device 220. That is, the reception signal c is received at a small level, and the reception time can be known in advance. If the received signal c is detected, it is determined that the amplification function is normal, and if not detected, it is determined that the amplification function is degraded. Therefore, the signal processing circuit 233 also functions as a receiving function inspection unit.
- FIG. 38 shows a third embodiment of the fracture detection device.
- This embodiment is an example in which one of the ultrasonic transmission device and the ultrasonic reception device is installed on the ground road side, and the other is mounted on the moving body side, and the attenuation of elastic waves is used.
- the same elements as those in FIG. The description is omitted.
- an ultrasonic transmitter 220 is installed at the end of the inspection section A.
- An ultrasonic receiver 230 is mounted on the train 213 side as a moving body.
- the receiver 231 of the ultrasonic receiver 230 is provided in contact with an axle (not shown) of the train 213, and receives an ultrasonic signal from the rail 211 via the axle and wheels.
- an elastic wave transmission slider 214 that comes into contact with and slides on the rail 211 is provided at the tip of the train 213, and the receiver 231 is connected via the slider 214. You may receive it.
- the ultrasonic transmitting device 220 and the ultrasonic receiving device 230 have the same configuration as that in FIG. 33, and thus the description is omitted here.
- the ultrasonic signal radiated from the ultrasonic transmission device 220 propagates along the rail 21 from the end side of the inspection section A to the start side.
- the train 213 enters the inspection section A from the start end side of the inspection section A, and receives the ultrasonic signal propagating on the rail 211 by the receiving device 230 via the wheels and the axle.
- the dedicated slider 214 When the dedicated slider 214 is provided, the signal is received by the receiving device 230 via the slider 214.
- the received signal is level-tested by the signal processing circuit 233 in the same manner as in the embodiment of FIG. Therefore, when the break 212 does not exist, the received signal level of the receiving device 230 becomes higher than the threshold.
- the received signal is partially attenuated at the break 212 and the received signal level becomes lower than the threshold. And a break 212 can be detected.
- FIG. 39 shows a fourth embodiment of the fracture detection device.
- This embodiment is an example in which one of the ultrasonic transmission device and the ultrasonic reception device is installed on the ground road side, the other is mounted on the moving body side, and the reflection of elastic waves is used. Note that the same elements as those in FIG. 38 are denoted by the same reference numerals, and description thereof will be omitted.
- an ultrasonic transmission device 250 is installed at the start end side of the inspection section A.
- FIG. 40 shows the configuration of the ultrasonic transmitting device 250 and the ultrasonic receiving device 260 of the present embodiment.
- the ultrasonic transmitter and the ultrasonic receiver for transmitting and receiving ultrasonic waves between the train (moving body) side and the ground are described in, for example, Japanese Patent Application No. Hei 8-81, which was previously proposed by the present applicant.
- the technology described in 682 can be used.
- the ultrasonic transmission device 250 includes, in addition to the ultrasonic signal generation circuit 251 and the transmitter 252, a timing signal generation circuit 253 that controls the ultrasonic generation timing of the ultrasonic signal generation circuit 251.
- a calibration signal receiving circuit 254 that receives a calibration signal for periodically calibrating the synchronization between the timing signal generating circuit 253 and a timing signal generating circuit 265 on the receiving device 260 side, which will be described later;
- An antenna 255 for receiving a calibration signal from a calibration signal generation source and inputting the signal to a calibration signal receiving circuit 254 is provided.
- the ultrasonic receiving device 260 controls the gate opening timing of the gate receiving circuit 263 in addition to the receiver 26 1, the amplifier 262, the receiving gate circuit 263, and the signal processing circuit 264 to control the ultrasonic wave.
- a timing signal generation circuit 265 for synchronizing with the generation of the sound wave signal; a calibration signal reception circuit 266 for receiving a calibration signal for periodically calibrating the synchronization of the timing signal generation circuit 265; And an antenna 267 for receiving a calibration signal from the calibration signal generation source on the vehicle and inputting the signal to a calibration signal receiving circuit 266.
- the receiver 26 1 is provided in contact with an axle (not shown) of the train 2 13, and receives an ultrasonic signal from the rail 2 11 via the axle and wheels. Also, the ultrasonic signal may be received on the train side via a slider 214 as shown in FIG.
- the ultrasonic signal radiated from the ultrasonic transmission device 250 propagates along the rail 2 11 from the start side to the end side of the inspection section A.
- Train 2 13 enters inspection section A from the beginning of inspection section A and propagates rail 2U
- the ultrasonic signal is received by the receiving device 260 via the wheel and the axle. Since the distance of inspection section ⁇ is known in advance, if the distance from the beginning of inspection section A to the train that has entered is measured, the received signal due to the reflection at the terminal rail joint and the received signal due to the reflection at break 212 Can be determined from the propagation time. Therefore, the presence of the break 212 of the rail 211 can be detected.
- the ultrasonic transmitter 250 and the ultrasonic receiver 260 may be arranged in reverse.
- FIG. 41 shows a fifth embodiment of the breakage detecting device.
- This embodiment is an example in which both an ultrasonic transmission device and an ultrasonic reception device are mounted on a moving body side and attenuation of an elastic wave is used. Note that the same elements as those in FIG. 32 are denoted by the same reference numerals, and description thereof will be omitted.
- an ultrasonic transmitter 220 and an ultrasonic receiver 230 having the same configuration as in FIG. 32 are mounted on the front and rear of the train 213, respectively.
- the transmitter 221 and the receiver 231 are installed in contact with the axle, and transmit and receive ultrasonic waves via the axle and wheels.
- the ultrasonic wave radiated from the ultrasonic transmission device 220 is transmitted to the rail 211 via the axle and the wheel, propagates on the rail 211, and received by the ultrasonic reception device 230 via the wheel and the axle. . If a break exists in the propagation path of the ultrasonic signal, the attenuation of the break 212 reduces the reception level of the received signal, so that the presence of the break 212 can be detected.
- FIG. 42 shows a sixth embodiment of the fracture detection device.
- This embodiment is an example in which both an ultrasonic transmitting device and an ultrasonic receiving device are mounted on a moving body side and the reflection of an elastic wave is used. Note that the same elements as those in FIG.
- an ultrasonic transmission device 220 and an ultrasonic reception device 230 are mounted on one end side of a train 213, for example, at the front.
- Transmitter 221 and receiver 231 Is installed in contact with the axle, not shown, and transmits and receives ultrasonic waves via the axle and wheels.
- the ultrasonic waves emitted from the ultrasonic transmitter 220 are transmitted to the rail 21_1 via the axle and the wheel, propagate on the rail 211, reflected at the rail joint, and received by the ultrasonic receiver 230: , Since the distance of inspection section A is known in advance, if the distances from the start and end of inspection section A to the train are measured, each reception by the reflection of the rail joints on the end and start ends is possible. The signal and the received signal due to the reflection at break 212 can be determined from the propagation time. Therefore, the presence of the break 212 of the rail 211 can be detected.
- the ultrasonic transmission device and the reception device need only be mounted on the train running on the rail 211 and need not be installed on the ground side. There is an advantage that the cost of the equipment can be greatly reduced because the equipment and the receiver need not be provided.
- FIG. 43 shows a seventh embodiment of the fracture detection device.
- connection member 270 capable of transmitting ultrasonic waves.
- Connecting member 270 which have something like a be good c their long as the elastic wave propagates, one end side of the inspection zone A, the ultrasonic transmitting device 280 provided on one rail 211 side, and the other
- An ultrasonic receiver 290 is provided on the side of the rail 21.
- the ultrasonic transmission device 280 and the ultrasonic reception device 290 are synchronized with each other by a timing signal from a timing signal generation circuit (not shown).
- the ultrasonic wave radiated from the ultrasonic transmission device 280 propagates along the rail 211, the connecting member 270, and the rail 211 ′, and is received by the ultrasonic reception device 290.
- the reflected wave at the broken surface will be a receiving device.
- the break is detected by the presence of the received signal.
- Figure 44 shows the time chart of transmission / reception of ultrasonic waves in this case. In FIG.
- P indicates a received signal that has propagated through the route of the rail 211, the connecting member 270, and the rail 21, and P ′ indicates a received signal that has passed through the connecting member 270 after being reflected at the fracture surface.
- t Denotes the time until the received signal P is received, and t, denotes the delay time from the reception of the received signal P to the reception of the received signal ⁇ '.
- Transmitting and receiving apparatus 280, 290 and section S the distance of A L A between the connection member 270, the distance L u between the connecting member 270 and breaking 300, the length L x of the connecting member 270, when the ultrasonic wave propagation velocity in the rail 211, 21 and the ultrasonic propagation velocity in C ra connecting member 270 and C x, the time t. t, can be expressed by the following equation.
- L A , L x, C m , and C x Is constant and t. Is a substantially constant value, and the received signal P can be determined. This ensures that, if measured ti, can be calculated L B, can detect the existing position of the fracture 300.
- the reception of the reception signal P means that the transmission device 280 and the reception device 290 are normal and that the attachment between the connecting member 270 and the rails 211 and 211 'is normal. Therefore, it indicates that when a break 300 occurs farther than the connecting member 270, the presence of the break 300 can be detected.
- the received signal P is not received or the received level becomes low.
- a break detection signal based on the detection of the reflected wave P 'and a break detection signal based on the level test of the received signal are input to an OR circuit, and the OR output of the OR circuit is monitored. May be used as the detection signal of the tool break.
- another receiving apparatus may be provided near rail 221 near transmitting apparatus 280 by connecting to rail 211. In this way, the reflected wave of the break 300 on the rail 211 side can be reliably received, and the break 300 farther than the connection member 270 can be reliably detected.
- transmitting / receiving devices 280 and 290 may be mounted on the train side.
- the distance L A between the train (transmitting / receiving device) and the connecting member 270 can be calculated by the following equation.
- L A C a (- " ). 2 ⁇ ⁇ (15) where, t two LZC. - a (constant) (15) of L A can be calculated from the O Ri t measurements in expression..
- the distance L A + L B from the train (transmitter / receiver) to the break can be expressed by the following equation.
- a break can also be detected by mounting one of the ultrasonic transmitter and the ultrasonic receiver on the train side and mounting the other on the rail side.
- the ultrasonic transmission path between the train and the rail is provided at the front end of the train 213 as in the eighth embodiment shown in FIG.
- Sliders 214 and 214 ' are provided for sliding contact with the respective rails 211 and 21L'.
- Ultrasonic waves are applied to the rail 211 (or 211 ') via one of the sliders 214 (or 214'). It is preferable to transmit and receive the ultrasonic wave by transmitting the ultrasonic wave from the rail 211 '(or 211) via the other slider 214' (or 214).
- the structure is such that the two rails are connected by a material that can propagate elastic waves, and breaks based on the ultrasonic reflection state and ultrasonic attenuation. If the detection is performed, the presence of the reception signal P in a normal state enables the break detection to be performed while confirming that the detection capability of the break detection device is normal, thereby improving the reliability.
- a connecting member 270 that connects the rails 211 and 211 ' is made of an insulating material that does not conduct electricity but transmits elastic waves. If an object is used, it is possible to use both rail break detection by ultrasonic waves and train detection by track circuits.
- FIG. 46 shows a ninth embodiment of the fracture detection device.
- This embodiment is a preferred example when used in combination with a conventional track circuit.
- the same elements as those in FIG. 43 are denoted by the same reference numerals, and description thereof is omitted.
- sections A1 and A2 indicate running sections that are electrically insulated at rail joints.
- An ultrasonic transmitter 280 is provided on one of the rails 21] on the starting end side (end of the train entry side) of section A1, and an ultrasonic receiving apparatus 290 is provided on the other rail 211 '.
- a unique connecting member 270 connecting the rails 211 and 211 ' is provided on the section A2 side.
- the end portions of the sections A 1 and A 2 that are close to each other are connected to each other by bypass propagation media 310 and 310 ′, which are elastic materials that propagate elastic waves by bypassing the rail joints.
- the ultrasonic wave propagation velocity of the bypass propagation medium 310, 310 ' should be different from that of the rails 311, 311'.
- the ultrasonic waves radiated from the ultrasonic transmitter 280 are transmitted to the rail 211 of the section A 1 by the bypass propagation medium.
- the rail 211 of the section A2 the connecting member 270, the rail 211 'of the section A2, the bypass propagation medium 310', and the rail 211 'of the section A1 are propagated in this order and received by the ultrasonic receiver 290.
- the reception state of the reception signal that is, the reception level or the transmission of the reception signal. The presence or absence of breakage can be detected based on the seeding time.
- a pair of ultrasonic transmitting / receiving devices 280 and 290 can monitor the breakage of rails in a plurality of electrically insulated traveling sections. Therefore, equipment costs can be significantly reduced.
- the ultrasonic propagation velocities of the bypass propagation media 310, 310 'and the rails 211, 211' are different from each other, the rail joint portions on the adjacent sides of the sections A1 and A2 are different. If contact occurs due to aging or the like, the ultrasonic wave propagates through the bypass propagation media 310 and 310 'and also propagates through the contacted rail joint. Then, for example, if the propagation speed of the rail is faster, the ultrasonic wave propagating through the rail joint reaches the receiving device 290 earlier than that propagating through the bypass propagation media 310, 310 '. And Therefore, when the rail joints come into contact, the arrival time of the first received signal is faster than when the rails are separated normally. is there.
- TS Automatic Train Stop
- TC Automatic Train Control
- ATO Automatic Train Operation
- a transmitter 404 for transmitting an electric signal to rails 402 and 403 near the inside signal 401 is connected via a repeater 405.
- an ultrasonic transmission device 410 is provided on one of the rails (rail 403 in the present embodiment).
- an information storage device 430 that stores information such as a speed pattern with respect to the position from the ultrasonic receiving device 420 and the on-site traffic signal 401 is mounted.
- a power receiver that receives an electric signal and a receiver that receives an ultrasonic wave are attached to the tip of the train 406.
- an electric signal is transmitted from the ground-side transmitter 404 to the rails 402 and 403, and an ultrasonic wave is transmitted from the ultrasonic transmitter 420 to the rail 403 in synchronization with the transmission of the electric signal.
- the train 406 receives the electric signal and the ultrasonic wave transmitted on the rail. From the difference between the propagation speed of the electric signal and the ultrasonic wave, the distance to the on-site traffic signal 401 and the train speed can be obtained based on the reception time difference. Based on the obtained position and speed information and the pattern information stored in advance in the information storage device 430, it is determined whether or not the actual train speed is appropriate. Then, for example, when the stop is indicated, if the actual speed is lower than the pattern speed set corresponding to the train position, the braking device of the train 406 is operated to perform an emergency stop.
- the position from the traffic signal can be continuously detected on the upper side of the vehicle, so that an ATS system having excellent safety and reliability can be provided.
- the ultrasonic transmitter 410 and the transmitter 404 are provided near the on-site signal device and the like.However, the ultrasonic transmitter 410 and the transmitter 404 are provided for each track circuit. As a result, it is possible to obtain continuous train position information where train position information was conventionally point information. As a result, it is possible to improve the accuracy of ATO on-board pattern and just detection in the ATO device. In addition, information is superimposed on ultrasonic waves. This eliminates the need for a powered ground used for transmitting information to the upper side of the vehicle.
- Fig. 48 shows an example of application to an ATC device.
- ultrasonic transmitters 410 ⁇ and 410B are respectively provided, and on the train 406 side, ultrasonic receivers 420 ⁇ and 420 ⁇ are mounted.
- receivers for receiving ultrasonic waves propagating through the rails 402 and 403 are attached to the left and right ends of the train 406, respectively.
- an ultrasonic transmitter 410 is provided on the train 406 side, an ultrasonic wave is transmitted from the transmitter 440 to the rail 402, and is received by the ultrasonic receiver 420 provided on the rail 402 side.
- the ultrasonic receiver 420 provided on the rail 402 side.
- FIG. 50 shows a configuration example in which a change in supersonic wave propagation velocity due to a change in rail temperature is compensated for without using the coupling member 170 shown in FIG.
- Figure 50 provided with a Toi ⁇ reference distance L s which is previously set on the ground, for example the rail 402, a different frequency f 2 i, ultrasonic transmitting device 410 ⁇ the ultrasound I 22 transmits, respectively therewith, 410Beta Is provided.
- the train 406 before Symbol frequency f 2 1, receivers 450 each corresponding to ultrasound of f 22, 451 and through the receiving ultrasonic receiving apparatus 420A, provided 420B.
- the wave receiver 450 is capable of receiving only the frequency of the ultrasonic wave f 2 1, receivers 451 sea urchin constituted by capable of receiving only the frequency of the ultrasonic wave f 22.
- FIG. 50 shows a configuration in which two receivers are provided, one receiver may be used.
- a broadband receiver is used, and the receiving device has frequencies f 21 and f 21 . It is necessary to provide 22 narrow band filters.
- the elastic wave transmission between the moving body-side transducer and the rail may be performed by air or by wheels.
- the transducer When passing through wheels, the transducer may be mounted on a support that supports the wheel via a bearing, or mounted on a wheel that rotates without the bearing or on an axle connected to the wheel. You may.
- a structure as shown in FIGS. 51 to 53 can be considered. This mounting structure is explained below using a transmitter as an example. However, the same applies to the receiver.
- the transmitter 503 is mounted on the side of the wheel 502 which is mounted on the axle 500 via the bearing 501.
- the transmitter 503 has, for example, a structure as shown in FIG.
- the transmitter body 503a is brought into direct contact with the side surface of the wheel 502 with its transmitting surface, and is fixed with a bolt or the like via the mounting flange 503r.
- the insulator 503b has a gap with the transmitter main body 503a and the mounting flange 503r, and covers the transmitter main body 503a and the mounting flange 503r.
- On a shaft 503c attached to the transmitter main body 503a two metal disk members 503d and 503e are provided at intervals so as to be insulated from each other.
- the disc members 503d, 503e are electrically connected to the transmitter main body 503a via lead wires 503f, 503g provided along the axis 503c. As shown in FIG.
- the disk members 503d and 503e contact the substantially annular outer electrode 503j and inner electrode 503k via the respective sliders 503h and 503i.
- the outer electrode 503J and the inner electrode 503k are isolated from each other by an insulator 5031.
- the shaft 503c is supported by insulators 5031 and 503m via bearings 503 ⁇ and 503 ⁇ .
- the extrinsic objects 503b, 5031, and 503m and the two electrodes 503j and 5 () 3k are fixed to a nearby fixed body (not shown).
- the transmitter main body 503a, the shaft 503c, and the metal disk members 503d, 503e can rotate with respect to the insulators 503b, 5031, 503ra and the two electrodes 503j, 503k via the bearings 503 ⁇ , 503 ⁇ . It rotates together with the wheel 502.
- reference numerals 503p and 503q denote power supply lead wires connected to the outer and inner electrodes 503j and 503k.
- the tree invention has many advantages in transmitting information by transmitting and receiving elastic waves via a transmission medium as compared with the conventional art, and thus has great industrial applicability.
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Acoustics & Sound (AREA)
- Life Sciences & Earth Sciences (AREA)
- General Physics & Mathematics (AREA)
- Remote Sensing (AREA)
- General Life Sciences & Earth Sciences (AREA)
- Geology (AREA)
- Geophysics (AREA)
- Environmental & Geological Engineering (AREA)
- Multimedia (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97936850A EP0861764A4 (en) | 1996-08-20 | 1997-08-20 | INFORMATION GENERATOR USING ELASTIC WAVES |
JP51058698A JP3984653B2 (ja) | 1996-08-20 | 1997-08-20 | 弾性波を用いた情報生成装置 |
US09/051,707 US6031790A (en) | 1996-08-20 | 1997-08-20 | Information generator using elastic wave |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21858396 | 1996-08-20 | ||
JP8/218583 | 1996-08-20 | ||
JP8/307897 | 1996-11-19 | ||
JP30789796 | 1996-11-19 | ||
JP8/310647 | 1996-11-21 | ||
JP31064796 | 1996-11-21 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/466,172 Division US6292432B1 (en) | 1996-08-20 | 1999-12-17 | Information generating apparatus using elastic waves |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1998007610A1 true WO1998007610A1 (fr) | 1998-02-26 |
Family
ID=27330162
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1997/002897 WO1998007610A1 (fr) | 1996-08-20 | 1997-08-20 | Generateur d'informations utilisant des ondes elastiques |
Country Status (4)
Country | Link |
---|---|
US (3) | US6031790A (ja) |
EP (1) | EP0861764A4 (ja) |
JP (1) | JP3984653B2 (ja) |
WO (1) | WO1998007610A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002021120A1 (fr) * | 2000-09-04 | 2002-03-14 | The Nippon Signal Co., Ltd. | Systeme de detection de defauts |
JP2011105117A (ja) * | 2009-11-17 | 2011-06-02 | East Japan Railway Co | 無線式踏切警報制御装置およびシステム |
JP2012126156A (ja) * | 2010-12-13 | 2012-07-05 | Railway Technical Research Institute | 走行制御支援方法及び走行制御支援装置 |
JP2013063678A (ja) * | 2011-09-15 | 2013-04-11 | West Japan Railway Co | 踏切制御区間長測定器 |
JP2014080133A (ja) * | 2012-10-17 | 2014-05-08 | Tokyo Keiki Inc | 鉄道レール破断検出装置及び方法 |
Families Citing this family (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ES2159221B1 (es) * | 1998-09-09 | 2002-05-16 | Torres Antonio Arribas | Detector por ultrasonidos, de carril roto, deteriorado o deformado geometricamente. |
AU2001241721A1 (en) * | 2000-02-25 | 2001-09-03 | Alfred D. Granite | Rail communications system |
US6830224B2 (en) | 2001-02-26 | 2004-12-14 | Railroad Transportation Communication Technologies (Rtct) Llc | Rail communications system |
GB0104688D0 (en) * | 2001-02-26 | 2001-04-11 | Roke Manor Research | Active rail health monitoring system |
WO2004026659A1 (en) * | 2002-09-20 | 2004-04-01 | Brent Felix Jury | Apparatus for and methods of stress testing metal components |
US6742392B2 (en) | 2002-10-29 | 2004-06-01 | General Electric Company | Method and apparatus for inducing ultrasonic waves into railroad rails |
US6895362B2 (en) * | 2003-02-28 | 2005-05-17 | General Electric Company | Active broken rail detection system and method |
US6951132B2 (en) * | 2003-06-27 | 2005-10-04 | General Electric Company | Rail and train monitoring system and method |
US7027897B2 (en) * | 2004-01-27 | 2006-04-11 | Bombardier Transportation Gmbh | Apparatus and method for suppressing mechanical resonance in a mass transit vehicle |
ES2224901B1 (es) * | 2004-11-08 | 2005-11-01 | Juan Antonio Talavera Martin | Sistema de transmision basado en la propagacion de ondas elasticas a traves de cables electricos. |
US20070073453A1 (en) * | 2005-09-29 | 2007-03-29 | Siemens Aktiengesellschaft | System architecture for controlling and monitoring components of a railroad safety installation |
US8406082B2 (en) * | 2007-01-19 | 2013-03-26 | Georgia Tech Research Corporation | Determining enclosure breach ultrasonically |
CH699647B1 (de) * | 2007-05-10 | 2010-04-15 | Cwa Const Sa | Verriegelungsüberwachung. |
TR200906687A1 (tr) * | 2009-08-31 | 2011-03-21 | Teknoray Teknoloji̇k Ray Si̇nyali̇zasyon Si̇stemleri̇ Bi̇lgi̇sayar Elektroni̇k Telekomüni̇kasyon Yazilim Ve İnşaat Li̇mi̇ted Şi̇rketi̇ | Bir hemzemin geçit sistemi. |
JP6297280B2 (ja) * | 2013-08-09 | 2018-03-20 | 日本信号株式会社 | レール破断検知装置 |
WO2017207830A1 (es) * | 2016-06-03 | 2017-12-07 | Agrupación Guinovart Obras Y Servicios Hispania, S.A. | Método y sistema de detección e identificación de vehículos ferroviarios en vías ferroviarias y sistema de aviso |
AT518904B1 (de) * | 2016-07-20 | 2019-02-15 | Thales Austria Gmbh | Anlage zum Feststellen wenigstens eines Zustands eines Zuges |
JP6768486B2 (ja) * | 2016-12-21 | 2020-10-14 | 株式会社日立ハイテクファインシステムズ | レール検査システム |
DE102017201228A1 (de) * | 2017-01-26 | 2018-07-26 | Siemens Aktiengesellschaft | Einrichtung und Verfahren zur Ermittlung eines Belegt- oder Freizustandes eines Streckenabschnitts einer eisenbahntechnischen Anlage |
DE102018206299A1 (de) * | 2018-04-24 | 2019-10-24 | Siemens Mobility GmbH | Verfahren zur Steuerung eines Bahnübergangs und Bahnsteuerungsanordnung |
DE102018206300A1 (de) * | 2018-04-24 | 2019-10-24 | Siemens Mobility GmbH | Verfahren zur Steuerung eines Bahnübergangs und Bahnsteuerungsanordnung |
BR112022007217A2 (pt) | 2019-10-14 | 2022-07-12 | Athena Industrial Tech Inc | Detector de trilho rompido |
DE102020207814A1 (de) * | 2020-06-24 | 2021-12-30 | Siemens Mobility GmbH | Verfahren zur Ermittlung eines längenabhängigen Parameters eines schienengebundenen Verbandes von Fahrzeugen und Fahrzeug |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6034600A (ja) * | 1983-08-03 | 1985-02-22 | Nippon Atom Ind Group Co Ltd | 配管破断検出装置 |
JPS6235725A (ja) * | 1985-08-08 | 1987-02-16 | Nec Corp | 弾性波通信方式 |
JPH0319768U (ja) * | 1989-07-06 | 1991-02-26 | ||
JPH0618491A (ja) * | 1992-06-30 | 1994-01-25 | Komatsu Ltd | 建設機械の構成部品における亀裂検出装置 |
JPH06251264A (ja) * | 1993-02-26 | 1994-09-09 | Furukawa Electric Co Ltd:The | 加速度式侵入監視装置 |
JPH08225147A (ja) * | 1994-11-22 | 1996-09-03 | Hiroyuki Wakiwaka | 移動体の制御装置及び物品仕分装置の制御装置 |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4429576A (en) * | 1981-08-03 | 1984-02-07 | Dapco Industries, Inc. | Ultrasonic inspection apparatus |
US4578665A (en) * | 1982-04-28 | 1986-03-25 | Yang Tai Her | Remote controlled surveillance train car |
US4932618A (en) * | 1989-04-11 | 1990-06-12 | Rockwell International Corporation | Sonic track condition determination system |
JPH0319768A (ja) * | 1989-06-16 | 1991-01-28 | Sumitomo Cement Co Ltd | 超精密鏡面加工方法 |
CH679847A5 (ja) * | 1990-01-12 | 1992-04-30 | Bruno Mueller | |
DE4116650A1 (de) * | 1991-05-22 | 1992-11-26 | Gerd R Dipl Ing Wetzler | Verfahren zur erkennung von schienenunterbrechungen bei endlos verschweissten eisenbahnschienen |
DE4116997A1 (de) * | 1991-05-24 | 1992-11-26 | Telefunken Systemtechnik | Verfahren zur erfassung von unerwuenschten veraenderungen oder manipulationen an langgestreckten koerperschalleitenden koerpern |
JP3077917B2 (ja) * | 1991-06-10 | 2000-08-21 | 日本信号株式会社 | 超音波送受信装置 |
NL9201667A (nl) * | 1992-09-25 | 1994-04-18 | Nl Spoorwegen Nv | Stelsel voor het detecteren van treinen. |
JPH07186966A (ja) * | 1993-12-27 | 1995-07-25 | Hitachi Ltd | 列車接近検知装置 |
JP3474344B2 (ja) * | 1996-01-09 | 2003-12-08 | 日本信号株式会社 | 移動体制御装置 |
US5627508A (en) * | 1996-05-10 | 1997-05-06 | The United States Of America As Represented By The Secretary Of The Navy | Pilot vehicle which is useful for monitoring hazardous conditions on railroad tracks |
JPH10225147A (ja) * | 1997-02-07 | 1998-08-21 | Nikon Corp | 振動アクチュエータ |
-
1997
- 1997-08-20 US US09/051,707 patent/US6031790A/en not_active Expired - Fee Related
- 1997-08-20 JP JP51058698A patent/JP3984653B2/ja not_active Expired - Fee Related
- 1997-08-20 EP EP97936850A patent/EP0861764A4/en not_active Withdrawn
- 1997-08-20 WO PCT/JP1997/002897 patent/WO1998007610A1/ja not_active Application Discontinuation
-
1999
- 1999-12-17 US US09/466,172 patent/US6292432B1/en not_active Expired - Fee Related
-
2001
- 2001-07-31 US US09/917,921 patent/US6459656B1/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6034600A (ja) * | 1983-08-03 | 1985-02-22 | Nippon Atom Ind Group Co Ltd | 配管破断検出装置 |
JPS6235725A (ja) * | 1985-08-08 | 1987-02-16 | Nec Corp | 弾性波通信方式 |
JPH0319768U (ja) * | 1989-07-06 | 1991-02-26 | ||
JPH0618491A (ja) * | 1992-06-30 | 1994-01-25 | Komatsu Ltd | 建設機械の構成部品における亀裂検出装置 |
JPH06251264A (ja) * | 1993-02-26 | 1994-09-09 | Furukawa Electric Co Ltd:The | 加速度式侵入監視装置 |
JPH08225147A (ja) * | 1994-11-22 | 1996-09-03 | Hiroyuki Wakiwaka | 移動体の制御装置及び物品仕分装置の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP0861764A4 * |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002021120A1 (fr) * | 2000-09-04 | 2002-03-14 | The Nippon Signal Co., Ltd. | Systeme de detection de defauts |
WO2002021119A1 (fr) * | 2000-09-04 | 2002-03-14 | The Nippon Signal Co., Ltd. | Systeme de detection de defauts |
US7197932B2 (en) | 2000-09-04 | 2007-04-03 | The Nippon Signal Co, Ltd. | Failure detecting system |
JP2011105117A (ja) * | 2009-11-17 | 2011-06-02 | East Japan Railway Co | 無線式踏切警報制御装置およびシステム |
JP2012126156A (ja) * | 2010-12-13 | 2012-07-05 | Railway Technical Research Institute | 走行制御支援方法及び走行制御支援装置 |
JP2013063678A (ja) * | 2011-09-15 | 2013-04-11 | West Japan Railway Co | 踏切制御区間長測定器 |
JP2014080133A (ja) * | 2012-10-17 | 2014-05-08 | Tokyo Keiki Inc | 鉄道レール破断検出装置及び方法 |
Also Published As
Publication number | Publication date |
---|---|
US6292432B1 (en) | 2001-09-18 |
EP0861764A1 (en) | 1998-09-02 |
US6459656B1 (en) | 2002-10-01 |
US6031790A (en) | 2000-02-29 |
US20020027831A1 (en) | 2002-03-07 |
JP3984653B2 (ja) | 2007-10-03 |
EP0861764A4 (en) | 2002-10-09 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO1998007610A1 (fr) | Generateur d'informations utilisant des ondes elastiques | |
US4207569A (en) | Railroad radio frequency waveguide | |
US10167005B2 (en) | Route examining system and method | |
US9493176B2 (en) | Method for operating a railway safety system, and railway safety system | |
US20050076716A1 (en) | Method and apparatus for detecting guideway breaks and occupation | |
US9802631B2 (en) | Route examining system | |
JP5171712B2 (ja) | 踏切制御装置 | |
WO2015042223A1 (en) | System and method for identifying damaged sections of a route | |
WO2007076012A1 (en) | System and method for monitoring train arrival and departure latencies | |
US20160244078A1 (en) | Route examining system | |
US20190308649A1 (en) | Railway road crossing warning system with sensing system electrically-decoupled from railroad track | |
US6290187B1 (en) | Train detection apparatus, train-location detection system and train-approach-alarm generating apparatus | |
KR100877587B1 (ko) | 지피에스와 대차 불안정 감지센서를 이용한 열차의운행안내 및 안전운행 지원시스템 | |
JP4176311B2 (ja) | レール走行車両の速度測定法およびそのための装置 | |
WO2016182994A1 (en) | Route examining system | |
US11400964B2 (en) | Route examining system and method | |
AU711784B2 (en) | Method for braking and/or stopping a vehicle moving along a track, and apparatus intended for this purpose | |
US20210229716A1 (en) | Methods and systems for ultra-wideband (uwb) based rail line sensing and safety | |
US2150857A (en) | Continuous inductive cab signaling and train control system | |
JP3129881B2 (ja) | 列車位置検出方法及びその装置 | |
RU2126339C1 (ru) | Акустический способ обнаружения неисправности рельсового пути в процессе движения состава по железной дороге | |
JP3441942B2 (ja) | 列車検知方法及びこれを用いた列車運行システム並びに列車検知装置 | |
JP2010233344A (ja) | 車上制動制御システム及び車上制動制御方法 | |
JP2721351B2 (ja) | 車両間隔検知方法 | |
JP2739428B2 (ja) | 車両長検知装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): JP US |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LU MC NL PT SE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1997936850 Country of ref document: EP |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWP | Wipo information: published in national office |
Ref document number: 1997936850 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 09051707 Country of ref document: US |
|
WWW | Wipo information: withdrawn in national office |
Ref document number: 1997936850 Country of ref document: EP |