Train stopping control device

Abstract

To detect occurrence of failure in a detector at the time of passing.SOLUTION: In an overrun prevention device 100, a trains stop control device 130 includes: a passing time failure detection unit 133 for detecting that, after a first signal from a first detector 1A-1, 2 is in a non-detection state and a second signal from a second detector 1B-1, 2 is in a non-detection state, a combination of changes of a first signal state and a second signal state, which are sequentially changed in accordance with the passage of trucks 30-1, 2, corresponds to a predetermined failure condition that is contradictory to the changes in signal states in accordance with a magnitude relationship between a longitudinal axle interval and a detector interval; and a failure notification control unit 137 for issuing a predetermined failure notification in accordance with the detection of the passing time failure detection unit 133.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a train stop control device for preventing a train from overrunning.

Background Art

[0002] Conventionally, there has been known a train stop control device that provides detectors (for example, axle detectors) on a track and performs speed checking based on the detection output of the detectors to prevent a train from overrunning (see, for example, Patent Document 1).

[0003] In the technology of Patent Document 1, two detectors (the term in Patent Document 1 is an axle detector, but here it is referred to as a "detector") are installed at a predetermined interval along the track. Then, speed checking of the train is performed by obtaining four times between the detection outputs of each detector due to the passing of the front axle wheel and the rear axle wheel of the bogie of the railway vehicle. Therefore, in addition to being able to perform speed checking four times during normal times, even when a failure (fault) occurs without detection by one detector, speed checking can be performed based on the time obtained only from the detection output of the other detector.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] According to the technology of Patent Document 1, it is possible to detect the presence or absence of a failure related to the detector. However, in addition to the failures that have already occurred at the time of speed checking related to the detector, there are also failures that occur during speed checking as the wheels pass. In the technology of Patent Document 1, it has been difficult to detect the latter type of failure (hereinafter, also referred to as "failure during passing").

[0006] The problem that this invention aims to solve is to provide a technology for detecting the occurrence of a pass-through fault related to a detector. [Means for solving the problem]

[0007] The first invention to solve the above problems is to input signals from a set of first and second detectors installed along the track at a detector interval shorter than the distance between the front and rear axles of the bogie of a moving railway vehicle, in order to detect the passage of the front axle wheels and rear axle wheels of the bogie, respectively, and (1) the time from the detection of the front axle wheel by the first detector to the detection of the front axle wheel by the second detector, (2) the time from the detection of the front axle wheel by the first detector to the detection of the rear axle wheel by the first detector, (3) the time from the detection of the rear axle wheel by the first detector to the detection of the rear axle wheel by the second detector, and (4) the time from the detection of the front axle wheel by the second detector A train stop control device capable of speed verification based on each of four time intervals, including the time until the rear axle wheel is detected, comprising: a passing fault detection means (for example, a passing fault detection unit 133 in Figure 1) that detects that, after the first signal from the first detector is in a non-detection state and the second signal from the second detector is in a non-detection state, the combination of changes in the state of the first signal and the state of the second signal, which change sequentially as the bogie passes, corresponds to a predetermined fault condition that contradicts the change in the signal state according to the relative magnitudes of the front and rear axle spacing and the detector spacing; and a fault notification control means (for example, a fault notification control unit 137 in Figure 1) that provides a predetermined fault notification in response to the detection by the passing fault detection means.

[0008] According to the first invention, when the signal state changes as a bogie passes after both the first signal of the first detector and the second signal of the second detector were in a non-detection state, it is detected that the combination of changes corresponds to a fault condition when the target change occurs. Whether it corresponds to a fault condition is detected by whether the target combination of changes contradicts the change in signal state according to the relative magnitudes of the distance between the front and rear wheels and the distance between the detectors. As a result, assuming that both the signal states of the first and second detectors were in a non-detection state, it is possible to detect when the combination of changes in the signal state as a bogie passes differs from the normal state. Therefore, it becomes possible to detect the occurrence of a fault related to the detector when it passes.

[0009] Furthermore, the second invention is a train stop control device described above, which includes a fault detector identification means (for example, a fault detector identification unit 135 in Figure 1) that identifies which of the first or second detectors the fault is related to when the passing fault detection means detects that the passing fault conditions correspond to the predetermined fault conditions, and when a detection is made by the passing fault detection means, the speed check is performed based on the remaining time out of the four time periods, excluding the time that cannot be measured due to the fault of the detector.

[0010] According to the second invention, speed verification can be performed based on the measurable time among the four times described above, excluding the time that cannot be measured due to a sensor failure.

[0011] Furthermore, the third invention is a train stop control device in which the fault detection indicator identification means identifies a fault related to the first detector based on a combination of changes in the state of the first signal and the state of the second signal, which change sequentially as the front axle wheels pass by.

[0012] According to the third invention, a malfunction related to the first detector that occurs as the front axle wheels pass over it can be identified.

[0013] Furthermore, the fourth invention is a train stop control device in which the fault detection means identifies a fault related to the first detector based on a combination of changes in the state of the first signal and the state of the second signal, which change sequentially when the rear axle wheels pass after the front axle wheels have passed.

[0014] According to the fourth invention, a malfunction of the first detector that occurs as the rear axle wheel passes can be identified.

[0015] Furthermore, the fifth invention is a train stop control device in which the fault detection indicator identification means identifies a fault related to the second detector based on a combination of changes in the state of the first signal and the state of the second signal, which change sequentially as the front axle wheels pass by.

[0016] According to the fifth invention, a malfunction related to the second detector that occurs as the front axle wheels pass can be identified.

[0017] Furthermore, the sixth invention is a train stop control device in which, in the above-described train stop control device, at least two sets of the detectors are installed on the track along the track at an installation interval longer than the distance between the front and rear axles, and the passing fault detection means detects that, after the first signal and the second signal of each of the two sets of detectors are in a non-detection state, the combination of changes in the state of the first signal and the second signal of each of the two sets of detectors that change sequentially as the bogie passes corresponds to the fault condition that contradicts the change in the signal state according to the relationship between the distance between the front and rear axles and the detector interval, and the change in the signal state according to the relationship between the distance between the front and rear axles and the installation interval.

[0018] According to the sixth invention, if the first and second signals of each of the two sensing element sets are both in a non-detection state, and then the signal state changes as the bogie passes, it is possible to detect that the combination of these changes corresponds to a fault condition that contradicts the change in signal state according to the relative magnitudes of the distance between the front and rear wheels and the sensing element spacing, and the change in signal state according to the relative magnitudes of the distance between the front and rear axles and the installation spacing.

[0019] Furthermore, the seventh invention relates to the above-mentioned train stop control device, wherein the railway vehicle is equipped with two bogies at a predetermined bogie distance, and two sets of the detectors are installed along the track, and the two sets of detectors are installed such that the installation distance, which is the distance between the closer detectors of each set of detectors, is longer than the distance between the front and rear axles, and the installation section length, which is the distance between the farther detectors of each set of detectors, is shorter than the distance between the bogies, and the passing fault detection means is the same for each of the two sets of detectors This train stop control device detects that, after the first signal and the second signal are in an undetected state, the combination of changes in the state of the first signal and the second signal of each of the two sets of detectors, which change sequentially as the railway vehicle passes, corresponds to a fault condition that contradicts the change in signal state according to the relationship between the front and rear axle spacing and the detector spacing, the change in signal state according to the relationship between the front and rear axle spacing and the installation spacing, and the change in signal state according to the relationship between the bogie spacing and the installation section length.

[0020] According to the seventh invention, if the first and second signals of each of the two detector sets are both in a non-detection state, and then the signal state changes as a railway vehicle equipped with two bogies passes by, it is possible to detect that the combination of changes corresponds to a fault condition that contradicts the relationship between the front and rear wheel spacing and the detector spacing, the relationship between the front and rear axle spacing and the installation spacing, and the relationship between the bogie spacing and the installation section length. [Brief explanation of the drawing]

[0021] [Figure 1] Figure showing an overview of the overall configuration example of an overrun prevention device to which a train stop control device is applied. [Figure 2] Figure explaining the detector interval and the installation interval. [Figure 3] Figure showing the detection order of the front axle wheels and the rear axle wheels of two bogies installed on a railway vehicle. [Figure 4] Figure for explaining the measurement of times t1 to t4. [Figure 5] Figure showing an example of setting normal change data. [Figure 6] Schematic diagram showing the occurrence of a fault during passage in Case 1. [Figure 7] Figure showing the state changes of the first signal and the second signal when the fault during passage shown in FIG. 6 occurs. [Figure 8] Figure showing the change history data at the time point of FIG. 6(b). [Figure 9] Schematic diagram showing the occurrence of a fault during passage in Case 2. [Figure 10] Figure showing the state changes of the first signal and the second signal when the fault during passage shown in FIG. 9 occurs. [Figure 11] Figure showing the change history data at the time point of FIG. 9(b). [Figure 12] Schematic diagram showing the occurrence of a fault during passage in Case 3. [Figure 13] Figure showing the state changes of the first signal and the second signal when the fault during passage shown in FIG. 12 occurs. [Figure 14] Figure showing the change history data at the time point of FIG. 12(b). [Figure 15] Schematic diagram showing the occurrence of a fault during passage in Case 4. [Figure 16] Figure showing the state changes of the first signal and the second signal when the fault during passage shown in FIG. 15 occurs. [Figure 17] Figure showing the change history data at the time point of FIG. 15(b). [Figure 18] Schematic diagram showing the occurrence of a fault during passage in Case 5. [Figure 19]Figure 18 shows the changes in the state of the first and second signals when a failure occurs during transit. [Figure 20] This figure shows the change history data at the point in time shown in Figure 18(b). [Figure 21] A flowchart showing the processing flow related to detecting faults during transit. [Modes for carrying out the invention]

[0022] Preferred embodiments of the present invention will be described below with reference to the drawings. However, the present invention is not limited to the embodiments described below, nor are the applicable forms of the present invention limited to the embodiments described below. Furthermore, the same parts are denoted by the same reference numerals in the drawings.

[0023] Figure 1 is a diagram illustrating an overview of the overall configuration of an overrun prevention device 100 to which the train stop control device 130 of this embodiment is applied. Figure 2 is a diagram illustrating the detector spacing L11, installation spacing L13, and installation section length L15 of the detectors. The overrun prevention device 100 is for preventing train overruns and performs speed checks by receiving signals from two detector sets 10 (10-1,2) installed along the track 9. Figures 1 and 2 show an example where the direction of travel is to the left and the train is traveling from right to left.

[0024] Each detector set 10 consists of two detectors 1A and 1B installed along the track 9 at a predetermined detector interval L11. In each detector set 10-1 and 2, the detectors closer to the viewer in the direction of travel are the first detectors 1A-1 and 1A-2, and the detectors further away in the direction of travel are the second detectors 1B-1 and 1B-2. That is, the detector set 10-1 closer to the viewer in the direction of travel (hereinafter also referred to as the "first detector set") consists of the first detector 1A-1 and the second detector 1B-1, and the detector set 10-2 further away in the direction of travel (hereinafter also referred to as the "second detector set") consists of the first detector 1A-2 and the second detector 1B-2. In the two detector sets 10-1 and 2, the distance between the closer detectors in each detector set 10 is the installation interval L13, and the distance between the farther detectors in each detector set 10 is the installation section length L15.

[0025] The two detector sets 10-1 and 10-2 are installed such that the distance between the closer detectors in each detector set 10 (the distance between the second detector 1B-1 of detector set 10-1 and the first detector 1A-2 of detector set 10-2) is a predetermined installation interval L13 (see Figure 2). Furthermore, the two detector sets 10-1 and 10-2 are installed such that the distance between the farther detectors in each detector set 10 (the distance between the first detector 1A-1 of detector set 10-1 and the second detector 1B-2 of detector set 10-2) is a predetermined installation section length L15. The first detector 1A and the second detector 1B of each detector set 10 detect the passage of wheels at their respective installation locations. However, the speed check points, which are the points where speed checks are performed, are defined for each detector set 10. Therefore, the speed check point related to the first detector set 10-1 is called the "first speed check point," and the speed check point related to the second detector set 10-2 is called the "second speed check point."

[0026] Here, as shown in Figure 2, the railway car 3 that makes up the train is equipped with two bogies 30 (30-1,2) with a predetermined bogie spacing L23. The bogie spacing L23 is defined by the distance between the rear axle of the front bogie (front bogie) 30-1 and the front axle of the rear bogie (rear bogie) 30-2. In addition, the distance between the front axle and the rear axle of each bogie 30-1,2 is defined as the front-to-rear axle spacing L21.

[0027] The detector interval L11 and the installation interval L13 are defined such that (1) the detector interval L11 is shorter than the front and rear axle interval L21, (2) the installation interval L13 is longer than the front and rear axle interval L21, and (3) the installation section length L15, which is the installation interval L13 plus the detector interval L11 of each detector set 10-1,2 (i.e., the distance between the first detector 1A-1 of the first detector set 10-1 and the second detector 1B-2 of the second detector set 10-2), is shorter than the bogie interval L23.

[0028] Therefore, when a train passes, the four detectors of each detector set 10-1,2 (the first detectors 1A-1,2 and the second detectors 1B-1,2) will detect the front axle wheels W1,W3 and rear axle wheels W2,W4 of the two bogies 30-1,2 for each railway vehicle 3 in a fixed order.

[0029] Figure 3 is a diagram showing the detection sequence of the front axle wheels W1, W3 and rear axle wheels W2, W4 of two bogies 30-1 and 2 by four detectors, focusing on one railway vehicle 3. As shown in Figure 3, first, in the first detector set 10-1, the first detector 1A-1 detects the front axle wheel W1 of the front bogie 30-1 (detection order 1: detection as shown in Figure 4(a) described later). Next, the second detector 1B-1 detects the front axle wheel W1 (detection order 2: detection as shown in Figure 4(b) described later). Next, the first detector 1A-1 detects the rear axle wheel W2 of the front bogie 30-1 (detection order 3: detection as shown in Figure 4(c) described later). Next, the second detector 1B-1 detects the rear axle wheel W2 (detection order 4: detection as shown in Figure 4(d) described later).

[0030] Next, in the second detector set 10-2, the first detector 1A-2 and the second detector 1B-2 detect the front axle wheel W1 and the rear axle wheel W2 in the same order as in the first detector set 10-1 (detection order 5-8). After that, in the same order as in the case of the front bogie 30-1, the first detector 1A-1 and the second detector 1B-1 in the first detector set 10-1 detect the front axle wheel W3 and the rear axle wheel W4 of the rear bogie 30-2 (detection order 9-12), and the first detector 1A-2 and the second detector 1B-2 in the second detector set 10-2 detect the front axle wheel W3 and the rear axle wheel W4 (detection order 13-16).

[0031] Figure 3 shows the four time points t1 to t4 measured during the speed check. As will be described in detail later, in this embodiment, when the two bogies 30-1 and 30-2 pass the speed check points of each detector set 10-1 and 2, the passing speeds V1 to V4 are calculated from the four time points t1 to t4 and the speed check is performed. If all detectors are functioning correctly, four time points t1 to t4 can be obtained at one speed check point for the passage of one bogie, so the speed check can be performed four times. There are two speed check points, the first speed check point and the second speed check point, and the railway vehicle 3 is equipped with two bogies 30-1 and 30-2. Therefore, when the railway vehicle 3 (bogies 30-1 and 30-2) passes the two speed check points (first speed check point and second speed check point), the speed check can be performed up to 16 times.

[0032] Returning to Figure 1, the overrun prevention device 100, based on signals from the four detectors (first detectors 1A-1,2 and second detectors 1B-1,2) of two detector sets 10-1,2, calculates the passing speed for each speed check point of each detector set 10-1,2 and compares it with the specified speed when a wheel (front axle wheels W1,W3 and rear axle wheels W2,W4 of each bogie 30-1,2) is detected by each detector. If the passing speed exceeds the specified speed, the overrun prevention device 100 outputs an external signal to stop the train. The overrun prevention device 100 also detects passing faults and identifies the detector involved in the passing fault, and if a passing fault is detected, it issues a predetermined fault notification.

[0033] Specifically, as shown in Figure 1, the overrun prevention device 100 comprises four transceivers 110 and a train stop control device 130.

[0034] The four transceivers 110 correspond to the first detectors 1A-1,2 and the second detectors 1B-1,2 of each detector set 10-1,2, respectively, and supply signals to the transmitting coils of the corresponding detectors and input signals from the receiving coils of those detectors to the train stop control device 130.

[0035] The train stop control device 130 performs speed checks and detection of passing faults based on signals from each detector input via each transceiver 110. This train stop control device 130 includes a detector passing time measurement unit 131, a passing fault detection unit 133, a fault notification control unit 137, and a speed check unit 139. Each of these functional units may be an arithmetic processing block implemented as software by executing a program, or a circuit block implemented by a signal processing circuit.

[0036] The detector passage time measurement unit 131 measures the following four times each time the bogies 30-1 and 30-2 of each railway vehicle 3 pass each speed check point (first speed check point and second speed check point), based on the signals from the first detectors 1A-1 and 30-2 (first signal) and the signals from the second detectors 1B-1 and 30-2 (second signal). Figure 4 is a diagram illustrating the measurement of times t1 to t4, focusing on the case when the front bogie 30-1 passes the first speed check point. In Figure 4, as in Figure 1, the leftward direction is considered the direction of travel of the train.

[0037] As shown in Figure 4, the detector passage time measurement unit 131 measures (1) the time from the detection of the front axle wheel W1 by the first detector 1A-1 shown in Figure 4(a) to the detection of the front axle wheel W1 by the second detector 1B-1 shown in Figure 4(b) (i.e., the passage time of the front axle wheel W1 between the first detector 1A-1 and the second detector 1B-1) t1, and (2) the time from the detection of the front axle wheel W1 by the first detector 1A-1 shown in Figure 4(a) to the detection of the rear axle wheel W2 by the first detector 1A-1 shown in Figure 4(c) (i.e., the passage time of the first detector 1A-1 for the front axle wheel W1 and the rear axle wheel W2). Four times t1 to t4 are measured: (1) t2, (2) t3, t3, t4, t4, t4, t3, t4, t4, t4, t4, t3, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4, t4

[0038] In the actual process, the detector passage time measurement unit 131 measures times t1 to t4 according to each detection by the first detector 1A-1 and the second detector 1B-1 in the detection order 1 to 4 shown in Figure 3. Specifically, when detection in detection order 1 occurs, measurement of times t1 and t2 begins, and when detection in detection order 2 occurs, measurement of time t1 ends and measurement of time t4 begins. Subsequently, when detection in detection order 3 occurs, measurement of time t2 ends and measurement of time t3 begins. Subsequently, when detection in detection order 4 occurs, measurement of times t3 and t4 ends. Whether detection has occurred by each detector is determined by "the change in the signal from the detector from a non-detection state (H level) to a detection state (L level)". The detector signal is at H level in the normal state and falls to L level when detection occurs. Therefore, detection is determined by the falling edge of the signal. Then, each time the detector passage time measurement unit 131 measures each time t1 to t4 (that is, when the measurement of each time t1 to t4 is completed), it outputs to the speed check unit 139 the time t1 to t4 associated with the passage of the first speed check point of the front bogie 30-1.

[0039] Although not shown in the diagram, the detector passage time measurement unit 131 measures times t1 to t4 in accordance with each detection by the first detector 1A-2 and the second detector 1B-2 in the detection order 5 to 8 shown in Figure 3, in the same manner as described with reference to Figure 4, as the front bogie 30-1 passes the second speed check point. Then, each time the detector passage time measurement unit 131 measures times t1 to t4, it outputs the times t1 to t4 associated with the front bogie 30-1 passing the second speed check point to the speed check unit 139.

[0040] Furthermore, as the rear bogie 30-2 passes the first speed check point, the detector passage time measurement unit 131 measures times t1 to t4 according to each detection by the first detector 1A-1 and the second detector 1B-1 in the detection order 9 to 12 shown in Figure 3, in the same manner as explained with reference to Figure 4. Then, each time the detector passage time measurement unit 131 measures times t1 to t4, it outputs the times t1 to t4 associated with the rear bogie 30-2 passing the first speed check point to the speed check unit 139.

[0041] Furthermore, as the rear bogie 30-2 passes the second speed check point, the detector passage time measurement unit 131 measures times t1 to t4 according to each detection by the first detector 1A-2 and the second detector 1B-2 in the detection order 13 to 16 shown in Figure 3, in the same manner as explained with reference to Figure 4. Then, each time the detector passage time measurement unit 131 measures times t1 to t4, it outputs the times t1 to t4 associated with the rear bogie 30-2 passing the second speed check point to the speed check unit 139.

[0042] Returning to Figure 1, the passing fault detection unit 133 detects a passing fault each time the wheels W1, W2, W3, and W4 are detected by the first detectors 1A-1,2 and the second detectors 1B-1,2. When the passing fault detection unit 133 detects a passing fault, it includes a fault detector identification unit 135 that identifies which of the four detectors (first detectors 1A-1,2 and second detectors 1B-1,2) is responsible for the fault.

[0043] The passing fault detection unit 133 detects faults during passage, setting the prerequisites as "the first signal from the first detectors 1A-1,2 is in a non-detection state, and the second signal from the second detectors 1B-1,2 has followed the non-detection state" to detect faults during passage. Faults in detectors that have already occurred, such as when the signal state is in a detection state before the passage of the bogies 30-1,2, can be detected in advance, and such faults are determined to be faults before a separate speed check is initiated.

[0044] Specifically, a pass-through failure refers to a failure that occurs when wheels W1, W2, W3, and W4 pass over a sensor. This includes not only failures of the sensor itself during pass-through, but also failures of the sensor's signal input circuit. Examples of failures of the sensor's signal input circuit include failures where, after the sensor's signal state changes from an initial non-detection state to a detected state due to wheel detection, it remains in the detected state due to a failure of a relay contact, for example.

[0045] As explained with reference to Figure 2, the installation interval L13 of the two detector sets 10-1,2 and the detector interval L11 of the first detectors 1A-1,2 and the second detectors 1B-1,2 are specified to have a predetermined relationship in terms of magnitude with respect to the front and rear axle interval L21, the bogie interval L23, and the installation section length L15. As a result, each time a bogie 30-1,2 passes, the wheels W1, W2, W3, and W4 are detected in the detection order shown in Figure 3.

[0046] More specifically, the signal from each detector changes from a non-detection state (H level) to a detected state (L level) as the wheels pass, and then returns to a non-detection state. In other words, if all detectors are functioning correctly, as each bogie 30-1,2 passes, the first signal from the first detector 1A-1,2 and the second signal from the second detector 1B-1,2 will change as described above (L level → H level change) each time a detection occurs, in the detection order shown in Figure 3.

[0047] Therefore, if, before the passage of the railway vehicle 3, the first signal from the first detectors 1A-1,2 was in a non-detection state, and the second signal from the second detectors 1B-1,2 was also in a non-detection state (i.e., the preconditions were met), but the state of the first signal and the state of the second signal change in a way that differs from the detection order shown in Figure 3 as the railway vehicle 3 passes, then it can be said that a failure occurred during passage.

[0048] Therefore, the passing fault detection unit 133 detects a passing fault when "the combination of changes in the state of the first signal and the state of the second signal, which change sequentially as each bogie 30-1,2 (railway vehicle 3) passes by, corresponds to a predetermined fault condition." The fault condition includes "a contradiction in the change of signal state according to the relative magnitudes of the front and rear axle spacing L21 and the detector spacing L11," "a contradiction in the change of signal state according to the relative magnitudes of the front and rear axle spacing L21 and the installation spacing L13," and "a contradiction in the change of signal state according to the relative magnitudes of the bogie spacing L23 and the installation section length L15."

[0049] Detection of these failure conditions can be achieved by pre-storing combinations of changes between the state of the first signal and the state of the second signal under normal conditions as normal change data in the train stop control device 130, and detecting when the actual combination of changes between the state of the first signal and the state of the second signal does not match the normal change data.

[0050] Figure 5 shows an example of setting normal change data. As shown in Figure 5, the normal change data is a data table that corresponds to detection orders 1 to 16 and sets the signal state of the four detectors (first detectors 1A-1, 1A-2 and second detectors 1B-1, 1B-2) at the time of detection for each detection order. For example, for detection order 1, the signal state of the first detector 1A-1 is set to change from detected to undetected, and the other three detectors 1A-2, 1B-1, 1B-2 are set to undetected.

[0051] The passing fault detection unit 133 then detects that a passing fault has occurred if the signal state of each detector does not change as shown in Figure 5. Specifically, the passing fault detection unit 133 determines that the prerequisite is met if the signal state of all four detectors is in a non-detection state before the railway vehicle 3 begins to pass. If the prerequisite is met, the passing fault detection unit 133 then considers the case where the signal state of each detector changes as each bogie 30-1,2 of the railway vehicle 3 passes, and when the target change occurs, it compares the combination of changes in the signal state of each detector from the time the railway vehicle 3 began to pass until the time of the target change with the normal change data.

[0052] In this embodiment, in order to detect passing failures at an early stage, a failure related to the first detectors 1A-1 and 1A-2 associated with the passage of the front axle wheels W1 and W3 is classified as Case 1, a failure related to the second detectors 1B-1 and 1B-2 associated with the passage of the front axle wheels W1 and W3 is classified as Case 2, a failure related to the first detectors 1A-1 and 1A-2 associated with the passage of the rear axle wheels W2 and W4 is classified as Case 3, a failure related to the second detector 1B-1 associated with the passage of the rear axle wheels W2 and W4 is classified as Case 4, and a failure related to the second detector 1B-2 associated with the passage of the rear axle wheels W2 and W4 is classified as Case 5, and passing failures in each case are detected.

[0053] 1. Regarding Case 1 Figure 6 is a schematic diagram showing the occurrence of a pass-through failure in Case 1, focusing on the case when the front axle wheel W1 of the front bogie 30-1 passes the first detector 1A-1. Figure 7 is a time chart of the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 as the front bogie 30-1 passes, and shows the state changes when the pass-through failure shown in Figure 6 occurs. In the time chart of Figure 7, the passage of time is to the left. Figure 7 also shows the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 under normal conditions. Furthermore, Figure 8 is a diagram showing the change history data at the time of Figure 6(b), and shows an excerpt of the data content corresponding to the normal change data.

[0054] As shown in Figure 6(a), the passing fault detection unit 133 detects that a passing fault of Case 1 has occurred when, after the first signal changes from a non-detected state to a detected state as the front axle wheel W1 passes the first detector 1A-1, and as shown in Figure 6(b), the second signal changes from a non-detected state to a detected state as the front axle wheel W1 passes the second detector 1B-1, and the first signal remains in the detected state at that time. In this case, the fault detector identification unit 135 identifies the fault as one related to the first detector 1A-1 that occurred when the front axle wheel W1 was detected.

[0055] For detection and identification, the passing fault detection unit 133 stores the history of changes in the signal state of the first detectors 1A-1,2 and the second detectors 1B-1,2 as change history data for each unit of railway vehicle 3, corresponding to the passage of wheels W1, W2, W3, and W4 of each bogie 30-1,2. Then, if the signal state of any detector changes as a result of the passage of each wheel W1, W2, W3, and W4, the passing fault detection unit 133 compares the change history data with the normal change data, and if they do not match, it detects it as a passing fault.

[0056] Therefore, in the example of Case 1 shown in Figure 6, when detection in detection sequence 2 occurs and the signal state of the second detector 1B-1 changes from a non-detected state to a detected state, the change history data will be as shown in Figure 8. Comparing this change history data with the normal change data, the state change of the first signal from the first detector 1A-1 in detection sequence 1, which is hatched, is different from the normal change data. Specifically, after detection in detection sequence 1 occurs, it remains in the detected state and does not return to the non-detected state, and remains in the detected state even at the time of detection in detection sequence 2. Therefore, the pass-through fault in Case 1 can be detected.

[0057] In Figure 8, the signal state of the second detector 1B-1 in detection sequence 2 is also different from the normal change data. However, if it returns to a non-detection state afterward, the change history data will be updated to match the normal change data. If it does not return to a non-detection state and remains in a detected state, it will be detected as a pass-through fault in the next case 2.

[0058] Furthermore, in Case 1, although the front axle wheel W1 was detected by the first detector 1A-1, subsequent detection by the first detector 1A-1 became impossible due to a malfunction during passage. However, as shown in Figure 7, by focusing on the passage of the front bogie 30-1 in this case, two times t1 and t4 can be measured, and a maximum of two speed checks can be performed.

[0059] Furthermore, while this example illustrates a failure of the first detector 1A-1 that occurred as the front axle wheel W1 passed, the passing failure detection unit 133 similarly detects failures of the first detector 1A-1 as a result of the front axle wheel W3 passing, and failures of the first detector 1A-2 as a result of the front axle wheels W1 and W3 passing, as passing failures in Case 1.

[0060] 2. Regarding Case 2 Figure 9 is a schematic diagram showing the occurrence of a pass-through failure in Case 2, focusing on the case when the front axle wheel W1 of the front bogie 30-1 passes the second detector 1B-1. Figure 10 is a time chart of the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 as the front bogie 30-1 passes, and shows the state changes when the pass-through failure shown in Figure 9 occurs. In the time chart of Figure 10, the passage of time is to the left. Figure 10 also shows the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 under normal conditions. Figure 11 is a diagram showing the change history data at the time of Figure 9(b), and shows an excerpt of the data content corresponding to the normal change data.

[0061] As shown in Figure 9(a), the passing fault detection unit 133 detects that a passing fault of Case 2 has occurred when, after the front axle wheel W1 has passed the second detector 1B-1 and the second signal has changed from an undetected state to a detected state, and as shown in Figure 9(b), the rear axle wheel W2 has passed the first detector 1A-1 and the first signal has changed from an undetected state to a detected state, and the second signal remains in the detected state at that time. In that case, the fault detector identification unit 135 identifies it as a fault related to the second detector 1B-1 that occurred when the front axle wheel W1 was detected.

[0062] In other words, in the case of example 2 shown in Figure 9, when detection in detection sequence 3 occurs and the signal state of the first detector 1A-1 changes from a non-detected state to a detected state, the change history data becomes as shown in Figure 11. Comparing this change history data with the normal change data, the state change of the second signal from the second detector 1B-1 in detection sequence 2, which is hatched, differs from the normal change data. Specifically, after detection in detection sequence 2 occurs, it remains in the detected state and does not return to the non-detected state, and remains in the detected state even at the time of detection in detection sequence 3. Therefore, the pass-through fault in case 2 can be detected.

[0063] In Figure 11, the signal state of the first detector 1A-1 in detection sequence 3 is also different from the normal change data. However, if it returns to a non-detection state afterward, the change history data will be updated to match the normal change data. If it does not return to a non-detection state and remains in a detected state, it will be detected as a pass-through fault in the next case 3.

[0064] In Case 2, although the front axle wheel W1 was detected by the second detector 1B-1, subsequent detection by the second detector 1B-1 became impossible due to a malfunction during passage. However, as shown in Figure 10, by focusing on the passage of the front bogie 30-1 in this case, two times t1 and t2 can be measured, allowing for a maximum of two speed checks.

[0065] Furthermore, while this example illustrates a failure of the second detector 1B-1 that occurred as the front axle wheel W1 passed, the pass-by failure detection unit 133 similarly detects failures of the second detector 1B-1 as a result of the front axle wheel W3 passing, and failures of the second detector 1B-2 as a result of the front axle wheels W1 and W3 passing, as pass-by failures in Case 2.

[0066] 3. Regarding Case 3 Figure 12 is a schematic diagram showing the occurrence of a pass-through failure in Case 3, focusing on the case when the rear axle wheel W2 of the front bogie 30-1 passes the first detector 1A-1. Figure 13 is a time chart of the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 as the front bogie 30-1 passes, showing the state changes when the pass-through failure shown in Figure 12 occurs. In the time chart of Figure 13, the passage of time is to the left. Figure 13 also shows the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 under normal conditions. Figure 14 is a diagram showing the change history data at the time shown in Figure 12(b), and shows an excerpt of the data content corresponding to the normal change data.

[0067] As shown in Figure 12(a), the passing fault detection unit 133 detects that a passing fault of Case 3 has occurred when, after the first signal changes from a non-detected state to a detected state as the rear axle wheel W2 passes the first detector 1A-1, and as shown in Figure 12(b), the second signal changes from a non-detected state to a detected state as the rear axle wheel W2 passes the second detector 1B-1, and the first signal remains in the detected state at that time. In this case, the fault detector identification unit 135 identifies the fault as being related to the first detector 1A-1 that occurred when the rear axle wheel W2 was detected.

[0068] In other words, in the case of example 3 shown in Figure 12, when detection in detection sequence 4 occurs and the signal state of the second detector 1B-1 changes from a non-detected state to a detected state, the change history data becomes as shown in Figure 14. Comparing this change history data with the normal change data, the state change of the first signal from the first detector 1A-1 in detection sequence 3, which is hatched, differs from the normal change data. Specifically, after detection in detection sequence 3 occurs, it remains in the detected state and does not return to the non-detected state, and remains in the detected state even at the time of detection in detection sequence 4. Therefore, the pass-through fault in case 3 can be detected.

[0069] Note that in Figure 14, the signal state of the second detector 1B-1 in detection sequence 4 is also different from the normal change data. However, if it returns to a non-detection state afterward, the change history data will be updated to match the normal change data. If it does not return to a non-detection state and remains in a detected state, it will be detected as a pass-through fault in the next case 4.

[0070] Furthermore, in Case 3, although the rear axle wheel W2 was detected by the first detector 1A-1, subsequent detection by the first detector 1A-1 became impossible due to a malfunction during passage. However, as shown in Figure 13, by focusing on the passage of the front bogie 30-1 in this case, four time points t1 to t4 can be measured, and up to four speed checks can be performed.

[0071] Furthermore, while this example illustrates a failure of the first detector 1A-1 that occurred as the rear axle wheel W2 passed, the pass-by failure detection unit 133 similarly detects failures of the first detector 1A-1 as a result of the rear axle wheel W4 passing, and failures of the first detector 1A-2 as a result of the rear axle wheels W2 and W4 passing, as pass-by failures in Case 3.

[0072] 4. Regarding Case 4 Figure 15 is a schematic diagram showing the occurrence of a pass-through failure in Case 4, focusing on the case when the rear axle wheel W2 of the front bogie 30-1 passes the second detector 1B-1. Figure 16 is a time chart of the state changes of the first signal from the first detectors 1A-1 and 1A-2 and the second signal from the second detector 1B-1 as the front bogie 30-1 passes, and shows the state changes when the pass-through failure shown in Figure 15 occurs. In the time chart of Figure 16, the passage of time is to the left. Figure 16 also shows the state changes of the first signal from the first detector 1A-1 and the second signal from the second detector 1B-1 under normal conditions. Figure 17 is a diagram showing the change history data at the time shown in Figure 15(b), and shows an excerpt of the data content corresponding to the normal change data.

[0073] As shown in Figure 15(a), the passing fault detection unit 133 detects that a passing fault of case 4 has occurred when, after the second signal changes from a non-detected state to a detected state due to the rear axle wheel W2 passing the second detector 1B-1, and as shown in Figure 15(b), the first signal changes from a non-detected state to a detected state due to the front axle wheel W1 passing the first detector 1A-2, and the second signal remains in the detected state at that time. In this case, the fault detector identification unit 135 identifies the fault as one related to the second detector 1B-1 that occurred when the rear axle wheel W2 was detected.

[0074] In other words, in the case of example 4 shown in Figure 15, when detection in detection sequence 5 occurs and the signal state of the first detector 1A-2 changes from a non-detected state to a detected state, the change history data becomes as shown in Figure 17. Comparing this change history data with the normal change data, the state change of the second signal from the second detector 1B-1 in detection sequence 4, which is hatched, differs from the normal change data. Specifically, after detection in detection sequence 4 occurs, it remains in the detected state and does not return to the non-detected state, and remains in the detected state even at the time of detection in detection sequence 5. Therefore, the pass-through fault in case 4 can be detected.

[0075] In Figure 17, the signal state of the first detector 1A-2 in detection sequence 5 is also different from the normal change data. However, if it returns to a non-detection state afterward, the change history data will be updated to match the normal change data. If it does not return to a non-detection state and remains in a detected state, it will be detected as a pass-through fault as described in Case 1 above.

[0076] Furthermore, in Case 4, although the rear axle wheel W2 was detected by the second detector 1B-1, subsequent detection by the second detector 1B-1 became impossible due to a malfunction during passage. However, as shown in Figure 16, by focusing on the passage of the front bogie 30-1 in this case, four time points t1 to t4 can be measured, allowing for a maximum of four speed checks.

[0077] Furthermore, while this example illustrates a failure of the second detector 1B-1 due to the passage of the rear axle wheel W2, the passage-time failure detection unit 133 similarly detects a failure of the second detector 1B-1 due to the passage of the rear axle wheel W4 as a passage-time failure in Case 4.

[0078] 5. Regarding Case 5 Figure 18 is a schematic diagram showing the occurrence of a pass-through failure in Case 5, focusing on the case when the rear axle wheel W2 of the front bogie 30-1 passes the second detector 1B-2. Figure 19 is a time chart of the state changes of the first signal from the first detectors 1A-1 and 1A-2 and the second signal from the second detector 1B-2 as the front bogie 30-1 passes, showing the state changes when the pass-through failure shown in Figure 18 occurs. In the time chart of Figure 19, the passage of time is to the left. Figure 20 is a diagram showing the change history data at the time shown in Figure 18(b), and also shows an excerpt of the data content corresponding to the normal change data.

[0079] As shown in Figure 18(a), the passing fault detection unit 133 detects that a passing fault of case 5 has occurred when, after the second signal changes from a non-detected state to a detected state as the rear axle wheel W2 of the front bogie 30-1 passes the second detector 1B-2, and then as shown in Figure 18(b), the first signal changes from a non-detected state to a detected state as the front axle wheel W3 of the rear bogie 30-2 passes the first detector 1A-1, and the second signal remains in the detected state at that time. In this case, the fault detector identification unit 135 identifies the fault as one related to the second detector 1B-2 that occurred when the rear axle wheel W2 was detected.

[0080] In other words, in the case of Case 5 shown in Figure 18, when detection in detection sequence 9 occurs and the signal state of the first detector 1A-1 changes from a non-detected state to a detected state, the change history data becomes as shown in Figure 20. Comparing this change history data with the normal change data, the state change of the second signal from the second detector 1B-2 in detection sequence 8, which is hatched, differs from the normal change data. Specifically, after detection in detection sequence 8 occurs, it remains in the detected state and does not return to the non-detected state, and remains in the detected state even at the time of detection in detection sequence 9. Therefore, the pass-through fault in Case 5 can be detected.

[0081] In Figure 20, the signal state of the first detector 1A-1 in detection sequence 9 is also different from the normal change data. However, if it returns to a non-detection state afterward, the change history data will be updated to match the normal change data. If it does not return to a non-detection state and remains in a detected state, it will be detected as a pass-through fault as described in Case 1 above.

[0082] Furthermore, in Case 5, although the rear axle wheel W2 was detected by the second detector 1B-2, subsequent detection by the second detector 1B-2 became impossible due to a malfunction during passage. However, as shown in Figure 19, by focusing on the passage of the front bogie 30-1 in this case, four time points t1 to t4 can be measured, allowing for a maximum of four speed checks.

[0083] Furthermore, while this example illustrates a failure related to the second detector 1B-2 due to the passage of the rear axle wheel W2, the passage-time failure detection unit 133 similarly detects a failure related to the second detector 1B-2 due to the passage of the rear axle wheel W4 as a passage-time failure in Case 5.

[0084] Returning to Figure 1, the speed verification unit 139 performs a speed verification by determining the passing speed each time it receives time t1 to t4 from the detector passage time measurement unit 131. Specifically, for time t1 and time t3, the speed verification unit 139 determines the passing speeds V1 and V3 using the detector interval L11, and for time t2 and time t4, it determines the passing speeds V2 and V4 using the front and rear axle interval L21. The speed verification unit 139 then compares the determined passing speeds V1 to V4 with the specified speed. In this case, the speed verification unit 139 compares the passing speeds V1 to V4 determined from time t1 to t4 associated with passing the first speed verification point with the first specified speed defined for the first speed verification point. On the other hand, the speed verification unit 139 compares the passing speeds V1 to V4 determined from time t1 to t4 associated with passing the second speed verification point with the second specified speed defined for the second speed verification point. This makes it possible to perform 16 speed checks each time the railway vehicle 3 (bogies 30-1, 30-2) passes through each speed check point.

[0085] Furthermore, if a fault is detected during passage by the fault detection unit 133, there are cases where all four times t1 to t4 cannot be measured. Specifically, in case 1, only two times t1 and t4 are measured (see Figure 7), and in case 2, only two times t1 and t2 are measured (see Figure 10). In these cases as well, the speed verification unit 139 calculates the passage speed from those times as soon as those times are input from the detector passage time measurement unit 131. The speed verification unit 139 then compares the calculated passage speed with the first specified speed or the second specified speed to perform a speed verification.

[0086] The speed check unit 139 then determines that the train is overrunning if the compared passing speed exceeds the first or second specified speed and outputs an overrun detection signal externally. External output can be performed, for example, by outputting the overrun detection signal to an ATC (Automatic Train Control) device or an ATS (Automatic Train Stop) device (not shown). When an overrun detection signal is input to the ATC or ATS device, it transmits a stop signal to the end section of track 9. The train then applies its emergency brakes and stops.

[0087] When a pass-through fault detection unit 133 detects a pass-through fault, the fault notification control unit 137 issues a predetermined fault notification indicating that a fault has occurred in the detector identified by the fault detector identification unit 135 from among the four detectors (first detectors 1A-1,2 and second detectors 1B-1,2).

[0088] Figure 21 is a flowchart showing the processing flow related to the detection of a passing fault performed by the passing fault detection unit 133. As shown in Figure 21, the passing fault detection unit 133 monitors the subsequent changes in the signal state of each detector when the signal state of all four detectors (first detectors 1A-1,2 and second detectors 1B-1,2) is in a non-detection state and the above-mentioned preconditions are met (i.e., all detectors are operating normally) (Step S1: YES). Then, if the signal state of any detector changes due to the passage of the railway vehicle 3 (Step S3: YES), the passing fault detection unit 133 updates the change history data (Step S5) and compares it with the normal change data in Figure 5. Then, if the change history data does not match the normal change data (Step S7: YES), the passing fault detection unit 133 detects it as corresponding to a fault condition (Step S9). In that case, the fault detection unit 135 identifies the detector related to the fault (step S11), and the fault notification control unit 137 issues a fault notification indicating that a fault has occurred in the detector identified in step S11 (step S13). After that, the process returns to step S3 and is repeated until the rear axle wheel W4 of the rear bogie 30-2 is detected by the second detector 1B-2 of the second detector set 10-2 (until one railway vehicle 3 has finished passing) (step S15:NO).

[0089] As described above, according to this embodiment, each time the railway vehicle 3 passes through the first speed check point and the second speed check point where two detector sets 10-1,2 are installed, assuming that the signal states of the first detectors 1A-1,2 and the second detectors 1B-1,2 are both in a non-detection state, it is possible to detect when the combination of changes in the signal states of each detector that occur as each bogie 30-1,2 of the railway vehicle 3 passes through differs from the normal state. Therefore, it is possible to detect the occurrence of a fault related to the detectors during passage.

[0090] More specifically, in this embodiment, each time the front axle wheels W1, W3 and rear axle wheels W2, W4 of each trolley 30-1, 2 are detected by each detector (first detectors 1A-1, 1A-2 and second detectors 1B-1, 1B-2), a pass-through fault detection (detection of each pass-through fault described as Case 1 to Case 5) is performed, making it possible to detect the occurrence of a fault related to each detector at an early stage.

[0091] Furthermore, when a pass-through fault is detected, the system can identify which of the four detectors (the first detectors 1A-1 and 1A-2, and the second detectors 1B-1 and 1B-2) is responsible for the fault, and issue a fault notification indicating that a fault has occurred in the identified detector.

[0092] In the above embodiment, an example was shown in which a speed check is performed by inputting signals from two sets of detectors 10 near the end of the track 9. However, the same method can be applied when a speed check is performed at a location other than near the end of the track. [Explanation of Symbols]

[0093] 10(10-1,2) Detector set, 1A(1A-1,2) First detector, 1B(1B-1,2) Second detector, 100 Overrun prevention device, 110 Transmitter / receiver, 130 Train stop control device, 131 Detector passage time measurement unit, 133 Passing fault detection unit, 135 Fault detector identification unit, 137 Fault notification control unit, 139 Speed ​​check unit, 9 Track, L11 Detector spacing, L13 Installation spacing, L15 Installation section length, 3 Railway vehicle, 30(30-1,2) Bogie, W1,W3 Front axle wheels, W2,W4 Rear axle wheels, L21 Front and rear axle spacing, L23 Bogie spacing

Claims

1. A train stop control device that can perform speed checks based on four time intervals: (1) the time from the detection of the front axle wheel by the first detector to the detection of the front axle wheel by the second detector, (2) the time from the detection of the front axle wheel by the first detector to the detection of the rear axle wheel by the first detector, (3) the time from the detection of the rear axle wheel by the first detector to the detection of the rear axle wheel by the second detector, and (4) the time from the detection of the front axle wheel by the second detector to the detection of the rear axle wheel by the second detector, in order to detect the passage of the front axle wheel and rear axle wheel of the bogie of a moving railway vehicle, and inputs signals from a set of first and second detectors installed along the track at a detector interval shorter than the distance between the front and rear axle wheels of the bogie, and inputs signals from a set of first and second detectors, and inputs on the time from the detection of the front axle wheel by the first detector to the detection of the front axle wheel by the second detector, A passing fault detection means for detecting that, after the first signal from the first detector is in a non-detection state and the second signal from the second detector is in a non-detection state, the combination of changes in the state of the first signal and the state of the second signal, which change sequentially as the trolley passes, corresponds to a predetermined fault condition that contradicts the change in the signal state according to the relative magnitudes of the front and rear axle spacing and the detector spacing, A fault notification control means that provides a predetermined fault notification in response to detection by the aforementioned fault detection means during passage, A train stop control device equipped with the following features.

2. The aforementioned pass-through fault detection means includes fault detector identification means that, when it detects that the conditions correspond to the predetermined fault conditions, it identifies which of the first detector or the second detector the fault is related to. The train stop control device according to claim 1, wherein, when a fault detection means is made during passage, the speed check is performed based on the remaining time out of the four time periods, excluding the time that could not be measured due to a fault of the detector.

3. The fault detection indicator identification means identifies a fault related to the first detector based on a combination of changes in the state of the first signal and the state of the second signal, which change sequentially as the front axle wheel passes over it. The train stop control device according to claim 2.

4. The fault detection means identifies a fault related to the first detector based on a combination of changes in the state of the first signal and the state of the second signal, which change sequentially when the rear axle wheel passes after the front axle wheel has passed. The train stop control device according to claim 2.

5. The fault detection means identifies a fault related to the second detector based on a combination of changes in the state of the first signal and the state of the second signal, which change sequentially as the front axle wheel passes by. The train stop control device according to claim 2.

6. The track is provided with at least two sets of the detectors installed along the track at intervals longer than the distance between the front and rear axles. The passing fault detection means detects that, after the first and second signals of each of the two sensing element pairs are in a non-detection state, the combination of changes in the state of the first and second signals of each of the two sensing element pairs, which change sequentially as the trolley passes, corresponds to a fault condition that contradicts either the change in signal state according to the relative magnitude of the front and rear axle spacing and the sensing element spacing, or the change in signal state according to the relative magnitude of the front and rear axle spacing and the installation spacing. A train stop control device according to any one of claims 1 to 5.

7. The aforementioned railway vehicle is equipped with two bogies at a predetermined distance between them. Two sets of the detectors are installed along the aforementioned track, The two detector sets are installed such that the installation interval, which is the distance between the closer detectors in each detector set, is longer than the distance between the front and rear axles, and the installation section length, which is the distance between the farther detectors in each detector set, is shorter than the distance between the bogies. The passing fault detection means detects that, after the first and second signals of each of the two sensing element pairs are in a non-detection state, the combination of changes in the state of the first and second signals of each of the two sensing element pairs, which change sequentially as the railway vehicle passes, corresponds to a fault condition that contradicts any of the following: changes in the signal state according to the relative magnitude of the front and rear axle spacing and the sensing element spacing; changes in the signal state according to the relative magnitude of the front and rear axle spacing and the installation spacing; and changes in the signal state according to the relative magnitude of the bogie spacing and the installation section length. A train stop control device according to any one of claims 1 to 5.

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