JPH05227601A - Ultrasonic train distance measuring method and device - Google Patents

Abstract

(57) [Summary] [Purpose] To eliminate the abnormal value of the measured train interval when measuring the train interval of the railway vehicles 10 and 12 to be combined in a predetermined sampling period from the transmission time of ultrasonic waves. [Configuration] If the difference between the measured values of the train intervals at the current and previous measurement times is outside the predetermined range, the current measured value is processed as an abnormal value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ultrasonic train distance measuring method and device for measuring the train interval of railroad vehicles connected together from the transmission time of ultrasonic waves, and more particularly to eliminating abnormal values of measured values. The present invention relates to an ultrasonic train distance measuring method and device capable of increasing reliability.

[0002]

2. Description of the Related Art In a railroad vehicle merging operation, it is necessary to measure the train interval. For this measurement, each railcar is equipped with an ultrasonic transmitter / receiver, and ultrasonic waves between both ultrasonic transmitters / receivers are measured. The train interval is measured at a predetermined sampling period from the transmission time. In the conventional ultrasonic train distance measuring method and device, the measured values are treated as basic data for display and control in the latter stage without examining them.

[0003]

However, there is a case where a measurement value that cannot be attributed to unavoidable noise is required.
In that case, in the conventional ultrasonic train distance measuring method and device, the abnormal value of the measured value will be used as the display and control data of the subsequent stage without being excluded,
Accuracy and reliability are degraded.

An object of the present invention is to provide an ultrasonic train distance measuring method and device which can improve the reliability of the measured value of the train distance and can perform a good merging work.

[0005]

In the ultrasonic train distance measuring method which is the premise of the first aspect of the invention, the train distance between railway cars that are connected to each other is measured from the transmission time of ultrasonic waves at a predetermined sampling period. Further, in the ultrasonic train distance measuring method according to claim 1, the measured value of the train interval is above the train interval calculated from the latest normal measured value of the train interval, the elapsed time, and the moving state of the railway vehicle. If it is outside the lower limit, it is treated as an abnormal value.

In the ultrasonic type train distance measuring apparatus according to the second aspect of the present invention, the train distance between the railway vehicles connected to each other is measured at a predetermined sampling period from the ultrasonic wave transmission time.
The ultrasonic train distance measuring device according to claim 2 is
(A) Train interval calculation means for calculating the train interval at each measurement time based on the transmission time of ultrasonic waves between railway cars that are connected to each other, and (b) the latest normal train interval is the measured value of the train interval. Determination means for determining whether the train interval is within or outside the upper and lower limits of the train interval calculated from the measured values, the elapsed time, and the moving state of the railway vehicle; And a processing means for processing the measured value of the train interval as an abnormal value.

In the ultrasonic train distance measuring method which is the premise of the third aspect, the train distance between railroad vehicles which are connected to each other is measured at a predetermined sampling period from the transmission time of ultrasonic waves.
In the ultrasonic train distance measuring method according to claim 3, when the difference between the measured values of the train intervals at the current and previous measurement times is out of a predetermined range, the measured value at the current measurement time is abnormal. Treat as a value.

In the ultrasonic train distance measuring device according to the fourth aspect of the invention, the train distance between railroad vehicles that are connected to each other is measured at a predetermined sampling period from the ultrasonic wave transmission time.
The ultrasonic train distance measuring device according to claim 4 is
(A) train interval calculation means for calculating the train interval at each measurement time based on the transmission time of ultrasonic waves between railway cars that are mutually connected, and (b) the current and previous time calculated by this train interval calculation means. Determination means for determining whether the difference between the train intervals at the measurement time is within a predetermined range or outside the range;
(C) It has a processing means for processing the current measured value of the train interval as an abnormal value when it is out of the range.

[0009]

In the invention of claim 1, the actual train interval at this measurement time is, if it is normal,
It is a requirement that it is within the range of physically possible difference based on the latest measured value of normal train distance.
Therefore, if the measured value of the train interval is outside the upper and lower limits of the train interval calculated from the latest normal measured value of the train interval, the elapsed time, and the movement state of the rail car, it is determined to be abnormal. It

Also in the invention of claim 2, the actual train interval at the current measurement time is, if it is normal, a difference that is physically possible based on the latest measured value of the normal train interval. It is necessary to be within the range. Therefore, if the measured value this time is outside the upper and lower limits of the train interval calculated from the latest normal measured value of the train interval, the elapsed time, and the moving state of the rail car by the determination means, it is considered as abnormal. be able to. Then, when the determining means determines that the measured value of the train interval is outside the predetermined range, the processing means processes the measured value as an abnormal value.

In the third aspect of the invention, the difference between the actual train intervals at the time of the previous sampling and the current sampling is not unlimited, but has a limit due to the restriction of the speed of the railway vehicle.
Therefore, assuming that the train interval at the previous measurement time is normal, a predetermined range of the difference between the train intervals at the current measurement time and the previous measurement time is set based on the constraint on the speed of the railway vehicle. When the difference between the train intervals at the current and previous measurement times is outside the predetermined range for such a predetermined range, the measured value of the train interval at the current measurement time is abnormal. To be judged.

According to the invention of claim 4, the difference between the actual train intervals at the time of the previous sampling and the current sampling is not unlimited, but has a limit due to the restriction of the speed of the railway vehicle. Therefore, assuming that the train interval at the previous measurement time is normal, a predetermined range of the difference between the train intervals at the current measurement time and the previous measurement time is set based on the constraint on the speed of the railway vehicle. The train interval calculation means calculates a train interval for each sampling period, and the determination means determines whether the difference between the current and previous train intervals calculated by the train interval calculation means is within a predetermined range or outside a predetermined range. Then, when the determining means determines that the measured value of the train interval is outside the predetermined range, the processing means processes the measured value as an abnormal value.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the accompanying drawings. FIG. 4 shows the work of merging two rail cars 10, 12. The railway vehicles 10 and 12 are connected to each other on the same track 14 with a close distance therebetween, and each have a master unit 16 and a slave unit 18.

FIG. 3 is a block diagram of the distance measuring device. The master unit 16 and the slave unit 18 include a detection device 20, and a 10 m ultrasonic transmitter / receiver 22 and a 20 m ultrasonic transmitter / receiver 24 controlled by the detection device 20. Ultrasonic transceivers 22 and 2 for 10m
The 0 m ultrasonic transceiver 24 transmits and receives ultrasonic waves of 40 KHz and 32 KHz, respectively. The frequencies of the ultrasonic waves transmitted and received by the ultrasonic transmitter / receiver 22 for 10 m and the ultrasonic transmitter / receiver 24 for 20 m may be equal to each other without being different. Ultrasonic transmitter / receiver 22 and 1 for 10m of the master unit 16 and the slave unit 18
The part of the detection device 20 that processes the detection signal from the 0 m ultrasonic transmitter / receiver 22 constitutes the 10 m ultrasonic range finder 26, and the 20 m ultrasonic transmitter / receiver 24 and 20 m of the parent device 16 and the child device 18 are configured. Device 20 for processing the detection signal from the ultrasonic transmitter / receiver 24
The 20 m portion constitutes an ultrasonic range finder 28 for 20 m.

First, the 10 m ultrasonic transmitter / receiver of the base unit 16
Ultrasonic waves are transmitted from the ultrasonic transmitter / receiver 24 for 22 and 20 m and are transmitted to the ultrasonic transmitter / receiver 22 and 20 for 10 m of the slave unit 18.
The ultrasonic transmitter / receiver 24 for m receives the ultrasonic wave, and then the ultrasonic transmitter / receiver 22 for 10 m of the slave 18 and the ultrasonic transmitter / receiver 24 for 20 m are used for the ultrasonic transmitter / receiver 22 and 20 m of the master 16 for 10 m. The signals are transmitted to the ultrasonic transmitter / receiver 24, and the 10 m ultrasonic transmitter / receiver 22 and the 20 m ultrasonic transmitter / receiver 24 of the parent device 16 receive them. Then, the ultrasonic transmitter / receiver 22 and 2 for 10 m of the base unit 16
The distance between the railway vehicles 10 and 12 is measured from a series of elapsed time until the ultrasonic wave returns to the 0 m ultrasonic wave transceiver 24.

A central monitor unit 30 and a distance measuring indicator 32 are provided on the base unit 16 side. In the base unit 16, the reception signals of the ultrasonic transmitter / receiver 22 for 10 m and the ultrasonic transmitter / receiver 24 for 20 m are sent to the detector 20. After being transmitted, the detection device 20 detects the distance between the railway vehicles 10 and 12 from the transmission time of the ultrasonic waves, and the detection signal is sent to the distance measurement display 32 via the central monitor device 30 and is transmitted to the distance measurement display 32. Displayed as a distance. On the contrary, the central device 30 of the monitor and the distance measuring display 32 are provided on the side of the handset 18 as well.
The ultrasonic wave emitted from the side is the ultrasonic transmitter / receiver for 10m of the base unit 16.
Train distance is measured from the time when it returns to the child device 18 via the ultrasonic transmitter / receiver 24 for 22 and 20 m, and the distance measuring indicator on the child device 18 side.
It is also possible to display at 32.

The threshold value of the ultrasonic transmitter / receiver 22 for 10 m of the ultrasonic range finder 26 for 10 m is 2 of the ultrasonic range finder 28 for 20 m.
It is set to a value higher than the threshold value in the 0 m ultrasonic transmitter / receiver 24, for example, the 10 m ultrasonic transmitter / receiver 22 of the 10 m ultrasonic range finder 26 and the 20 m ultrasonic transmitter / receiver 24 of the 20 m ultrasonic range finder 28. The thresholds are 66 dB and 48 d, respectively.
B.

FIG. 5 shows the sound pressure level of the ranging signal with respect to the train interval, and a typical disturbance is about 40 dB, which is lower than the lower threshold 48 dB in the entire ranging range of the train interval. The distance measurement signal gradually decreases as the distance between the railway vehicles 10 and 12 increases. In the ultrasonic transmitter / receiver 22 for 10 m, since the threshold value is set to a high value of 66 dB, most of the disturbance is removed, and the reliability with respect to the disturbance is increased. Since the 20 m ultrasonic transmitter / receiver 24 is set to a low threshold value of 48 dB, a low distance measurement signal can be detected, and a long train interval between the rail vehicles 10 and 12 can be measured. In the joint work of the railway vehicles 10 and 12, distance measurement data in the range of 0 to 20 m is required for the train interval, and particularly accurate data is required in the range of 0 to 10 m where the railway vehicles 10 and 12 approach. Become. Therefore, at a train interval of 0 to 10 m, the train interval is measured by the ultrasonic transmitter / receiver 22 for 10 m, which has a high threshold of 66 dB, and the accuracy with respect to disturbance is increased to 10 to 20 m.
In the train interval of, the train interval is measured from the weak distance-measuring signal by the ultrasonic transceiver 24 for 20 m, which has a low threshold of 48 dB, and the measurement of a long train interval which is difficult to measure with the ultrasonic transceiver 22 for 10 m is secured.

FIG. 2 is a flow chart of the ultrasonic train distance measuring method. In FIG. 2, the meaning of each symbol is as follows. In this merging work, it is assumed that the railway vehicle 10 has moved and the railway vehicle 12 has stopped. t: Data time interval for calculation t ₀ : Sampling cycle N: Number of consecutive abnormal data detections i: Data number Xi: Measured value of i-th train interval Vi: Average speed of railway vehicle 10 calculated from Xi Vmax: Combined work Maximum speed of the railway vehicle 10 at the time of A: Maximum acceleration of the railway vehicle 10 at the time of merging work B: Maximum deceleration of the railway vehicle 10 at the time of merging work f ₁ : Coefficient in consideration of measurement error f ₂ : In consideration of measurement error coefficient

In step 34, Xi as the current measured value of the train interval between the rail vehicles 10 and 12 is obtained. In step 36, the average speed Vi of the railway vehicle 10 is calculated from the difference between the current measured value and the latest measured value of the normal train interval from the measured time of the latest measured value of the normal train interval to the measured time of Xi. It is calculated by dividing by the time difference, that is, the elapsed time t. In step 38, it is checked whether the average speed Vi obtained in step 36 is less than or equal to the maximum speed Vmax of the railway vehicle 10. Since Vi cannot exceed Vmax, Xi may be normal only when Vi ≦ Vmax, and the process proceeds to step 40. In step 40, the moving distance of the railway vehicle 10 in the calculation data time interval t is calculated based on the average speed of the railway vehicle 10 and the maximum acceleration A and the maximum deceleration B at the measurement time of the latest measurement value of the normal train interval. The upper and lower limits are calculated, and it is determined whether the measured value Xi this time is within or outside the difference between the upper and lower limits of the travel distance of the rail vehicle 10 with the latest and normal measured value of the train interval as a reference. If it is within the range, proceed to step 42 and t = to, N = 1.
Processing, and in step 44, DVL (a flag indicating whether or not the measured value is valid, 1 is valid, 0
Then invalid. ) Is set to 1. On the other hand, if the determination in at least one of step 38 and step 40 is NO, that is, if the measured value Xi of this time cannot be physically present, the routine proceeds to step 46, where t = t + to, N = N.
The process of +1 is performed, and DVL is set to 0 in step 48. Only when DVL is 1, Xi is used for subsequent display and control. In step 50, Xi is output, and in step 5
In step 2, i = i + 1 is set, and the process returns to step 34. Thus
The train interval measurement value is used as a normal value only when it is physically possible, and is excluded as a measurement value when it exceeds the physically possible range.

FIG. 1 is a flow chart of another ultrasonic train distance measuring method. Even in the merging work of this embodiment, it is assumed that the railcar 10 is moving and the railcar 12 is stopped, as in the case of FIG. 2, and the symbols common to FIG. It is the same. However, L1, L2
Has the following meanings. L1: The lower limit of the range of train intervals at the current and previous measurement times, which is preset based on the speed limit of the railway vehicle 10 during the merging work. For example, L1 = −0.20
m. L2: The upper limit of the range of the train interval at the present and previous measurement times, which is preset based on the limit of the speed of the railway vehicle 10 during the merging work. For example, L2 = 1.11 m.

In step 54, the train interval between the rail vehicles 10 and 12 is obtained as the measured value of the train interval at this measurement time from the ultrasonic wave transmission time between the rail vehicles 10 and 12 measured at this sampling time. Be done. Step
At 56, it is determined whether or not the difference between the measured values at the current and previous measurement times is within the range from L1 to L2. If it is within the range, proceed to step 58, set DVL to 1,
On the other hand, if it is outside the range, that is, the measured value Xi of this time
However, if it is physically impossible due to the speed limit of the railway vehicle 10, the routine proceeds to step 60, where DVL is set to 0. DV
Only when L is 1, Xi is used for the subsequent display and control. In step 62, Xi is output, and in step 64, i =
Set i + 1 and return to step 54. The Xi output in step 62 is the D set in steps 58 and 60.
It is used for processing as a normal value and an abnormal value based on the value of VL.

[0023]

According to the first and second aspects of the present invention, attention is paid to the fact that the change amount of the train interval of the railroad vehicle during the merging work is not unlimited and is restricted by the elapsed time and the like. If the interval is out of the upper and lower limits of the train interval calculated from the elapsed time and the moving state of the railroad vehicle based on the latest normal measurement value, it is treated as an abnormal value. Therefore, it is possible to improve the reliability of the measured value of the train interval and improve the accuracy of the subsequent display and control.

According to the third and fourth aspects of the invention, the difference between the train intervals of the railway vehicles during the merging work at the present and previous measurement times is not limited and is limited by the speed limit of the railway vehicles. Focusing attention, if the train interval at the current and previous measurement times is outside the predetermined range preset based on the speed limit of the railway vehicle, it is treated as an abnormal value. Therefore, it is possible to improve the reliability of the measured value of the train interval and improve the accuracy of the subsequent display and control.

[Brief description of drawings]

FIG. 1 is a flowchart of an ultrasonic train distance measuring method.

FIG. 2 is a flowchart of another ultrasonic train distance measuring method.

FIG. 3 is a configuration diagram of a distance measuring device.

FIG. 4 is a diagram showing a work of merging two rail cars.

FIG. 5 is a graph showing a sound pressure level of a distance measurement signal with respect to a train interval.

[Explanation of symbols]

 10,12 Rail vehicles

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroshi Suniko 26-12 Yamato-cho, Itabashi-ku, Tokyo (72) Inventor Kaoru Kuwahara 1-3-11-305 Uedota, Toda City, Saitama Prefecture (72) Invention Person Hideaki Kaneda, Tokyu Vehicle Manufacturing Co., Ltd. 1 Kamariya-cho, Kanazawa-ku, Yokohama-shi, Kanagawa Prefecture (72) Inventor Riki Kataoka 1 Kamariya-cho, Kanazawa-ku, Yokohama, Kanagawa Prefecture Tokyu Vehicle Manufacturing Co., Ltd. (72) Inventor Hideyuki Hattori 204, 1-4-6 Akitsu, Narashino City, Chiba Prefecture

Claims (4)

[Claims] 1. In an ultrasonic train distance measuring method for measuring train intervals of railway cars which are connected to each other at a predetermined sampling period from transmission time of ultrasonic waves, the measured value of the train interval is the latest train interval. An ultrasonic train distance measuring method characterized by processing as an abnormal value when it is outside the upper and lower limits of the train interval calculated from a normal measurement value, elapsed time, and the moving state of the railway vehicle. 2. An ultrasonic train distance measuring device for measuring train intervals between railway cars which are mutually connected in a predetermined sampling period from transmission time of ultrasonic waves. Train interval calculation means for calculating the train interval at each measurement time based on the transmission time, and the measured value of the train interval is calculated from the latest normal measured value of the train interval, the elapsed time and the moving state of the rail car. It has a judging means for judging whether it is within the upper and lower limits of the train interval or out of the range, and a processing means for processing the measured value of the train interval as an abnormal value when it is out of the range. Ultrasonic train distance measuring device. 3. An ultrasonic train distance measuring method for measuring train intervals of railroad vehicles that are connected to each other at a predetermined sampling period from ultrasonic wave transmission time, the measured values of the train intervals at the present and previous measurement times. If the difference is outside the predetermined range, the ultrasonic train distance measuring method is characterized in that the measured value at the current measurement time is processed as an abnormal value. 4. An ultrasonic train distance measuring device for measuring train intervals between railway cars which are mutually connected in a predetermined sampling period from transmission time of ultrasonic waves. Train interval calculation means that calculates the train interval at each measurement time based on the transmission time, and the difference between the train interval calculated at this time and the previous measurement time by this train interval calculation means is within or outside a predetermined range. An ultrasonic train distance measuring apparatus characterized by having a judging means for judging whether or not there is and a processing means for processing the current measured value of the train interval as an abnormal value when it is out of the range. ..