JP4766766B2

JP4766766B2 - Level crossing control device and centralized electronic level crossing control system

Info

Publication number: JP4766766B2
Application number: JP2001112247A
Authority: JP
Inventors: 民雄奥谷; 敏之島添; 雅信嶋田
Original assignee: Kyosan Electric Manufacturing Co Ltd
Current assignee: Kyosan Electric Manufacturing Co Ltd
Priority date: 2001-04-11
Filing date: 2001-04-11
Publication date: 2011-09-07
Anticipated expiration: 2021-04-11
Also published as: JP2002308103A

Description

【０００１】
【発明の属する技術分野】
本発明は、軌道回路の復旧要因を判定する軌道回路復旧要因判定装置、所定の区間を所定方向へ進行する列車が通過し終えたことを確認するための列車通過判定装置およびこれらを用いた踏切制御装置、集中電子踏切制御システムに関する。
【０００２】
【従来の技術】
鉄道の信号保安装置では、フェールセーフな制御が絶対条件として求められ、その代表的な安全側制御は、「列車の衝突防止」と「列車の脱線防止」である。そして、これらの具体的な制御は「停止信号出力」と「鎖錠出力」により実現され、その出力に軌道回路がかかわる時は、軌道回路の復旧状態を安全側と定義している。
【０００３】
踏切制御装置も信号保安装置の一つであるが、その利用者が一般の道路通行者であることなどから、その他の信号保安装置とは異なり、踏切においては、踏切警報制御・踏切しゃ断制御(警報・しゃ断制御)が最も重要な安全側制御となる。
【０００４】
この警報・しゃ断制御は、列車の接近により始動し、列車の踏切道通過完了により終止するが、単線区間の踏切においては、その始動条件と終止条件の両方に軌道回路の復旧状態が使用されている。以下、図を用いてこのことをより詳細に説明する。
【０００５】
図７は、従来から使用されている単線・非電化・非自動区間における踏切制御のための一般的なリレー結線図を示している。図中、各リレーは、常時における接点位置を示してある。またＡＴは下り警報区間であり、ＢＴは上り警報区間である。またＡＴＲはＡＴに列車が在線すると復旧するリレー回路であり、ＢＴＲは、ＢＴに列車が在線すると復旧するリレー回路である。
【０００６】
ＤＳＲは、下り列車に起因して警報動作すべき旨を復旧によって示すリレーであり、ＵＳＲは、上り列車に起因して警報動作すべき旨を復旧によって示すリレーであり、ＲはＤＳＲとＵＳＲのいずれかが復旧したとき復旧となって踏切警報動作を指示するためのリレーである。ＡＳＲは、下り列車が下り警報区間および上り警報区間のいずれかを通過中である旨を動作によって示すためのリレーであり、ＢＳＲは、上り列車が下り警報区間および上り警報区間のいずれかを通過中である旨を動作によって示すためのリレーである。
【０００７】
この制御論理では、列車走行により警報制御用軌道回路が正常に動作すると、次のようなシーケンスとなる。まず、下り列車が接近してＡＴに進入すると、ＡＴＲ復旧となりＡＳＲ動作・ＤＳＲ復旧（Ｒ復旧）になって踏切警報開始となる。その後、列車のＢＴ進入によりＢＴＲが復旧してＡＳＲ動作保持となる。このように列車がＢＴに進入してＢＴＲが復旧しても、ＡＳＲ動作保持によりＵＳＲは復旧せず、列車ＢＴ進入に起因する警報動作（ＵＳＲ復旧）が阻止される。その後に列車がＡＴ進出（踏切通過完了）するとＤＳＲ動作（Ｒ動作）となって踏切警報終止になる。さらに列車ＢＴ進出によりＢＴＲ動作となってＡＳＲ復旧（動作保持解除）し、一連のシーケンスを終了する。上り列車接近によってもこのシーケンスは同様である。
【０００８】
上述のように、ＢＴ復旧は、上り列車の進入においては警報の始動条件として使用されるが、下り列車に対しては、同じＢＴ復旧が下り列車警報区間在線中における警報動作の阻止条件として使用されている。
【０００９】
【発明が解決しようとする課題】
上述のように、軌道回路の復旧状態が、単線区間の踏切においては「安全側(始動条件)」、と「危険側(終止条件)」の両方の制御に使用されるので、軌道回路の不正短絡などが生じた場合には、本来、警報すべきタイミングで警報動作が行われなくなるという不具合が生じ得る。
【００１０】
まず、一方の警報区間の軌道回路が不正に短絡された後に他方の警報区間に列車が進入し、その後、先の不正短絡が解除された場合に無警報になってしまう不具合につき、ＡＴ不正短絡後の上り列車進入・同不正短絡解除を例に説明する。踏切の通行者等によりＡＴが不正に短絡されると、｛１｝ＡＴＲ復旧（なお｛１｝、｛２｝等は図中では▲１▼、▲２▼のように表記してある。）により｛１｝ＡＳＲが動作する。このＡＴ不正短絡が継続している時に上り列車が正常にＢＴに進入すると、｛２｝ＢＴＲ復旧によって｛１｝ＡＳＲの動作状態が上り列車のＡＴ進出まで保持されることになる。
【００１１】
このＡＳＲ動作保持によって、本来上り列車接近（｛２｝ＢＴＲ復旧）によって復旧側に制御されるべき｛２｝ＵＳＲが動作を保持することとなる。この時、踏切は、｛１｝ＡＴＲ復旧による｛１｝ＤＳＲ復旧（Ｒ復旧）によって警報制御されているが、その後、ＡＴの不正短絡が解除されると、｛３｝ＡＴＲ動作｛２｝ＢＴＲ復旧によって、列車接近中であっても｛３｝ＤＳＲ動作（Ｒ動作）により、無しゃ断・無警報に至ることになる。
【００１２】
つまり、ＡＴ不正短絡後の上り列車ＢＴ進入を、下り列車進入後の下り列車ＢＴ進出と、誤判断することにより、無しゃ断・無警報に至ってしまう。
【００１３】
図７に示した踏切制御論理では、この無しゃ断・無警報対策として｛４｝ＴＢＰＵＲ回路を付加して｛１｝ＡＴＲ復旧または｛２｝ＢＴＲ復旧が３０秒以上継続しない限り｛４｝ＴＢＰＵＲの動作を抑止して｛３｝ＤＳＲ動作（Ｒ動作）を防護している。しかし、｛４｝ＴＢＰＵＲの動作成立後には、この防護は作用しないという問題がある。
【００１４】
これは、本来上り列車接近（｛２｝ＢＴＲ復旧）によって復旧側に制御されるべき｛２｝ＵＳＲが動作を保持するという事象が問題であり、この要因は｛２｝ＢＴＲ復旧によって｛１｝ＡＳＲの動作状態が上り列車のＢＴ進出まで保持されるという点にある。従って、ＡＳＲ回路の進出側軌道回路条件である｛２｝ＢＴＲ復旧は下り列車に対してのみ有効として、上り列車に対しては無効とする対策が求められる。
【００１５】
次に列車進入・警報区間進出後の軌道回路復旧継続による不具合を、上り列車進入・警報区間進出後のＡＴ復旧継続を例に説明する。上り列車接近（｛１１｝ＢＴＲ復旧）による｛１１｝ＢＳＲ動作｛１１｝ＵＳＲ復旧（Ｒ復旧）によって警報制御され、ＡＴ進入による｛１２｝ＡＴＲ復旧、ＢＴ進出による｛１３｝ＢＴＲ動作によって｛１３｝ＵＳＲ動作（Ｒ動作）して警報制御を終止する。ここまでの正常動作の後、ＡＴ進出後も｛１４｝ＡＴＲ復旧が不正に継続した場合、｛１４｝ＢＳＲの動作も不正に継続する。この不正動作中に下り列車が接近（｛１５｝ＡＴ復旧）しても｛１４｝ＢＳＲ動作継続により｛１５｝ＤＳＲ復旧不能（Ｒ動作継続）となって、無しゃ断・無警報が発生する。
【００１６】
この無しゃ断・無警報対策としてリレー入出力形電子踏切制御装置では、図７中の☆１の位置に警報区間を抜けたことを検出する制御子を別途設備し、ＢＳＲ回路の★１の位置に☆１検知条件を挿入して｛１４｝ＢＳＲの不正動作継続を切断（｛１４｝ＢＳＲ復旧、｛１５｝ＡＴＲ復旧による｛１５｝ＤＳＲ復旧が成立して警報開始）している（☆２、★２は逆方向の論理に対応)。この対策によって無しゃ断・無警報は防護されるが、｛１４｝ＡＴＲの復旧が継続する限り警報持続となるため、道路交通阻害が発生するという障害につながる。
【００１７】
｛１４｝ＡＴＲの復旧が継続する限り警報が持続する障害は、｛１５｝ＡＴＲ復旧によってＤＳＲが復旧することによるが、例えば「ＡＴＲに列車在線なし」を保証する状態を生成し、この状態によってＡＴＲの復旧をマスクすれば、その間の警報持続は解消できるであろう。
【００１８】
本発明は、このような従来の技術が有する問題点に着目してなされたもので、高い安全性を確保することのできる単線区間の踏切制御装置、集中電子踏切制御システム、踏切の制御に利用可能な軌道回路復旧要因判定装置および列車通過判定装置を提供することを目的としている。
【００２１】
【課題を解決するための手段】
かかる目的を達成するための本発明の要旨とするところは、次の各項の発明に存する。
［１］同一の軌道を上りと下りの双方の列車が通る踏切を制御する踏切制御装置において、
上り警報指示手段（ＢＴＲ、ＵＳＲ）と、下り警報指示手段（ＡＴＲ、ＤＳＲ）と、上り列車進入判定手段（ＬＢ−ＡＴＲ）と、下り列車進入判定手段（ＲＢ−ＢＴＲ）と、上り警報阻止手段（ＡＳＲ）と、下り警報阻止手段（ＢＳＲ）とを備え、
前記踏切の上り警報区間（ＢＴ）のうち下り警報区間（ＡＴ）側の端部に存する第１軌道回路と前記下り警報区間（ＡＴ）の前記上り警報区間（ＢＴ）側の端部に存する第３軌道回路は、踏切区間で隣接するかあるいは互いの一部が重複するように配置されており、
前記上り警報指示手段（ＢＴＲ、ＵＳＲ）は、前記上り警報区間（ＢＴ）の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出すものであり、
前記下り警報指示手段（ＡＴＲ、ＤＳＲ）は、前記下り警報区間（ＡＴ）の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出すものであり、
前記上り列車進入判定手段（ＬＢ−ＡＴＲ）は、軌道回路復旧要因判定装置であって、検査手段（１６１〜１６３）と判定手段（１６１〜１６３、ＲＢ−ＢＴＲ，ＬＢ−ＡＴＲ）とを備え、前記検査手段（１６１〜１６３）は、所定の軌道回路Ａが復旧したとき、前記軌道回路Ａの一方に隣接する軌道回路Ｂと前記軌道回路Ａの他方に隣接する軌道回路Ｃの動作復旧状態を検査するものであり、前記判定手段（１６１〜１６３、ＲＢ−ＢＴＲ，ＬＢ−ＡＴＲ）は、前記検査手段（１６１〜１６３）による検査結果が、前記軌道回路Ｂが復旧でかつ前記軌道回路Ｃが動作のとき、前記軌道回路Ａの復旧を前記軌道回路Ｂから前記軌道回路Ａへ列車が進入したことによるものと判定する軌道回路復旧要因判定装置における軌道回路Ａを前記第３軌道回路とし、軌道回路Ｂを前記第１軌道回路とし、前記第３軌道回路の前記第１軌道回路と反対の側に隣接する第４軌道回路を軌道回路Ｃとしたものであって前記第３軌道回路における在線検知を上り列車の下り警報区間（ＡＴ）進入によるものか否かを判定するものであり、
前記下り警報阻止手段（ＢＳＲ）は、前記上り警報指示手段（ＢＴＲ、ＵＳＲ）が前記警報動作の実行指示を出している間に前記上り列車進入判定手段（ＬＢ−ＡＴＲ）が前記第３軌道回路における在線検知を上り列車の下り警報区間（ＡＴ）進入によるものと判定したとき、前記下り警報区間（ＡＴ）で列車の在線が検知されなくなるまで前記下り警報指示手段（ＡＴＲ、ＤＳＲ）による前記実行指示の出力を阻止するものであり、
前記下り列車進入判定手段（ＲＢ−ＢＴＲ）は、前記軌道回路復旧要因判定装置における軌道回路Ａを前記第１軌道回路とし、軌道回路Ｂを前記第３軌道回路とし、前記第１軌道回路の前記第３軌道回路と反対の側に隣接する第２軌道回路を軌道回路Ｃとしたものであって前記第１軌道回路における在線検知を下り列車の上り警報区間（ＢＴ）進入によるものか否かを判定するものであり、
前記上り警報阻止手段（ＡＳＲ）は、前記下り警報指示手段（ＡＴＲ、ＤＳＲ）が前記警報動作の実行指示を出している間に前記下り列車進入判定手段（ＲＢ−ＢＴＲ）が前記第１軌道回路における在線検知を下り列車の上り警報区間（ＢＴ）進入によるものと判定したとき、前記上り警報区間（ＢＴ）で列車の在線が検知されなくなるまで前記上り警報指示手段（ＢＴＲ、ＵＳＲ）による前記実行指示の出力を阻止するものである
ことを特徴とする踏切制御装置。
【００２２】
［２］同一の軌道を上りと下りの双方の列車が通る踏切の警報区間を所定の方向へ進行する列車が通過し終えたことを確認するための列車通過判定装置において、
前記区間の前記列車の進行方向側の端部から少なくとも前記列車の列車長だけ前記列車の進行方向側へ離れた箇所に所定の軌道回路Ａを配置し、前記軌道回路Ａの前記列車の進行方向側に隣接して軌道回路Ｃを配置し、前記軌道回路Ａの他方の側に隣接して軌道回路Ｂを配置し、
在線検査手段（１６１〜１６３）と、列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）とを備え、
前記在線検査手段（１６１〜１６３）は、前記軌道回路Ａが復旧したとき前記軌道回路Ｂと前記軌道回路Ｃの動作復旧状態を検査するものであり、
前記列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）は、前記在線検査手段（１６１〜１６３）による検査結果が、前記軌道回路Ｂが復旧でかつ前記軌道回路Ｃが動作のとき前記列車が前記区間を通過し終えたものと判定するものである
ことを特徴とする列車通過判定装置。
【００２３】
［３］同一の軌道を上りと下りの双方の列車が通る踏切の警報区間を所定の方向へ進行する列車が通過し終えたことを確認するための列車通過判定装置において、
前記区間の前記列車の進行方向側の端部から前記列車の列車長より短い距離だけ前記列車の進行方向側へ離れた箇所に所定の軌道回路Ａを配置し、前記軌道回路Ａの前記列車の進行方向側に隣接して軌道回路Ｃを配置し、前記軌道回路Ａの他方の側に隣接して軌道回路Ｂを配置し、
在線検査手段（１６１〜１６３）と、タイマ手段（Ｌ−ＣＬＲ中の緩動時素）と、列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）とを備え、
前記タイマ手段（Ｌ−ＣＬＲ中の緩動時素）は、前記軌道回路Ａを配置した箇所に前記列車が到来してから前記列車の末尾が前記区間を通過し終えるまでに要する時間以上の予め定めた補正時間を計時するものであり、
前記在線検査手段（１６１〜１６３）は、前記軌道回路Ａが復旧したとき前記軌道回路Ｂと前記軌道回路Ｃの動作復旧状態を検査するものであり、
前記列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）は、前記在線検査手段（１６１〜１６３）による検査結果が前記軌道回路Ｂが復旧でかつ前記軌道回路Ｃが動作のとき前記タイマ手段（Ｌ−ＣＬＲ中の緩動時素）を起動し、前記タイマ手段（Ｌ−ＣＬＲ中の緩動時素）が前記補正時間を計時し終えたとき、前記列車が前記区間を通過し終えたものと判定するものである
ことを特徴とする列車通過判定装置。
【００２４】
［４］同一の軌道を上りと下りの双方の列車が通る踏切の警報区間を所定の方向へ進行する列車が通過し終えたことを確認するための列車通過判定装置において、
前記区間の前記列車の進行方向側の端部に軌道回路Ａを配置し、前記軌道回路Ａの前記区間の内方側に隣接して前記軌道回路Ｂを配置し、
在線検査手段（１６１〜１６３）と、タイマ手段（Ｌ−ＣＬＲ中の緩動時素）と、列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）とを備え、
前記タイマ手段（Ｌ−ＣＬＲ中の緩動時素）は、前記軌道回路Ａを配置した箇所に前記列車が到来してから前記列車の末尾が前記区間を通過し終えるまでに要する時間以上の予め定めた補正時間を計時するものであり、
前記在線検査手段（１６１〜１６３）は、前記軌道回路Ａが復旧したとき前記軌道回路Ｂの動作復旧状態を検査するものであり、
前記列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）は、前記在線検査手段（１６１〜１６３）による検査結果が前記軌道回路Ｂの復旧であるとき前記タイマ手段（Ｌ−ＣＬＲ中の緩動時素）を起動し、前記タイマ手段（Ｌ−ＣＬＲ中の緩動時素）が前記補正時間を計時し終えたとき、前記列車が前記区間を通過し終えたものと判定するものである
ことを特徴とする列車通過判定装置。
【００２５】
［５］同一の軌道を上りと下りの双方の列車が通る踏切を制御する踏切制御装置において、
上り警報阻止手段（ＡＳＲ）と、下り警報阻止手段（ＢＳＲ）と、上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）と、下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）と、上り警報阻止解除手段（ＡＳＲ回路中のＲ−ＣＬＲ）と、下り警報阻止解除手段（ＢＳＲ回路中のＬ−ＣＬＲ）とを備え、
前記上り警報阻止手段（ＡＳＲ）は、前記下り警報区間（ＡＴ）を下り列車が通過し終えた後の前記上り警報区間（ＢＴ）における列車の在線検知に基づく警報動作の実行を阻止するものであり、
前記下り警報阻止手段（ＢＳＲ）は、前記上り警報区間（ＢＴ）を上り列車が通過し終えた後の前記下り警報区間（ＡＴ）における列車の在線検知に基づく警報動作の実行を阻止するものであり、
前記下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）は、［２］から［４］のいずれかに記載の列車通過判定装置であって前記上り警報区間（ＢＴ）を下り列車が通過し終えたか否かを判定するものであり、
前記上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）は、［２］から［４］のいずれかに記載の列車通過判定装置であって前記下り警報区間（ＡＴ）を上り列車が通過し終えたか否かを判定するものであり、
前記上り警報阻止解除手段（ＡＳＲ回路中のＲ−ＣＬＲ）は、前記下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）が前記上り警報区間を下り列車が通過し終えたと判定したとき前記上り警報阻止手段（ＡＳＲ）による警報動作の阻止を解除するものであり、
前記下り警報阻止解除手段（ＢＳＲ回路中のＬ−ＣＬＲ）は、前記上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）が前記下り警報区間を上り列車が通過し終えたと判定したとき前記下り警報阻止手段（ＢＳＲ）による警報動作の阻止を解除するものであることを特徴とする踏切制御装置。
【００２６】
［６］同一の軌道を上りと下りの双方の列車が通る踏切を制御する踏切制御装置において、
上り警報指示手段（ＢＴＲ、ＵＳＲ）と、下り警報指示手段（ＡＴＲ、ＤＳＲ）と、上り列車進入判定手段（ＬＢ−ＡＴＲ）と、下り列車進入判定手段（ＲＢ−ＢＴＲ）と、上り警報阻止手段（ＡＳＲ）と、下り警報阻止手段（ＢＳＲ）と、上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）と、下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）と、上り警報阻止解除手段（ＡＳＲ回路中のＲ−ＣＬＲ）と、下り警報阻止解除手段（ＢＳＲ回路中のＬ−ＣＬＲ）とを備え、
前記踏切の上り警報区間（ＢＴ）のうち下り警報区間（ＡＴ）側の端部に存する第１軌道回路と前記下り警報区間（ＡＴ）の前記上り警報区間（ＢＴ）側の端部に存する第３軌道回路は、踏切区間で隣接するかあるいは互いの一部が重複するように配置されており、
前記上り警報指示手段（ＢＴＲ、ＵＳＲ）は、前記上り警報区間（ＢＴ）の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出すものであり、
前記下り警報指示手段（ＡＴＲ、ＤＳＲ）は、前記下り警報区間（ＡＴ）の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出すものであり、
前記上り列車進入判定手段（ＬＢ−ＡＴＲ）は、軌道回路復旧要因判定装置であって、検査手段（１６１〜１６３）と判定手段（１６１〜１６３、ＲＢ−ＢＴＲ，ＬＢ−ＡＴＲ）とを備え、前記検査手段（１６１〜１６３）は、所定の軌道回路Ａが復旧したとき、前記軌道回路Ａの一方に隣接する軌道回路Ｂと前記軌道回路Ａの他方に隣接する軌道回路Ｃの動作復旧状態を検査するものであり、前記判定手段（１６１〜１６３、ＲＢ−ＢＴＲ，ＬＢ−ＡＴＲ）は、前記検査手段（１６１〜１６３）による検査結果が、前記軌道回路Ｂが復旧でかつ前記軌道回路Ｃが動作のとき、前記軌道回路Ａの復旧を前記軌道回路Ｂから前記軌道回路Ａへ列車が進入したことによるものと判定する軌道回路復旧要因判定装置における軌道回路Ａを前記第３軌道回路とし、軌道回路Ｂを前記第１軌道回路とし、前記第３軌道回路の前記第１軌道回路と反対の側に隣接する第４軌道回路を軌道回路Ｃとしたものであって前記第３軌道回路における在線検知を上り列車の下り警報区間進入によるものか否かを判定するものであり、
前記下り警報阻止手段（ＢＳＲ）は、前記上り警報指示手段（ＢＴＲ、ＵＳＲ）が前記警報動作の実行指示を出している間に前記上り列車進入判定手段（ＬＢ−ＡＴＲ）が前記第３軌道回路における在線検知を上り列車の下り警報区間進入によるものと判定したとき、前記下り警報指示手段（ＡＴＲ、ＤＳＲ）による前記実行指示の出力を阻止するものであり、
前記上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）は、［２］から［４］のいずれかに記載の列車通過判定装置であって前記下り警報区間（ＡＴ）を上り列車が通過し終えたか否かを判定するものであり、
前記下り警報阻止解除手段（ＢＳＲ回路中のＬ−ＣＬＲ）は、前記上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）が前記下り警報区間（ＡＴ）を上り列車が通過し終えたと判定したとき前記下り警報阻止手段（ＢＳＲ）による警報動作の阻止を解除するものであり、
前記下り列車進入判定手段（ＲＢ−ＢＴＲ）は、前記軌道回路復旧要因判定装置における軌道回路Ａを前記第１軌道回路とし、軌道回路Ｂを前記第３軌道回路とし、前記第１軌道回路の前記第３軌道回路と反対の側に隣接する第２軌道回路を軌道回路Ｃとしたものであって前記第１軌道回路における在線検知を下り列車の上り警報区間進入によるものか否かを判定するものであり、
前記上り警報阻止手段（ＡＳＲ）は、前記下り警報指示手段（ＡＴＲ、ＤＳＲ）が前記警報動作の実行指示を出している間に前記下り列車進入判定手段（ＲＢ−ＢＴＲ）が前記第１軌道回路における在線検知を下り列車の上り警報区間（ＢＴ）進入によるものと判定したとき、前記上り警報指示手段（ＢＴＲ）による前記実行指示の出力を阻止するものであり、
前記下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）は、［２］から［４］のいずれかに記載の列車通過判定装置であって前記上り警報区間（ＢＴ）を下り列車が通過し終えたか否かを判定するものであり、
前記上り警報阻止解除手段（ＡＳＲ回路中のＲ−ＣＬＲ）は、前記下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）が前記上り警報区間（ＢＴ）を下り列車が通過し終えたと判定したとき前記上り警報阻止手段（ＡＳＲ）による警報動作の阻止を解除するものであることを特徴とする踏切制御装置。
【００２７】
［７］所定の区間に配置された複数の踏切を集中制御する集中電子踏切制御システムにおいて、
前記複数の踏切のそれぞれを［１］、［５］、［６］のいずれかに記載の踏切制御装置として制御する集中制御手段（１６１〜１６３）を有し、
前記集中制御手段（１６１〜１６３）は、一の踏切を制御するための軌道回路からの在線情報を他の１または２以上の踏切を制御するための在線情報として共通利用することを特徴とする集中電子踏切制御システム。
【００２９】
［８］軌道回路信号を送信する１つの送信器に対して前記送信器から送信された軌道回路信号を受信するための受信器を前記送信器の上り側または下り側の少なくとも一方に複数配置し、１つの送信器を兼用して複数の軌道回路を構成したことを特徴とする［２］、［３］または［４］に記載の列車通過判定装置。
【００３０】
［９］軌道回路信号を送信する１つの送信器に対して前記送信器から送信された軌道回路信号を受信するための受信器を前記送信器の上り側または下り側の少なくとも一方に複数配置し、１つの送信器を兼用して複数の軌道回路を構成したことを特徴とする［１］、［５］または［６］に記載の踏切制御装置。
【００３１】
［１０］軌道回路信号を送信する１つの送信器に対して前記送信器から送信された軌道回路信号を受信するための受信器を前記送信器の上り側または下り側の少なくとも一方に複数配置し、１つの送信器を兼用して複数の軌道回路を構成したことを特徴とする［７］に記載の集中電子踏切制御システム。
【００３２】
［１１］一の踏切の警報動作の始動点または終止点に配置した受信器が列車の在線を検知したとき、所定の距離補正時間の経過を計時する第２タイマ手段を起動し、前記第２タイマ手段が前記距離補正時間を計時し終えたとき、前記列車が他の踏切の警報動作の始動点に到達したものと判定することを特徴とする［１０］に記載の集中電子踏切制御システム。
【００３３】
前記本発明は次のように作用する。
軌道回路復旧要因判定装置において、所定の軌道回路Ａが復旧したとき、検査手段（１６１〜１６３）は、この軌道回路Ａの一方に隣接する軌道回路Ｂと軌道回路Ａの他方に隣接する軌道回路Ｃの動作復旧状態を検査する。判定手段（１６１〜１６３、ＲＢ−ＢＴＲ、ＬＢ−ＡＴＲ）は、検査結果が、軌道回路Ｂが復旧でかつ軌道回路Ｃが動作のとき、軌道回路Ａの復旧を軌道回路Ｂから軌道回路Ａへ列車が進入したことによるものと判定する。
【００３４】
列車が軌道回路Ｂから軌道回路Ａへ進入した時点では、当該列車は、軌道回路Ａと軌道回路Ｂの双方に在線し、かつ前方の軌道回路Ｃにはまだ到達していない。したがって、上述の条件成立を判定することにより、軌道回路Ａの復旧要因を軌道回路Ｂから軌道回路Ａへの列車の進入によるものと判定することができ、軌道回路Ａの復旧要因を列車の進行方向を含めて判定することができる。
【００３６】
同一の軌道を上りと下りの双方の列車が通る踏切を制御する［１］に記載の踏切制御装置では、上記の判定手法を取り入れて踏切の警報動作の制御を行うようになっている。踏切の上り警報区間（ＢＴ）と下り警報区間（ＡＴ）は、上り警報区間のうち下り警報区間側の端部に存する第１軌道回路と下り警報区間の上り警報区間側の端部に存する第３軌道回路とが、踏切区間（踏切道）で隣接するかあるいは互いの一部が重複するように配置される。通常は、踏切道を越えた箇所が各警報区間の終止点に設定される。
【００３７】
上り警報指示手段（ＢＴＲ、ＵＳＲ）は、上り警報区間の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出すように動作する。下り警報指示手段（ＡＴＲ、ＤＳＲ）は、下り警報区間の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出すように動作する。上り列車進入判定手段（ＬＢ−ＡＴＲ）は、軌道回路復旧要因判定装置における軌道回路Ａを第３軌道回路とし、軌道回路Ｂを第１軌道回路とし、第３軌道回路の第１軌道回路と反対の側に隣接する第４軌道回路を軌道回路Ｃとしたものであって第３軌道回路における在線検知を上り列車の下り警報区間進入によるものか否かを判定する。すなわち、下り警報区間の上り警報区間側の端部に存する第３軌道回路の復旧が上り列車の第３軌道回路進入によるものか否かを判定する。
【００３８】
下り警報阻止手段（ＢＳＲ）は、上り警報指示手段（ＢＴＲ、ＵＳＲ）が警報動作の実行指示を出している間に上り列車進入判定手段（ＬＢ−ＡＴＲ）が第３軌道回路における在線検知を上り列車の下り警報区間進入によるものと判定したとき、その後、下り警報区間で列車の在線が検知されなくなるまで下り警報指示手段（ＡＴＲ、ＤＳＲ）による警報動作実行指示の出力を阻止する。
【００３９】
すなわち、第３軌道回路の復旧が上り列車の下り警報区間進入による場合に限り、下り警報区間の軌道回路復旧に起因した警報動作が阻止される。このことは、上り警報区間で不正復旧が生じたときに下り警報区間に列車が進入しても、下り警報区間の復旧に基づく警報動作が阻止されないことを意味する。したがって、その後、上り警報区間の不正復旧が解除しても、下り警報区間の列車在線（復旧）に基づいて警報動作が行われ、無しゃ断・無警報になるという誤動作が防止される。
【００４０】
下り列車に対しても同様の動作が行われる。すなわち、下り列車進入判定手段（ＲＢ−ＢＴＲ）は、軌道回路復旧要因判定装置における軌道回路Ａを上り警報区間のうち下り警報区間側の端部に存する第１軌道回路とし、軌道回路Ｂを下り警報区間の上り警報区間側の端部に存する第３軌道回路とし、第１軌道回路の第３軌道回路と反対の側に隣接する第２軌道回路を軌道回路Ｃとしたものであって第１軌道回路における在線検知を下り列車の上り警報区間進入によるものか否かを判定する。
【００４１】
上り警報阻止手段（ＡＳＲ）は、下り警報指示手段（ＡＴＲ、ＤＳＲ）が警報動作の実行指示を出している間に下り列車進入判定手段（ＲＢ−ＢＴＲ）が上り警報区間のうち下り警報区間側の端部に存する第１軌道回路における在線検知を下り列車の上り警報区間進入によるものと判定したとき、上り警報区間で列車の在線が検知されなくなるまで上り警報指示手段（ＢＴＲ、ＵＳＲ）による実行指示の出力を阻止する。
【００４２】
すなわち、第１軌道回路の復旧が下り列車の上り警報区間進入による場合に限り、上り警報区間の軌道回路復旧に起因した警報動作が阻止されるので、下り警報区間で不正復旧が生じたときに上り警報区間に列車が進入しても、上り警報区間の復旧に基づく警報動作は阻止されない。したがって、その後、下り警報区間の不正復旧が解除しても、上り警報区間の列車在線（復旧）に基づいて警報動作が行われ、無しゃ断・無警報になるという誤動作が防止される。
【００４３】
［２］に記載の列車通過判定装置では、所定方向へ進行する列車が所定の区間を通過し終えたことを確認する。列車の通過を確認すべき区間の列車進行方向側の端部から少なくとも列車の列車長だけ列車の進行方向側へ離れた箇所に軌道回路Ａを配置し、軌道回路Ａの列車進行方向側に隣接して軌道回路Ｃを配置し、軌道回路Ａの他方の側に隣接して軌道回路Ｂを配置しておく。列車通過判定装置の在線検査手段（１６１〜１６３）は、軌道回路Ａが復旧したとき軌道回路Ｂと軌道回路Ｃの動作復旧状態を検査する。列車通過判定手段（１６１〜１６３、Ｒ−ＣＬＲ）は、在線検査手段（１６１〜１６３）による検査結果が、軌道回路Ｂが復旧でかつ軌道回路Ｃが動作のとき列車が先の区間を通過し終えたものと判定する。
【００４４】
軌道回路Ａが復旧したとき軌道回路Ｂが復旧で軌道回路Ｃが動作ならば、軌道回路Ａの復旧要因が軌道回路Ｂから軌道回路Ａへの列車進入（列車の先頭部分の進入）であると判定することができる。軌道回路Ａは、区間の端部から列車の進行方向に列車長以上離れた箇所に配置してあるので、先の判定に基づき、列車の末尾が区間の端部から進出したことを確認することができる。
【００４５】
［３］に記載の列車通過判定装置では、軌道回路Ａを区間の端部から列車長よりも短い距離しか離れていない箇所に配置してある。したがって、軌道回路Ａの配置箇所で列車の先頭が検知された時点では、まだ列車の末尾が対象区間を通過し終えていないことになる。そこで、列車通過判定手段（１６１〜１６３、Ｌ−ＣＬＲ）は、軌道回路Ａで列車の先頭が検知された時点でタイマ手段（Ｌ−ＣＬＲの緩動時素）を起動して、軌道回路Ａを配置した箇所に列車の先頭が到来してから列車の末尾が対象区間を通過し終えるまでに要する時間以上の予め定めた補正時間の経過を計時する。そして、タイマ手段（Ｌ−ＣＬＲの緩動時素）が補正時間を計時し終えたとき、列車が区間を通過し終えたものと判定する。これにより、軌道回路Ａ、Ｂ、Ｃを区間の近くに配置することが可能になる。
【００４６】
［４］に記載の列車通過判定装置では、区間の列車の進行方向側端部に軌道回路Ａを配置し、軌道回路Ａの区間の内方側に隣接して軌道回路Ｂを配置する。そして、軌道回路Ｂから軌道回路Ａへの列車進入を検知した時点でタイマ手段（Ｌ−ＣＬＲの緩動時素）を起動して、列車の末尾がこの区間を通過し終えるまでに要する時間以上の予め定めた補正時間を計時する。そしてタイマ手段（Ｌ−ＣＬＲの緩動時素）が補正時間を計時し終えたとき、列車が対象の区間を通過し終えたものと判定する。このように緩動時素を組み合わせることにより、区間の端部での列車検知に基づいて列車の末尾が区間を進出したであろうタイミングを判定することができる。
【００４７】
同一の軌道を上りと下りの双方の列車が通る踏切を制御する［５］に記載の踏切制御装置では、［２］から［４］のいずれかに記載の列車通過判定装置を用いて列車の通過を判定し、警報動作阻止の解除を行うようになっている。踏切制御装置の上り警報阻止手段（ＡＳＲ）は、下り警報区間を下り列車が通過し終えた後の上り警報区間における列車の在線検知に基づく警報動作の実行を阻止するように動作する。下り警報阻止手段（ＢＳＲ）は、上り警報区間を上り列車が通過し終えた後の下り警報区間における列車の在線検知に基づく警報動作の実行を阻止するように動作する。
【００４８】
下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）は、［２］から［４］のいずれかに記載の列車通過判定装置であり、上り警報区間を下り列車が通過し終えたか否かを判定する。上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）は、［２］から［４］のいずれかに記載の列車通過判定装置であり、下り警報区間を上り列車が通過し終えたか否かを判定する。
【００４９】
上り警報阻止解除手段（ＡＳＲ回路中のＲ−ＣＬＲ）は、下り列車通過判定手段（ＲＢ−６ＴＲ、Ｒ−ＣＬＲ）が上り警報区間を下り列車が通過し終えたと判定したとき、上り警報阻止手段（ＡＳＲ）による警報動作の阻止を解除する。また下り警報阻止解除手段（ＢＳＲ回路中のＬ−ＣＬＲ）は、上り列車通過判定手段（ＲＢ−１ＴＲ、Ｌ−ＣＬＲ）が下り警報区間を上り列車が通過し終えたと判定したとき、下り警報阻止手段（ＢＳＲ）による警報動作の阻止を解除する。
【００５０】
このように警報動作を阻止している区間を列車が通過し終えたことを［２］から［４］に記載の列車通過判定装置を用いて判定し、警報動作の阻止を解除するので、警報動作阻止の解除を的確に行うことができる。すなわち、列車が上り下りのうちの一方の警報区間を進出した後に他方の警報区間で不正復旧が継続した場合でも、［２］から［４］に記載の列車通過判定装置を用いて列車の通過完了を判定して警報動作阻止を解除するので、その後、実際の列車が到来した場合に無しゃ断・無警報になることが防止される。
【００５１】
［６］に記載の踏切制御装置では、［１］に記載の踏切制御装置と［５］に記載の踏切制御装置の双方の機能を備えている。これにより、一方の警報区間の軌道回路が不正に短絡された後に他方の警報区間に列車が進入し、その後、先の不正短絡が解除された場合に無警報になってしまう不具合と、一方の警報区間進出後の他方の警報区間の不正復旧継続による無しゃ断・無警報発生という不具合の双方を防止することができる。
【００５２】
所定の区間に配置された複数の踏切を集中制御する［７］に記載の集中電子踏切制御システムでは、［１］、［５］、［６］のいずれかに記載の踏切制御装置として各踏切を制御する機能を集中制御手段（１６１〜１６３）が有している。この集中制御手段（１６１〜１６３）は、一の踏切を制御するための軌道回路から得た在線情報を他の１または２以上の踏切を制御するための在線情報として共通利用するようになっている。したがって、複数の踏切が近接して配置されている場合には、各踏切毎に軌道回路を設ける場合に比べて、軌道回路構成の簡略化を図ることができる。また、複数の踏切を集中制御することにより広範囲の軌道回路から在線情報を得ることができるので、警報区間の通過完了の判定等を適切に行うことが可能になる。
【００５４】
さらに、一の踏切の警報動作の始動点または終止点に配置した受信器が列車の在線を検知したとき、所定の距離補正時間の経過を計時する第２タイマ手段を起動し、この第２タイマ手段が距離補正時間を計時し終えたとき、列車が他の踏切の警報動作の始動点に到達したものと判定するものでは、終止点に配置した受信器と第２タイマ手段との組み合わせにより、他の踏切の始動点に配置すべき受信器の機能を果たすことができる。これにより、受信器の数を低減し、軌道回路構成の簡略化をさらに進めることができる。
【００５５】
【発明の実施の形態】
以下、図面に基づき本発明の一実施の形態を説明する。
図２は、本発明の一実施の形態にかかる集中電子踏切制御システム１００の概略構成を示している。集中電子踏切制御システム１００は、管轄する線区内に踏切制御用として設けた複数の軌道回路１１０と、管轄する線区内の各踏切に対応して設けた踏切器具箱１２０と、線区内の複数の踏切を集中制御する電子踏切制御装置１３０とから成る。電子踏切制御装置１３０は、管轄する線区内の各軌道回路へ軌道回路信号を送出する送出器（Ｔｘ１〜Ｔｘ８）と軌道回路信号を受信する受信器（Ｒｘ１〜Ｒｘ８）とを備えたＡＦＯ送受信架１４０と、しゃ断機や警報機を駆動するための器具を収めた踏切器具箱１２０へ各種の信号を入出力するための入出力リレー架１５０と、各軌道回路から取得した在線情報に基づいて複数の踏切の動作を制御する第１〜第３の電子踏切論理部１６１〜１６３を収めた電子踏切論理架１６０とから構成されている。
【００５６】
集中電子踏切制御システム１００は、踏切保安設備のうち、警報制御論理のみをマイクロエレクトロニクス化したリレー入出力形のシステムとして構成してあり、警報制御リレー「Ｒ」と装置故障リレー「故Ｒ」のみを各種周辺機器へ出力するようになっている。第１〜第３の電子踏切論理部１６１〜１６３は、電子連動装置のリレー制御用電子端末と同等の機能を持ち、３２ｂｉｔＣＰＵを使用した時間差同期方式によるフェールセーフ構成のＣＰＵボードを搭載している。また、フォールトトレラントシステムは並列２重系構成としている。そして、リレー制御用として、入力３２点、出力３２点の入出力インタフェースを有している。
【００５７】
第１〜第３の電子踏切論理部１６１〜１６３におけるリレー制御を行うための処理方式としては、「結線データ方式」と称する方式を採用している。これは、リレー回路結線図と一意に対応する論理演算式データに従ってリレー結線論理を実行する方式であり、電子連動装置において多数実績のある方式である。
【００５８】
図３は、集中電子踏切制御システム１００が管轄する線区における踏切配置と軌道回路の構成を示している。この線区では、比較的短い区間（２〜３Ｋｍ）内の９箇所の踏切２０１〜２０９が集中的に配置されている。電子踏切論理架１６０の第１〜第３の電子踏切論理部１６１〜１６３は、９箇所の踏切２０１〜２０９を３つに区分し、１つの電子踏切論理部がそれぞれ３箇所の踏切を制御するようになっている。このように、３つの第１〜第３の電子踏切論理部１６１〜１６３に分けて制御する構成としたのは、装置故障時等の危険分散と同論理部のリレー入出力点数を考慮したことによる。
【００５９】
踏切用の列車検知軌道回路は、１つの送信器から送出する軌道回路信号を２以上の受信器で受信するようになっている。たとえば、Ｔｘ３から送出された軌道回路信号は、Ｒｘ３−１からＲｘ３−５までの５個の受信器が受信するようになっている。Ｔｘ３は、これら５個の受信器の中央近傍（Ｒｘ３−３とＲｘ３−４との間）に配置されている。Ｔｘ３から送出される軌道回路信号は、Ｒｘ３−１〜Ｒｘ３−３の存する上り方面と、Ｒｘ３−４、Ｒｘ３−５の存する下り方面の双方に送信されるようになっている。
【００６０】
踏切制御には、警報動作の始動点に列車が到来したことの検知と、警報動作の終止点を列車が通過したことの検知の双方を要するが、図３に示した軌道回路構成では、線区の両端を除いて、警報動作の終止点だけに軌道回路信号の受信器を配置してある。本集中電子踏切制御システム１００では、「結線データ方式」による利点からコスト増を伴わずに時素リレー相当の条件を自在に生成することが可能である。そこで終止点に配置した受信器と時素リレー相当の論理とを用いて、始動点に列車が到来するタイミングを生成し、始動点の受信器を省略する構成をとっている。たとえば、上り列車の接近による第６踏切２０６の警報開始はＲｘ６−１が在線検知した時点で開始し、上り列車の接近による第５踏切２０５の警報開始はＲｘ６−１が在線検知してから所定秒後に開始する等である。
【００６１】
下り・上り別に設定される各踏切の警報区間ごとに警報制御用の軌道回路を設備した場合には、送信器を１８器（＝２器×９箇所）、受信器を３６器（＝４器×９箇所）設置する必要が生じる。これに対して、本集中電子踏切制御システム１００では、１つの送信器からの軌道回路信号を複数の受信器で受信する構成とするとともに、始動点の受信器を省略したことにより、８個の送信器と２０個の受信器で必要な在線情報の取得が可能になり、大幅な設備削減になっている。なお、送信器の数が低減されているので、隣接する送信器が送信する軌道回路信号同士の周波数間隔を広げることも可能になっている。
【００６２】
次に、集中電子踏切制御システム１００で採用している新規列車追跡論理について説明する。集中電子踏切制御システム１００で採用する新規列車追跡論理では、軌道回路復旧時の判断に列車の進行方向の概念を導入している。列車の進行によって軌道回路が復旧する時は、「進入側の軌道回路が復旧」かつ「進出側の軌道回路が動作」の状態が成立する。つまり、図４ａに示すように列車が右方向に進行してきた場合は「当該軌道回路の左側軌道回路が復旧」かつ「同右側軌道回路が動作」の条件が成立する。また図４ｂに示すように列車が左方向に進行してきた場合は「当該軌道回路の右側軌道回路が復旧」かつ「同左側軌道回路が動作」の条件が成立する。
【００６３】
図５は、従来の列車追跡論理による判断結果と本判断結果の比較を示している。従来の追跡論理では、２Ｔ復旧時に１Ｔと３Ｔの双方が動作のときだけ、不正復旧とされる。また正常復旧と判断したものがＲ方向列車による復旧か、Ｌ方向列車による復旧かを判断できないばかりか、２Ｔ復旧時に１Ｔと３Ｔの双方が復旧している場合でも、正常復旧と判定されてしまう。これに対し集中電子踏切制御システム１００で採用する列車追跡論理では、２Ｔの復旧がＲ方向列車進行によるものか、Ｌ方向列車進行によるものか、これら以外の不正なものかを判別することが可能になっている。
【００６４】
図１は、集中電子踏切制御システム１００の第１〜第３の電子踏切論理部１６１〜１６３が行う踏切制御の論理をリレー結線の形式で表示したものである。踏切２１０の下り警報区間（ＡＴ）は、軌道回路１Ｔと２Ｔで構成され、上り警報区間（ＢＴ）は３Ｔ、４Ｔで構成される。図１に示した例では、下り方向には５Ｔ、６Ｔと軌道回路が連続するが、上り方向は、線区の端のために軌道回路が連続していない場合を示してある。
【００６５】
図中、ＲＢ−ＮＴＲ（Ｎは１〜６のいずれか）は、ＮＴの軌道回路での復旧がＲ方向への列車の進行によるものと先の列車追跡論理に基づいて判断されたときに復旧するようになっている。列車追跡論理は、実際には、電子踏切論理部１６１〜１６３でのＣＰＵ処理によって判定される。同様にＬＢ−ＮＴＲ（Ｎは１〜６のいずれか）は、ＮＴの軌道回路での復旧がＬ方向への列車進行によるものと新規の列車追跡論理に基づいて判断されたときに復旧するものである。
【００６６】
踏切の警報動作は、Ｒ復旧時に行われ、ＤＳＲとＵＳＲのいずれかが復旧するとＲ復旧となる。ＤＳＲは、下り列車の到来に基づく警報動作が必要なときに復旧する。ＤＳＲの駆動回路に含まれるＡＴＲは、ＡＴ（下り警報区間）に列車が在線したり不正短絡が生じたときに復旧するものである。ＡＴＲとＤＳＲは、下り警報区間の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出す下り警報指示手段の役割を果たす。
【００６７】
ＵＳＲは、上り列車の到来に基づく警報動作が必要なときに復旧する。ＵＳＲの駆動回路に含まれるＢＴＲは、ＢＴ（上り警報区間）の軌道回路に列車が在線したり不正短絡が生じたときに復旧するものである。ＢＴＲとＵＳＲは、上り警報区間の軌道回路で列車の在線が検知されている間、警報動作の実行指示を出す上り警報指示手段の役割を果たしている。
【００６８】
ＲＢ−３ＴＲ、ＲＢ−４ＴＲ、ＲＢ−ＢＴＲは、下り列車が上り警報区間に進入したことを判定する下り列車進入判定手段としての役割を果たし、ＬＢ−２ＴＲ、ＬＢ−１ＴＲ、ＬＢ−ＡＴＲは、上り列車が下り警報区間に進入したことを判定する下り列車進入判定手段としての役割を果たす。
【００６９】
ＢＳＲは、上り警報指示手段（ＢＴＲ、ＵＳＲ）が警報動作の実行指示を出している間（ＢＴＲ復旧、ＵＳＲ復旧）に、上り列車進入判定手段（ＬＢ−ＡＴＲ）がＡＴにおける在線検知を上り列車の下り警報区間（ＡＴ）進入によるものと判定したとき（ＬＢ−ＡＴＲ復旧）、下り警報区間で列車の在線が検知されなくなるまで、下り警報指示手段（ＡＴＲ、ＤＳＲ）による警報動作指示（ＤＳＲ復旧）を阻止する下り警報阻止手段として機能する。
【００７０】
ＡＳＲは、下り警報指示手段（ＡＴＲ、ＤＳＲ）が警報動作の実行指示を出している間（ＡＴＲ復旧、ＤＳＲ復旧）に、下り列車進入判定手段（ＲＢ−ＢＴＲ）がＢＴにおける在線検知を下り列車の上り警報区間（ＢＴ）進入によるものと判定したとき（ＲＢ−ＢＴＲ復旧）、上り警報区間で列車の在線が検知されなくなるまで、上り警報指示手段（ＢＴＲ、ＵＳＲ）による警報動作指示（ＵＳＲ復旧）を阻止する上り警報阻止手段として機能する。
【００７１】
Ｒ−ＣＬＲは、下り列車の末尾が上り警報区間（ＢＴ）を通過し終えた際に動作するものである。すなわち、Ｒ−ＣＬＲは、下り列車通過判定手段（ＲＢ−６ＴＲ）が上り警報区間（ＢＴ）を下り列車が通過し終えたと判定したとき（列車の先頭６ＴＲ進入）、上り警報阻止手段（ＡＳＲ）による警報動作の阻止を解除するものである。なお下り列車が６Ｔ進入時に、その列車の末尾が４Ｔを進出していることが必要になる。すなわち、６Ｔは、４Ｔから列車長以上に離れた箇所に配置される軌道回路ということである。
【００７２】
Ｌ−ＣＬＲは、上り列車の末尾が下り警報区間（ＡＴ）を通過し終えたであろうタイミングで動作するものである。Ｌ−ＣＬＲは、上り列車通過判定手段（ＲＢ−１ＴＲ）が下り警報区間（ＢＴ）の端部の軌道回路１Ｔに上り列車が進入したことを検知した時点から所定時間の経過後に動作し、下り警報阻止手段（ＢＳＲ）による警報動作の阻止を解除するものである。なお、Ｌ−ＣＬＲは、緩動時素を含み、上り列車の先頭が１Ｔに進入した時点で起動がかかり、列車の末尾が１Ｔを進出し終えるまでに要する時間として予め設定した補正時間の経過後に動作する。したがって、列車が正常に走行していれば、所定の時間の経過後に、下り警報区間の在線に基づく警報動作の阻止が解除される。かりに、Ｌ−ＣＬＲの補正時間以上に上り列車が下り警報区間に在線していた場合には、この上り列車に起因して警報動作が行われ、安全側の動作が保障されることになる。
【００７３】
図１に示すリレー回路に基づく踏切制御では、従来の制御で生じていた、軌道回路不正短絡後の列車進入・同不正短絡解除による無しゃ断・無警報が防止される。すなわち、図７の｛２｝ＢＴＲ復旧によって｛１｝ＡＳＲの動作状態が上り列車のＢＴ進出まで保持されるという不具合を排除することが可能となる。従来の踏切制御における｛２｝ＢＴＲ復旧は、上り（Ｌ方向）列車によって起きた事象であり、このＢＴＲ復旧時は「左側軌道回路が動作」「右側軌道回路が復旧」であるため、ＲＢ−ＢＴＲの場合には「Ｒ方向正常復旧」は不成立となる（図１のＲＢ−ＢＴＲは復旧しない）。これにより、ＡＳＲ回路の進出側軌道回路条件であるＲＢ−ＢＴＲ復旧は下り列車に対してのみ有効となり、上り列車に対しては無効とするという対策が実現することになる。
【００７４】
また、図１に示すリレー回路に基づく踏切制御では、従来の制御で生じていた、列車進入・警報区間進出後の軌道回路復旧継続による無しゃ断・無警報も防止される。すなわち、下り列車が、上り警報区間を通過し終えたことがＲＢ−６ＴＲによって判定されてＲ−ＣＬＲが動作すると、ＡＳＲの動作保持が解除されることになる。また上り列車が、下り警報区間を通過し終えたことがＲＢ−１ＴＲとＬ−ＣＬＲの緩動時素によって判定されてＬ−ＣＬＲが動作すると、ＢＳＲの動作保持が解除されることになる。
【００７５】
このように、一方の警報区間に列車が進入した後、他方の警報区間へ先の列車の正常進入による、当該他方の警報区間の列車在線に基づく警報動作の阻止を、他方の警報区間を先の列車が通過し終えたことを判定して解除するので、警報動作の阻止が当該他方の警報区間の不正短絡によっていつまでも継続しても、次の列車の到来に対して無しゃ断・無警報になる不具合が防止される。
【００７６】
次に、図１に示した踏切制御を採用した集中電子踏切制御システム１００における安全性評価を図６のＦＴＡ（Fault Tree Analysis）によって示す。図６左部は、「無しゃ断・無警報」を頂上事象として解析した結果を示しており、起因事象である「ＡＴ不正短絡」（図中※１）に対する安全系「ＢＴ不正進出検知」が、図１中▲１▼の安全性強化策によって「※１後の上り列車接近（図中※２）」だけでは「ＢＴ不正進出検知失敗」事象に至らないことを表している。なお、ここでの各事象の時系列は、※１、※２、※３の順である。
【００７７】
図６右部は、「無しゃ断・無警報」を頂上事象として解析した結果を示しており、起因事象である「Ｒ方向列車進出後のＢＴ動作不能」に対する安全系「チェックアウト検出」が、図１中▲３▼の安全性強化策によって付加されたことを表している。つまり、図６のＦＴＡ中にマーキングした「ＡＮＤゲート」の追加が前述の安全性強化策によって実現したものであることがわかる。これにより、本集中電子踏切制御システム１００の安全性強化策の適用が踏切制御の安全性向上に有効な手段であることがわかる。
【００７８】
このように、複数の踏切制御装置と踏切用列車検知軌道回路を集中構成することで、列車追跡機能が向上する。特に、集中電子踏切制御システム１００において電子踏切制御装置および「結線データ方式」を採用することにより、柔軟な論理構築が可能となり、その結果として信号用リレー数増大等のコスト増を伴わずに安全性の向上が可能となった。また複数の踏切を集中制御する構成としたことで列車追跡論理のリソースが拡大充実し、列車の方向性を含めて判断等が容易になった。さらに、進路鎖錠等の方向条件を外部から付与されなくても、列車の進行方向を踏切単独で判断することが可能なので、駅間の踏切についても的確な制御を行うことができる。
【００７９】
以上説明した実施の形態では、新規の列車追跡論理や列車の通過判定論理を集中電子踏切制御システム１００の電子踏切論理部に適用したが、単独の踏切制御装置に適用してもよい。また新規の列車追跡論理や列車の通過判定論理を踏切以外に適用する場合等には、軌道回路の復旧要因を判定する個別の装置あるいは列車の通過判定を個別に行う装置として構成してもよい。
【００８０】
【発明の効果】
本発明にかかる軌道回路復旧要因判定装置およびこれを用いた踏切制御装置、集中電子踏切制御システムによれば、１つの軌道回路の復旧要因をその両隣の軌道回路の動作復旧状態に基づいて判定するので、所定方向の列車の進入による正常復旧か否かを的確に判定することができる。
【００８１】
また上記判定論理に基づいて、上り警報区間の復旧が下り列車の上り警報区間進入によると判定したときだけ下り列車の上り警報区間進入による警報動作を阻止する。また下り警報区間の復旧が上り列車の下り警報区間進入によると判定したときだけ上り列車の下り警報区間進入による警報動作を阻止する。これにより、一方の警報区間の軌道回路が不正に短絡された後に他方の警報区間に列車が進入し、その後、先の不正短絡が解除された場合にも無しゃ断・無警報になることがない。
【００８２】
また本発明にかかる列車通過判定装置およびこれを用いた踏切制御装置、集中電子踏切制御システムによれば、所定方向へ進行する列車が所定の区間を通過し終えたことを確実に確認することができる。また、警報動作を阻止している区間を列車が通過し終えたことを判定して警報動作阻止を解除するので、警報動作阻止の解除を的確に行うことができる。すなわち、列車が上り下りのうちの一方の警報区間を進出した後に他方の警報区間で不正復旧が継続した場合でも、列車の通過完了を判定して警報動作の阻止を解除するので、その後に実際の列車が到来した場合に無しゃ断・無警報になることが防止される。
【００８３】
さらに、時素を用いたものでは、通過を判定するための軌道回路を警報区間に近づけたり、警報区間の端部に配置することができ、線区の端部においても通過の確認を的確に行うことができる。
【００８４】
一の踏切を制御するための軌道回路から得た在線情報を他の１または２以上の踏切を制御するための在線情報として共通利用するように構成した集中電子踏切制御システムでは、各踏切毎に軌道回路を設ける場合に比べて、軌道回路構成の簡略化を図ることができる。また複数の踏切を集中制御することにより広範囲の軌道回路から在線情報を得ることができるので、警報区間の通過完了の判定等を適切に行うことが可能になる。
【００８５】
さらに軌道回路信号を送信する１つの送信器に対してこの送信器から送信された軌道回路信号を受信するための受信器を、送信器の上り側または下り側の少なくとも一方に複数配置し、１つの送信器を兼用して複数の軌道回路を構成するものでは、多数の軌道回路を必要とする復旧要因の判定や列車の通過判定を行うに際して、送信器数の低減を図ることができる。
【００８６】
また一の踏切の警報動作の始動点または終止点に配置した受信器が列車の在線を検知したとき、所定の時間の経過を計時する第２タイマ手段を起動し、この第２タイマ手段が先の時間の経過を計時し終えたとき、列車が他の踏切の警報動作の始動点に到達したものと判定するものでは、終止点に配置した受信器と第２タイマ手段との組み合わせにより、他の踏切の始動点に配置すべき受信器の機能を果たすことができる。これにより、受信器の数を低減し、軌道回路構成の簡略化をさらに進めることができる。
【図面の簡単な説明】
【図１】本発明の一実施の形態に係る集中電子踏切制御システムの電子踏切論理部が行う踏切制御の論理をリレー回路の形式で表示した説明図である。
【図２】本発明の一実施の形態に係る集中電子踏切制御システムを示すブロック図である。
【図３】本発明の一実施の形態に係る集中電子踏切制御システムが対象とする単線線区における踏切配置および踏切制御用軌道回路の配置を示す説明図である。
【図４】本発明の一実施の形態に係る集中電子踏切制御システムで用いる列車追跡論理を示す説明図である。
【図５】本発明の一実施の形態に係る集中電子踏切制御システムで用いる列車追跡論理における軌道回路復旧要因の判定結果と従来の論理での判定結果とを対比して示す説明図である。
【図６】本発明の一実施の形態に係る集中電子踏切制御システムにおける危険事象の解析結果を示す説明図である。
【図７】従来から使用されている踏切制御の論理をリレー回路の形式で示した説明図である。
【符号の説明】
１００…集中電子踏切制御システム
１１０…軌道回路
１２０…踏切器具箱
１３０…電子踏切制御装置
１４０…ＡＦＯ送受信架
１５０…入出力リレー架
１６０…電子踏切論理架
１６１〜１６３…第１〜第３の電子踏切論理部
２０１〜２１０…踏切[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a track circuit recovery factor determination device for determining a track circuit recovery factor, a train passage determination device for confirming that a train traveling in a predetermined direction has passed through a predetermined section, and a railroad crossing using these. The present invention relates to a control device and a centralized electronic level crossing control system.
[0002]
[Prior art]
In a railway signal security device, fail-safe control is required as an absolute condition, and typical safety-side controls are “train collision prevention” and “train derailment prevention”. These specific controls are realized by “stop signal output” and “lock output”, and when the track circuit is involved in the output, the recovery state of the track circuit is defined as the safe side.
[0003]
A railroad crossing control device is one of the signal safety devices, but, unlike other signal security devices, the user is a general road passer. Alarm / cutoff control) is the most important safety control.
[0004]
This alarm / cutoff control starts when the train approaches and stops when the train passes through the railroad crossing, but at the railroad crossing in a single track section, the recovery state of the track circuit is used for both the start condition and the stop condition. Yes. Hereinafter, this will be described in more detail with reference to the drawings.
[0005]
FIG. 7 shows a general relay connection diagram for level crossing control in a single line / non-electric / non-automatic section that has been conventionally used. In the drawing, each relay indicates a contact position at a normal time. AT is a down warning section, and BT is an up warning section. ATR is a relay circuit that is restored when a train is present at the AT, and BTR is a relay circuit that is restored when a train is present at the BT.
[0006]
The DSR is a relay indicating that the alarm operation should be performed due to the down train, and the USR is the relay indicating that the alarm operation should be performed due to the up train, and R is a relay indicating that the DSR and the USR It is a relay for instructing a railroad crossing warning operation when either one is restored. The ASR is a relay for indicating that the down train is passing through either the down warning section or the up warning section, and the BSR is the relay that the up train passes through either the down warning section or the up warning section. It is a relay for indicating that it is in the middle by operation.
[0007]
In this control logic, when the alarm control track circuit operates normally by running the train, the following sequence is performed. First, when the descending train approaches and enters the AT, ATR recovery is performed, ASR operation / DSR recovery (R recovery) is performed, and a railroad crossing alarm is started. Thereafter, the BTR is restored by the BT approach of the train, and the ASR operation is maintained. Thus, even if the train enters the BT and the BTR recovers, the USR is not recovered by holding the ASR operation, and the alarm operation (USR recovery) due to the train BT approach is prevented. After that, when the train advances to the AT (passing through the level crossing is completed), the DSR operation (R operation) is performed and the level crossing alarm is terminated. Further, when the train BT advances, it becomes BTR operation and ASR recovery (operation holding release) is performed, and a series of sequences is completed. This sequence is the same for the approach of the up train.
[0008]
As described above, BT recovery is used as an alarm start condition for an incoming train, but for a downstream train, the same BT recovery is used as a blocking condition for an alarm operation in the presence of a downward train alarm section. Has been.
[0009]
[Problems to be solved by the invention]
As described above, the track circuit recovery status is used for both the "safe side (starting condition)" and "dangerous side (end condition)" control at the railroad crossing in a single track section. When a short circuit or the like occurs, there may be a problem that the alarm operation is not performed at the timing that should be alarmed.
[0010]
First, the AT illegal short circuit will be used for a malfunction that will result in no alarm when the train enters the other alarm section after the track circuit of one alarm section is improperly short-circuited and then the previous illegal short circuit is released. A description will be given by taking the approach of an upcoming train and cancellation of the illegal short circuit later as an example. When an AT is improperly short-circuited by a crossing passer, etc., {1} ATR recovery (Note that {1}, {2}, etc. are indicated as (1), (2) in the figure). {1} ASR operates. If the upstream train normally enters the BT while this AT improper short circuit continues, the operational state of {1} ASR is maintained until the upstream train advances into the AT by {2} BTR recovery.
[0011]
By maintaining the ASR operation, the {2} USR that should be controlled on the recovery side by approaching the upstream train ({2} BTR recovery) maintains the operation. At this time, the railroad crossing is alarm-controlled by {1} DSR recovery (R recovery) by {1} ATR recovery, but after that, when the incorrect short circuit of AT is released, {3} ATR operation {2} BTR By restoration, even if the train is approaching, {3} DSR operation (R operation) leads to no interruption / no alarm.
[0012]
That is, if the up train BT approach after the AT improper short circuit is erroneously determined to be the down train BT advance after the down train approach, it results in no interception / no alarm.
[0013]
In the level crossing control logic shown in FIG. 7, {4} TBPUR circuit is added as a measure against no interruption and no alarm, and {1} ATR recovery or {2} BTR recovery does not continue for 30 seconds or longer. The operation is suppressed and the {3} DSR operation (R operation) is protected. However, there is a problem that this protection does not work after the operation of {4} TBPUR is established.
[0014]
This is due to the phenomenon that {2} USR, which should be controlled on the restoration side by the approach of the up train ({2} BTR restoration), keeps the operation, and this factor is caused by {2} BTR restoration {1} The operating state of the ASR is maintained until the BT advance of the upstream train. Therefore, there is a need for a measure that {2} BTR restoration, which is the advancing side track circuit condition of the ASR circuit, is valid only for the down train and invalid for the up train.
[0015]
Next, the trouble caused by the continuation of the track circuit recovery after entering the train / warning section will be described as an example of the continuation of AT recovery after entering the upper train / warning section. Alarm control is performed by {11} BSR operation {11} USR recovery (R recovery) by approaching an upstream train ({11} BTR recovery), {13} BTR operation by AT approach, {13} BTR operation by BT advance {13} } The USR operation (R operation) is performed to stop the alarm control. After normal operation so far, if {14} ATR recovery continues illegally even after AT advancement, the operation of {14} BSR also continues illegally. Even if the descending train approaches ({15} AT recovery) during this illegal operation, {14} BSR operation continues and {15} DSR recovery becomes impossible (R operation continues), and no interruption / no alarm occurs.
[0016]
As a measure against uninterrupted / no alarm, the relay input / output type electronic level crossing control device is equipped with a controller for detecting the exit of the alarm section at the position of ☆ 1 in FIG. ☆ 1 detection condition is inserted into {14} BSR continuation of unauthorized operation ({14} BSR recovery, {15} ATR recovery {15} DSR recovery is established and alarm starts) , ★ 2 corresponds to the logic in the reverse direction). This measure protects no interruption and no alarm, but as long as the recovery of {14} ATR continues, the alarm will continue, leading to the obstacle of road traffic obstruction.
[0017]
{14} The failure that the alarm persists as long as ATR recovery continues is due to the fact that the DSR is recovered by {15} ATR recovery. For example, a state that guarantees “no train on ATR” is generated. If the ATR recovery is masked, the alarm duration during that time will be eliminated.
[0018]
The present invention has been made paying attention to such problems of the prior art, and is used for a crossing control device for a single track section, a centralized electronic level crossing control system, and a crossing control capable of ensuring high safety. It is an object of the present invention to provide a possible track circuit restoration factor determination device and train passage determination device.
[0021]
[Means for Solving the Problems]
  The gist of the present invention for achieving the object lies in the inventions of the following items.
[1] In a crossing control device that controls the crossing that both the up and down trains travel on the same track,
  Ascending warning instruction means (BTR, USR), descending warning instruction means (ATR, DSR), ascending train approach determination means (LB-ATR), ascending train approach determination means (RB-BTR), and ascending alarm prevention means (ASR) and a down alarm blocking means (BSR),
  The first track circuit existing at the end of the down warning section (AT) in the up warning section (BT) of the level crossing and the first circuit existing at the end of the down warning section (AT) on the up warning section (BT) side. The three track circuits are arranged adjacent to each other in the level crossing section or overlapping each other.
  The up warning instruction means (BTR, USR) gives an instruction to execute an alarm operation while a train line is detected in the track circuit of the up warning section (BT),
  The descending warning instruction means (ATR, DSR) is for issuing an instruction to perform an alarming operation while a train line is detected in the track circuit of the descending alarm section (AT),
  The upward train approach determination means (LB-ATR)An orbital circuit restoration factor determination device comprising inspection means (161 to 163) and determination means (161 to 163, RB-BTR, LB-ATR), wherein the inspection means (161 to 163) is a predetermined orbit. When the circuit A recovers, the operation recovery state of the track circuit B adjacent to one of the track circuits A and the track circuit C adjacent to the other of the track circuits A is inspected, and the determination means (161 to 163) , RB-BTR, LB-ATR), when the inspection results by the inspection means (161 to 163) indicate that the track circuit B is restored and the track circuit C is operating, the track circuit A is restored. It is determined that the train has entered the track circuit A from the circuit B.The track circuit A in the track circuit restoration factor determination device is the third track circuit.,The track circuit B is the first track circuit, and the fourth track circuit is adjacent to the third track circuit on the side opposite to the first track circuit.The gaugeThe road circuit C is used to determine whether or not the on-line detection in the third track circuit is due to the approach of the down warning section (AT) of the up train,
  The descending alarm blocking means (BSR) is configured so that the ascending train approach determining means (LB-ATR) is the third track circuit while the ascending alarm instructing means (BTR, USR) is issuing an instruction to execute the alarm operation. When it is determined that the on-line detection in the train is due to the entry of the down warning section (AT) of the up train, the execution by the down warning instruction means (ATR, DSR) until no on-line of the train is detected in the down warning section (AT) To prevent the output of instructions,
  The down train approach determination means (RB-BTR)SaidThe track circuit A in the track circuit restoration factor determination device is the first track circuit., GaugeThe second track circuit adjacent to the side opposite to the third track circuit of the first track circuit, the road circuit B being the third track circuitThe gaugeThe road circuit C is used to determine whether or not the on-line detection in the first track circuit is due to the approach of the up warning section (BT) of the down train,
  The ascending warning blocking means (ASR) is configured so that the descending train approach determining means (RB-BTR) is the first track circuit while the descending alarm instruction means (ATR, DSR) is issuing an instruction to execute the alarm operation. When it is determined that the on-line detection in the vehicle is due to the approach of the up warning section (BT) of the down train, the execution by the up warning instruction means (BTR, USR) until no on-line of the train is detected in the up warning section (BT). It prevents the output of instructions
  A crossing control device characterized by the above.
[0022]
[2]To confirm that a train traveling in the specified direction has passed through the warning section of a crossing that both the up and down trains travel on the same trackIn the train passage determination device,
  A predetermined track circuit A is arranged at a position separated from the end of the section on the traveling direction side of the train by at least the train length of the train toward the traveling direction side of the train, and the traveling direction of the train of the track circuit A The track circuit C is disposed adjacent to the side, the track circuit B is disposed adjacent to the other side of the track circuit A,
  It is provided with a standing line inspection means (161-163) and a train passage determination means (161-163, R-CLR),
  The presence line inspection means (161 to 163) is for inspecting the operation recovery state of the track circuit B and the track circuit C when the track circuit A is recovered,
  The train passage determination means (161 to 163, R-CLR) indicates that the inspection result by the presence line inspection means (161 to 163) indicates that the train is in the state where the track circuit B is restored and the track circuit C is in operation. It is determined that the section has been passed
  A train passage determination device.
[0023]
[3]To confirm that a train traveling in the specified direction has passed through the warning section of a crossing that both the up and down trains travel on the same trackIn the train passage determination device,
  A predetermined track circuit A is arranged at a position away from an end of the section on the traveling direction side of the train by a distance shorter than the train length of the train toward the traveling direction side of the train, and the train of the track circuit A The track circuit C is disposed adjacent to the traveling direction side, the track circuit B is disposed adjacent to the other side of the track circuit A,
  A standing line inspection means (161 to 163), a timer means (slow motion element in the L-CLR), and a train passage determination means (161 to 163, R-CLR),
  The timer means (slow motion element in the L-CLR) is preliminarily longer than the time required for the end of the train to pass through the section after the train arrives at the place where the track circuit A is arranged. It measures the set correction time,
  The presence line inspection means (161 to 163) is for inspecting the operation recovery state of the track circuit B and the track circuit C when the track circuit A is recovered,
  The train passage determining means (161 to 163, R-CLR) is configured to output the timer means (L when the track circuit B is restored and the track circuit C is in operation when the inspection result by the presence line inspection means (161 to 163) is restored. -The slow motion element in CLR) is started, and when the timer means (slow motion element in L-CLR) has finished timing the correction time, the train has passed the section. To judge
  A train passage determination device.
[0024]
[4]To confirm that a train traveling in the specified direction has passed through the warning section of a crossing that both the up and down trains travel on the same trackIn the train passage determination device,
  The track circuit A is arranged at the end of the section in the traveling direction of the train, the track circuit B is arranged adjacent to the inner side of the section of the track circuit A,
  A standing line inspection means (161 to 163), a timer means (slow motion element in the L-CLR), and a train passage determination means (161 to 163, R-CLR),
  The timer means (slow motion element in the L-CLR) is preliminarily longer than the time required for the end of the train to pass through the section after the train arrives at the place where the track circuit A is arranged. It measures the set correction time,
  The presence line inspection means (161 to 163) is for inspecting the operation recovery state of the track circuit B when the track circuit A is recovered,
  The train passage determining means (161 to 163, R-CLR) is configured to operate the timer means (at the time of slow movement in the L-CLR) when the inspection result by the in-line inspection means (161 to 163) is restoration of the track circuit B. When the timer means (slow motion element during L-CLR) has finished timing the correction time, it is determined that the train has passed the section.
  A train passage determination device.
[0025]
[5] In a crossing control device that controls the crossing that both the up and down trains travel on the same track,
  Ascending alarm blocking means (ASR), descending alarm blocking means (BSR), ascending train passage determining means (RB-1TR, L-CLR), descending train passage determining means (RB-6TR, R-CLR), Upward alarm blocking release means (R-CLR in the ASR circuit), and down warning blocking release means (L-CLR in the BSR circuit),
  The ascending warning blocking means (ASR) is configured to block the execution of an alarming operation based on the detection of the presence of a train in the ascending alarm section (BT) after the descending train has passed through the descending alarm section (AT). Yes,
  The down warning blocking means (BSR) blocks the execution of an alarm operation based on the detection of the presence of a train in the down warning section (AT) after the up train has passed through the up warning section (BT). Yes,
  The descending train passage determining means (RB-6TR, R-CLR)2] To [4] For determining whether or not the down train has passed through the up warning section (BT).
  The upward train passage determination means (RB-1TR, L-CLR)2] To [4] For determining whether or not the up train has passed through the down warning section (AT).
  The ascending warning blocking cancellation means (R-CLR in the ASR circuit) is configured so that the descending train passage determining means (RB-6TR, R-CLR) determines that the descending train has passed through the ascending warning section. Release the blocking of the alarm action by the alarm blocking means (ASR),
  The descending alarm blocking cancellation means (L-CLR in the BSR circuit) is configured so that the descending train passage determining means (RB-1TR, L-CLR) determines that the descending train has passed through the descending alarm section when the descending train section has passed. A railroad crossing control device for canceling blocking of an alarm operation by an alarm blocking means (BSR).
[0026]
[6] In a crossing control device that controls the crossing that both the up and down trains travel on the same track,
  Ascending warning instruction means (BTR, USR), descending warning instruction means (ATR, DSR), ascending train approach determination means (LB-ATR), ascending train approach determination means (RB-BTR), and ascending alarm prevention means (ASR), downlink warning blocking means (BSR), upstream train passage determining means (RB-1TR, L-CLR), downstream train passage determining means (RB-6TR, R-CLR), and upward warning blocking cancellation Means (R-CLR in the ASR circuit) and down alarm blocking release means (L-CLR in the BSR circuit),
  The first track circuit existing at the end of the down warning section (AT) in the up warning section (BT) of the level crossing and the first circuit existing at the end of the down warning section (AT) on the up warning section (BT) side. The three track circuits are arranged adjacent to each other in the level crossing section or overlapping each other.
  The up warning instruction means (BTR, USR) gives an instruction to execute an alarm operation while a train line is detected in the track circuit of the up warning section (BT),
  The descending warning instruction means (ATR, DSR) is for issuing an instruction to perform an alarming operation while a train line is detected in the track circuit of the descending alarm section (AT),
  The upward train approach determination means (LB-ATR)An orbital circuit restoration factor determination device comprising inspection means (161 to 163) and determination means (161 to 163, RB-BTR, LB-ATR), wherein the inspection means (161 to 163) is a predetermined orbit. When the circuit A recovers, the operation recovery state of the track circuit B adjacent to one of the track circuits A and the track circuit C adjacent to the other of the track circuits A is inspected, and the determination means (161 to 163) , RB-BTR, LB-ATR), when the inspection results by the inspection means (161 to 163) indicate that the track circuit B is restored and the track circuit C is operating, the track circuit A is restored. It is determined that the train has entered the track circuit A from the circuit B.The track circuit A in the track circuit restoration factor determination device is the third track circuit., GaugeThe road circuit B is the first track circuit, and the fourth track circuit is adjacent to the third track circuit on the opposite side of the first track circuit.The gaugeThe road circuit C is used to determine whether or not the on-line detection in the third track circuit is due to the approach of a down warning section of an up train,
  The descending alarm blocking means (BSR) is configured so that the ascending train approach determining means (LB-ATR) is the third track circuit while the ascending alarm instructing means (BTR, USR) is issuing an instruction to execute the alarm operation. When it is determined that the in-line detection is due to entering the down warning section of the up train, the output of the execution instruction by the down warning instruction means (ATR, DSR) is blocked,
  The upward train passage determination means (RB-1TR, L-CLR)2] To [4] For determining whether or not the up train has passed through the down warning section (AT).
  The descending alarm blocking cancellation means (L-CLR in the BSR circuit) determines that the ascending train passage judging means (RB-1TR, L-CLR) has finished passing the descending alarm section (AT). Sometimes canceling the blocking of the alarm action by the down alarm blocking means (BSR),
  The down train approach determination means (RB-BTR)SaidThe track circuit A in the track circuit restoration factor determination device is the first track circuit., GaugeThe second track circuit adjacent to the side opposite to the third track circuit of the first track circuit, the road circuit B being the third track circuitThe gaugeThe road circuit C is used to determine whether or not the on-line detection in the first track circuit is due to the entry of an up warning section of a down train,
  The ascending warning blocking means (ASR) is configured so that the descending train approach determining means (RB-BTR) is the first track circuit while the descending alarm instruction means (ATR, DSR) is issuing an instruction to execute the alarm operation. When it is determined that the on-line detection in the vehicle is due to the approach of the up warning section (BT) of the down train, the output of the execution instruction by the up warning instruction means (BTR) is blocked,
  The descending train passage determining means (RB-6TR, R-CLR)2] To [4] For determining whether or not the down train has passed through the up warning section (BT).
  The up warning blocking release means (R-CLR in the ASR circuit) has determined that the down train passage determining means (RB-6TR, R-CLR) has passed the down train through the up warning section (BT). A railroad crossing control device for canceling the prevention of alarm operation by the upward alarm prevention means (ASR).
[0027]
[7In a centralized electronic level crossing control system that centrally controls a plurality of level crossings arranged in a predetermined section,
  Each of the plurality of railroad crossings is [1], [5], [6A centralized control means (161 to 163) for controlling the crossing control device according to any one of
  The central control means (161 to 163) commonly use the track information from the track circuit for controlling one railroad crossing as the track information for controlling one or more other railroad crossings. Centralized electronic level crossing control system.
[0029]
[8A plurality of receivers for receiving the orbital circuit signal transmitted from the transmitter are arranged in at least one of the upstream side and the downstream side of the transmitter for one transmitter that transmits the orbital circuit signal. It is characterized in that a plurality of track circuits are configured by using two transmitters [2], [3] Or [4] The train passage determination device according to claim.
[0030]
[9A plurality of receivers for receiving the orbital circuit signal transmitted from the transmitter are arranged in at least one of the upstream side and the downstream side of the transmitter for one transmitter that transmits the orbital circuit signal. It is characterized in that a plurality of track circuits are configured by using two transmitters [1], [5] Or [6] The railroad crossing control apparatus as described in.
[0031]
[10A plurality of receivers for receiving the orbital circuit signal transmitted from the transmitter are arranged in at least one of the upstream side and the downstream side of the transmitter for one transmitter that transmits the orbital circuit signal. It is characterized in that a plurality of track circuits are configured by using two transmitters [7] Is a centralized electronic level crossing control system.
[0032]
[11When the receiver arranged at the start or end point of the alarm operation of one railroad crossing detects the presence of the train, the second timer means is started to time a predetermined distance correction time, and the second timer means When the time has been measured for the distance correction time, it is determined that the train has reached the starting point of another railroad crossing alarm operation [10] Is a centralized electronic level crossing control system.
[0033]
  The present invention operates as follows.
GaugeIn the road circuit restoration factor determination device, when the predetermined track circuit A is restored, the inspection means (161 to 163) are arranged so that the track circuit B adjacent to one of the track circuits A and the track circuit adjacent to the other of the track circuits A Check the operational recovery status of C. The determination means (161 to 163, RB-BTR, LB-ATR) determines whether or not the track circuit B is restored and the track circuit C is in operation, the track circuit A is restored from the track circuit B to the track circuit A. It is determined that the train has entered.
[0034]
When the train enters the track circuit A from the track circuit B, the train is on both the track circuit A and the track circuit B and has not yet reached the track circuit C ahead. Therefore, by determining that the above condition is satisfied, it is possible to determine that the recovery factor of the track circuit A is due to the entry of the train from the track circuit B to the track circuit A, and the recovery factor of the track circuit A is the progress of the train. It can be determined including the direction.
[0036]
  Control the crossings that both the up and down trains travel on the same track [1In the crossing control device described in the above, the above judgment method is incorporated to control the alarm operation of the crossing. The ascending warning section (BT) and the descending warning section (AT) of the railroad crossing are the first track circuit existing at the end of the descending alarm section and the end of the descending alarm section at the end of the ascending alert section. The three track circuits are arranged adjacent to each other in the crossing section (crossing road) or so as to partially overlap each other. Normally, the point beyond the railroad crossing is set as the end point of each warning section.
[0037]
  The up warning instruction means (BTR, USR) operates so as to issue a warning action execution instruction while the on-line of the train is detected in the track circuit in the up warning section. The down alarm instruction means (ATR, DSR) operates so as to issue an instruction to execute an alarm operation while the presence of the train is detected in the track circuit in the down alarm section. Up train entry judgment means (LB-ATR), GaugeThe track circuit A in the road circuit restoration factor determination device is the third track circuit, the track circuit B is the first track circuit, and the fourth track circuit adjacent to the opposite side of the third track circuit to the first track circuit is the track circuit. It is set as C, and it is determined whether or not the presence line detection in the third track circuit is due to the entry of the down warning section of the up train. That is, it is determined whether or not the recovery of the third track circuit existing at the end of the descending warning section on the ascending warning section side is due to the approach of the third track circuit of the ascending train.
[0038]
The descending alarm blocking means (BSR) detects that the ascending train approach determining means (LB-ATR) has detected the presence line in the third track circuit while the ascending alarm instructing means (BTR, USR) is issuing an instruction to execute the alarm operation. When it is determined that the train is due to entering the down warning section, the output of the warning action execution instruction by the down warning instruction means (ATR, DSR) is subsequently blocked until no train is detected in the down warning section.
[0039]
That is, only when the recovery of the third track circuit is due to the approach of the down warning section of the up train, the alarm operation due to the recovery of the track circuit in the down warning section is blocked. This means that even if a train enters the down warning section when an unauthorized recovery occurs in the up warning section, the alarm operation based on the recovery of the down warning section is not blocked. Therefore, even if the unauthorized recovery of the up warning section is canceled after that, the alarm operation is performed based on the train existing line (recovery) of the down warning section, and the malfunction of no interruption / no alarm is prevented.
[0040]
  The same operation is performed for the down train. That is, the descending train approach determination means (RB-BTR), GaugeThe track circuit A in the road circuit restoration factor determination device is a first track circuit that exists at the end of the down warning section in the up warning section, and the track circuit B is a third circuit that exists at the end of the up warning section of the down warning section. The track circuit is a track circuit, and the second track circuit adjacent to the side of the first track circuit opposite to the third track circuit is the track circuit C. It is determined whether it is a thing.
[0041]
The ascending warning blocking means (ASR) is configured so that the descending train approach determining means (RB-BTR) is on the descending alarm section side of the ascending alarm section while the descending alarm instruction means (ATR, DSR) is issuing an instruction to execute the alarm operation. When it is determined that the in-line detection in the first track circuit existing at the end of the train is due to the approach of the up warning section of the down train, it is executed by the up warning instruction means (BTR, USR) until no on-line of the train is detected in the up warning section Block the output of instructions.
[0042]
That is, only when the recovery of the first track circuit is due to the approach of the up warning section of the down train, the alarm action caused by the recovery of the track circuit in the up warning section is blocked, so when an unauthorized recovery occurs in the down warning section Even if the train enters the up warning section, the alarm operation based on the recovery of the up warning section is not blocked. Therefore, even if the incorrect recovery in the down warning section is canceled after that, the alarm operation is performed based on the train presence line (recovery) in the up warning section, and the malfunction of no interruption / no alarm is prevented.
[0043]
  [2In the train passage determination device described in the above, it is confirmed that a train traveling in a predetermined direction has finished passing through a predetermined section. The track circuit A is arranged at a position separated from the end of the train traveling direction side of the section where the train should pass by at least the train length of the train toward the traveling direction side of the train, and adjacent to the traveling direction side of the track circuit A Then, the track circuit C is arranged, and the track circuit B is arranged adjacent to the other side of the track circuit A. The in-line inspection means (161 to 163) of the train passage determination device inspects the operation recovery states of the track circuit B and the track circuit C when the track circuit A is recovered. The train passage determination means (161 to 163, R-CLR) indicates that the train passes through the previous section when the inspection result by the standing line inspection means (161 to 163) indicates that the track circuit B is restored and the track circuit C is in operation. Judge that it is finished.
[0044]
If the track circuit B is restored and the track circuit C is operating when the track circuit A is restored, then the restoration factor of the track circuit A is the train approach from the track circuit B to the track circuit A (entrance at the beginning of the train). Can be determined. Since track circuit A is located at a location that is more than the train length in the direction of train travel from the end of the section, based on the previous determination, confirm that the end of the train has advanced from the end of the section Can do.
[0045]
  [3], The track circuit A is arranged at a location that is separated from the end of the section by a distance shorter than the train length. Therefore, when the head of the train is detected at the location where the track circuit A is arranged, the end of the train has not yet passed through the target section. Therefore, the train passage determination means (161 to 163, L-CLR) activates the timer means (L-CLR slow motion element) when the track head is detected by the track circuit A, and the track circuit A The passage of a predetermined correction time that is longer than the time required for the end of the train to finish passing through the target section after the beginning of the train has arrived at the place where is placed. Then, when the timer means (L-CLR slow motion element) finishes counting the correction time, it is determined that the train has passed the section. As a result, the track circuits A, B, and C can be arranged near the section.
[0046]
  [4], The track circuit A is arranged at the end of the section in the traveling direction of the train, and the track circuit B is arranged adjacent to the inner side of the section of the track circuit A. Then, when the train approach from the track circuit B to the track circuit A is detected, the timer means (L-CLR slow motion element) is started, and the time required for the end of the train to pass through this section is exceeded. The predetermined correction time is counted. Then, when the timer means (L-CLR slow motion element) finishes counting the correction time, it is determined that the train has passed the target section. By combining the slow motion elements in this way, it is possible to determine the timing at which the end of the train would have advanced in the section based on the train detection at the end of the section.
[0047]
  Control the crossings that both the up and down trains travel on the same track [5], The crossing control device described in [2] To [4] Is used to determine the passage of a train using the train passage determination device according to any one of the above, and to cancel the alarm operation prevention. The rising warning blocking means (ASR) of the railroad crossing control device operates to block the execution of the warning operation based on the detection of the presence of the train in the rising warning section after the descending train has finished passing through the falling warning section. The down alarm blocking means (BSR) operates to prevent the execution of the alarm operation based on the detection of the train line in the down alarm section after the up train has passed through the up alarm section.
[0048]
  The down train passage determination means (RB-6TR, R-CLR)2] To [4], It is determined whether the down train has finished passing through the up warning section. Up train passing judgment means (RB-1TR, L-CLR)2] To [4], It is determined whether the up train has finished passing through the down warning section.
[0049]
The up warning blocking cancellation means (R-CLR in the ASR circuit) is configured to detect the up warning blocking means when the down train passage determining means (RB-6TR, R-CLR) determines that the down train has passed through the up warning section. Releases the alarm action blocking by (ASR). Further, the down alarm blocking release means (L-CLR in the BSR circuit) is configured to block the down warning when the up train passage determining means (RB-1TR, L-CLR) determines that the up train has passed through the down warning section. The blocking of the alarm action by the means (BSR) is released.
[0050]
  In this way, the train has finished passing the section that is preventing the alarm action [2] To [4], It is determined using the train passage determination device described in the above and canceling of the alarm operation is canceled, so that the alarm operation blocking can be canceled accurately. In other words, even if the unauthorized recovery continues in the other warning section after the train has advanced in one of the up and down warning sections,2] To [4], It is determined that the passage of the train has been completed by using the train passage determination device described in the above, and the alarm operation inhibition is canceled.
[0051]
  [6], The crossing control device described in [1] And the crossing control device described in [5] Has both functions of the railroad crossing control device described in the above. As a result, the train enters the other alarm section after the track circuit of one alarm section is improperly short-circuited, and then, when the previous illegal short-circuit is canceled, there is a problem that no alarm occurs. It is possible to prevent both problems of no interruption and no alarm occurrence due to continued unauthorized restoration in the other alarm section after entering the alarm section.
[0052]
  Centralized control of multiple railroad crossings arranged in a given section [7], The centralized electronic level crossing control system described in [1], [5], [6The central control means (161 to 163) has a function of controlling each level crossing as the level crossing control device according to any one of the above. The centralized control means (161 to 163) commonly use the track information obtained from the track circuit for controlling one railroad crossing as track information for controlling one or more other railroad crossings. Yes. Therefore, when a plurality of level crossings are arranged close to each other, the track circuit configuration can be simplified as compared with the case where a track circuit is provided for each level crossing. In addition, since the track information can be obtained from a wide range of track circuits by centrally controlling a plurality of level crossings, it is possible to appropriately determine whether or not the alarm section has been passed.
[0054]
Further, when the receiver arranged at the starting point or the ending point of the alarm operation of one railroad crossing detects the presence of the train, the second timer means for timing the elapse of a predetermined distance correction time is started, and this second timer When the means finishes counting the distance correction time, it is determined that the train has reached the starting point of another railroad crossing warning action. By the combination of the receiver arranged at the end point and the second timer means, It can serve as a receiver to be placed at the starting point of other level crossings. Thereby, the number of receivers can be reduced and the simplification of the track circuit configuration can be further advanced.
[0055]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 2 shows a schematic configuration of the centralized electronic level crossing control system 100 according to the embodiment of the present invention. The centralized electronic level crossing control system 100 includes a plurality of track circuits 110 provided for level crossing control in a line section under jurisdiction, a railroad equipment box 120 provided corresponding to each level crossing in the line section under jurisdiction, And an electronic level crossing control device 130 for centrally controlling a plurality of level crossings. The electronic railroad crossing control device 130 includes an AFO transmission / reception including a transmitter (Tx1 to Tx8) that transmits a track circuit signal to each track circuit in a controlled line section and a receiver (Rx1 to Rx8) that receives the track circuit signal. Based on the track information obtained from each track circuit, the input / output relay rack 150 for inputting / outputting various signals to / from the railroad crossing instrument box 120 containing the equipment for driving the breaker and the alarm device It comprises an electronic level crossing logic unit 160 containing first to third electronic level crossing logic units 161 to 163 for controlling the operations of a plurality of level crossings.
[0056]
The centralized electronic level crossing control system 100 is configured as a relay input / output type system in which only the alarm control logic is converted into microelectronics among the level crossing safety equipment, and only the alarm control relay “R” and the device failure relay “late R”. Is output to various peripheral devices. The first to third electronic level crossing logic units 161 to 163 have a function equivalent to that of the electronic terminal for relay control of the electronic interlocking device, and are equipped with a CPU board having a fail-safe configuration based on a time difference synchronization method using a 32-bit CPU. . The fault-tolerant system has a parallel dual system configuration. For relay control, it has an input / output interface with 32 inputs and 32 outputs.
[0057]
As a processing method for performing relay control in the first to third electronic level crossing logic units 161 to 163, a method called “connection data method” is adopted. This is a method of executing relay connection logic in accordance with logical operation expression data uniquely corresponding to the relay circuit connection diagram, and is a method that has a proven track record in electronic interlocking devices.
[0058]
FIG. 3 shows a crossing arrangement and a track circuit configuration in a line section managed by the centralized electronic level crossing control system 100. In this line section, nine railroad crossings 201 to 209 in a relatively short section (2 to 3 km) are intensively arranged. The first to third electronic level crossing logic units 161 to 163 of the electronic level crossing logic rack 160 divide nine level crossings 201 to 209 into three, and one electronic level crossing logic unit controls each of three level crossings. It is like that. As described above, the control is divided into the three first to third electronic level crossing logic units 161 to 163 in consideration of the risk distribution at the time of device failure and the number of relay input / output points of the same logic unit. by.
[0059]
A train detection track circuit for a level crossing is configured to receive a track circuit signal transmitted from one transmitter by two or more receivers. For example, the track circuit signals transmitted from Tx3 are received by five receivers Rx3-1 to Rx3-5. Tx3 is arranged near the center of these five receivers (between Rx3-3 and Rx3-4). The track circuit signal transmitted from Tx3 is transmitted to both the upward direction where Rx3-1 to Rx3-3 exist and the downward direction where Rx3-4 and Rx3-5 exist.
[0060]
The railroad crossing control requires both detection of the arrival of the train at the start point of the alarm operation and detection of the passage of the train at the end point of the alarm operation. In the track circuit configuration shown in FIG. The track circuit signal receiver is arranged only at the end point of the alarm operation except for both ends of the section. In the centralized electronic level crossing control system 100, it is possible to freely generate a condition equivalent to a time element relay without an increase in cost because of the advantage of the “connection data method”. Therefore, the timing at which the train arrives at the starting point is generated using the receiver arranged at the end point and the logic equivalent to the time relay, and the receiver at the starting point is omitted. For example, the alarm start of the sixth railroad crossing 206 due to the approach of the up train starts when Rx6-1 detects the presence of the track, and the alarm start of the fifth railroad crossing 205 due to the approach of the up train is the predetermined after the Rx6-1 detects the presence of the track. Start in seconds, etc.
[0061]
When a track circuit for alarm control is provided for each alarm section of each level crossing set for each descending and ascending, 18 transmitters (= 2 devices x 9 locations) and 36 receivers (= 4 devices) × 9) It is necessary to install. In contrast, the centralized electronic level crossing control system 100 has a configuration in which the track circuit signal from one transmitter is received by a plurality of receivers, and the receiver at the starting point is omitted. Necessary on-line information can be acquired by the transmitter and 20 receivers, which greatly reduces the equipment. In addition, since the number of transmitters is reduced, it is also possible to widen the frequency interval between track circuit signals transmitted by adjacent transmitters.
[0062]
Next, the new train tracking logic employed in the centralized electronic level crossing control system 100 will be described. The new train tracking logic employed in the centralized electronic railroad crossing control system 100 introduces the concept of the traveling direction of the train in the judgment when the track circuit is restored. When the track circuit is restored by the progress of the train, the states of “the track circuit on the entry side is restored” and “the track circuit on the entry side is operating” are established. That is, as shown in FIG. 4a, when the train travels in the right direction, the conditions “the left track circuit of the track circuit is restored” and “the right track circuit operates” are satisfied. Further, as shown in FIG. 4b, when the train travels in the left direction, the conditions “the right track circuit of the track circuit is restored” and “the left track circuit is operated” are satisfied.
[0063]
FIG. 5 shows a comparison between the determination result based on the conventional train tracking logic and this determination result. In the conventional tracking logic, illegal recovery is performed only when both 1T and 3T are operating during 2T recovery. In addition, it is not possible to determine whether the recovery from normal direction is the recovery by the R direction train or the recovery by the L direction train, and even if both 1T and 3T are recovered at the time of 2T recovery, it is determined as normal recovery. . On the other hand, in the train tracking logic adopted in the centralized electronic level crossing control system 100, it is possible to determine whether the recovery of 2T is due to the progress of the R direction train, the progress of the L direction train, or any other illegal one. It has become.
[0064]
FIG. 1 shows the level crossing control logic performed by the first to third electronic level crossing logic units 161 to 163 of the centralized electronic level crossing control system 100 in the form of a relay connection. The descending warning section (AT) of the level crossing 210 is composed of track circuits 1T and 2T, and the ascending warning section (BT) is composed of 3T and 4T. In the example shown in FIG. 1, the track circuit is continuous with 5T and 6T in the down direction, but the track direction is shown in the case where the track circuit is not continuous due to the end of the line section.
[0065]
In the figure, RB-NTR (N is any one of 1 to 6) is restored when restoration on the track circuit of NT is determined based on the train tracking logic and the previous train tracking logic. It is supposed to be. The train tracking logic is actually determined by CPU processing in the electronic level crossing logic units 161-163. Similarly, LB-NTR (N is any one of 1 to 6) is restored when it is judged that recovery in the NT track circuit is due to train progress in the L direction or based on new train tracking logic It is.
[0066]
The railroad crossing warning operation is performed when R is restored, and when either DSR or USR is restored, R restoration is performed. The DSR is restored when an alarm operation based on the arrival of the descending train is necessary. The ATR included in the DSR drive circuit recovers when a train is present in the AT (down warning section) or when an illegal short circuit occurs. ATR and DSR serve as a down alarm instruction means for issuing an instruction to execute an alarm operation while a train line is detected in the track circuit in the down alarm section.
[0067]
The USR recovers when an alarm operation based on the arrival of an up train is necessary. The BTR included in the drive circuit of the USR recovers when a train is present on the track circuit of the BT (upward warning section) or when an illegal short circuit occurs. The BTR and the USR play a role of an upward warning instruction means for issuing an instruction to perform an alarm operation while a train line is detected in the track circuit in the upward warning section.
[0068]
RB-3TR, RB-4TR, and RB-BTR serve as a down train entry determination means for determining that a down train has entered the up warning section, and LB-2TR, LB-1TR, and LB-ATR are It plays a role as a down train entry determination means for determining that the up train has entered the down warning section.
[0069]
In the BSR, while the up warning instructing means (BTR, USR) gives an instruction to execute the alarm action (BTR recovery, USR recovery), the up train approach determining means (LB-ATR) detects the presence line in the AT. When it is determined that it is due to entering the down warning section (AT) (LB-ATR recovery), the warning operation instruction (DSR recovery) by the down warning instruction means (ATR, DSR) until no train is detected in the down warning section ) Functions as a down alarm prevention means.
[0070]
In ASR, while the descending alarm instruction means (ATR, DSR) issues an instruction to execute the alarm operation (ATR recovery, DSR recovery), the descending train approach determining means (RB-BTR) detects the presence line detection in the BT When it is determined that it is due to entering the up warning section (BT) (RB-BTR recovery), the warning operation instruction (USR recovery) is performed by the up warning instruction means (BTR, USR) until no train line is detected in the up warning section. ) Functions as an upstream warning prevention means.
[0071]
The R-CLR operates when the end of the descending train has passed through the up warning section (BT). That is, the R-CLR determines that the descending train passage determining means (RB-6TR) has passed the ascending warning section (BT) (the leading 6TR approach of the train), the ascending alarm blocking means (ASR). This cancels the prevention of the alarm action by. When the descending train enters 6T, it is necessary that the end of the train has advanced 4T. That is, 6T is a track circuit arranged at a location away from 4T by more than the train length.
[0072]
The L-CLR operates at a timing at which the end of the up train will have passed through the down warning section (AT). The L-CLR operates after a predetermined time has elapsed from the time when the up train passage determining means (RB-1TR) detects that the up train has entered the track circuit 1T at the end of the down warning section (BT). The blocking of the alarm operation by the alarm blocking means (BSR) is canceled. The L-CLR includes a slow-moving element, which is activated when the head of the upstream train enters 1T, and the passage of a correction time set in advance as the time required for the end of the train to finish entering 1T. Will work later. Therefore, if the train is running normally, the blocking of the alarm operation based on the standing line in the descending alarm section is canceled after a predetermined time has elapsed. Incidentally, when the up train is present in the down warning section for the L-CLR correction time or longer, the warning operation is performed due to the up train and the operation on the safe side is guaranteed.
[0073]
In the railroad crossing control based on the relay circuit shown in FIG. 1, uninterrupted / no-alarming due to the train approach / unauthorized short circuit cancellation after the track circuit unauthorized short circuit, which has occurred in the conventional control, is prevented. That is, it is possible to eliminate the problem that the operational state of {1} ASR is maintained until the BT advances of the upstream train by {2} BTR recovery in FIG. The {2} BTR restoration in the conventional level crossing control is an event caused by an up (L direction) train. At the time of this BTR restoration, “the left track circuit is operating” and “the right track circuit is restored”. In the case of BTR, “normal recovery in the R direction” is not established (RB-BTR in FIG. 1 is not recovered). As a result, the RB-BTR restoration, which is the advancing side track circuit condition of the ASR circuit, is effective only for the down train and is disabled for the up train.
[0074]
Further, the level crossing control based on the relay circuit shown in FIG. 1 prevents uninterrupted / non-alarming caused by continuing recovery of the track circuit after entering the train / alarming section, which occurred in the conventional control. That is, when the RB-6TR determines that the down train has finished passing through the up warning section and the R-CLR operates, the operation holding of the ASR is released. Further, when it is determined by the slow motion elements of RB-1TR and L-CLR that the up train has finished passing the down warning section, the operation holding of the BSR is released.
[0075]
In this way, after a train enters one alarm section, the normal operation of the previous train to the other alarm section prevents the alarm operation based on the train line in the other alarm section, and the other alarm section first Because it is judged that the train has finished passing and is released, even if the blocking of the alarm operation continues due to an improper short-circuit in the other alarm section, the next train arrives without interruption or alarm. The trouble that becomes is prevented.
[0076]
Next, safety evaluation in the centralized electronic level crossing control system 100 employing the level crossing control shown in FIG. 1 is shown by FTA (Fault Tree Analysis) in FIG. The left part of FIG. 6 shows the result of analyzing “no interruption / no alarm” as a top event, and the safety system “BT unauthorized entry detection” for the “AT unauthorized short circuit” (* 1 in the figure) that is the initiating event is shown. 1 indicates that the “BT uplift approach failure after the * 1” (* 2 in the figure) alone does not lead to the “BT illegal advance detection failure” event due to the safety enhancement measure (1) in FIG. Here, the time series of each event is in the order of * 1, * 2, * 3.
[0077]
The right part of FIG. 6 shows the result of analyzing “no interception / no alarm” as a top event, and the safety system “checkout detection” for the initiating event “BT operation impossible after entering the R direction train” It is added by the safety enhancement measure (3) in FIG. That is, it can be seen that the addition of the “AND gate” marked in the FTA of FIG. 6 is realized by the above-described safety enhancement measure. Thus, it can be seen that the application of the safety enhancement measure of the centralized electronic level crossing control system 100 is an effective means for improving the safety of the level crossing control.
[0078]
Thus, the train tracking function is improved by centrally configuring a plurality of level crossing control devices and a train detection track circuit for level crossings. In particular, by adopting the electronic level crossing control device and the “connection data method” in the centralized electronic level crossing control system 100, flexible logic construction becomes possible, and as a result, it is safe without increasing costs such as an increase in the number of signal relays. The improvement of the sex became possible. In addition, the configuration of centralized control of multiple railroad crossings has expanded and enhanced the resources for train tracking logic, making it easier to make decisions including the direction of the train. Furthermore, since it is possible to determine the traveling direction of a train alone without taking a direction condition such as a route lock from the outside, it is possible to accurately control a railroad crossing between stations.
[0079]
In the embodiment described above, the new train tracking logic and the train passage determination logic are applied to the electronic level crossing logic unit of the centralized electronic level crossing control system 100, but may be applied to a single level crossing control device. In addition, when applying new train tracking logic or train passage determination logic to other than railroad crossings, etc., it may be configured as an individual device for determining the recovery factor of the track circuit or a device for performing train passage determination individually. .
[0080]
【The invention's effect】
According to the track circuit recovery factor determination device, the railroad crossing control device using the same, and the centralized electronic level crossing control system according to the present invention, the recovery factor of one track circuit is determined based on the operation recovery state of both adjacent track circuits. Therefore, it is possible to accurately determine whether or not the normal recovery due to the approach of the train in a predetermined direction.
[0081]
Further, based on the above determination logic, only when it is determined that the recovery of the up warning section is due to the entry of the down train to the up warning section, the alarm operation due to the down train entering the up warning section is blocked. Also, the alarm operation by entering the down warning section of the up train is blocked only when it is determined that the recovery of the down warning section is due to the entering of the down warning section of the up train. As a result, the train does not enter the other alarm section after the track circuit of one alarm section is improperly short-circuited, and then no interruption / no alarm occurs when the previous improper short circuit is released. .
[0082]
In addition, according to the train passage determination device, the railroad crossing control device using the same, and the centralized electronic railroad crossing control system according to the present invention, it is possible to reliably confirm that a train traveling in a predetermined direction has passed a predetermined section. it can. In addition, since it is determined that the train has passed through the section in which the alarm operation is blocked and the alarm operation block is canceled, the alarm operation block can be canceled accurately. That is, even if unauthorized recovery continues in the other warning section after the train has advanced in one of the up and down warning sections, the train operation is judged to be complete and the warning action is canceled. It is prevented that there is no interception or no alarm when a train arrives.
[0083]
Furthermore, in the case of using a timepiece, the track circuit for judging the passage can be brought close to the alarm section or arranged at the end of the alarm section, and the passage confirmation can be accurately confirmed also at the end of the line section. It can be carried out.
[0084]
In a centralized electronic level crossing control system configured to commonly use track information obtained from a track circuit for controlling one level crossing as track information for controlling one or more other level crossings, for each level crossing Compared with the case where the track circuit is provided, the configuration of the track circuit can be simplified. In addition, by performing centralized control of a plurality of railroad crossings, it is possible to obtain standing line information from a wide range of track circuits, so that it is possible to appropriately determine whether or not a warning section has been passed.
[0085]
Further, a plurality of receivers for receiving the orbital circuit signal transmitted from the transmitter are arranged on at least one of the upstream side and the downstream side of the transmitter for one transmitter that transmits the orbital circuit signal. In the case where a plurality of track circuits are configured by sharing one transmitter, the number of transmitters can be reduced when determining a recovery factor that requires a large number of track circuits and determining whether a train has passed.
[0086]
Further, when the receiver arranged at the starting point or the ending point of the alarm operation of one railroad crossing detects the presence of the train, the second timer means for counting the elapse of a predetermined time is started, and the second timer means When it is determined that the train has reached the starting point of another railroad crossing alarm operation when the time has elapsed, the combination of the receiver placed at the end point and the second timer means It can serve as a receiver to be placed at the starting point of the level crossing. Thereby, the number of receivers can be reduced and the simplification of the track circuit configuration can be further advanced.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram showing a level crossing control logic performed by an electronic level crossing logic unit of a centralized electronic level crossing control system according to an embodiment of the present invention in the form of a relay circuit.
FIG. 2 is a block diagram showing a centralized electronic level crossing control system according to an embodiment of the present invention.
FIG. 3 is an explanatory diagram showing a level crossing arrangement and a crossing control track circuit arrangement in a single track section targeted by the centralized electronic level crossing control system according to the embodiment of the present invention;
FIG. 4 is an explanatory diagram showing train tracking logic used in the centralized electronic level crossing control system according to the embodiment of the present invention.
FIG. 5 is an explanatory diagram showing a comparison result of the determination result of the track circuit restoration factor in the train tracking logic used in the centralized electronic level crossing control system according to the embodiment of the present invention and the determination result in the conventional logic.
FIG. 6 is an explanatory diagram showing a risk event analysis result in the centralized electronic level crossing control system according to the embodiment of the present invention.
FIG. 7 is an explanatory diagram showing the level crossing control logic conventionally used in the form of a relay circuit.
[Explanation of symbols]
100 ... Centralized electronic level crossing control system
110 ... Track circuit
120 ... Railroad crossing equipment box
130 ... Electronic level crossing control device
140 ... AFO transceiver rack
150 ... I / O relay rack
160 ... Electric railroad crossing logic
161-163 ... first to third electronic level crossing logic units
201-210 ... level crossings

Claims

In a crossing control device that controls the crossing through which both the up and down trains travel on the same track,
An up warning instruction means, a down warning instruction means, an up train approach determining means, a down train approach determining means, an up warning blocking means, and a down warning blocking means;
The first track circuit existing at the end of the down warning section in the up warning section of the level crossing and the third track circuit existing at the end of the up warning section of the down warning section are adjacent in the cross section or They are arranged so that parts of each other overlap.
The up warning instruction means is for issuing a warning action execution instruction while a train line is detected in the track circuit of the up warning section,
The down warning instruction means is to issue an instruction to execute an alarm operation while a train line is detected in the track circuit of the down warning section,
The ascending train approach determination means is a track circuit recovery factor determination device, and includes an inspection means and a determination means, and the inspection means is adjacent to one of the track circuits A when a predetermined track circuit A is recovered. The track circuit B and the track circuit C adjacent to the other of the track circuit A are inspected for recovery of operation, and the determination means determines that the track circuit B is restored and the test result by the test means is When the track circuit C is in operation, the track circuit A in the track circuit recovery factor determination device that determines that the recovery of the track circuit A is due to the train entering the track circuit A from the track circuit B is the third track. and circuitry, the orbital circuit B and the first track circuit, said fourth track circuit adjacent to opposite sides of said first track circuit of the third track circuits be one obtained by the orbit circuit C the 3-track circuit That the on-rail detection is intended to determine whether due downlink alarm section enters the up train,
The down warning prevention means is that the up train approach determining means detects an on-line detection in the third track circuit while the up warning instruction means issues an execution instruction of the warning action by entering a down warning section of the up train. When it is determined, the output of the execution instruction by the down warning instruction means is blocked until no train is detected in the down warning section,
The downlink train entry judging means, a track circuit A in the track circuit recovery factor determination device and the first track circuit, the orbital circuit B and the third track circuit, the third track circuit of the first track circuit It is intended to determine whether or not opposite the second track circuit-rail detects the downlink train up alarm section enters in the first track circuit be one obtained by the orbit circuit C the adjacent side and,
The ascending warning prevention means is based on the approach of the descending train entering the ascending warning section when the descending train approach determining means detects the standing line in the first track circuit while the descending alarm instructing means issues an instruction for executing the alerting action. When it is determined that, the railroad crossing control device is configured to block the output of the execution instruction by the ascending alarm instruction means until no train is detected in the ascending alarm section.

In the train passage determination device for confirming that the train traveling in the predetermined direction has passed through the warning section of the crossing through which both the up and down trains travel on the same track ,
A predetermined track circuit A is arranged at a position separated from the end of the section on the traveling direction side of the train by at least the train length of the train toward the traveling direction side of the train, and the traveling direction of the train of the track circuit A The track circuit C is disposed adjacent to the side, the track circuit B is disposed adjacent to the other side of the track circuit A,
It is provided with a standing line inspection means and a train passage determination means,
The presence line inspecting means is for inspecting the operation recovery state of the track circuit B and the track circuit C when the track circuit A is recovered,
The train passage determination means determines that the inspection result by the presence line inspection means determines that the train has finished passing the section when the track circuit B is restored and the track circuit C is operating. A train passage judging device characterized by the above.

In the train passage determination device for confirming that the train traveling in the predetermined direction has passed through the warning section of the crossing through which both the up and down trains travel on the same track ,
A predetermined track circuit A is arranged at a position away from an end of the section on the traveling direction side of the train by a distance shorter than the train length of the train toward the traveling direction side of the train, and the train of the track circuit A The track circuit C is disposed adjacent to the traveling direction side, the track circuit B is disposed adjacent to the other side of the track circuit A,
A standing line inspection means, a timer means, and a train passage determination means,
The timer means measures a predetermined correction time that is longer than the time required for the end of the train to pass through the section after the train arrives at the place where the track circuit A is disposed,
The presence line inspecting means is for inspecting the operation recovery state of the track circuit B and the track circuit C when the track circuit A is recovered,
The train passage determination means starts the timer means when the inspection result by the presence line inspection means indicates that the track circuit B is restored and the track circuit C is in operation, and the timer means has finished counting the correction time. When the train has passed the section, it is determined that the train has passed.

In the train passage determination device for confirming that the train traveling in the predetermined direction has passed through the warning section of the crossing through which both the up and down trains travel on the same track ,
The track circuit A is arranged at the end of the section in the traveling direction of the train, the track circuit B is arranged adjacent to the inner side of the section of the track circuit A,
A standing line inspection means, a timer means, and a train passage determination means,
The timer means measures a predetermined correction time that is longer than the time required for the end of the train to pass through the section after the train arrives at the place where the track circuit A is disposed,
The presence line inspecting means is for inspecting the operation recovery state of the track circuit B when the track circuit A is recovered,
The train passage determination means activates the timer means when the inspection result by the presence line inspection means is restoration of the track circuit B, and when the timer means finishes counting the correction time, the train A train passage determination device, characterized in that it is determined that the vehicle has passed.

In a crossing control device that controls the crossing through which both the up and down trains travel on the same track,
An up warning blocking means, a down warning blocking means, an up train passage determination means, a down train passage determination means, an up warning blocking cancellation means, and a down warning blocking cancellation means;
The up warning blocking means is for blocking execution of an alarm operation based on the presence of a train in the up warning section after a down train has passed through the down warning section,
The down warning blocking means is for blocking the execution of an alarm operation based on the detection of the presence of a train in the down warning section after the up train has passed through the up warning section,
The down train passage determination means is the train passage determination device according to any one of claims 2 to 4, and determines whether or not the down train has passed through the up warning section.
The up train passage determination means is the train passage determination device according to any one of claims 2 to 4, and determines whether or not the up train has passed through the down warning section.
The up warning blocking cancellation means is for releasing the blocking of the warning operation by the up warning blocking means when the down train passage determining means determines that the down train has passed through the rising warning section,
The descending alarm blocking cancellation means cancels the blocking of the alarm operation by the descending alarm blocking means when the ascending train passage determining means determines that the ascending train has passed through the descending alarm section. Level crossing control device.

In a crossing control device that controls the crossing through which both the up and down trains travel on the same track,
Ascending warning instruction means, descending alarm instruction means, ascending train approach determining means, descending train approach determining means, ascending alarm blocking means, descending alarm blocking means, ascending train passage determining means, and descending train passage determining means And an up warning blocking cancellation means and a down warning blocking cancellation means,
The first track circuit existing at the end of the down warning section in the up warning section of the level crossing and the third track circuit existing at the end of the up warning section of the down warning section are adjacent in the cross section or They are arranged so that parts of each other overlap.
The up warning instruction means is for issuing a warning action execution instruction while a train line is detected in the track circuit of the up warning section,
The down warning instruction means is to issue an instruction to execute an alarm operation while a train line is detected in the track circuit of the down warning section,
The ascending train approach determination means is a track circuit recovery factor determination device, and includes an inspection means and a determination means, and the inspection means is adjacent to one of the track circuits A when a predetermined track circuit A is recovered. The track circuit B and the track circuit C adjacent to the other of the track circuit A are inspected for recovery of operation, and the determination means determines that the track circuit B is restored and the test result by the test means is When the track circuit C is in operation, the track circuit A in the track circuit recovery factor determination device that determines that the recovery of the track circuit A is due to the train entering the track circuit A from the track circuit B is the third track. and circuitry, the orbital circuit B and the first track circuit, said fourth track circuit adjacent to opposite sides of said first track circuit of the third track circuits be one obtained by the orbit circuit C the 3-track circuit That the on-rail detection is intended to determine whether due downlink alarm section enters the up train,
The down warning prevention means is that the up train approach determining means detects an on-line detection in the third track circuit while the up warning instruction means issues an execution instruction of the warning action by entering a down warning section of the up train. When it is determined that the output of the execution instruction by the down warning instruction means is blocked,
The up train passage determination means is the train passage determination device according to any one of claims 2 to 4 , and determines whether or not the up train has passed through the down warning section.
The down warning prevention release means is to release the prevention of the alarm operation by the down warning prevention means when the up train passage determination means determines that the up train has passed through the down warning section,
The downlink train entry judging means, a track circuit A in the track circuit recovery factor determination device and the first track circuit, the orbital circuit B and the third track circuit, the third track circuit of the first track circuit It is intended to determine whether or not opposite the second track circuit-rail detects the downlink train up alarm section enters in the first track circuit be one obtained by the orbit circuit C the adjacent side and,
The ascending warning prevention means is based on the approach of the descending train entering the ascending warning section when the descending train approach determining means detects the standing line in the first track circuit while the descending alarm instructing means issues an instruction for executing the alerting action. When it is determined, the output of the execution instruction by the up warning instruction means is blocked,
The down train passage determination means is the train passage determination device according to any one of claims 2 to 4 , and determines whether or not the down train has passed through the up warning section.
The ascending warning blocking cancellation means cancels the blocking of the alarming action by the ascending warning blocking means when the descending train passage determining means determines that the descending train has passed through the rising warning section. Level crossing control device.

In a centralized electronic level crossing control system that centrally controls a plurality of level crossings arranged in a predetermined section,
Centralized control means for controlling each of the plurality of level crossings as a level crossing control device according to any one of claims 1 , 5 , 6 ,
The centralized control means commonly uses existing line information from a track circuit for controlling one level crossing as existing line information for controlling one or more other level crossings. .

A plurality of receivers for receiving an orbital circuit signal transmitted from the transmitter are arranged at least on one of the upstream side and the downstream side of the transmitter for one transmitter that transmits an orbital circuit signal. The train passage determination device according to claim 2 , 3 or 4 , wherein a plurality of track circuits are configured also as a transmitter.

A plurality of receivers for receiving an orbital circuit signal transmitted from the transmitter are arranged at least on one of the upstream side and the downstream side of the transmitter for one transmitter that transmits an orbital circuit signal. crossing control device according to claim 1, 5 or 6, characterized in that also serves as a transmitter configured multiple track circuits.

A plurality of receivers for receiving an orbital circuit signal transmitted from the transmitter are arranged at least on one of the upstream side and the downstream side of the transmitter for one transmitter that transmits an orbital circuit signal. 8. The centralized electronic level crossing control system according to claim 7 , wherein a plurality of track circuits are configured also as a transmitter.

When a receiver arranged at the starting or ending point of the alarm operation of one railroad crossing detects a train on-line, the second timer means that starts elapse of a predetermined distance correction time is activated, and the second timer means The centralized electronic level crossing control system according to claim 10, wherein when the distance correction time has been counted, it is determined that the train has reached a starting point of another railroad crossing alarm operation.