JP6579702B2 - Train detection device at level crossings - Google Patents

Description

  The present invention relates to a railroad crossing detection device that detects the approach and departure of a train at a railroad crossing, and relates to a train detection device at a railroad crossing.

  On the railroad track, a rail that the train runs is laid. On the track, there are railroad crossings where necessary, such as where it crosses the road. The railroad crossing is for ensuring safety when the train passes, so it is detected that the train has approached the railroad crossing, the circuit breaker etc. is activated and the train has been separated and the circuit breaker etc. Is released.

  At this time, if the approach of the train cannot be reliably detected, the breaker cannot be operated. Of course, it is not preferable for the train to pass the railroad crossing without operating the circuit breaker. Alternatively, if it is not possible to reliably detect the departure of the train, the circuit breaker remains in operation, so that it is impossible to cross the road crossing the railroad forever. This state is also not preferable from the viewpoint of ensuring safety.

  For this reason, a crossing detection device that can reliably detect approaching and leaving of a train at a crossing is important.

  A train that runs on a rail that constitutes the track can run on the track by rotating the train wheel against the rail. The wheels are made of ferrous metal and the rails are also made of iron metal. For this reason, a detector that detects that a wheel has come into contact with a predetermined position on the rail before and after the railroad crossing is mounted, and a detection device that detects that a train wheel has reached the predetermined position is used.

  When the wheel of the train and the rail come into contact, the wheel and the rail are electrically connected. Further, one wheel is provided on each side by the axle. As a result, the two wheels are connected to the two wheels and the axle, and a closed circuit is formed between the rail, the wheel, and the axle. That is, the formation of this closed circuit causes the wheel and the rail to be short-circuited at a predetermined position. The detector includes a relay or the like, and the relay detects a short circuit. If the relay detects a short circuit, the relay notifies the control unit that controls the crossing. In response to this notification, the control unit executes a predetermined operation such as blocking the level crossing. By such a detection device, the approach and departure of a train at a level crossing is detected, and a level crossing operation including safety measures is realized.

  Here, the detection device at the level crossing is installed at two points: a starting point for operating the level crossing when the train approaches the level crossing and an end point for releasing the operation of the level crossing when the train leaves the level crossing. There is a need.

  Technical proposals have been made on detection devices that detect trains at such level crossings (see, for example, Patent Document 1).

JP 2013-95151 A

  Patent Document 1 discloses that the train detection at the end point BDC (or DDC) and the train detection at the extension point BBDC (or DDDC) are performed by switching the connection destination of the switching circuit unit 56 under the control of the switching control unit 55. The end crossing controller 22 (or 24) for the end point is performed in a time-sharing manner, and in the output forming unit 57, the fault detection mask section is a section of the train detection length of the conventional short end point BDC (or DDC). From there, it will be expanded to a wide section that extends from entering the train to the new extension point BBDC (or DDDC) and entering the train from the end point BDC (or DDC). Similarly, there is disclosed a railroad crossing safety device that selects connection destinations set on both sides of a railroad crossing in a single track section according to the train operation direction and stops the alarm when the train has passed the railroad crossing.

  Patent Document 1 discloses a technology that utilizes both a start point and an end point in crossing detection.

  However, an electrical short circuit between the wheel and the rail serves as a base point in detecting the approach or departure of a train at a railroad crossing. When it is insufficient to electrically connect the wheel and the rail, there is a problem that even a railroad crossing safety device as in Patent Document 1 cannot detect the approach of a train.

  The rail is made of iron metal, but it is installed outdoors, so it tends to rust on the surface due to climate and aging. When this rust is generated, even if the wheel and the rail come into contact with each other, it is difficult to electrically short-circuit. This is because rust hinders electrical conduction.

  In particular, if the rail is a rail track on which trains run one after another at intervals of several minutes, the surface of the rail is scraped off by wheels and rust is unlikely to remain. If it is a commuter train in an urban area, it is difficult to leave rust on the rail surface in this way. However, rails on tracks (eg along the coastline) that are few tracks or are installed in climatic land are prone to rust, and more likely to remain.

  Thus, in the state where the rail surface is rusted, even if the wheel reaches a predetermined position on the rail, the wheel and the rail cannot be short-circuited. If the short circuit cannot be performed, it becomes difficult for the train detection devices provided before and after the railroad crossing to detect the approaching and leaving of the train, and it is difficult to accurately operate the railroad crossing.

  In order to cope with the difficulty in short-circuiting the wheel and the rail due to such rust on the rail surface, rail plating is performed on the rail. In rail plating, a part of the rail surface is cut along the extending direction of the rail to form a groove. The groove is filled with a predetermined conductive metal material. The filled conductive metal material has a high durability against rust and the like, and hardly loses its conductivity. By providing the conductive metal material on the rail surface, it is possible to reliably cause a short circuit between the wheel and the rail.

  A conductive metal material used for rail plating uses a material such as silver (or copper). By being formed from a material such as silver (or copper), it is highly resistant to deterioration such as rust while realizing high conductivity. By such rail plating, the train wheel and the rail are reliably conducted and short-circuited at predetermined positions before and after the railroad crossing. By the short circuit, the railroad crossing detection device can reliably detect approaching and leaving of the train.

  On the other hand, rail plating is expensive because it is a conductive metal material using a material such as silver. In addition to high material costs, rail plating needs to be applied to the laid rail, and the construction cost tends to be high. For this reason, it is not realistic to apply rail plating to all the rails.

  Of course, not all of the rails, but if rail plating is applied to a very wide area before and after a railroad crossing, the reliability of train detection increases. However, in this case as well, the material cost and construction cost of rail plating are increased, which is not realistic in terms of cost or maintenance cost after construction.

  For this reason, it is necessary to apply rail plating in an optimum range, which is a part necessary for operating and releasing the level crossing at the level crossing. The optimum range in which the rail plating is performed can be considered based on the time during which the operation of the detector for detecting the approaching and leaving of the train at the railroad crossing can be reliably performed.

  In other words, in order to reliably detect the approach and departure of a train at a railroad crossing, there is a need for a train detection device at a railroad crossing with rail plating that is based on the time for which the operation of the detector is performed reliably while optimizing cost effectiveness. is there.

  An object of the present invention is to provide a train detection device at a railroad crossing that optimizes a rail plating construction range that can reliably detect the approach and departure of a train at a railroad crossing while optimizing the cost effectiveness of rail plating.

In view of the above problems, the train detection device at a railroad crossing according to the present invention includes the first rail plating applied to the first section corresponding to the starting point of the railroad crossing in the rail,
A first detector for detecting at least one of an alarm start and an operation end at a crossing ;
Second rail plating applied to the second section corresponding to the end point of the level crossing and third rail plating applied to the third section;
A second detector for detecting an alarm stop at a level crossing,
The first detector measures a starting point short circuit time which is a conduction time between the first rail plating and the train wheel,
The starting point short circuit time is not less than the first predetermined value,
The first predetermined value is based on the required operation time of the first detector,
The length of the first section is-out based on that the start point short time is equal to or more than the first predetermined value,
The second detector measures an end-point short-circuit time in which the train wheel conducts with at least one of the second rail plating and the third rail plating ,
The second detector measures an end point short-circuit time in which the train wheel is not conductive with either the second rail plating or the third rail plating.
The end point short circuit time is equal to or greater than the second predetermined value,
The end point non-short circuit time is equal to or less than the third predetermined value.

  The train detection device at a level crossing according to the present invention can reliably detect the approach of a train at a predetermined position before and after a level crossing while minimizing rail plating materials and construction costs. In particular, even when the track is a single line and the train travels in both directions on the same rail, the approach of the train can be reliably detected.

  Moreover, the train detection device at a level crossing according to the present invention can reliably detect the departure of a train at a predetermined position before and after the level crossing. After the approach of the train is detected and the railroad crossing is activated, the crossing can be reliably stopped.

  The train detection device at a railroad crossing is rail-plated in a range that optimally corresponds to the start point and the end point before and after the crossing. For this reason, in addition to high accuracy of train detection, the necessary range of rail plating is minimized. For this reason, the cost concerning rail plating can be minimized.

It is a schematic diagram which shows the whole structure of a level crossing. It is a schematic diagram of the whole train detection apparatus in Embodiment 2 of this invention. 1 is a perspective view of a rail plated rail according to Embodiment 1 of the present invention. It is a schematic diagram with the rail in Embodiment 1 of this invention, and the train which drive | works near starting point. It is a schematic diagram of the wheel which passes 1st rail plating in Embodiment 1 of this invention. It is a schematic diagram which defines the length of the 1st area in Embodiment 1 of this invention. It is explanatory drawing which shows the detection of the non-short-circuit state in the 1st detector in Embodiment 1 of this invention. It is explanatory drawing which shows the detection of the short circuit state in the 1st detector in Embodiment 1 of this invention. It is a schematic diagram of the train detection apparatus in Embodiment 2 of this invention. It is a schematic diagram which shows the short circuit state in the end point in Embodiment 2 of this invention. It is a schematic diagram which shows the state which the train started approaching to the final point in Embodiment 2 of this invention. It is a schematic diagram which shows the state which the train approached to the final point in Embodiment 2 of this invention. It is a schematic diagram which shows the state which the front wheel removed from the 2nd rail plating in Embodiment 2 of this invention. It is a schematic diagram which shows the state in which all of the wheels in Embodiment 2 of this invention are not contacting rail plating. It is a schematic diagram which shows the state which the wheel of the back trolley | bogie in Embodiment 2 of this invention is contacting 2nd rail plating. It is a schematic diagram which shows immediately before the wheel of the back trolley | bogie in Embodiment 2 of this invention leaves | separates from 3rd rail plating. It is a schematic diagram which shows the state which the wheel of the back trolley | bogie in Embodiment 2 of this invention completely removed from the 3rd rail plating. It is a schematic diagram which shows the state of the final point through which the train in Embodiment 3 of this invention passes. It is a schematic diagram which shows the relationship of each area in the end point in Embodiment 3 of this invention.

A train detection apparatus at a railroad crossing according to a first aspect of the present invention includes a first rail plating applied to a first section corresponding to a starting point of a railroad crossing in the rail,
A first detector for detecting at least one of an alarm start and an operation end at a railroad crossing,
The first detector measures a starting point short circuit time which is a conduction time between the first rail plating and the train wheel,
The starting point short circuit time is not less than the first predetermined value,
The first predetermined value is based on the required operation time of the first detector,
The length of the first section is based on the fact that the starting point short circuit time is equal to or longer than the first predetermined value.

  With this configuration, the train detection device can detect the proximity to and departure from the railroad crossing at the starting point by rail plating at the lowest cost.

  In the train detection device at a level crossing according to the second aspect of the present invention, in addition to the first aspect, the first predetermined value is 200 milliseconds.

  With this configuration, the train detection device can detect the train while ensuring the starting point short-circuit time in accordance with the operation required time of the first detector.

In the train detection device at a railroad crossing according to the third invention of the present invention, in addition to the second invention, the length of the first section is X, the distance between the axles of the train carriage is D, and the train speed is V. ,
(X + D) / V> 200 msec (Equation 1)
Defines the length of the first interval.
With this configuration, the train detection device can detect the train while ensuring the starting point short-circuit time in accordance with the operation required time of the first detector. In particular, it can be reliably detected in consideration of the train speed.

  In the train detection device at a level crossing according to the fourth aspect of the present invention, in addition to any of the first to third aspects, the starting point detects at least one of an alarm start at a level crossing and an operation end at a level crossing. It is a part to do.

  With this configuration, the train detection device can reliably perform the crossing operation required at the starting point.

In the train detection device at a level crossing according to the fifth aspect of the present invention, in addition to any one of the first to fourth aspects, the second rail applied to the second section corresponding to the end point of the level crossing in the rail. Plating and third rail plating applied to the third section;
A second detector for detecting an alarm stop at a railroad crossing,
The second detector measures an end-point short-circuit time in which the train wheel conducts with at least one of the second rail plating and the third rail plating,
The second detector measures an end point short-circuit time in which the train wheel is not conductive with either the second rail plating or the third rail plating.
The end point short circuit time is equal to or greater than the second predetermined value,
The end point non-short circuit time is equal to or less than the third predetermined value.

  With this configuration, the train detection device can reliably detect a train even at the end point by rail plating with the minimum cost.

  In the train detection apparatus at a level crossing according to the sixth invention of the present invention, in addition to the fifth invention, the second detector has a part of the train riding on either the second section or the third section. The end point short circuit time is measured only during the period.

  With this configuration, a train in a place unrelated to the railroad crossing is not detected as a short circuit.

  In the train detection device at a level crossing according to the seventh invention of the present invention, in addition to the fifth or sixth invention, the second detector is a short circuit at the end point based on all the wheels included in the train to be detected. Measure time and end point non-short circuit time.

  With this configuration, the end point short circuit can be detected using a plurality of connected trains as one unit. As a result, there is no false detection such as the train leaving even though the train is still present at the railroad crossing.

  In the train detection device at a railroad crossing according to the eighth aspect of the present invention, in addition to any of the fifth to seventh aspects, the second predetermined value is based on the required operation time of the second detector.

  With this configuration, the train detection device can detect the train at the end point according to the required operation time. As a result, a sufficient time can be secured until the operation of the second detector is established.

  In the train detection apparatus at a level crossing according to the ninth aspect of the present invention, in addition to the eighth aspect, the second predetermined value is 300 milliseconds.

  With this configuration, train detection can be performed while sufficiently ensuring the operation establishment time of the relay circuit and the like included in the second detector.

  In the train detection device at a level crossing according to the tenth aspect of the present invention, in addition to any of the fifth to ninth aspects, the third predetermined value is an operation maintaining time during which the second detector can maintain the operation. Based.

  With this configuration, even if the train wheel is out of either the second rail plating or the third rail plating, the detection state of the second detector is not canceled. As a result, even if the rail plating at the end point is separated, the detection of the train is not dropped.

  In the train detection device at a level crossing according to the eleventh aspect of the present invention, in addition to the tenth aspect, the third predetermined value is 1.5 seconds.

  With this configuration, the train detection is not overlooked in a state in which the operation maintenance time of the relay circuit and the like provided in the second detector is secured.

In the train detection apparatus at a railroad crossing according to the twelfth aspect of the present invention, in addition to the eleventh aspect, the rail portion between the second section and the third section that is not subjected to rail plating is a non-first rail. Plating section,
The rail portion between the third section and the end of the control section and not subjected to rail plating is the second non-plating section,
The train has a first cart that is a front cart and a second cart that is a rear cart,
The period during which the first carriage is in contact with the second section is 300 milliseconds or more,
The period during which the first carriage is in contact with the first non-plating section is 1.5 seconds or less,
The period during which the first carriage is in contact with the third section or the second carriage is in contact with the second section is 300 milliseconds or more,
The period during which the first carriage is in contact with the second non-plating section and the second carriage is in contact with the first non-plating section is 1.5 seconds or less,
The period during which the second carriage is in contact with the third section is 300 milliseconds or more.

  With this configuration, the train detection device can reliably detect the train while minimizing the cost of rail plating at the end point.

In the train detection device at a level crossing according to the thirteenth aspect of the present invention, in addition to any of the fifth to twelfth inventions, the length of the second section and the third section is A,
The distance between the axles of the carriage is D,
The interval between the second section and the third section is Y,
If the distance between the front wheel of the front carriage and the front wheel of the rear carriage is Z,
2A + Y + D>Z> Y-D
It is.

  With this configuration, the train detection device can reliably detect the train while minimizing the cost of rail plating at the end point.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Overall structure of level crossing)
First, the overall structure of the railroad crossing on the track will be described. FIG. 1 is a schematic diagram showing the overall structure of a railroad crossing. Rails are laid on the tracks. A crossing where this rail intersects with a road is a railroad crossing.

  At a railroad crossing, when a train approaches, an alarm sounds and the breaker goes down. When the train moves away, the alarm is stopped and the breaker goes up. Alarms sound in response to the proximity of the train and the circuit breaker gets off, so that people and vehicles can be prevented from entering the track from the road, and of course safety at the railroad crossing is maintained. In addition, the alarm ringing ends and the circuit breaker goes up in accordance with the departure of the train, so that traffic of people and vehicles at the crossing can be resumed and traffic can be maintained.

  Here, in the rail, a starting point is provided at a part where the alarm sounding at the crossing is started and the crossing operation is ended. Here, a starting point B and a starting point D are provided on both sides of the railroad crossing. If the track is a single track, both the up and down trains will run on the same rail.

  For this reason, in FIG. 1, each of the train that runs in the traveling direction from the left side to the right side and the train that runs from the right side to the left side uses the same rail.

  For a train running in the direction of travel from the left side to the right side, the train is detected at the starting point B and the crossing operation is started. That is, the alarm is sounded assuming that the train is approaching the railroad crossing. When a train running in the direction of travel from the left side toward the right side is detected at the starting point D, it is assumed that the train has left the level crossing and the crossing operation is terminated.

  Conversely, a train that runs in the direction of travel from the right side to the left side is detected at the starting point D as being close to the railroad crossing. By the detection at the starting point D, a crossing operation is started and an alarm starts sounding. Further, when the vehicle travels past the railroad crossing and is detected at the starting point B, the operation of the railroad crossing is terminated, assuming that the train has left the railroad crossing.

  The railroad crossing has an end point C. The end point C detects the state in which the train close to the level crossing passes the level crossing, and ends the alarm. The end point C is detected in the same manner whether the train travels from the left to the right or the train travels from the right to the left. Based on this detection, it is determined that the train is passing the railroad crossing, and a trigger to end the alarm is generated. When the alarm is finished, the railroad crossing operation is terminated and the traffic is resumed together with the release of the circuit breaker at the starting point.

  In this way, a railroad crossing detects the proximity of a train, starts a railroad crossing ringing, starts a railroad crossing operation such as the start of a breaker, detects the departure of a train, and completes the crossing operation such as the release of a breaker The vehicle has a starting point for performing the operation, and an end point for detecting the passage of the train crossing and terminating the alarm.

(Train detection at starting point)
A train detection device (hereinafter referred to as “train detection device”) at a railroad crossing in the first embodiment will be described. FIG. 2 is a schematic diagram of the entire train detection apparatus according to Embodiment 2 of the present invention. Each of the start point B and the start point D is different in that it generates a trigger for the start of the crossing operation or the end of the crossing operation depending on the traveling direction of the train (from left to right or from right to left). To do. However, since the configurations at the starting point B and the starting point D are the same, the description will be made assuming that the starting point B and the starting point D are the same starting point.

  The train detection device 1 includes a first rail plating 3 applied to the first section 2 on the rail corresponding to the starting point B (D), and a first detector 4.

  The first rail plating 3 is applied to the first section 2 corresponding to the starting point B. That is, the first rail plating 3 is provided on a portion of the rail that is the first section 2. The first detector 4 detects at least one of an alarm start at a level crossing and an end of a level crossing operation. If the traveling direction of the train is from the left side to the right side, the first detector 4 provided at the starting point B detects the start of alarm, and the first detector 4 provided at the starting point D detects the end of the crossing operation.

  When the traveling direction of the train is reversed, the first detector 4 provided at the starting point B detects the end of the crossing operation, and the first detector 4 provided at the starting point D detects the start of the alarm. That is, the first detector 4 provided at each of the starting point B and the starting point D detects either the alarm start only, the operation end only, or both depending on whether the line is a single line or a double line. That is, the first detector 4 detects at least one of alarm start and level crossing operation end.

  FIG. 3 is a perspective view of a rail-plated rail according to Embodiment 1 of the present invention. A groove 31 is formed in the top of the rail 10. An alloy containing silver or copper as a component is welded to the groove 31. Rail welding is performed by this welding. When applied to the first section 2 of the rail 10, the first rail plating 3 is formed. The first rail plating 3 is formed at the starting points B and D in FIG.

  FIG. 4 is a schematic diagram of the rail and the train traveling in the vicinity of the starting point in the first embodiment of the present invention. The train 20 travels on the rail 10. At the starting point B (D), the first rail plating 3 is applied to the rail portion corresponding to the first section 2.

  The train 20 includes a carriage 21 under the main body. The carriage 21 includes wheels 22 that run in contact with the rail 10. In many cases, one carriage 21 is provided at the front and rear of the main body of the train 20.

  In the 1st area 2, the 1st rail plating 3 is given and the wheel 22 can contact the 1st rail plating 3 according to the run position. As described above, the first rail plating 3 maintains conductivity. The wheel 22 is also formed of a conductive material. For this reason, when the wheel 22 and the first rail plating 3 are in contact with each other, the conductive state is established. After a certain wheel 22 starts to contact the end of the first rail plating 3, the conductive state is maintained until the same wheel 22 comes off from the opposite end of the first rail plating 3. In this conductive state, the train 20 and the rail 10 are short-circuited. This short-circuiting time is the starting point short-circuiting time.

  The first detector 4 detects that the wheel 22 and the first rail plating 3 are in contact with each other and are in a conductive state. More specifically, the starting point short circuit time, which is the conduction time, is measured.

  For this reason, the starting point short circuit time is determined by the length of the first rail plating 3. The first detector 4 includes a relay circuit and the like, and the relay circuit operates according to the conductive state due to the contact between the wheel 22 and the first rail plating 3. By the operation of the relay circuit, the first detector 4 can detect that the train 20 has entered the first rail plating 3. This detection is detection of the train 20 at the starting points B and D.

  Here, the relay circuit included in the first detector 4 requires a certain time to establish its operation. This fixed time is a time required for operation, and if the conductive time between the wheel 22 and the first rail plating 3 is not longer than the time required for this operation, a relay circuit (a relay element that performs direct detection or a direct connection) One or a plurality of relay elements such as a control relay element that guarantees detection, and other elements and circuits necessary for this) cannot be established. If it cannot establish, the 1st detector 4 cannot detect the train 20 reliably.

  For this reason, the starting point short circuit time is equal to or longer than the first predetermined value. This first predetermined value is based on the required operation time of the first detector 4 (required operation time of the relay circuit). The starting point short circuit time uses the length of the first rail plating 3 as one parameter. That is, the length of the first rail plating 3 needs to be able to correspond to the required operation time during which the first detector 4 can reliably detect the train 20.

  For this reason, the length of the 1st area 2 where the 1st rail plating 3 is given is defined based on starting point short circuit time becoming more than the 1st predetermined value.

  In this way, the train detection device 1 detects the first rail plating 3 applied to the first section 2 corresponding to the starting points B and D, and the conduction between the first rail plating 3 and the train 20, thereby The first detector 4 is provided for detecting at least one of the alarm start and the operation end. The first detector 4 detects the conduction between the first rail plating 3 and the train 20 and performs a detection operation for establishing at least one of alarm start and operation end. This detection operation has a necessary operation time.

  The length of the 1st area 2 where the 1st rail plating 3 is given is defined based on this operation required time. At this time, the starting point short-circuit time in which the first rail plating 3 and the wheel 22 of the train 20 are conducting is equal to or longer than the operation required time of the first detector 4. For this reason, the length of the 1st area 2 to which the 1st rail plating 3 is given should just be the length from which a starting point short circuit time becomes the operation required time of the 1st detector 4. FIG. By having this length, the operation at the first detector 4 is reliably established for the starting point short-circuit time in which the wheel 22 contacts and conducts in the first rail plating 3.

  As a result, the first detector 4 can reliably start an alarm such as the alarm ringing at a railroad crossing accompanying the proximity of the train 20. Alternatively, the first detector 4 can reliably complete the operation at the railroad crossing accompanying the departure of the train 20.

  The train detection device 1 in the first embodiment has the above-described configuration and function at the starting points B and D.

  FIG. 5 is a schematic diagram of a wheel passing through the first rail plating in the first embodiment of the present invention. FIG. 5 shows a situation where one carriage 21 provided on a train 20 passes through the first rail plating 3 from the left side to the right side.

  One cart 21 runs on the rail 10. At this time, the front wheel 22 </ b> A of the carriage 21 first reaches the first rail plating 3. The wheel 22A reaches the left end of the first rail plating 3 and enters the first rail plating 3 as it is. When the wheel 22A reaches the left end of the first rail plating 3, the first rail plating 3 and the train 20 are in a conductive state. That is, the 1st rail plating 3 will be in a short circuit state.

  Next, as the carriage 21 travels, the wheels 22 </ b> A come out of the first rail plating 3. However, even in this state, the wheel 22 </ b> B that is the rear wheel of the carriage 21 is still on the first rail plating 3. Proceeding further and reaching the state as shown on the right side of FIG. 5, the wheel 22B is in a final state riding on the right end of the first rail plating 3. The state from the left side state of FIG. 5 to the right side state, from the state in which the wheel 22A begins to contact the first rail plating 3, to the state in which the wheel 22B leaves the first rail plating 3, is the starting point short circuit time. .

  If this starting point short-circuit time is equal to or longer than a first predetermined value that is a time required for operation of the first detector 4, the first detector 4 can reliably detect the train 20. Since the starting points B and D are parts for detecting at least one of the alarm start at the level crossing and the operation end of the level crossing, the first detector 4 generates a reference for the required operation at the starting points B and D. it can.

(First predetermined value)
The first predetermined value is 200 milliseconds as an example. 200 ms is an example calculated from the required operation time of the first detector 4. The first detector 4 often includes a relay circuit that detects a short circuit. 200 milliseconds can be calculated from the time required for this relay circuit to detect and switch to a short circuit.

  Of course, the first predetermined value may be defined by a value other than 200 milliseconds according to the required operation time required for the operation of the first detector 4.

(Definition of the length of the first section)
The length of the 1st area 2 is based on the starting point short circuit time being more than the 1st predetermined value as above-mentioned. At this time, it is also possible to define the length of the first section 2 based on FIG. FIG. 6 is a schematic diagram defining the length of the first section in the first embodiment of the present invention.

  If the length of the first section 2 is X (m), the distance between axles of the carriage 21 is D (m), and the speed of the train 20 is V (km / h),

  (X + D) / V> 200 msec (Equation 1)

  Defines the length of the first section 2.

  According to Equation 1, the length of the first section 2 is determined in consideration of the speed of the train 20, and accordingly, the length of the first section 2 is reliably set according to the difference in the speed of the train 20. The The starting point short-circuiting time during which the wheel 22 passes through the first section 2 and is kept in contact may be equal to or longer than the first predetermined value. Since this starting point short-circuiting time can vary depending on the speed V of the train 20, it is also preferable that the length X of the first section 2 is determined by Equation 1 in consideration of this speed V.

  Since the length X of the first section 2 is determined by this equation 1, the train detection device 1 is surely configured at the start points B and D in consideration of the start point short-circuit time that can vary depending on the speed V of the train 20. The train 20 can be detected.

(Operation of the first detector)
As described above, the first detector 4 detects a short circuit at the starting point due to the contact between the first rail plating 3 and the wheel 22. Of course, when the wheel 22 is not in contact with the first rail plating 3, the first detector 4 detects that there is no short circuit at the starting point.

  FIG. 7 is an explanatory diagram showing detection of a non-short-circuit state by the first detector according to Embodiment 1 of the present invention. In FIG. 7, the train 20 has not entered the first section 2 at the starting point. Naturally, the wheel 22 is not in contact with the first rail plating 3 in the first section 2.

  In the first detector 4, the relay circuit switches between the saddle and the fall due to a starting point short circuit due to the contact between the first rail plating 3 and the wheel 22. In FIG. 7, since it is a non-short circuit state at the starting point, the first detector 4 is in a state where the relay circuit 4 is raised. There is no alarm action due to dredging. Alternatively, the level crossing operation during the level crossing operation is not terminated.

  In FIG. 7, since there is no wheel 22 in the 1st area 2 to which the 1st rail plating 3 is given, the relay circuit is rising. As a result, the first detector 4 does not operate as a starting point. In addition, the arrow in FIG. 7 has shown the path | route of the electric current which flows between a rail and a relay circuit.

  FIG. 8 is an explanatory diagram showing detection of a short-circuit state by the first detector according to Embodiment 1 of the present invention. FIG. 8 shows the first rail plating 3 and the first detector 4 at the same starting point as FIG. The first detector 4 includes a relay circuit. In FIG. 8, the wheel 22 enters the first section 2 and is in contact with the first rail plating 3. This contact forms a closed circuit as depicted by the arrow in FIG. By this closed circuit, a starting point short circuit in which the rails 10 are short-circuited is established. As a result of this starting point short circuit, the relay circuit of the first detector 4 is dropped with the relay drive current cut off.

  By this fall, the first detector 4 can detect the train 20 and detect at least one of the alarm start and the railroad crossing operation end.

  As described above, the train detection device 1 according to Embodiment 1 can reliably detect the train 20 at the starting point. In particular, the length of the first rail plating 3 formed on the rail 10 can be within a range that is sufficient for the detection of the train by the first detector 4 and is low in cost. As a result, it is possible to balance train detection accuracy with low cost.

  (Embodiment 2)

  Next, a second embodiment will be described. In the second embodiment, the train detection device 1 corresponding to the end point will be described.

  FIG. 9 is a schematic diagram of a train detection apparatus according to Embodiment 2 of the present invention. The train detection device 1 in FIG. 9 includes an element corresponding to the end point C.

  The train detection device 1 includes a second rail plating 6, a third rail plating 8, and a second detector 9. The second rail plating 6 and the like are provided at a portion corresponding to the end point C of the rail 10. The end point C is a part where the alarm sounding of a level crossing is terminated, and detects that the train 20 that has entered the level crossing passes the level crossing.

  The second rail plating 6 is provided in the second section 5 of the rail 10. The second section 5 is a part corresponding to the end point C of the rail 10. Similar to the first rail plating 3, the second rail plating 6 has the structure shown in FIG. 3, and an alloy containing copper, silver or the like as a component is soldered in a groove formed in the top of the rail 10. Attached and formed.

  The third rail plating 8 is provided in the third section 7. The third section 7 is separated from the second section 5, and the second section 5 and the third section 7 are in a separated state. As a result, the second rail plating 6 and the third rail plating 8 are provided on the rail 10 in a separated state. That is, at the end point C, the separated second rail plating 6 and third rail plating 8 are elements for detecting a train.

  In addition, in the final point C, the structure in which the train 20 is detected by two rail platings of the second rail plating 6 and the third rail plating 8 may be used, or a fourth rail plating is further provided so that the train 20 The detected configuration may be used.

  When none of the wheels 22 of the train 20 is in contact with the second rail plating 6 and the third rail plating 8, the wheels 22 are not electrically conductive with the rail plating. The time during which none of the wheels 22 is conductive with either the second rail plating 6 or the third rail plating 8 is the end point non-short circuit time.

  On the other hand, when any of the wheels 22 of the train 20 is in contact with at least one of the second rail plating 6 and the third rail plating 8, the wheels 22 are electrically conductive with the rail plating. The time during which any one of the wheels 22 is conductive with at least one of the second rail plating and the third rail plating 8 is an end point short circuit time. For example, even when one wheel 22 is in contact with either the second rail plating 6 or the third rail plating 8, the plurality of wheels 22 are in contact with both the second rail plating 6 and the third rail plating 8. Even if it is, it is measured as this end point short circuit time.

  The second detector 9 measures each of the end point non-short circuit time and the end point short circuit time.

  Here, the end point short-circuiting time is equal to or longer than the second predetermined value, and the end point short-circuiting time is equal to or shorter than the third predetermined value.

  The second detector 9 includes a relay circuit and the like, and the operation is established when the end point short-circuit state is detected. By establishing this operation, the second detector 9 can detect that the train 20 has entered the final point. The second detector 9 detects that the train 20 has entered the end point on at least one of the second rail plating 6 and the third rail plating 8 provided corresponding to the end point C. .

  Here, at the end point C, it is detected that the train 20 has entered the end point C. The second detector 9 can detect the intrusion of the train 20 by a short circuit caused by conduction between the rail plating and the wheel 22. The end point C is a part for detecting that the train 20 that has detected entry into the railroad crossing at the starting points B and D reaches the railroad crossing and eventually leaves. For this reason, the end point C performs control to end the alarm operation of the crossing. For example, a control for terminating the alarm is performed.

  The second rail plating 6 and the third rail plating 8 cause a short circuit for detecting the train 20 at the end point C. For this reason, it may be a continuous long rail plating rather than a rail plating separated into two places (or more). This is because if there is a long and continuous rail plating corresponding to the end point C, the end point short circuit can be detected throughout the end point C.

  However, long and continuous rail plating corresponding to the end point C increases the material cost and construction cost of the rail plating.

  The second detector 9 includes a relay circuit and the like, and has a function of establishing and maintaining the operation of the relay circuit. The maintenance function can maintain the operating state for a certain time even after the current to the relay circuit is released. The rail plating is divided into the second rail plating 6 and the third rail plating 8 at the end point C by utilizing both the operation required time until the operation is established and the operation maintaining time for maintaining the operation. it can.

  As described above, by dividing the second rail plating 6 and the third rail plating 8 by utilizing the operation characteristics of the second detector 9, the cost for rail plating can be reduced. In addition, by devising the length and interval of the second rail plating 6 and the third rail plating 8, it is not necessary to reduce the detection accuracy at the end point C of the train 20.

  The second detector 9 detects intrusion to the end point C of the train 20 from the end point short circuit time. Furthermore, the detection state of the train 20 can be maintained even if the second rail plating 6 and the third rail plating 8 are separated by maintaining the detection state during the end point non-short circuit time. Together, the train 20 can be continuously detected in the second rail plating 6, the interval, and the entire third rail plating 8 at the end point C while reducing the cost of rail plating. By the detection, the second detector 9 can execute a warning end, which is an operation as the end point C, and the like.

(Second predetermined value)
The second predetermined value is based on the required operation time of the second detector 9. The second detector 9 includes a relay circuit and the like. When the wheel 22 reaches at least one of the second section 5 and the third section 7, at least one of the second rail plating 6 and the third rail plating 8. And the wheel 22 are short-circuited.

  FIG. 10 is a schematic diagram showing a short circuit state at the end point in the second embodiment of the present invention. FIG. 10 shows a state in which at least one of the second rail plating 6 and the third rail plating 8 and the wheel 22 are short-circuited as described above. This is the end point short circuit state. In this end point short-circuited state, a short-circuited current path is formed as indicated by an arrow in FIG. 10, and the relay circuit of the second detector 9 operates. That is, the relay circuit rises.

  The time required to form the closed circuit until the relay circuit is lifted up is the time required for the operation of the second detector 9.

  The second predetermined value is a reference for the end point short circuit time. The end point short circuit time needs to be equal to or longer than the time for which the operation of the second detector 9 is established. For this reason, it is preferable that the second predetermined value is based on the required operation time of the second detector 9.

  Here, as an example, the second predetermined value is 300 milliseconds. 300 milliseconds is an example of the required operation time of the second detector 9. For example, 300 milliseconds is taken as an example from the time required for the relay circuit included in the second detector 9 to become a closed-circuit short-circuit at the end point and lift up. In this case, if the second predetermined value is 300 msec and the end point short-circuit time is 300 msec or longer, the train detection device 1 can reliably detect the train 20 at the end point.

  Of course, it may be other than 300 milliseconds. If the time required for operation of the second detector 9 is different, the second predetermined value may be determined in accordance with it.

(Third predetermined value)
The third predetermined value is based on the operation maintaining time during which the second detector 9 can maintain the operation. The second detector 9 includes a relay circuit and the like, and the relay circuit raised by the end point short circuit can maintain the up state for a certain period of time even when the end point is not short-circuited. If the end point short-circuited state is changed to the end-point short-circuited state within the time that can be maintained, the relay circuit can maintain the upright state. In this short circuit at the end point, after the relay circuit is in the up state, the relay circuit is in the up state during the period from the end point short circuit state to the next end point short circuit state. What can be maintained is the time allowed for the end point non-short circuit period.

  That is, the end point non-short circuit time needs to be not more than the third predetermined value.

  Here, as an example, the third predetermined value is 1.5 seconds. This 1.5 seconds is the maximum time that the relay circuit can maintain the upright state. That is, if the end point short-circuiting time is 1.5 seconds or less, the relay circuit is not released from the rising state after the end point non-short-circuit state is reached and then the end-point short-circuit state again. .

  At the end point C, the train 20 passes in the order of the second rail plating 6, the non-plating section, and the third rail plating 8. In FIG. 9, the train 20 travels from the left side to the right side, and the train 20 passes in the order of the second rail plating 6, the non-plating section 100, and the third rail plating 8.

  The entire area from the second rail plating 6 to the third rail plating 8 is a detection section of the train 20 at the end point C (further, it may include a certain section on the right side of the third rail plating 8). In this detection section, the second detector 9 needs to continue to detect the train 20. For the above-mentioned reason, the second rail plating 6 and the third rail plating 8 which are separated from each other are not applied to the entire detection section. For this reason, a non-plating section 100 occurs between the second rail plating 6 and the third rail plating 8. In other words, the non-plating section 100 is generated between the second section 5 and the third section 7.

  In the train 20, due to the non-plating section 100, a time when no wheel 22 is in contact with the second rail plating 6 and the third rail plating 8 is generated. This time is the end point non-short circuit time. Even at this time, the operation of the second detector 9 is maintained if the end point non-short circuit time is equal to or shorter than the third predetermined value. As a result, if the wheel 22 of the train 20 resumes contact with at least one of the second rail plating 6 and the third rail plating 8 within the third predetermined value, the second detector 9 is moved to the end point C. It is possible to continue detecting the train 20 in the station.

  The above-mentioned 1.5 seconds is based on the characteristics of the relay circuit provided in the second detector 9, and the third predetermined value takes a value other than 1.5 seconds due to a change in the characteristics of the relay circuit. Also good.

(Detection of train at the end point)
The detection of the train 20 at the end point C will be described.

  FIG. 11 is a schematic diagram showing a state where the train has started entering the final point in the second embodiment of the present invention. FIG. 11 shows only the carriage 21 </ b> A of the train 20 for easy viewing. In FIG. 11, the train 20 travels from the left side to the right side as indicated by an arrow. The carriage 21 </ b> A is a carriage 21 in front of the train 20.

  FIG. 11 shows the carriage 21A immediately before entering the second rail plating 6 (second section 5), which is the first section in which the end point C is detected. The wheel 22 </ b> A of the carriage 21 </ b> A is immediately before the second rail plating 6. At this time, none of the wheels 22 of the train 20 is in contact with the second rail plating 6 and the third rail plating 8. For this reason, the second detector 9 does not react and does not detect the train 20.

  FIG. 12 is a schematic diagram showing a state where a train has entered the final point in the second embodiment of the present invention. Compared to FIG. 11, the wheel 22 </ b> A of the carriage 21 </ b> A starts to contact the second rail plating 6. The other wheels 22 are not yet in contact with the second rail plating 6 and the third rail plating 8.

  Since the wheel 22A is in contact with the second rail plating 6, the end point short-circuit state occurs. That is, the end point short circuit time is started. The second detector 9 detects this end point short-circuit state and can detect that the train 20 has entered the end point C.

  FIG. 13 is a schematic diagram showing a state in which a front wheel is detached from the second rail plating in the second embodiment of the present invention. FIG. 13 shows a state in which the state of FIG. 12 has progressed, the train 20 further travels, the carriage 21A moves to the right side, and the wheels 22A move from the second rail plating 6 to the non-plating section 100. Yes. On the other hand, the wheel 22A1 behind the carriage 21A still remains on the second rail plating 8.

  Since the wheel 22A1 remains on the second rail plating 8, the second detector 9 grasps that the train 20 is in the end point short-circuit state. Even if the state shifts from the state shown in FIG. 12 to the state shown in FIG. For this reason, it is still the end point short circuit time in FIG.

  As described above, the second detector 9 can measure the end point short-circuit time with reference to all the wheels 22 included in the detection target train 20.

  FIG. 14 is a schematic diagram showing a state in which none of the wheels in Embodiment 2 of the present invention is in contact with the rail plating. The wheels 22A and 22A1 of the carriage 21A are in the non-plating section 100. The wheel 22 </ b> B of the carriage 21 </ b> B does not reach the second rail plating 6. That is, in FIG. 14, the second detector 9 determines that the end point is not short-circuited.

  The second detector 9 measures the end point non-short circuit time by being in the end point non-short circuit state. At this time, the second detector 9 measures the end point non-short-circuit time with reference to all the wheels 22 included in the detection target train 20.

  FIG. 15 is a schematic diagram showing a state in which the wheel of the rear carriage in the second embodiment of the present invention is in contact with the second rail plating. FIG. 15 shows a state after the train 20 in FIG. 14 further travels.

  As the train 20 advances, the wheels 22B of the rear carriage 21B come into contact with the second rail plating 8. By this contact, the second detector 9 can detect again that the end point is short-circuited. For this reason, the 2nd detector 9 can start measurement of the end point short circuit time again.

  In other words, the end point non-short circuit time is from the state of FIG. 14 to the state of FIG. If the end point short-circuit time is equal to or shorter than the third initial value, the second detector 9 can maintain the operating state even during the period of FIGS. If the operation state can be maintained, the second detector 9 can detect the train 20 still existing at the end point C.

  FIG. 16 is a schematic diagram showing the state immediately before the wheel of the rear carriage in the second embodiment of the present invention is detached from the third rail plating. When the train 20 further travels from the state of FIG. 15, the carriage 21 </ b> B behind the train 20 moves and leaves the third rail plating 8. The carriage 21 </ b> B is the rearmost carriage 21 included in the train 20, and when the carriage 21 </ b> B passes through the third rail plating 8, the train 20 is in a state of leaving the end point C.

  In FIG. 15, the second detector 9 detects that the end point is short-circuited by the contact between the wheel 22 </ b> B and the second rail plating 6. Similarly, in FIG. 16, the second detector 9 detects that the end point is short-circuited by the contact between the wheel 22 </ b> B and the third rail plating 8.

  That is, even in the state of FIG. 16, the second detector 9 determines that the train 20 exists at the end point C. With this determination, the second detector 9 continues to operate.

  FIG. 17 is a schematic diagram showing a state in which the wheel of the rear carriage in the second embodiment of the present invention is completely detached from the third rail plating. The wheel 22 behind the rear carriage 21 </ b> B has also come out of the third rail plating 8. That is, the train 20 is in a state where it has completely passed through the end point C.

  That is, the 2nd detector 9 complete | finishes reaction operation | movement of the relay circuit with which it will be in this state. By this end, the second detector 9 instructs the end of the alarm sounding, which is the operation at the end point C.

  In FIG. 12 to FIG. 17, the train detection device 1 has the end point short-circuit time and the end point non-short-circuit time interwoven, but each is not less than the second predetermined value and not more than the third predetermined value. The detection of the train 20 can be continued. For this reason, it is possible to reliably detect until the train 20 in the vicinity of the railroad crossing enters and passes through the railroad crossing. This detection does not cause a problem that the alarm continues to sound. Of course, the cost of rail plating can also be minimized.

  At this time, the respective lengths of the second section 5, the non-plating section 100, and the third section 7 can secure the necessary operation time and the operation maintaining time of the second detector 9, and can maintain the configuration at the minimum cost. . That is, the train detection apparatus 1 can perform cost minimization and reliable detection of the train 20 at the end point C.

  In this way, it is possible to detect that the train has passed through the end point C after detecting the train 20 close to the railroad crossing at the start point B on the left side of the end point C in FIG. By this step, the railroad crossing starts an alarm sounding and operates the circuit breaker and the like by the control of the first detector 4 and the second detector 9. Further, the end of ringing is instructed. Further, when the train 20 proceeds to the right side from the state of FIG. 17, the first detector 4 detects the train 20 at the starting point D on the right side of the end point C. As a result of detection at the starting point D, it is assumed that the train 20 has left the railroad crossing, and the railroad crossing operation ends.

  The second detector 9 measures the end point non-short-circuit time only during a period when a part of the train 20 is on either the second section 5 or the third section 7. For this reason, even the state where there is no train 20 at the level crossing is not measured as the end point non-short circuit time.

  As described above, the train detection device 1 according to the second embodiment can reliably detect the train at the end point while minimizing the cost of rail plating at the end point C of the railroad crossing.

  (Embodiment 3)

Next, Embodiment 3 will be described. In the third embodiment, the configuration and operation in an example at the end point C will be described.
FIG. 18 is a schematic diagram illustrating a state of a final point through which a train passes in Embodiment 3 of the present invention. The rail 10 includes a second section 5 on which the second rail plating 6 is applied, a third section 7 on which the third rail plating 8 is applied, and between the second section 5 and the third section 7. The first non-plating section 100 that is not plated and the second non-plating section 101 that is the tip of the third section (the traveling direction side of the train 20) and that is not subjected to rail plating are included.

  The end of the second non-plating section 101 is the end of the control section, which is the end of control of the entire level crossing operation. That is, the second non-plating section 101 is provided between the end of the third section and the end of the control section.

  Here, the train 20 often includes a first bogie 21A on the front side and a second bogie 21B on the rear side in one main body. FIG. 18 shows the first carriage 21A and the second carriage 21B. It is assumed that the train 20 (not shown in FIG. 18) travels from the left side to the right side as indicated by the arrow in FIG. For this reason, the first cart 21A first enters the end point C, and then the second cart 21B enters the end point C.

  Here, the train detection device 1 has a configuration such as the following second section 5 in order to reliably detect the train 20 at the end point C.

  First, the time for which the first carriage 21A is in contact with the second section 5 on which the second rail plating 6 is applied is 300 milliseconds or more.

  Next, the time for which the first carriage 21A is in contact with the first non-plating section 100 is 1.5 seconds or less.

  Next, the time during which the first carriage 21A is in contact with the second non-plating section 101 and the second carriage 21B is in contact with the second section 5 is 300 milliseconds or more.

  Next, the time during which the first carriage 21A is in contact with the second non-plating section 101 and the second carriage 21B is in contact with the first non-plating section 100 is 1.5 seconds or less.

  Next, the time for which the second carriage 21b is in contact with the third section 7 is 300 milliseconds or more.

  Here, 300 milliseconds is the second predetermined value described in the second embodiment, and 1.5 seconds is the third predetermined value described in the second embodiment.

  Thus, each section of the rail 10 at the end point C and the contact with the carriage 21 of the train 20 (contact with the wheels 22 of the carriage 21) have a predetermined relationship, so that the train detection device 1 is The train 20 can be reliably detected at the end point C. In addition, each of the second section 5 and the third section 7 to which the second rail plating 6 and the third rail plating 8 are applied can be efficiently minimized, and the cost of rail plating can be reduced.

  Further, as shown in FIG. 19, it is appropriate for the second section 5 and the like to satisfy the following relationship in detecting the train at the final point C and minimizing the cost. FIG. 19 is a schematic diagram showing the relationship between the sections at the end point in the third embodiment of the present invention. FIG. 19 shows each of the sections of the rail 10 at the end point C.

  Here, each section at the end point C is preferably defined by the following relationship.

The length of the second section 5 and the third section 7 is A,
The distance between the axles of the carriage 21 is D,
The length of the first non-plating section 100 that is the interval between the second section 5 and the third section 7 is Y,
If the distance between the front wheel 22 of the front carriage 21A of the train 20 and the front wheel 22 of the rear truck 21B is Z,

    2A + Y + D> Z> Y-D (Equation 2)

  The relationship is shown by the following mathematical formula.

When the relationship of Equation 2 is satisfied, the train detection device 1 can reliably detect the train 20 at the end point C.
As described above, the train detection device 1 according to the third embodiment can reliably detect a train by low-cost rail plating at the end point.

  Note that is described in the embodiment is an example for explaining the gist of the present invention, and includes modifications and alterations without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Train detection apparatus 2 1st area 3 1st rail plating 4 1st detector 5 2nd area 6 2nd rail plating 7 3rd area 8 3rd rail plating 9 2nd detector 10 Rail 20 Train 21 Bogie 22 Wheel

Claims (12)

First rail plating applied to the first section corresponding to the starting point of the railroad crossing in the rail;
A first detector for detecting at least one of an alarm start and an operation end at the crossing;
Second rail plating applied to the second section corresponding to the end point of the crossing and third rail plating applied to the third section;
A second detector for detecting an alarm stop at the railroad crossing,
The first detector measures a starting point short circuit time which is a conduction time between the first rail plating and a train wheel,
The starting point short circuit time is not less than a first predetermined value,
The first predetermined value is based on an operation required time of the first detector,
The length of the first section is based on the start point short-circuit time being the first predetermined value or more,
The second detector measures an end point short-circuit time in which the train wheel conducts with at least one of the second rail plating and the third rail plating,
The second detector measures an end point short-circuit time in which the train wheel is not conductive with either the second rail plating or the third rail plating,
The end point short circuit time is a second predetermined value or more,
The train detection device at a railroad crossing, wherein the end point non-short circuit time is equal to or less than a third predetermined value.   The train detection device at a railroad crossing according to claim 1, wherein the first predetermined value is 200 milliseconds. When the length of the first section is X, the distance between axles of the train bogie is D, and the speed of the train is V,
(X + D) / V> 200 msec (Equation 1)
The train detection device at a railroad crossing according to claim 2, wherein the length of the first section is defined by:   The train detection device at a level crossing according to any one of claims 1 to 3, wherein the starting point is a part that detects at least one of an alarm start at the level crossing and an operation end at the level crossing.   The said 2nd detector measures the said end point short-circuit time only in the period when a part of said train is riding in either the said 2nd area or the said 3rd area. The train detection apparatus in a level crossing in any one of.   6. The crossing according to claim 1, wherein the second detector measures the end point short-circuit time and the end point non-short-circuit time on the basis of all the wheels included in the detection target train. Train detection device.   The train detection device at a railroad crossing according to any one of claims 1 to 6, wherein the second predetermined value is based on an operation required time of the second detector.   The train detection device at a railroad crossing according to claim 7, wherein the second predetermined value is 300 milliseconds.   The train detection device at a railroad crossing according to any one of claims 1 to 8, wherein the third predetermined value is based on an operation maintaining time during which the second detector can maintain an operation.   The train detection device at a railroad crossing according to claim 9, wherein the third predetermined value is 1.5 seconds. A rail portion between the second section and the third section and not subjected to rail plating is a first non-plated section,
The rail part that is not subjected to rail plating between the third section and the end of the control section is a second non-plated section,
The train has a first cart that is a front cart and a second cart that is a rear cart,
The period during which the first carriage is in contact with the second section is 300 milliseconds or more.
The period during which the first carriage is in contact with the first non-plating section is 1.5 seconds or less,
The period during which the first carriage is in contact with the third section or the second carriage is in contact with the second section is 300 milliseconds or more.
The period in which the first carriage is in contact with the second non-plating section and the second carriage is in contact with the first non-plating section is 1.5 seconds or less,
The train detection device at a railroad crossing according to claim 1, wherein a period during which the second carriage is in contact with the third section is 300 milliseconds or more. A length of the second section and the third section is A,
The distance between the axles of the first carriage and the distance between the axles of the second carriage are D,
The interval between the second section and the third section is Y,
When the distance between the front wheel of the first carriage and the front wheel of the second carriage of the train is Z,
2A + Y + D>Z> Y-D
The train detection device at a level crossing according to claim 11 .