JPS6332666B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a level crossing control device using an uninsulated track circuit for a single track section, in which an overlapping section of up and down control sections is normally in a non-excited state and is in an excited state upon arrival of a train. This invention relates to a control system for level crossings that utilizes the detection conditions of a train detection system that provides a train detection system, and aims to eliminate the drawbacks of conventional systems in which no warning occurs due to failure.

A device that activates a warning device or barrier (hereinafter collectively referred to as a warning device) at a level crossing when a train approaches.
There is an uninsulated track circuit device for level crossings that uses rails as part of an electric circuit to form a track circuit, and short-circuits this circuit with a train axle to detect the presence of a train and control a warning device. Since audio frequency (abbreviated as AF) signals are generally used in uninsulated track circuits, this type of track circuit device will hereinafter be referred to as an AF device.

To detect a train approaching a level crossing using an AF device on a single-track section, as shown in Figure 1, the AF system must be centered on the level crossing road H, which intersects the track L, which is made up of a pair of rails. Place the transmitters AST and BST at the track positions where you want the left and right alarms to start.
Also, place the receiver ARV in the position where you want to stop the alarm, and
Each BRV is installed, and when there is no train T, each relay ATR of the receiver ARV + BRV,
Keep BTR in an excited state. i.e. the transmitter
AST transmits the signal current shown by the dashed line in the same figure to the receiver.
Normally closed track circuit sent to ARV
Configure AT and drive relay ATR. Similarly, the transmitter BST transmits the signal current shown by the two-dot chain line to the receiver.
Send to BRV to configure track circuit BT and relay
It is driving BTR. Furthermore, the transmitter AST and BST
It goes without saying that the frequencies of the signals transmitted by the AF apparatuses are different from each other, and the means for separating these signals and other components of the AF apparatus are well known and therefore will not be described here.

As mentioned above, when the relays ATR and BTR are in the excited state, when the train T enters inside the transmission point of the transmitter AST to the track, the receiver ARV is short-circuited between the rails due to the low resistance of the axle. The received signal decreases, and the receiving relay ATR becomes de-energized and recovers. Under this restoration condition, the sounding of the level crossing warning will begin. With such a normally closed circuit configuration, the level crossing warning device will start sounding in the event of a failure such as a circuit failure or rail breakage, and the safety of the level crossing will be maintained.

Conventionally, private railways have generally used the circuit shown in Figure 2 to control level crossings in single-track sections using AF devices. In other words, ATP in Figure A is a right direction alarm control relay that controls the warning device when train T moves from left to right, BTP is also a left direction alarm control relay, AM is a right direction memory relay, and BM is a left direction alarm control relay. In the memory relay, when there is no train T, the right direction alarm control relay ATP is energized via the operating condition of the ATR of the receiving relay, that is, the operating contact ATR (the contact is indicated by the same symbol as the relay to which it belongs, the same applies hereinafter). The left direction warning control relay BTP is energized under the operating conditions of the receiving relay BTR. Also, right direction memory relay AM, left direction memory relay BM
are slow-release relays whose excitation is cut off by the operation of receiving relays ATR and BTR, and both are in the restored state.

Now, when train T enters the track circuit AT from the left in Figure 1, the receiving relay ATR is restored due to the axle short circuit, and the right direction alarm control relay ATP is restored in the circuit in Figure 2. , generates an alarm control output through its recovery contact shown in FIG. In addition, the right direction memory relay AM operates via each recovery contact of the reception relay ATR and the left direction memory relay BM, and stores the rightward movement of the train T. Train T progresses and connects to track circuit AT.
When entering the overlap section with BT, the receiving relay BTR is restored, but the left direction alarm control relay BTP maintains the excited state through the right direction memory relay AM and its own operating contact, and the left direction memory relay BM is de-energized by the operation of right direction memory relay AM and continues in the recovery state.
When the train T advances further and exits the track circuit AT, the receiving relay ATR is activated and its operating contacts are activated.
The right direction alarm control relay ATP operates on ATR and stops the alarm sounding. But right direction memory relay
AM is energized through recovery contact BTR, self-operating contact AM, and maintains right direction memory. When train T passes through track circuit BT to the right, the receiving relay
Right direction memory relay by BTR operation
AM is restored and each relay returns to the state it was in when train T was not present.

The above is an overview of the alarm control by the circuit in Figure 2 when the train T moves from left to right, but the same applies when the train T moves from right to left. When the direction alarm control relay BTP is restored, an alarm control output is generated by the circuit shown in FIG. 2C, and the alarm device starts sounding. In this way, under normal conditions, there is no problem in the operation of the circuit.

However, the control circuit shown in FIG. 2 has the drawback that a dangerous failure occurs when the following sequence of operations is performed.
The sequence operation that causes this dangerous failure can be explained with reference to the time chart in Figure 3.
The figure shows that the track circuit BT is restored by the receiving relay BTR due to a failure that can occur on a daily basis, such as a decrease in the leakage resistance of the track circuit due to rainwater, a pseudo disconnection of the circuit, or an inadvertent crowbar short circuit between rails. Occasionally,
This chart shows the sequence operations of each relay that occur when train T enters the track circuit AT from the left. Chart a in the figure is the operation chart of receiving relay ATR, and charts b, c, d, e, and f below. These are operation charts of reception relay BTR, right alarm control relay ATP, left alarm control relay BTP, right memory relay AM, and left memory relay BM in this order. In addition, the numerical value 1 attached to each chart
is a binary logical value representing each state of operation and 0 is restoration.

In the event of a failure as described above, train T will
Receiving relay shown in chart a after entering AT
Before the ATR is restored, the receiving relay
Since the BTR has already been restored at time RO shown in chart b, the left direction warning control relay BTP is restored as shown in chart d and the level crossing warning system starts the alarm operation, while the left direction memory relay BM
operates as shown in chart f. While this operation was continuing, train T entered the track circuit AT,
When the reception relay ATR is restored at time point A in chart a, the operation of the left storage relay BM is maintained continuously via the restoration contact ATR, as shown in the circuit of FIG. Therefore, even if the receiving relay ATR is restored, the right alarm control relay ATP does not perform alarm control because it maintains the excited state via the operating contact BM and its own operating contact ATP. After that, the fault in the track circuit BT is recovered and the receiving relay BTR operates at point C in chart b in Figure 3.
Then, when the left direction alarm control relay BTR operates,
Even though train T is approaching the level crossing from the track circuit AT side, the alarm control is canceled, and from point C to point D in chart a, when the train passes through track circuit AT and the receiving relay ATR is activated. This causes an extremely dangerous erroneous operation in which there is no alarm for a period of time t.

In order to prevent the risk of no alarm due to the above-mentioned erroneous operation, the present invention provides a track circuit as shown in Fig. 1.
By installing a train detection device OT, such as a magnetically shielded wheel detector, which is normally in a non-excited state and becomes excited when a train arrives, in the overlapping section of AT and BT, it is possible to prevent the above-mentioned erroneous operation. This prevents no alarms.

Next, embodiments of the present invention will be described with reference to FIG. 4 and the following drawings.

FIG. 4A shows a level crossing control circuit in which the conditions of the present invention obtained by the circuits shown in FIGS. 4B and 4C are added to the conventional circuit shown in FIG. 2A. That is,
The contact AR inserted into the operating condition circuit of the right direction alarm control relay ATP and right direction memory relay AM in Figure 4A is the operating contact of the right direction train arrival detection relay AR which has the slow release time characteristic shown in Figure 4B. and
Contact inserted into the operating condition circuit of left direction alarm control relay BTP and left direction memory relay BM in figure A.
BR is the operating contact of the left-bound train arrival detection relay BR, which has the slow-release characteristics shown in Figure B. Both of the train arrival detection relays AR and BR are driven according to the train detection conditions of the non-directional train detection relay SR shown in FIG. 4C. Also, relay SR is a train detection device
It is a relay with slow release characteristics that operates under the train detection conditions of the OT and at least the alarm control conditions of either the left or right side, and the train detection device OT, as described above,
It is installed in the overlap section of track circuits AT and BT, and is normally in a non-excited state. When a train arrives, it is detected and excited, and its internal detection relay OTR is activated.
Excite relay SR through the operating contacts of.

Regarding the circuit shown in FIG. 4, the outline of the operation of the level crossing device during normal operation will first be explained with reference to the time chart shown in FIG. 5. Figure 5 is a time chart showing the relay sequence when train T enters the track circuit AT from the left.
When entering the AT, due to the axle short circuit, the receiving relay ATR is restored at point A shown in chart a in Figure 5, and then, as shown in chart b, the right direction alarm control relay ATP is restored and the alarm system is activated. starts the alarm operation, and the right direction memory relay AM operates to memorize the traveling direction of the train T, as shown in chart c. In addition, in the circuits shown in Fig. 4B and C, at this time, the non-directional train arrival detection relay SR is excited by the previous operating condition, and thereafter the operating state is determined through the right direction alarm control relay ATP and its own operating contacts. Right direction train arrival detection relay held
AR is the control relay as shown in chart d.
Excitation is cut off due to recovery of ATP, and recovery occurs after its slow release time _t1 .

When train T further advances and enters the overlap section of track circuits AT and BT, receiving relay BTR is restored at point b, as shown in chart e.
However, the left direction alarm control relay BTR continues to maintain its operation as shown in chart f by means of the right direction memory relay AM and an excitation circuit via its own operating contacts. Also, even if the receiving relay BTR is restored,
Since the right memory relay AM is operating, the left memory relay BM is not excited and maintains the recovery state as shown in chart g. Further, the left direction train arrival detection relay BR is excited at this time under the operating conditions of the previous non-direction train arrival detection relay SR, and then
The left direction alarm control relay BTP and itself remain in an excited state under each operating condition, and even after this time, there is no change in the operation of the relay BTP, so
The operating state is maintained as shown in chart h.

Next, when train T arrives at the train detection device OT installed in the overlap section, and the internal relay OTR that detects the arrival of the train operates as shown in chart i, relay ATP is restored as shown in chart b. Since it is in the state, Figure 4 C
From the circuit conditions, the non-directional train arrival detection relay SR
operates as shown in chart j in Figure 5, and the relay
While the ATP is restored, it maintains its operation via its restoration contact and its own operation contact, and operates the right direction train arrival detection relay AR as shown in chart d to detect when train T has arrived at the level crossing. to know. Then, when the train T passes through the track circuit AT and the reception relay ATR operates at point C in chart a, the right direction alarm control relay ATP operates as shown in chart b based on its operating conditions and the operating conditions of the detection relay AR. and stop alarm control, as well as
While the operation of the right direction train arrival detection relay AR is self-maintained, the non-direction train arrival detection relay SR is
As shown in Chart J, the slow release time element that one has
Restore after t ₁ .

When the train T further advances and passes through the track circuit BT, the receiving relay BTR operates at point 2 in chart e, and the right direction memory relay AM is de-energized and enters its own slow release mode as shown in chart c. After _t1 , the relay is restored and the sequence of relay operations shown in FIG. 4 is completed.

The above is an explanation of the circuit operation in Fig. 4 when the train T moves from left to right, but the same can be said for the case where the train T moves from right to left by replacing symbols A and B. can be explained.

Next, abnormal operation, in this case, before the train T enters the track circuit AT from the left, the track circuit
A failure occurs in BT and the receiving relay BTR recovers,
The operation of the control circuit shown in FIG. 4 in the case where the fault in the track circuit BT is recovered after the train T enters the track circuit AT from the left will be explained with reference to the time chart shown in FIG. 6.

FIG. 6 is a time chart showing the operation sequence of each relay in FIG. 4 during the above-mentioned abnormality, and each relay in charts a to j is the same relay as charts a to j in FIG. 5, respectively. Train T is a track circuit
At the point when the receiving relay ATR is restored as shown in chart a in Figure 6 after entering the AT, the receiving relay
Since the BTR has already been restored at time ro shown in chart e, the left direction warning control relay BTP is restored as shown in chart f, and the level crossing warning device starts the warning operation. Also left direction memory relay BM
operates as shown in chart g, and the left direction train arrival detection relay BR is restored after the slow release time _t1 as shown in chart h.

After that, train T enters the track circuit AT from the left, and the receiving relay ATR is restored at point A of chart a, but before that, the left direction memory relay BM
is working, so the right direction alarm control relay
ATP maintains the excited state through relay BM and its own operating contacts and does not recover, and the level crossing warning is maintained by left direction warning control relay BTP.

When the fault in track circuit BT is recovered normally in the above state, train T has not yet entered the section of track circuit BT, so receiving relay BTR is activated by train e.
It works at the moment of Ha, but the left direction memory relay BM
, even if the receiving relay ATR is restored, the left direction arrival detection relay BR is not operating, so its operation cannot be maintained, and as shown in chart g, the slow release time t ₁ starts from the time point c above as shown in chart g. It will be restored later. Also, since relay BM has been restored and receiving relay ATR has also been restored, right direction alarm control relay ATP is restored and starts issuing an alarm as shown in chart b. Right direction memory relay AM with the recovery of relay ATP
operates as shown in chart c, and the right direction train arrival detection relay AR is restored as shown in chart d.

When the train T advances and enters the track circuit BT which has returned to normal, the receiving relay BTR is restored again at point 2 as shown in chart e. At this time the relay
Although AM is operating, the other operating conditions are not configured, so the left direction warning control relay BTP continues in the recovery state, and the left direction memory relay BM also continues to recover. The train continues to advance and the track circuit AT
When the train detecting device OT set in the overlap section of Therefore, in the circuit shown in FIG. 4C, the non-directional train arrival detection relay SR operates at point E as shown in chart J and continues to operate until both relays ATP and BTP become operational.

When the relay SR operates, the circuit shown in FIG. 4B causes the right direction train arrival detection relay AR and the left direction train arrival detection relay BR to operate as shown in charts d and h, respectively. When the train advances further and passes through the track circuit AT, the receiving relay ATR operates at the point in chart a, and then the right direction warning control relay ATP operates as shown in chart b to prevent a railroad crossing caused by a right direction train. Stop the alarm.
However, the operating conditions for left direction warning control relay BTP are not configured and it continues to be in the recovery state, causing train T to
Pass through BT to the right and receive relay BTR is chart e.
It operates at the point in time, and stops controlling the level crossing warning. When the reception relay BTR is activated, the right direction memory relay AM is restored after its slow release time _t1 as shown in chart c, and the non-direction train arrival detection relay SR is also activated, as shown in chart j. Its slow release timememe is accompanied by movement.
It recovers after t ¹ and returns to the state before the failure.

The present invention provides, for example, when a failure as described above occurs in the track circuit BT, from the time when the left direction alarm control relay BTP is restored as shown in the time chart f in FIG.
After the fault has been recovered, a left direction crossing warning is generated for the time bt from when the train T exits the track circuit BT to the right until the relay BTP is activated, and the right direction warning control relay ATP shown in chart b of the same figure is activated. During the restoration time at, the right direction railroad crossing warning control is performed at the same time, and according to the present invention shown in the above embodiment, it is possible to prevent the above-mentioned erroneous operation in which there is no warning at the railroad crossing. Furthermore, even if the receiving relay ATR or BTR, which has been restored once the train approaches, malfunctions due to a short circuit in the track circuit or noise, the detection relay of the train detection device OT can still be activated.
Since the warning is maintained as long as the OTR is not activated, this has the effect of significantly improving the reliability of level crossing warning control.

The circuit of the embodiment shown in Fig. 4 is a minimum circuit showing the main part of the present invention, and when used for actual level crossing control, additional circuits such as a power failure recovery circuit and a failure detection circuit will be added. , has no direct relation to the present invention, so a description thereof will be omitted.

[Brief explanation of the drawing]

Figure 1 is an example diagram showing the state in which an AF device and a train detection device are applied to level crossing control in a single track section, Figure 2 is a conventional control circuit diagram of the same level crossing, and Figure 3 is the above
A time chart showing an example of the operation of the control circuit when the AF device fails; FIG. 4 is an example diagram of a level crossing control circuit according to an embodiment of the present invention applied to the level crossing in FIG. 1; FIG. FIG. 6 is a time chart showing an example of the operation sequence at the time of the same failure. L: Track, H: Level crossing, AST, BST: Signal transmitter, ARV, BRV: Signal receiver, ATR,
BTR: Receiving relay, AT, BT: Non-insulated track circuit, OT: Train detection device.

Claims (1)

[Claims] 1. A signal current is supplied to the rail at the alarm start point of the track that intersects with the level crossing, and the signal current is received from the rail at the alarm stop point to keep the receiving relay in an excited state at all times. Non-insulated track circuits for detecting trains by de-energizing the receiving relays are provided independently in the up and down directions of the track, and overlap between the alarm stop points in the up and down directions, and A single track section in which, under the train detection conditions of the track circuit, the direction of travel warning relay is de-energized to alert the level crossing, and the direction of travel memory relay is activated to prevent warnings from the opposite direction and warnings after passing through the level crossing. In the level crossing control device, in the overlap section of the track circuit,
A train detection device is provided which is normally in a non-excited state and becomes an excited state when a train arrives, and when the direction of travel warning relay is in a non-excited state, the output of the train detection device becomes an excited state, thereby becoming an excited state. A detection relay is provided, and a heading direction arrival detection relay is provided which is activated when the heading direction warning relay is activated while the non-direction arrival detection relay is in an excited state, and an activation condition of the heading direction arrival detection relay is provided. are inserted in series into a circuit that de-energizes the direction of travel warning relay under the excitation condition of the train detection condition of the track circuit to warn of a railroad crossing, and sets the excitation condition of the direction of travel arrival detection relay to the direction of travel. A level crossing control device for a single track section, characterized in that a memory relay is inserted in series into a self-maintaining circuit when the train detection conditions of the track circuit overlap and become de-energized.