JPH0232184B2 - FUMIKIRYOMUZETSUENKIDOKAIROSOCHI - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an uninsulated track circuit device for a level crossing that detects a train approaching a level crossing and controls a level crossing alarm until the train passes the level crossing, and eliminates the drawbacks of the conventional level crossing. The purpose of the present invention is to provide an inexpensive device of this type.

In conventional uninsulated track circuit devices for level crossings,
A transmitter is connected to the track near the level crossing warning starting point to send relatively high frequency signals to the track, and a receiver is connected to the track near the warning ending point to receive signals from the track. When reaches the alarm starting point,
The input signal to the receiver decreases due to a track short circuit caused by the train's axle, and the receiving relay connected to the receiver is restored, detects the train approaching the level crossing, and starts an alarm. As the train progresses and the train reaches the alarm termination point just after the tail of the train passes the railroad crossing, the effect of the axle short circuit decreases, the input signal to the receiver increases, and the receiving relay operates, thereby terminating the alarm. . Since this type of uninsulated track circuit uses relatively high frequency signals, the track impedance is high, and even without track insulation, the connection point between the alarm start point and the transmitter, or the connection between the alarm end point and the receiver. The points almost match.

In the conventional device described above, when there are many railroad crossings close together as shown in FIG. 1, for example, many different frequency signals are used for each railroad crossing warning control. For this reason, signals at the prepared frequencies may not be enough, or because signals are sent to orbit from many transmitters in a concentrated manner, they may interfere with each other, causing cross-modulation distortion, resulting in harmful erroneous signals. However, this method has the drawbacks of causing various inconveniences, such as erroneous operation of the alarm.

The present invention enables warning control of each level crossing by transmitting and receiving two types of frequency signals, regardless of the number of level crossings and whether they are single-track or multiple. It is something.

Embodiments of the present invention will be described in detail below with reference to the drawings.

Figure 1 shows three level crossings located relatively close to a single-track section of train track consisting of a pair of rails L and L'.
This is an embodiment showing the case where the present invention is applied to C ₁ , C ₂ , and C ₃ , in which the traveling direction of the train T from the left to the right in the figure is the A direction, and 1 is from the right to the left. The direction of train T' shown by the dashed line is the direction B, and the train T' is traveling in the direction _B.
A signal transmitter Sf ₁ with a frequency f ₁ is provided to the left of the A-direction warning starting point a ₁ at the level crossing C ₃ , and a signal transmitter Sf 2 with a frequency f ₂ is provided to the right of the B-direction warning starting point b ₁ of the railroad crossing C ₃ .

Furthermore, for level crossing C ₁ , A direction warning starting point a ₁
A signal receiver 1 ARf 2 with a frequency f ₂ is installed near the signal receiver 1 ARf ₂ with a frequency f ₂ near the A direction alarm end point a ₂ .
ARf ₁ at frequency f ₁ near B direction alarm start point b ₂
A signal receiver 1BRf ₁ with a frequency f 2 is provided near the B direction alarm end point b ₃ and a signal receiver 1BRf ₂ with a frequency f ₂ is provided, respectively. Similarly, for level crossing C ₂ , receiver 2
ARf ₂ , 2ARf ₁ , 2BRf ₁ , 2BRf ₂ and receiver 3ARf ₂ , 3ARf ₁ , 3BRf ₁ , 3 for level crossing C ₃
Each BRf ₂ will be placed at the required location according to the above-mentioned level crossing C ₁ . As shown in the figure, each receiver is attached with a corresponding receiving relay, for example, receiver 1ARf ₂ is attached with receiving relay 1Arf ₂ , and each of the transmitters and receivers is connected to rails L and L'. It is connected.

Next, we will explain the operation of the device shown in Figure 1 above.
A device related to _C1 will be explained as an example. Figure 2 is a circuit diagram showing the alarm control conditions at level crossing _C1 .
A in the figure is an alarm control condition circuit when the train is traveling in the A direction, and b is an alarm control condition circuit when the train is traveling in the B direction. The contacts 1Arf ₂ , 1Arf ₁ , 1Brf ₁ , and 1Brf ₂ that make up these conditional circuits are receiving relay contacts with the same symbols in Figure 1, and the contacts designate A-direction operation and the B-direction operation, respectively. This is a condition supplied from the operating direction lever of the device, and is a known technique that is not directly related to the present invention, so a description thereof will be omitted here.

Now, if there is no train on the track shown in Figure 1,
Upon receiving the frequency signal f ₁ transmitted by the transmitter Sf ₁ , the reception relays 1Arf ₁ and 1Brf ₁ operate, and upon receiving the frequency signal f ₂ transmitted from the transmitter Sf ₂ , the reception relays 1Arf ₂ and 1Brf ₂ operate. It's working.

First, a case where the train T is driven in the A direction will be described. In this case, since the driving direction lever contact shown in FIG. 2a is configured and the driving direction lever contact shown in FIG. Next, when the train T is at a position 1 sufficiently far from the A direction alarm starting point a ₁ , relays 1Arf ₂ and 1Arf ₁ are both operating, so the conditional circuit shown in Figure 2 a is established via their restoration contacts. is not configured, and the A direction warning at level crossing _C1 is not activated.

As the train T progresses and its head approaches the position 2 near the connection point of the transmitter Sf ₁ to the rail, the transmitter
Since the output of Sf ₁ is short-circuited by the axle of the train T, the input of the receiver 1 ARf ₁ decreases and the receiving relay 1 Arf ₁ is restored. However, in this state, the receiving relay 1Arf ₂ of the receiver 1Arf 2 receiving the signal of frequency f ₂ is operating, so the alarm control condition circuit _shown in Fig. 2a is not configured, and the alarm for the level crossing C ₁ is not activated. Does not occur. Next, the beginning of the warning is at the beginning of train T.
When it comes close to a ₁ , the input of the frequency signal f ₂ to the receiver 1 ARf ₂ whose axle is short-circuited decreases, and the receiving relay 1 Arf ₂ is restored. In this state, the A direction warning control conditions shown in FIG. 2a are established, and the warning for the level crossing _C1 is started.

As the train T progresses further and its tail passes the alarm termination point _a2 , the signal _f1 from the transmitter _Sf1 reaches the receiver _1ARf1 , and the receiving relay 1
Arf ₁ works. When receiving relay 1Arf ₁ operates, recovery contact 1Arf ₁ is activated in the conditional circuit of Figure 2 a.
Since it is turned OFF, the A direction warning control condition is canceled and the warning for level crossing _C1 is stopped. Furthermore, when the tail of the train T passes to the right near the connection point of the transmitter Sf ₂ to the rail, the frequency signal f ₂ of the transmitter Sf ₂ reaches the receiver 1ARf ₂ , and the receiving relay 1Arf ₂ works. In this state, the A direction operation lever contact of the circuit in Figure 2 a is ON, and the recovery contact is ON.
Both 1Arf ₂ and 1Arf ₁ are turned OFF, and the state is returned to ``no train on the track'', ``train in position 1'', or ``train in position sufficiently far away''.

The above is a level crossing when train T is operated in direction A.
Although this is an explanatory diagram of the alarm operation at C ₁ , the alarm operation at railroad crossing C ₁ when train T' is driven in the B direction will be explained next. In this case, since the driving direction lever is set in the B direction, the lever contact in Fig. 2a is opened, and the A direction alarm control condition is always in the OFF state regardless of the operation of the receiving relay, and the lever contact in Fig. The lever contact is closed.

When the train T' is at a position 1' sufficiently far left and right from the B direction alarm starting point _b1 , the receiving relay _1Brf1 ,
1Brf ₂ are both operating, the recovery contacts 1Brf ₁ and 1Brf ₂ in FIG. 2b are open, the B direction alarm control condition is not established, and no alarm is generated. train
When T' advances and its head approaches the position 2' near the connection point to the rail of the transmitter Sf ₂ , the output of the transmitter Sf 2 is short-circuited to the rail by the axle of the train T', and the output of the transmitter Sf ₂ is short-circuited to the rail by the axle of the train T _' . The input decreases and the receiving relay _1Brf2 is restored. However _, in this state, the receiving relay 1Brf _{1 of the receiver 1Brf 1} receiving the signal of frequency f ₁ is operating, so the recovery contact 1Brf ₁ in Fig. 2b is open, and the alarm control conditions are set. No railroad crossing
C ₁ alarm will not occur.

As the train T' progresses further and reaches the vicinity of the B direction warning starting point _b2 of the level crossing _C1 , the signal input from the transmitter _Sf1 to the receiver _1BRf1 decreases due to a short circuit in the track caused by the axle. Reception relay 1 Brf ₁ is restored.
Therefore, the B direction warning control conditions of FIG. 2b are established, and the level crossing _C1 starts warning. When the tail of the train T′ passes the alarm end point b ₃ , a signal from the transmitter Sf ₂ is sent.
f ₂ comes to reach receiver 1 BRf ₂ and reception relay 1 Brf ₂ operates. Then, in the condition circuit shown in FIG. 2b, the recovery contact _1Brf2 is turned OFF, so the B direction alarm control condition is canceled and the alarm at the level crossing _C1 is stopped. Furthermore, when the tail of the train T′ passes to the left near the connection point of the transmitter Sf ₁ to the rail, the transmitter
The frequency signal f ₁ of Sf ₁ reaches the receiver 1 BRf ₁ , and the receiving relay 1 Brf ₁ operates. In this state, the lever contact in the circuit B direction of Fig. 2b is
ON, recovery contacts 1Brf ₁ and 1Brf ₂ are both OFF, indicating that there is no train on the track or the train is at 1′ position.
Alternatively, the state has been returned to such as "the train is at a sufficiently distant position".

The above is an explanation of the warning operation of the device related to the level crossing _C1 , but the operating principle is the same for the level crossing _C2 and the level crossing _C3 . Furthermore, although the above embodiment describes the case of three railroad crossings in a single-track section, there is no limit to the number of railroad crossings as long as the signal from the transmitters Sf ₁ and Sf ₂ is within the reachable distance. In this case, relatively high-frequency frequency signals f ₁ , f _{2 ,} etc. can be passed through the bypass bond in a place where track insulation is provided for a commercial frequency track circuit or the like.

In the example shown in Fig. 1, in order to make the explanation easier to understand, consideration was given so that the alarm start point and alarm end point of each railroad crossing do not overlap, but in reality, there is no problem even if the alarm start point and alarm end point overlap. If there is a place where the warning starting point and the warning ending point of another railroad crossing coincide, it is possible to share the receiver and the receiving relay. Furthermore, although the above embodiments have been explained using a single track section as an example, the present invention can also be applied to a double track section. In this case, the driving direction is only one direction, so one set of receivers and one receiving relay at the alarm start point and one set of receiving relays at the alarm ending point (total of two sets) is sufficient for one railroad crossing. Of course.

As described above, according to the present invention, in a track section where a large number of railroad crossings are located close to each other within the range of the signals used, it is sufficient to use two types of signal frequencies. It is possible to use Therefore, unlike in the past, there is no risk of cross-modulation distortion due to interference between transmitted signals, and in addition to two types of frequency signal transmitters, there are also two types of receivers.
Since it can be configured with only components for different frequencies, cost reductions can be expected due to mass production effects, and the number of spare parts can be reduced.Furthermore, since the alarm start point and alarm end point receivers are shared, the receivers used can be This has made it possible to realize an uninsulated track circuit device for level crossings that has many excellent effects, such as being able to reduce the number of rails.

[Brief explanation of drawings]

The drawings show an embodiment of the non-insulated track circuit device for level crossings according to the present invention. Fig. 1 shows an example of the device arrangement in a single track section including multiple level crossings, and Fig. 2 shows an example of the alarm control conditions for one level crossing. It is a circuit example diagram. f ₁ , f ₂ : frequency signal, C ₁ : level crossing, a ₁ : alarm start point, a ₂ : alarm end point, Sf ₁ , Sf ₂ : signal transmitter, 1
ARf ₂ , 1ARf ₁ , 1BRf ₂ , 1BRf ₁ : Signal receiver,
1Arf ₂ , 1Arf ₁ , 1Brf ₂ , 1Brf ₁ : Reception relay.

Claims (1)

[Claims] 1. An uninsulated track circuit device for level crossings that controls level crossing alarms using signals at a frequency that provides a track impedance that allows the signal transmission point to the track and the signal reception point from the track to be set separately without providing track insulation. Using two types of frequency signals, an alarm starting point is provided on one side of the railroad crossing and an alarm ending point is provided on the other side of the railroad crossing, and a warning ending point is provided at a position farther from the alert starting point of the railroad crossing. A first type frequency signal transmitter is disposed at a position farther from the warning ending point on the other side of the railroad crossing, and a second type frequency signal transmitter is disposed near the warning starting point. 1
a first type frequency signal receiver and a second type frequency signal receiver are disposed, and the first type frequency signal receiver and the second type frequency signal receiver are respectively disposed near the alarm end point. and separately providing an alarm control circuit for train operation entering from the one side and an alarm control circuit for train operation entering from the other side,
The alarm control circuit for train operation entering from the one side includes an operation contact for a train running in the same direction, and a recovery contact for a second type frequency signal receiver disposed near the alarm start point. The alarm control circuit for train operation entering from the other side is configured by a series circuit with the recovery contact of the first type frequency signal receiver disposed near the alarm termination point, and the alarm control circuit is for train operation entering from the other side. a condition operating contact, and a recovery contact of a second type frequency signal receiver disposed near the alarm termination point;
It is configured by a series circuit with a recovery contact of a first type frequency signal receiver disposed near the alarm starting point, and a combination of the reception outputs of each receiver can initiate and alarm alarms in both directions of the level crossing. An uninsulated track circuit device for level crossings configured to control the termination.