JPH06104453B2 - Railroad crossing control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railroad crossing control device, which monitors a signal indicating a blockage signal and performs delay control for starting a railroad crossing alarm in accordance with the signal to indicate a train. Even if the train speed decreases due to the high speed operation, an appropriate railroad crossing door time is secured and traffic congestion at the railroad crossing is eliminated.

2. Description of the Related Art FIG. 7 is a diagram showing a conventional level crossing control, where 1 is a track, 2 is a train running on the track 1 in the direction of the arrow, and 3 is a level crossing. Blocks 1T to 4T are set on the track 1 at appropriate distances, and blockers S ₁ to 4T are located at the front block boundaries of the blocks 1T to 4T.
S ₄ is provided.

Conventionally, when setting the alarm time of the railroad crossing 3, the time required for the train 2 to travel at G indication, which means the maximum speed of the section, is set as the standard alarm time, and the alarm time longer than this time is set. Set the alarm start point A to a distance where you can secure minutes, and train 2
Had closed the railroad crossing when he passed this alarm start point A. The alarm starting point A is at a fixed position for the same type of train, although there are differences depending on the train type. Since the alarm start point A is set at the closed boundary, the actual alarm time is usually longer than the standard alarm time.

Problems to be Solved by the Invention However, when the train operation density becomes high at the time of rush hour, and the inter-vehicle distance with the preceding train cannot be sufficiently secured, the indication of the blockage signal S _{1 to} S ₄ for the continuing train, The train speed is significantly reduced due to the lower rank such as YG or Y. In this case, since the alarm start point A is fixed, the time required for the train to reach the railroad crossing 3 from the alarm start point A increases as the train speed decreases, and the alarm time increases accordingly. go. For this reason, there is a problem that the opportunity to open the railroad crossing 3 is lost during a rush hour and the like, which causes significant traffic congestion at the railroad crossing 3.

Means for Solving the Problems In order to solve the above-mentioned conventional problems, the present invention includes a railroad crossing control section and a logic unit, and provides a railroad crossing warning to give an appropriate warning time to a train approaching the railroad crossing. A railroad crossing control device for controlling time and minutes, wherein the railroad crossing control section is set in front of the railroad crossing when the train is viewed from the railroad crossing, and includes a plurality of closed sections, each of the closed sections. Having a block signal, the block signal is adapted to be given an individual display signal, the logic unit monitors the display signal of the block signal, until the railroad crossing according to the display signal. The time difference between that time and the standard time at the time of the highest speed display is calculated, and the delay control for starting the level crossing alarm is performed by this time difference.

Effect In the railroad crossing control device according to the present invention, when the train approaches the closed section that constitutes the crossing control section, the display signal of the closed signal provided in the closed section is monitored, and the display of the closed signal is the highest. Y lower than G indication corresponding to the allowable speed
In the case of G, Y, or YY display, the time required to take the railroad crossing at the speed corresponding to these displays is assumed, and the time difference between that time and the standard time at the time of G display is calculated and the By delaying the alarm start point by the time difference, the closing time of the railroad crossing is made constant regardless of the decrease in train speed.

In the present invention, it is premised that the indication of the block signal corresponds to the train speed, but in the current train operation system, the speed corresponding to each indication is defined by speed signalization. . Further, there are many cases where an automatic train control device with on-board speed check is provided on the train side and a speed limit is imposed so as not to exceed the speed corresponding to the indication of the blocked section. Therefore, there is no problem in controlling the crossing warning start point by making the indication of the blockage signal correspond to the speed.

First Embodiment FIG. 1 is a diagram showing a track configuration of a railroad crossing control device according to the present invention. In the blockage sections 1T to 4T set along the track 1 in front of the railroad crossing 3, the crossing section 2T to 4T is controlled. As a section, when the train 2 approaches this closed section 2T-4T, level crossing control is performed. For simplification of the explanation, here, the level crossing control when the train 2 approaches the closed section 2T will be described as an example.

FIG. 2 (A) is a signal control relay circuit of the block signal, the second
FIG. 1B is a circuit diagram of the railroad crossing control device according to the present invention.
S ₂₁ to S ₂₄ are closed traffic S ₂ of the signal control relay provided in the closed boundary between block section 1T and block section 2T, S _21-1 ~S _24-1 and S _22-2 to S _24-2 is a contact signal control relay S ₂₁ to S _24. Signal control relay S ₂₁ is jacked when current-occlusion traffic S ₂ becomes the maximum permissible shows the rate G Gen示it from lower YG, Y, relay falling in YY and R current-signal The control relay S ₂₂ is lifted when the YG indication is given, and falls in the Y, YY and R indications lower than that, and the signal control relay S ₂₃ is raised when the Y indication is given and YY and The relays that fall in the R indication and the signal control relays S ₂₄ are relays that rise when they become the YY indication and fall in the R indication, and these are connected so as to form a lower priority circuit. Thus, jack up the signal control relay S ₂₁ to S _24, the fall occlusion traffic
Corresponds to the S _{2 signal} .

Reference numeral 4 is a signal control relay S _{21 to} S ₂₄ of the block signal S ₂ provided in the block section 2T, monitors contacts S _{21-1 to} S _24-1 of the signal control relays S ₂ to S _24-1 , and monitors the display signal given as a fall. It is a logic unit that sets a delay time according to the indicating signal. For example, signal control relay S
_{When 21} ~ S ₂₄ are lifted and G indication signal is input, a delay time of a second is established, and signal control relays S ₂₂ ~ S ₂₄ are lifted and YG
When a display signal is input, a delay time of b seconds (b> a) is established, and when signal control relays S ₂₃ and S ₂₄ are activated and a Y display signal is input, c seconds (c> c) The delay time of b) is set, and the delay time of d seconds (d> c) is set when the signal control relay S ₂₄ is raised and the YY display signal is input. These delay times a to d are set so that the arrival times at the railroad crossing 3 are substantially the same even when the vehicle advances at the allowable speed within the display. This is possible because there is a correspondence between the manifest and the train speed.

XR is a delay output relay driven by delay times a to d set by the logic unit 4.

2TR ₁ and 2TR ₂ are contact points of a track relay 2TR that drops when the train 2 enters the closed section 2T, 3TR ₁ is a contact point of a track relay 3TR provided in the closed section 3T, and 4TR ₁ is provided in the closed section 4T. Orbit relay 4TR contact, XR ₁ is the delayed output relay XR contact, and R is the railroad crossing alarm relay.

While the train 2 is traveling in front of the block sections from the block section 2T serving crossing control section, it is closed contact 2TR _2, 3TR ₁ and 4TR ₁ track relay block section 2T～4T. Therefore, the railroad crossing warning relay R is lifted, the railroad crossing warning signal is not output, and the railroad crossing 3
Is open. In addition, since the contact 2TR ₁ of the orbital relay in the closed section 2T is closed, there is no delay time output from the logic unit 4, and the delay output relay XR is in the falling state.
XR ₁ is open.

When the train 2 enters the closed section 2T, the contact 2TR ₁ of the track relay 2TR opens, and the delay time signal corresponding to the indication of the closed signal S ₂ is output from the logic unit 4 using it as a trigger, and the delayed output relay The XR has increased its delay time,
XR ₁ closes in the meantime. For this reason, power is supplied to the alarm relay R through the contact XR ₁ instead of the contact 2TR _{2 of the} track relay, the level crossing alarm relay R performs a holding operation, and the alarm output is delayed. In this case, the delay time output from the logic unit 4 becomes to correspond to the current示信No. occlusion traffic S _2. For example, when the block signal S ₂ is G indication, a
The delay time is set to seconds, b seconds for YG display, c seconds for Y display, and d seconds for YY display, and delay output relay XR increases delay times a to d. After all, delayed output relay XR
Contact XR ₁ is closed by delay time a to d after train 2 enters closed section 2T and contact 2TR ₁ of track relay 2TR is opened, and fall of alarm relay R is delayed by delay time a to d ,
The crossing warning signal output is also delayed by the delay times a to d. As a result, the relationship crossing 3, regardless of the difference in current-occlusion traffic S _2, can be expected substantially constant level crossing closing time.

When the train 2 enters the closed section 2T, the contact point of the track relay
If the point at which 2TR ₂ opens is before the point at which the contact XR ₁ of the delayed output relay XR closes, the level crossing alarm relay R may be momentarily dropped. As a means for solving such a problem, for example, when the train 2 is traveling in the closed section 1T one block ahead of the closed section 2T, the delay output relay is utilized by using the contact 1TR ₁ of the track relay 1TR. XR is lifted in advance and contact XR ₁ is closed, and contact of track relay 2TR in closed section 2T
Even if the 2TR ₂ is opened, the railroad crossing alarm relay R is held so as not to fall, and when the train next enters the closed section 2T, the delay time is set by using the contact 2TR ₁ of the track relay 2TR. Possible configurations.

FIG. 3 is a diagram showing the relationship between the train speed and the alarm time when traveling at the indicated speed. In the figure,
, Shows the relationship between the speed and the alarm time when the alarm is started at the speed corresponding to the G, YG, Y, YY indication of the occlusion signal S ₁ in the occlusion section 1T. In the figure, t
G, tYG, tY, and tYY are useless alarm time and minutes that exceed the standard alarm time t ₀ = 41 seconds. In the conventional level crossing control, this wasteful alarm time is inevitably generated. In the present invention, tG, tY are controlled by the logic unit 4 and the alarm delay output relay XR.
Since the delayed output of G, tY, and tYY can be output and the alarm start can be delayed and controlled by this time, the optimization of the alarm time can always be realized.

In the above embodiment, for example, in the case of YG display, the maximum allowable speed is 75
In the case of actual train operation, the delay control is performed on the premise that the vehicle travels at the maximum permissible speed corresponding to the display, such as the maximum permissible speed of 45 km / h at the time of km / h and Y display. Usually run at speeds below the maximum allowed speed for each indication. Therefore, as the actual traveling speed decreases from the maximum permissible speed corresponding to the actual indication, the effect of optimizing the warning time by the delay control becomes smaller. As a means for solving such a problem, train speed information is added to one of the delay time setting conditions, and when the train speed decreases, the delay time is controlled to be extended accordingly. 4 to 5 are views showing an embodiment thereof.

In FIG. 4, the closed section 1T before the level crossing control sections 2T to 4T is set as the speed detection section, and the speed of the train 2 is detected from the time required to pass the closed section length l.
As shown in FIG. 5, the train transit time of the closed section 1T is as follows: the contact point 1TR ₁ of the track relay 1TR of the closed section 1T and the next closed section 2
It can be calculated from the contact condition of the contact 2TR ₁ of the track relay 2TR of T.

In addition, within the railroad crossing control section 2T to 4T, by monitoring the time from when the preceding train enters the section until the train arrives, the position of the preceding train and the train operation pattern indicate that the train By assuming an operating speed and performing delay control commensurate with the speed, it is possible to optimize the railroad crossing warning time even for a train running at or below the maximum permissible speed corresponding to the actual indication. The position of the preceding train can be determined by inputting the conditions of the contacts 2TR _{1 to} 4TR ₁ of the track relays 2TR to 4TR of each closed section 2T to 4T to the logic unit 4 (see FIG. 5).

FIG. 6 is a diagram showing the relationship between train speed and alarm time.
In the figure ,,, are blockage signals of block section 1T
When S ₁ is G, YG, Y, YY display, it shows the relationship between alarm time and time when traveling at the maximum allowable speed corresponding to it.
′ Indicates the alarm time when the vehicle travels at a speed lower than the maximum allowable speed in the YG display, and ‘indicates the alarm time when the vehicle travels at a speed lower than the maximum allowable speed in the Y display. .

In the cases of ,,, and, since the vehicle is traveling at the maximum permissible speed corresponding to the indication, no unnecessary alarm time is generated by the delay control described in FIGS. 1 to 3.

In the case of ',', since the traveling speed is reduced, useless alarm time t'YG, t'Y is generated. This is shown in Figs.
This is a time that cannot be dealt with in the embodiment shown in the figure. In the case of this embodiment, the train speed is detected and correspondingly,
The delay time is extended by t'YG, t'Y,
Even when the speed decreases, the alarm time can always be optimized.

Moreover, in the case of this embodiment, since the speed is detected by utilizing the contact condition of the existing orbital relay, the speed can be detected by a simple method using the existing equipment.

Effects of the Invention As described above, the railroad crossing control device according to the present invention monitors the signal indicating the blockage signal and delays the start of the railroad crossing warning in accordance with the signal indicating the signal. Due to the higher density, even when the train speed decreases, it is possible to secure an appropriate time for the railroad crossing and to eliminate traffic congestion at the railroad crossing. Moreover, the existing equipment such as the block signal and the orbital relay can be used as they are with almost no change, so that it is possible to provide a railroad crossing control device that is easy to implement and highly practical.

[Brief description of drawings]

FIG. 1 is a diagram showing a track configuration of a railroad crossing control device according to the present invention, FIG. 2 (A) is a signal control relay circuit of a block signal,
FIG. 2 (B) is a circuit diagram of the railroad crossing control device according to the present invention, FIG. 3 is a diagram showing the relationship between train speed and alarm time when traveling at the indicated speed, and FIG. 4 is the present invention. FIG. 5 is a diagram showing another track configuration of the railroad crossing control device according to FIG. 5, FIG. 5 is a circuit diagram of the railroad crossing control device, and FIG. 6 is a train speed and an alarm time when traveling at a speed lower than the maximum speed corresponding to the present indication. FIG. 7 is a diagram showing the relationship of the above, and FIG. 7 is a diagram showing conventional crossing control. 1 ... Track, 2 ... Train 3 ... Level crossing, 4 ... Logical section S _{1 to} S ₄ ...... Block signal S _{21 to} S ₂₄ ...... Signal control relay for block signal XR ...... Delayed output relay R ...... Railroad crossing alarm relay

Front Page Continuation (72) Inventor Toshio Kato 2-2, Ina-cho, Kita-Adachi-gun, Saitama 272 (56) Bibliography Sho 61-38269 (JP, U) JP 34-802 (JP, B1) Special Official 35-15104 (JP, B1) Actual Official 39-11505 (JP, Y1)

Claims (2)

[Claims] 1. A railroad crossing control device, comprising a railroad crossing control section and a logic unit (4), for controlling a railroad crossing alarm time and duration so as to give an appropriate alarm time to a train approaching the railroad crossing. The section is set in front of the railroad crossing (3) when the train is viewed from the railroad crossing (3), and includes a plurality of closed sections (2T to 4T), and each of the closed sections (2T to 4T) is , Block signal (S ₂
To S ₄₎ has, the closure traffic (S ₂ to S ₄₎ are adapted to be given a No. individual current示信, the logic unit (4), the closure traffic (S ₂ to S ₄ ) Monitoring the display signal, and assuming the time required to take the railroad crossing in accordance with the display signal, determine the time difference between the time and the standard time at the time of the fastest display, only the time difference, A level crossing control device that controls the delay of the level crossing alarm start. 2. The railroad crossing control device according to claim 1, wherein the logic unit (4) receives train speed information and sets the train speed information as one of delay control conditions.