JP2010233344A - Onboard brake control system and onboard brake control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To determine whether a train is normally detected in order to enhance safety in a railroad crossing at an onboard side without the need for additionally installing an on-ground facility. <P>SOLUTION: An HC-N type crossing controller 30A always outputs a train detection signal f1 to a rail 10, detects the train 20 from a changes in receiving level of the train detection signal f1, and outputs a detection/measurement signal f2 to the rail 10 when the train 20 is detected. In an onboard brake control system mounted to the train 20, it is determined whether the detection of the train is normally performed by the rail crossing controller 30A on the basis of a change in the presences/absence of the detection of the train detection signals f1 and the detection/measurement signals f2 at a front receiver 200 and a rear receiver 300, and when there is a possibility that the detection of the train is not normally performed, the train 20 is braked for protection in the rail crossing. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an on-vehicle braking control system and an on-vehicle braking control method for controlling braking of a train on the vehicle.

  At a level crossing, the approach of a train (present line) is detected by a train detection device on the ground, and the sounding of a level crossing alarm and the opening and closing of a level crossing breaker are controlled. As for this train detection device, for example, as disclosed in Non-Patent Document 1, a railroad crossing controller system which is a kind of track circuit is mainstream, and from the viewpoint of fail-safe, the front side of the railroad crossing (train entry side) The closed circuit type is used for the alarm start point, and the open circuit type is used for the alarm end point on the far side (train advance side). In the railroad crossing controller system, when a train enters the control range of the railroad crossing controller, the left and right rails are short-circuited by the train wheel and axle (wheel axle), and transmitted from the track circuit transmission side to the rail. The presence of a train within the control range of the level crossing controller is detected using the change in the reception level when the received signal is received at the receiving side of the track circuit.

Introduction to Electricity for Railroad Engineers “Level Crossing Safety Equipment”, Japan Railway Electrical Engineering Association, May 31, 2002, New Ministry Ordinance version, p. 35-47

  In order to detect a train, a railroad crossing controller needs to reliably short-circuit between the left and right rails by the train axle. However, a short circuit between the left and right rails may be insufficient due to, for example, the state of the wheel tread or rail top surface, and the train may not be detected. Specifically, an insulating film formed by dust, rust, or the like on the rail surface in contact with the wheel increases the electrical contact resistance between the wheel tread surface and the rail surface, resulting in a short circuit failure. In addition, a decrease in pressure at the contact portion between the wheel tread surface and the rail top surface due to the recent reduction in vehicle weight has also caused a short circuit failure.

If the train is not detected by the level crossing controller, the train will pass without the level crossing being cut off, which is very dangerous. Therefore, for example, the following two methods can be considered as methods for improving such problems.
(1) Improving the reliability of train detection Improve the reliability of train detection by improving the equipment to prevent short circuit failures or by introducing a backup device. However, it is almost impossible to completely prevent a short circuit failure, and improvement and expansion of ground facilities leads to an increase in cost from the viewpoint of installation and maintenance.
(2) Communicate that the level crossing has not been interrupted Install an indicator light to indicate that the level crossing has not been interrupted, and notify the approaching driver, or that the level crossing has not been interrupted Is detected and transmitted to the upper side of the vehicle. In this case, the driver applies the brakes at his / her own discretion to stop the train and depends on the driver's attention. In addition, it is necessary to add ground facilities, which raises the problem of increased costs.

  The present invention has been made in view of such circumstances, and in order to increase the safety of a railroad crossing, it is possible to determine whether the train is normally detected on the upper side of the vehicle without the need for additional ground equipment. The purpose is that.

The first invention for solving the above-described problems is
A power receiver (for example, the front power receiver of FIG. 2) provided in front of the front axis of the own train for detecting an electrical signal transmitted to the rail by the rail crossing controller (for example, the crossing controller 30 of FIG. 1). 200),
A control unit that performs braking control on the vehicle based on whether or not the electrical signal detected by the power receiver has changed a predetermined value when the train is detected by the railroad crossing controller (for example, the on-board device 100 in FIG. 2). When,
Is an on-vehicle braking control system.

As another invention,
A power receiver for detecting the electrical signal transmitted to the rail by the railroad crossing controller is provided on the front side of the train's top shaft,
An on-vehicle braking control method that performs braking control on the train vehicle based on whether or not the electrical signal detected by the power receiver has changed a predetermined value at the time of train detection by the railroad crossing controller is configured. good.

  According to the first aspect of the invention, the electrical signal transmitted from the railroad crossing controller to the rail is detected by the power receiver provided in the train, and the detected electrical signal is defined when the train is detected by the railroad crossing controller. The braking control is performed on the vehicle based on whether or not the change is made. Since the power receiver is provided in front of the head axis of the own train, it is possible to detect the electrical signal transmitted by the front crossing controller. That is, the electric signal transmitted to the rail is detected by the power receiver provided in the train, and the braking control is performed on the vehicle. As a result, braking control for level crossing protection can be performed on the vehicle by using an electrical signal controlled by a pre-existing level crossing controller in a prescribed manner without improving or adding ground facilities. . Moreover, when the power receiver for receiving a control signal via a rail is already provided in the train, this power receiver can be used, and the cost for level crossing protection can be further reduced.

As a second invention, the on-vehicle braking control system of the first invention,
The railroad crossing controller transmits a train detection signal for detecting a train (for example, the train detection signal f1 in FIGS. 3 to 6) as a first electric signal, and that the inspection vehicle passes. It is configured to transmit as a second electric signal when a train is detected as an inspection vehicle signal (for example, an inspection signal f2 in FIGS. 3 to 6) transmitted when a train is detected.
The control unit uses whether or not the power receiver has detected the second electric signal after detecting the first electric signal and before detecting the first electric signal. To perform the braking control (for example, steps A1 to A5 in FIG. 8),
An on-vehicle braking control system may be configured.

  According to the second aspect of the invention, the power receiver is transmitted when a train is detected between detection of the first electric signal which is a train detection signal for detecting the train and no longer being detected. The braking control is performed using whether or not the second electric signal that is a signal for inspection vehicle is detected.

  When train detection is normally performed by the crossing controller, when the train approaches the crossing controller, the crossing controller detects the train and transmits a second electric signal in addition to the first electric signal. . That is, when the train approaches the railroad crossing controller, the first electric signal and the second electric signal can be detected at the power receiver of the train. Conversely, for example, when the train detection is not normally performed due to a short circuit between the rails, the second electrical signal is not transmitted from the crossing controller even when the train approaches. Therefore, if the second electrical signal is not detected between the time when the power receiver provided on the front side of the leading shaft detects the first electrical signal and no longer detects it, the train detection controller detects the train. May not have been done correctly. In this case, braking control is performed from the principle of fail-safe. In this way, it is possible to determine whether the train detection is normally performed by the railroad crossing controller and to perform appropriate braking control.

As a third invention, the on-vehicle braking control system of the second invention,
The control unit may constitute an on-vehicle braking control system that suppresses the braking control when the power receiver does not detect the first electric signal.

  According to the third aspect of the invention, when the power receiver does not detect the first electric signal, the braking control is suppressed. In a position where the railroad crossing controller has not yet approached, the first electric signal cannot be detected by the train power receiver. The braking control for level crossing protection is necessary when approaching the level crossing controller. For this reason, it is possible to prevent the braking control for the level crossing protection from being performed at a position away from the level crossing control element, and to be performed only when approaching the level crossing control element.

As a fourth invention, the on-vehicle braking control system of the second invention,
It further includes a position measurement unit that measures the current position of the own train,
The control unit compares the position measured by the position measurement unit with a pre-stored position of the level crossing controller, and if the position is not within a predetermined approach distance range from the level crossing control unit, the braking unit Suppress control,
An on-vehicle braking control system may be configured.

  According to the fourth aspect of the invention, the braking control is suppressed when the measured position of the own train is not located within the predetermined approach distance range from the previously stored level crossing controller. Braking control for level crossing protection is necessary when approaching a level crossing controller. For this reason, it is possible to prevent the braking control for the level crossing protection from being performed at a position away from the level crossing control element, and to be performed only when approaching the level crossing control element.

As a fifth invention, the on-vehicle braking control system according to any one of the second to fourth inventions,
The power receiver is further provided on the rear side of the rearmost axis of the own train (for example, the rear power receiver 300 in FIG. 2),
The controller is
(1) The front power receiver receives the second electrical signal after the front power receiver detects the first electrical signal and before the first electrical signal is not detected. If detected, the train is not braked (for example, steps A1: YES to A3: YES to A11 in FIG. 8),
(2) The front power receiver receives the second electric signal after the front power receiver detects the first electric signal until the first electric signal is not detected. When not detected, (2a) When the rear power receiver detects the first and second electric signals, the train is not braked (for example, step A7 in FIG. 8; YES to A9: YES to A11). ), (2b) When the rear power receiver detects the first electric signal but does not detect the second electric signal, the train is braked (for example, steps A7: YES to A9: NO in FIG. 8). To A13),
An on-vehicle braking control system may be configured.

  According to the fifth aspect of the invention, the power receiver is further provided on the rear side of the rearmost shaft of the own train, and the first electric signal and the second electric power are respectively received by the front power receiver and the rear power receiver. Braking is controlled by detecting the signal. That is, if the second electric signal is not detected after the front power receiver detects the first electric signal and is no longer detected, (2a) the rear power receiver receives the first electric signal. When the signal and the second electric signal are detected, the train is not braked. (2b) When the rear power receiver detects the first electric signal but does not detect the second electric signal, the train is braked.

  The power receiver on the rear side is provided on the rear side of the rearmost axis of the own train, so after the train passes the rail crossing controller, the electric signal transmitted to the rail from the railroad crossing controller behind the train is transmitted. It becomes detectable. If train detection by the railroad crossing controller is normally performed, the first electric signal and the second electric machine signal can be detected by the rear power receiver when the train moves away from the railroad crossing controller.

  Such an on-board braking control system is configured to brake the train for level crossing protection when there is a possibility that the train detection by the level crossing controller is not normally performed. In other words, even when train detection is performed normally, the train may be braked for level crossing protection.

  Therefore, as in the fifth aspect of the invention, by determining whether the train detection is normally performed based on the detection of the electrical signal not only at the front power receiver but also at the rear power receiver, More accurate determination is possible, and excessive braking such as braking of the train for level crossing protection is prevented regardless of whether the train detection is normally performed.

As a sixth invention, the on-vehicle braking control system of the first invention,
The railroad crossing controller includes a receiving unit that receives the electrical signal that has flowed through the rail, an amplifying unit that amplifies the signal received by the receiving unit, and a transmitting unit that transmits the amplified signal to the rail. The electric signal is transmitted and oscillated in a feedback manner, and is configured to detect a train based on the signal level of the electric signal received by the receiving unit,
It further includes a position measuring unit (for example, the position measuring unit 112 in FIG. 14) that measures the current position of the own train,
The position of the railroad crossing controller in which the position of the train measured by the position measurement unit at a timing when the electric power receiver no longer detects the electric signal after detecting the electric signal equal to or higher than a predetermined signal level is stored in advance. The braking control is performed using whether or not it is closer (for example, steps B3 to B7 in FIG. 15),
An on-vehicle braking control system may be configured.

  According to the sixth aspect of the invention, the position of the own train at the timing when the power receiver stops detecting after detecting the electric signal of the predetermined signal level or higher is closer to the pre-stored position of the crossing controller. The braking control is performed using whether or not. The railroad crossing controller oscillates an electrical signal, transmits it to the rail, and detects a train based on the signal level of the received electrical signal. In other words, when normal, when the train approaches the railroad crossing controller, the rails are short-circuited by the train's wheel shaft, and the feedback oscillation is stopped. The electric signal is not detected. Further, since the power receiver is provided in front of the front wheel axle, the electric signal of the rail can be detected before the railroad crossing controller, but cannot be detected after passing through the railroad crossing controller. On the other hand, if the return oscillation is not stopped despite the train entering the track circuit due to, for example, a short circuit between the rails, the power receiver is connected to the railroad crossing controller with an electric power level equal to or higher than a predetermined signal level. Although the signal is detected, even if the train enters the track circuit, the electric signal may continue to be detected, and the electric signal may no longer be detected due to leaving the railroad crossing controller.

  Therefore, if the position of the train at the timing when it is no longer detected after detecting an electric signal of a predetermined level or higher with the power receiver is in front of the crossing controller, the train detection with the crossing controller is normal. It can be judged, but in other cases, there is a possibility that the train detection is not normally performed. In this way, it is possible to determine whether the train detection is normally performed by the railroad crossing controller.

As a seventh invention, the on-vehicle braking control system of the sixth invention,
The power receiver is further provided on the rear side of the rearmost axis of the own train (for example, the rear power receiver 300 in FIG. 2),
The control unit includes a position of the front axis of the own train at a timing at which the front power receiver stops detecting after detecting the electrical signal equal to or higher than the predetermined signal level, and the rear power receiver The braking control is performed based on the relative relationship between the position of the rearmost shaft of the own train and the position of the railroad crossing controller at the timing detected from the state where the electrical signal of a predetermined signal level or higher is not detected (for example, , Steps B3 to B13 in FIG.
An on-vehicle braking control system may be configured.

  According to the seventh aspect of the invention, the power receiver is further provided on the rear side from the rearmost shaft of the own train, and the train is braked by detecting the first electric signal by each of the front power receiver and the rear power receiver. Be controlled. That is, the position of the front axis of the own train at the timing when the front power receiver no longer detects an electrical signal above a predetermined signal level, and the rear power receiver detected an electrical signal above a predetermined signal level. Braking control is performed based on the relative relationship between the position of the rearmost axis of the own train at the timing and the position of the crossing controller.

Specifically, as in the eighth invention,
The controller is
(1) The position of the leading axis of the own train at the timing when the front power receiver stops detecting after detecting the electric signal equal to or higher than the predetermined signal level is closer to the front of the crossing controller. In such a case, the train is not braked (for example, step B7 in FIG. 15: YES to B15),
(2) The position of the front axis of the own train at the timing when the front power receiver stops detecting after detecting the electric signal equal to or higher than the predetermined signal level exceeds the position of the railroad crossing controller. (2a) the position of the rearmost axis of the own train and the position of the railroad crossing controller at the timing detected from the state where the rear power receiver does not detect the electrical signal equal to or higher than the predetermined signal level. When the predetermined passage condition is satisfied, the train is not braked (for example, steps B9 to B13 in FIG. 15: YES to B15). (2b) When the predetermined passage condition is not satisfied, the train is braked (for example, FIG. 15). Steps B9 to B11 to B13: NO to B17)
An on-vehicle braking control system may be configured.

  According to the eighth invention, when the position of the leading axis of the own train exceeds the position of the railroad crossing controller at the timing when the electric power receiver on the front side stops detecting after detecting the electric signal, (2a) The train is not braked when the position of the rearmost axle of the own train and the position of the railroad crossing controller at the timing at which the electric power receiver on the front side detects the electric signal satisfy a predetermined passing condition. (2b) When the passing condition is not satisfied, the train is braked.

  In other words, if the train detection by the railroad crossing controller is normally performed, after the train has passed the railroad crossing controller and moved away to some extent, the signal level due to the feedback oscillation of the railroad crossing controller is recovered and the rear side of the train The electric signal of the rail is detected by the power receiver. In addition, since the rear power receiver is provided behind the rearmost shaft of the train, an electric signal is detected after the rearmost shaft passes through the railroad crossing controller. Therefore, if the position of the rearmost shaft of the own train at the timing when the electric signal is detected by the rear power receiver is a position that has passed a predetermined distance or more from the position of the level crossing controller, train detection is performed normally. If not, there is a possibility that it is not done properly.

Explanatory drawing of installation of level crossing security equipment. Explanatory drawing of train organization. Explanatory drawing of the on-vehicle braking control principle applied to the HC-N type level crossing controller in the first embodiment. Explanatory drawing of the on-vehicle braking control principle applied to the HC-N type level crossing controller in the first embodiment. Explanatory drawing of the on-vehicle braking control principle applied to the HC-N type level crossing controller in the first embodiment. Explanatory drawing of the on-vehicle braking control principle applied to the HC-N type level crossing controller in the first embodiment. The block diagram of the on-vehicle braking control system in 1st Embodiment. The flowchart of the on-vehicle braking control process in 1st Embodiment. The principle figure of on-board braking control applied to the OS type crossing controller in the second embodiment. The principle figure of on-board braking control applied to the OS type crossing controller in the second embodiment. The principle figure of on-board braking control applied to the OS type crossing controller in the second embodiment. The principle figure of on-board braking control applied to the OS type crossing controller in the second embodiment. The experimental result of the relationship between the short circuit position of a rail, a short circuit current, and a relay voltage. The block diagram of the on-vehicle braking control system in 2nd Embodiment. The flowchart of the on-vehicle braking control process in 2nd Embodiment. The modification of on-vehicle braking control processing in a 1st embodiment. The modification of on-vehicle braking control processing in a 2nd embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this.

[Overview]
First, a railroad crossing security facility in this embodiment will be described. FIG. 1 is a diagram illustrating a railroad crossing security facility. As a railroad crossing safety facility for a railroad crossing in the middle of a station, it controls a railroad crossing controller 30 that detects a train, and a railroad crossing breaker and an alarm installed on the railroad crossing based on a train detection signal from the railroad crossing controller 30 A crossing control device 40 is provided.

  In FIG. 1, the railroad crossing controller 30 is provided at a position away from a railroad crossing by a predetermined distance (for example, about 1 km), and a closed circuit type is used because it is on the train entrance side. This distance is sufficient to stop before the railroad crossing when the train running at maximum speed is braked. The railroad crossing controller 30 is a kind of track circuit, and is connected to the rail at two attachment points 11 and 12 having a predetermined interval (specifically, about 20 to 25 m corresponding to the length of one vehicle). Has been. The railroad crossing controller 30 outputs (transmits) a predetermined electrical signal from one attachment point (transmission point) 12 to the rail, and based on the signal received at the other attachment point (reception point) 11, Detect the presence or absence. The “control section” in which the railroad crossing controller 30 can detect a train is defined as a section range including the attachment points 11 and 12, and the control section length is about 20 to 60 m.

  FIG. 2 is a diagram illustrating an example of train 20 organization. The figure (a) is the figure which looked at the train 20 from the side, and the figure (b) is the figure which looked at the train 20 from upper direction. The train 20 is configured by connecting a plurality of vehicles (in the figure, two vehicles). In addition, the on-board braking control system 1 including the on-board device 100, the front power receiver 200, and the rear power receiver 300 is mounted on the train 20.

  The front power receiver 200 is provided near the head of the leading vehicle and in front of the leading wheel shaft 21, and the rear power receiver 300 is disposed near the tail of the rear vehicle and behind the last tail wheel shaft 22. Then, the front power receiver 200 and the rear power receiver 300 detect an electric signal flowing through the rail 10 and transmit the detection signal to the on-board device 100. The “signal arrival section”, which is a range in which the front power receiver 200 and the rear power receiver 300 can receive the electric signal output from the railroad crossing controller 30 to the rail, includes the control section of the railroad crossing controller 30, Longer (specifically, about 150 to 200 m, sometimes longer).

  The on-board device 100 is mounted on one of the trains in the train (the leading vehicle in the figure) and controls the operation of the own train. In the present embodiment, the on-board device 100 performs braking control for level crossing protection based on detection signals from the front power receiver 200 and the rear power receiver 300, respectively. Specifically, it is determined whether the train detection by the railroad crossing controller 30 is normally performed, and if there is a possibility that the train is not detected, the own train is forcibly braked. Note that braking control for level crossing protection is performed only when it is determined that there is a possibility that train detection is not normally performed, and is not performed (suppressed) at other times.

  Hereinafter, two specific embodiments of the on-board braking control system corresponding to the difference in the vehicle detection principle of the railroad crossing controller 30 will be described.

[First Embodiment]
First, the first embodiment will be described. The first embodiment is an embodiment when an HC-N type railroad crossing controller is used.

<Train detection principle>
3-6 is a figure explaining the train detection principle of the level crossing controller 30A of HC-N type. The HC-N type railroad crossing controller 30A is a transmission / reception type that uses a rail as a transmission circuit, outputs a train detection signal f1 from one attachment point (transmission point) 12 to the rail, and the other attachment point (reception). The train detection signal f1 flowing on the rail is received at point 11).

  As shown in FIG. 4, when the train 20 approaches the railroad crossing controller 30A and enters the control section, the impedance viewed from the attachment points 11 and 12 changes due to a short circuit between the left and right rails due to the wheel axis of the train 20, The signal level of the received signal decreases. Then, as shown in FIG. 6, when the train 20 advances from the control section, the signal level of the received signal rises and recovers. The railroad crossing controller 30A detects the presence or absence of a train based on such a change in the reception level of the train detection signal f1.

  Further, when the train crossing controller 30A of the HC-N type detects a train, it outputs a test vehicle signal f2 in addition to the train detection signal f1. The inspection vehicle signal f2 is a signal transmitted assuming an inspection vehicle traveling on a track, and is a signal having a frequency different from that of the train detection signal f1. An inspection vehicle is a vehicle that automatically measures the state of tracks (rails) and overhead lines (train lines), signals that flow through the rails, and the like while traveling.

<On-vehicle braking control principle>
The principle of on-board braking control applied to such an HC-N type railroad crossing controller 30A will be described with reference to FIGS. 3 to 6 show a case where train detection is normally performed by the railroad crossing controller 30A.

  First, as shown in FIG. 3, when the train 20 has not reached the signal arrival section of the railroad crossing controller 30A, only the train detection signal f1 is output from the railroad crossing controller 30A. In 200, the train detection signal f1 is not detected. Next, when the train 20 enters the signal arrival section, the train detector 200 detects the train detection signal f1. Then, as shown in FIG. 4, when the train 20 enters the control section, the train is detected by the railroad crossing controller 30A, and the inspection vehicle signal f2 is output. Is detected by the previous power receiver 200.

  Then, as shown in FIG. 5, when the rail short circuit position of the train 20 on the front wheel axle 21 exceeds the attachment point 11 on the near side, the front wheel receiver 21 shorts between the left and right rails. At 200, the train detection signal f1 and the inspection vehicle signal f2 are not detected. Furthermore, when the rail short-circuit position by the last tail wheel shaft 22 of the train 20 exceeds the mounting point 12 on the back side, the rear power receiver 300 detects the train detection signal f1 and the inspection vehicle f2.

  Thereafter, as shown in FIG. 6, when the train 20 advances from the control section, the train detection signal f2 is not output because the train is not detected by the railroad crossing controller 30A. f2 is not detected. When the train 20 advances from the signal arrival section, the rear power receiver 300 does not detect the train detection signal f1.

  Thus, when the train detection by the railroad crossing controller 30A is normally performed, the train detection signal f1 and the inspection vehicle signal f2 in the front power receiver 200 and the rear power receiver 300 according to the position of the train 20 are detected. The presence or absence of detection changes. In the on-board device 100A, the train detection by the railroad crossing controller 30A is normal depending on whether or not the change in the presence / absence of detection of the signals f1 and f2 in the actual front power receiver 200 and the rear power receiver 300 is such a specified change. Determine whether it was done. When there is a possibility that the train detection is not normally performed, a braking operation is performed to stop the train by applying a brake.

<System configuration>
FIG. 7 is a configuration diagram of the on-vehicle braking control system 1A according to the first embodiment. The on-board braking control system 1A is mounted on the train 20 and includes an on-board device 100A that controls the operation of the train 20, and a front power receiver 200 and a rear power receiver 300 that detect signals flowing on the rails. Is done.

  The on-board device 100A includes a processing unit 110A and a storage unit 120A. 110 A of processing parts are implement | achieved by arithmetic units, such as CPU, based on the program, data, etc. which were memorize | stored in the memory | storage part 120A, instruct | indicate and data transfer to each part which comprises 100 A of onboard apparatuses, and onboard apparatus 100A Perform overall control. In addition, the processing unit 110A includes an on-vehicle braking control unit 111A. The on-vehicle braking control unit 111A performs on-vehicle braking processing according to the on-vehicle braking control program 121A.

  In the on-board braking control process, changes in the presence or absence of detection of the train detection signal f1 and the inspection vehicle signal f2 in the front power receiver 200 and the rear power receiver 300 are as described with reference to FIGS. It is judged whether or not the change is a regulation when train detection is performed normally. And when there is a possibility that it is not made normally, the brake drive unit 400 is driven to brake the own train.

  Specifically, first, the approach to the front crossing controller 30A is determined based on whether or not the train detection signal f1 is detected by the front power receiver 200. When the train detection signal f1 is detected, detection of the inspection vehicle signal f2 is then waited, and the inspection vehicle signal f2 is detected while the train detection signal f1 is detected by the front power receiver 200. If so, it is determined that the detection of the own train by the level crossing controller 30A is normal, and the braking operation for level crossing protection is not performed.

  On the other hand, when the detected train detection signal f1 is not detected without detecting the inspection vehicle signal f2, the train detection signal f1 and the inspection vehicle signal f2 by the rear power receiver 300 are further detected. Judgment based on the presence or absence of detection. That is, if both the train detection signal f1 and the inspection vehicle signal f2 are detected by the rear power receiver 300, it is determined that the train detection by the railroad crossing controller 30A is normally performed. On the other hand, if the train detection signal f1 is detected by the rear power receiver 300 but the inspection vehicle signal f2 is not detected, it is determined that there is a possibility that the train detection by the railroad crossing controller 30A is not normally performed. Perform braking operation for level crossing protection. Note that this braking operation is terminated when the own train stops and is not performed (suppressed) until it is determined that there is a possibility that the train detection at the railroad crossing controller 30A is not normally performed.

  Here, the determination using the presence / absence of detection of the signals f1 and f2 in the rear power receiver 300 is based on the following reason. That is, even if the train detection by the railroad crossing controller 30A is performed normally, the leading axle 21 exceeds the attachment point 11 on the near side before the train detection timing is delayed and the inspection vehicle signal f2 is output. This is because the signals f1 and f2 cannot be detected by the front power receiver 200.

  The storage unit 120A is realized by a storage device such as a hard disk, a ROM, or a RAM, and a system program for the processing unit 110A to integrally control the on-board device 100A, programs and data for realizing various functions, and the like. While being stored, it is used as a work area for the processing unit 110A, and temporarily stores calculation results and the like executed by the processing unit 110A according to various programs. In the present embodiment, an on-vehicle braking control program 121A for causing the processing unit 110A to function as the on-vehicle braking control unit 111A is stored in the storage unit 120A.

<Process flow>
FIG. 8 is a flowchart for explaining the flow of on-vehicle braking control processing performed by the on-vehicle braking control unit 111A. First, it is determined whether or not the train detection signal f1 is detected in the front power receiver 200. If it is detected (step A1: YES), a braking control process is performed.

  In the braking control process, the detection of the inspection vehicle signal f2 at the front power receiver 200 is awaited, and if the inspection vehicle signal f2 is further detected while the train detection signal f1 is detected (step A3: YES), it is determined that the detection of the own train by the railroad crossing controller 30A is “normal”, and the braking operation is not performed (step A11). On the other hand, if the detected train detection signal f1 is no longer detected before the inspection vehicle signal f2 is detected (step A3: NO to A5: YES), then, at the rear power receiver 300, Waiting for detection of the train detection signal f1 and the inspection vehicle signal f2.

  If the train detection signal f1 is detected by the rear power receiver 300 (step A7: YES) and the inspection vehicle signal f2 is detected (step A9: YES), the train crossing controller 30 will It is determined that the train is detected as “normal”, and no braking operation is performed (step A11). On the other hand, if the train receiver signal f1 is detected by the rear power receiver 300 (step A7: YES), but the inspection vehicle signal f2 is not detected (step A9: NO), It is determined that there is a possibility that the detection is not normally performed, and the braking control is started (step A13).

  Subsequently, for example, it is determined whether or not the on-board braking control process is to be ended depending on whether or not it has arrived at the terminal station. If not (step A15: NO), the process returns to step A1 and the same process is repeated. . If completed (step A15: YES), the vehicle braking control process is terminated.

[Action / Effect]
As described above, according to the first embodiment, the HC-N type railroad crossing controller 30A constantly outputs the train detection signal f1 to the rail 10, and the change in the reception level of the train detection signal f1. When the train 20 is detected and the train 20 is detected, the inspection vehicle signal f2 is output to the rail 10. In the on-board braking control system 1A mounted on the train 20, the on-board device 100A is based on changes in the presence or absence of detection of the train detection signal f1 and the inspection vehicle signal f2 in the front power receiver 200 and the rear power receiver 300. Thus, it is determined whether the train detection is normally performed by the railroad crossing controller 30A, and when there is a possibility that the train is not normally detected, the train 20 is braked to protect the railroad crossing.

  Thereby, braking control for level crossing protection can be performed on the vehicle by using an electrical signal used in an existing level crossing controller without improving or adding ground facilities.

[Second Embodiment]
Next, a second embodiment will be described. The second embodiment is an embodiment in the case of using an OS type railroad crossing controller.

<Train detection principle>
9-12 is a figure explaining the train detection principle of OS type level crossing controller 30B. The OS type railroad crossing controller 30B is an oscillation type that uses a rail as a part of an oscillation circuit, and includes a reception unit, an amplification unit, a BPF (Band Pass Filter) unit, a transmission unit, and a relay.

  The receiving unit receives a signal flowing through the rail at a rail attachment point (reception point) 11. The amplifying unit amplifies the signal received by the receiving unit. The BPF unit allows a signal component of a specific frequency (specifically, a frequency range including the frequency of the train detection signal f3) to pass through the signal amplified by the amplification unit. A transmission part outputs the signal which passed the BPF part to the transmission point 12 of the rail 10 as the train detection signal f3, and outputs the said signal voltage to a relay as a relay voltage.

  When the train 20 does not exist, the railroad crossing controller 30B oscillates in feedback by receiving (feedback) the train detection signal f3 sent to the rail through the rail, and the relay is raised by the oscillation output. ing.

  Next, as shown in FIG. 10, when the train 20 approaches the railroad crossing controller 30 </ b> B and enters the control section, the impedance seen from the attachment points 11 and 12 is short-circuited between the left and right rails by the wheel axis of the train 20. Changes, the feedback voltage decreases, oscillation stops, and the relay drops. Then, as shown in FIG. 12, when the train 20 advances from the control section, the feedback voltage increases and oscillation is resumed.

  FIG. 13 is a diagram showing the relationship between the short-circuit position of the rail 10 by the wheel axis of the train 20, the short-circuit current of the wheel shaft by the train detection signal f3, and the relay voltage at the railroad crossing controller 30B. The upper diagram in FIG. 13 shows a graph of the short-circuit current and the relay voltage with the horizontal direction as the short-circuit position, and the lower diagram shows the time-series change in the short-circuit position of the rail 10 due to the train axle.

  When the train 20 is at a position far from the railroad crossing controller 30B, the short circuit current is almost zero because the train detection signal f3 has not arrived, and the relay voltage is sufficient for operation. As the train 20 approaches the railroad crossing controller 30B, the short-circuit current gradually increases.

When the short circuit position reaches a position (in the control section) at a predetermined distance before the attachment point 11 on the near side, the signal level of the train detection signal f3 that is oscillated in a feedback manner by the level crossing controller 30B rapidly decreases. For this reason, the short circuit current and the relay voltage are rapidly reduced, and the relay drops. At this time, the train 20 is detected by the railroad crossing controller 30B. Subsequently, when the short-circuit position reaches the position (outside the control section) beyond the attachment point 11 on the near side and further beyond the attachment point 12 on the back side, the signal level of the train detection signal f3 is recovered. As a result, the short circuit current and the relay voltage rise and the relay rises. At this time, the train 20 is not detected by the railroad crossing controller 30B.

<On-vehicle braking control principle>
The on-vehicle braking control principle applied to such an OS type railroad crossing controller 30B will be described with reference to FIGS. 9-13 has shown the case where the train detection by the level crossing controller 30B is made normally.

  First, as shown in FIG. 9, when the train 20 has not reached the signal arrival section of the railroad crossing controller 30B, the signal level of the train detection signal f3 output to the rail by the level crossing controller 30B returning to the rail is It is in a high state (steady state). When the train 20 enters the signal arrival section, the train receiving signal 200 is detected by the front power receiver 200. Next, as shown in FIG. 10, when the train 20 enters the control section, the left and right rails are short-circuited by the leading wheel axle 21, so that the signal level of the train detection signal f <b> 3 rapidly decreases. The detected train detection signal f3 is not detected. Subsequently, as shown in FIG. 12, when the train 20 advances from the control section, a train detection signal f <b> 3 is detected by the rear power receiver 300. When the train 20 advances from the signal arrival section, the train detection signal f3 detected by the rear power receiver 300 is not detected.

  Thus, when the train detection by the railroad crossing controller 30B is normally performed, the presence / absence of detection of the train detection signal f3 in the front power receiver 200 or the rear power receiver 300 varies depending on the position of the train 20. In the on-board braking control, the train detection by the railroad crossing controller 30B is normally performed depending on whether or not the detection of the train detection signal f3 in the actual front power receiver 200 and the rear power receiver 300 is such a change. Determine if it has been done.

<System configuration>
FIG. 14 is a configuration diagram of the on-vehicle braking control system 1B in the second embodiment. The on-vehicle braking control system 1B is mounted on the train 20 and includes an on-vehicle device 100B, a front power receiver 200, and a rear power receiver 300.

  The on-board device 100B includes a processing unit 110B and a storage unit 120B. The processing unit 110B includes an on-vehicle braking control unit 111B and a position measurement unit 112. The on-vehicle braking control unit 111B performs on-vehicle braking control processing (2) according to the on-vehicle braking control program 121B.

  In the on-vehicle braking control process (2), the change in the presence or absence of detection of the train detection signal f3 in the front power receiver 200 and the rear power receiver 300 is normal in the train detection as described with reference to FIGS. It is judged whether it is a change of regulation when it is made.

  Specifically, first, it is determined whether the own train has approached the railroad crossing controller 30B. That is, the current position of the own train measured by the position measuring unit 112 is compared with the position of the front crossing controller 30B acquired with reference to the crossing DB 123, and the own train is the closest crossing controller in the traveling direction. It is determined whether a predetermined distance has been reached up to 30B. This predetermined distance is determined as a distance to a position where the front power receiver 200 can detect the train detection signal f3 (that is, a position within the signal arrival section of the railroad crossing controller 30).

  The level crossing DB 123 is a database in which the installation positions (specifically, the positions of the two attachment points 11 and 12 on the rail) are associated with each of the level crossing controllers 30B provided on the track.

  When the own train reaches a position separated by a predetermined distance to the front side of the railroad crossing controller 30B, it starts to determine whether or not the train detection signal f3 is detected by the front power receiver 200. Then, the timing at which the detected train detection signal f3 is no longer detected is determined. Next, the head position of the own train at that timing is calculated, and if the calculated position is in front of the position of the attachment point 11 on the near side, it is determined that the train detection by the crossing controller 30B is normally performed. . Here, as shown in FIG. 13, if the train is detected normally, it can be determined whether the front attachment point 11 is in front of the attachment point 11 as long as the leading axle enters the control section. This is because train detection is performed, and the short-circuit position of the front wheel shaft at that time is closer to the front side than the attachment point 11 on the front side.

  On the other hand, if the calculated start position of the own train exceeds the position of the attachment point 11 on the near side, the determination is further made based on whether or not the train detection signal f3 is detected by the rear power receiver 300. That is, the timing at which the train detection signal f3 is detected by the rear power receiver 300 is detected, and the rearmost position of the own train at the detected timing is calculated. Then, it is determined whether the calculated position is a position beyond the attachment point 12 on the back side and a position separated by a predetermined distance. If the position is reached, the train detection by the railroad crossing controller 30B is normally performed. Judge that it has been made. On the other hand, if the predetermined position has not been reached, it is determined that there is a possibility that the train detection is not normally performed, and a braking operation for level crossing protection is performed.

  Here, the determination based on the presence / absence of detection by the rear power receiver 300 is based on the fact that the rail short-circuiting position by the front axle 21 of the train 20 is on the near side even if the train detection by the railroad crossing controller 30B is normally performed. This is because if the mounting point 11 is exceeded, the train detection signal f3 is not detected by the front power receiver 200 due to a short circuit of the rail by the wheel shaft. That is, if the train detection is delayed, the train detector 200 exceeds the attachment point 11 on the near side before the train receiver signal f3 is no longer detected by the train receiver 200, so that the train detector signal f3. This is because it may not be detected.

  The position measuring unit 112 calculates the current position of the own train at a predetermined cycle (for example, 1 second cycle). That is, the current running position (traveling distance) is calculated using the speed generator 500, and when passing near the ground device, predetermined near field communication (so-called transponder communication) is performed with the ground device. The travel position is corrected based on the installation position of the ground device determined in (1). Or it has the GPS part 130, and acquires a present position by this.

  The storage unit 120B stores an on-vehicle braking control program 121B for causing the processing unit 110B to function as the on-vehicle braking control unit 111B, and a position measurement program 122 for causing the position measuring unit 112 to function. At the same time, a crossing DB 123 is stored as data.

<Process flow>
FIG. 15 is a flowchart illustrating the on-vehicle braking control process (2) executed by the on-vehicle braking control unit 111B. The on-board braking control unit 111B first determines that the current position of the own train is a predetermined position that is the front side of the next level crossing controller 30B that is reached next and separated by a predetermined distance (more specifically, the entrance of the signal arrival section). It is determined whether the position has been reached, and if the predetermined position has been reached (step B1: YES), a braking control process is performed.

  In the brake control process, the timing at which the front power receiver 200 stops detecting the train detection signal f3 at a predetermined level or higher is determined (step B3), and the head position of the own train at that timing is calculated (step B3). Step B5). Then, it is determined whether the calculated leading position exceeds the position of the attachment point 11 on the near side. If not (step B7: YES), it is determined that the train detection by the railroad crossing controller 30B is normally performed. Thus, the braking operation is not performed (step B15).

  On the other hand, if the head position exceeds the position of the previous attachment point 11 (step B7: NO), the timing at which the train detection signal f3 is detected by the rear power receiver 300 is determined (step B9). The last position of the own train at the timing is calculated (step B11). Then, it is determined whether the calculated rearmost position has reached a predetermined position (specifically, an exit position of the control section) that is a position beyond the attachment point 12 on the back side and separated by a predetermined distance. If so (step B13: YES), it is determined that the train detection by the railroad crossing controller 30B is normally performed, and the braking operation is not performed (step B15). On the other hand, if the predetermined position has not been reached (step B13: NO), it is determined that there is a possibility that the train is not normally detected, and a braking operation for level crossing protection is performed (step B17).

  Thereafter, for example, it is determined whether or not the on-board braking control process is to be ended depending on whether or not it has arrived at the terminal station. If not (step B19: NO), the process returns to step B11 and the same process is repeated. If completed (step B19: YES), the vehicle braking control process (2) is terminated.

[Action / Effect]
As described above, according to the second embodiment, the OS type railroad crossing controller 30B outputs the train detection signal f1 to the rail 10 and oscillates in feedback, and from the change in the reception level of the train detection signal f1. The train 20 is detected. In the on-board braking control system 1B mounted on the train 20, the on-board device 100B controls the railroad crossing controller 30B based on a change in the presence or absence of detection of the train detection signal f3 in the front power receiver 200 and the rear power receiver 300. Thus, it is determined whether the train is detected normally. If there is a possibility that the train is not detected normally, the train 20 is braked to protect the railroad crossing. Thereby, braking control for level crossing protection can be performed on the vehicle by using an electrical signal used in an existing level crossing controller without improving / adding ground facilities.

[Modification]
The application of the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit of the present invention.

(A) Modified example of the first embodiment (A1) Position detection of own train For example, in the first embodiment described above, the determination of approach to the railroad crossing controller 30A is made based on the train detection signal f1 in the front power receiver 200. This may be performed based on the position of the own train instead of detecting (step A1 in FIG. 8).

  Specifically, the on-board device 100A calculates the current position of the own train at a predetermined cycle (for example, one second cycle). The current position is calculated by, for example, calculating the current travel position (travel distance) using a speed generator and, when passing near the ground apparatus, a predetermined short-range wireless communication (so-called transponder) with the ground apparatus. The traveling position is corrected based on the installation position of the ground device determined by performing communication. Or it has high-precision GPS, and acquires a present position by this.

  Then, referring to the pre-stored level crossing DB, the current position of the own train is compared with the position of the level crossing controller 30A closest to the front, and when a position separated by a predetermined distance is reached in front of the level crossing control unit 30A. It is determined that the railroad crossing controller 30A has been approached. This level crossing DB corresponds to the level crossing DB 123 in the second embodiment, and stores the installation positions of the level crossing control elements 30A. The predetermined distance from the level crossing controller 30A is preferably a position where the front power receiver 200 can detect the train detection signal f1, specifically, an entrance position of the signal arrival section of the level crossing controller 30A.

(A2) Rear power receiver 300
Further, in the first embodiment, the rear power receiver 300 may not be used. In this case, based on changes in the presence or absence of detection of the train detection signal f1 and the inspection vehicle signal f2 in the front power receiver 200. The railroad crossing controller 30A determines whether the train is detected normally.

  That is, as shown in the flow of FIG. 16, after the train detection signal f1 is detected by the front power receiver 200 (step A1: YES), measurement is performed before the detected train detection signal f1 is not detected. If the vehicle signal f2 is detected (step A3: YES), it is determined that the train detection by the railroad crossing controller 30A is normal, and the braking operation for level crossing protection is not performed (step A11).

  On the other hand, if the detected train detection signal f1 is no longer detected (step A5: YES) before the detection vehicle signal f2 is detected by the front power receiver 200 (step A3: NO), the railroad crossing It is determined that there is a possibility that the train detection by the controller 30A is not normally performed, and a braking operation for level crossing protection is performed (step A13).

(B) Modified example of second embodiment (B1) Rear power receiver 300
Further, in the second embodiment, the rear power receiver 300 may not be used. In this case, based on the change in the presence or absence of the detection of the train detection signal f3 in the front power receiver 200, it is determined whether the train detection is normally performed by the railroad crossing controller 30B.

  That is, as shown in the flow of FIG. 17, the leading position of the own train at the timing when the train detection signal f3 detected by the front power receiver 200 is no longer detected is the attachment point on the front side of the railroad crossing controller 30B. If it is before 11 (step B7: YES), it is determined that the train detection by the railroad crossing controller 30B is normally performed, and the braking operation for crossing protection is not performed (step B15). On the other hand, if the head position of the own train exceeds the position of the attachment point 11 on the near side (step B7: NO), it is determined that there is a possibility that it is not normally performed, and a braking operation for level crossing protection is performed. Is performed (step B17).

1 (1A, 1B) On-board braking control system 100 (100A, 100B) On-board device 110A, 110B Processing unit 111A, 111B On-board braking control unit 112 Position measurement unit 120A Storage unit 121A, 121B On-board braking control program, 122 Position measurement program 123 Railroad crossing DB
130 GPS section 200 Front power receiver, 300 Rear power receiver 400 Braking drive section, 500 Speed generator 10 Track (rail), 11, 12 Attachment point 20 Train, 21 First wheel axle, 22 Last tail axle 30 (30A, 30B) Railroad crossing Controller, 40 level crossing control device f1 Train detection signal, f2 Inspection vehicle signal

Claims (9)

A power receiver provided on the front side of the front axis of the own train for detecting an electric signal transmitted to the rail by the railroad crossing controller;
A control unit that performs braking control on the vehicle based on whether or not the electrical signal detected by the power receiver has changed a predetermined value at the time of train detection by the railroad crossing controller;
On-vehicle braking control system. The railroad crossing controller transmits a train detection signal for detecting a train as a first electric signal, and a test vehicle signal transmitted when a train is detected on the assumption that the test vehicle passes. Is configured to transmit as a second electrical signal when a train is detected,
The control unit uses whether or not the power receiver has detected the second electric signal after detecting the first electric signal and before detecting the first electric signal. To perform the braking control,
The on-vehicle braking control system according to claim 1.   The on-vehicle braking control system according to claim 2, wherein the control unit suppresses the braking control when the power receiver does not detect the first electric signal. It further includes a position measurement unit that measures the current position of the own train,
The control unit compares the position measured by the position measurement unit with a pre-stored position of the level crossing controller, and if the position is not within a predetermined approach distance range from the level crossing control unit, the braking unit Suppress control,
The on-vehicle braking control system according to claim 2. The power receiver is further provided on the rear side of the rearmost axis of the own train,
The controller is
(1) The front power receiver receives the second electrical signal after the front power receiver detects the first electrical signal and before the first electrical signal is not detected. If detected, the train is not braked,
(2) The front power receiver receives the second electric signal after the front power receiver detects the first electric signal until the first electric signal is not detected. If not detected, (2a) when the rear power receiver detects the first and second electric signals, the train is not braked; and (2b) the rear power receiver is the first electric power. Brake the train when a signal is detected but the second electrical signal is not detected,
The on-vehicle braking control system according to any one of claims 2 to 4. The railroad crossing controller includes a receiving unit that receives the electrical signal that has flowed through the rail, an amplifying unit that amplifies the signal received by the receiving unit, and a transmitting unit that transmits the amplified signal to the rail. The electric signal is transmitted and oscillated in a feedback manner, and is configured to detect a train based on the signal level of the electric signal received by the receiving unit,
It further includes a position measurement unit that measures the current position of the own train,
The position of the railroad crossing controller in which the position of the train measured by the position measurement unit at a timing when the electric power receiver no longer detects the electric signal after detecting the electric signal equal to or higher than a predetermined signal level is stored in advance. The braking control is performed using whether or not it is closer to the front side.
The on-vehicle braking control system according to claim 1. The power receiver is further provided on the rear side of the rearmost axis of the own train,
The control unit includes a position of the front axis of the own train at a timing at which the front power receiver stops detecting after detecting the electrical signal equal to or higher than the predetermined signal level, and the rear power receiver Performing the braking control based on the relative relationship between the position of the rearmost shaft of the own train and the position of the railroad crossing controller at a timing detected from a state in which the electric signal of a predetermined signal level or higher is not detected.
The on-vehicle braking control system according to claim 6. The controller is
(1) The position of the leading axis of the own train at the timing when the front power receiver stops detecting after detecting the electric signal equal to or higher than the predetermined signal level is closer to the front of the crossing controller. In some cases without braking the train,
(2) The position of the front axis of the own train at the timing when the front power receiver stops detecting after detecting the electric signal equal to or higher than the predetermined signal level exceeds the position of the railroad crossing controller. (2a) the position of the rearmost axis of the own train and the position of the railroad crossing controller at the timing detected from the state where the rear power receiver does not detect the electrical signal equal to or higher than the predetermined signal level. When the predetermined passage condition is satisfied, the train is not braked. (2b) When the predetermined passage condition is not satisfied, the train is braked.
The on-vehicle braking control system according to claim 7. A power receiver for detecting the electrical signal transmitted to the rail by the railroad crossing controller is provided on the front side of the train's top shaft,
An on-vehicle braking control method for performing braking control on the train on the basis of whether or not an electrical signal detected by the power receiver has changed in a prescribed manner when a train is detected by the railroad crossing controller.

Images