JP2012076563A - Radio type crossing warning system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a radio type crossing warning system capable of securing a conventional warning time even in the shortage of a warning time.SOLUTION: When a vehicle top device 21 performs speed checking using a speed checking pattern Pv for stopping by the arrival of a train 10 at a crossing warning starting point position ADC and a radio type crossing warning control device 25 performs train approach determination to a crossing 12 and the warning output control of a crossing warning machine 24 based on a train position and the crossing warning starting point position ADC every time when the train position is acquired by radio when the train 10 passes the crossing warning starting point position ADC before the start of a crossing warning, a time difference after transmitting crossing warning started notification by radio to the vehicle top device 21 upon a crossing warning start until transmitting speed checking released notification is variably adjusted so that the time after the crossing warning start to the crossing attainment of the train is the conventional warning time by performing deceleration according to the speed checking pattern Pv and the highest speed operation with the highest acceleration α after the speed checking is released.

Description

  The present invention relates to a railroad crossing warning system that controls the alarm output of a railroad crossing alarm installed on a railroad crossing (railroad crossing) that crosses a railroad track, and more specifically, train information is reported wirelessly from an onboard device to a railroad crossing warning control device. More particularly, the present invention relates to a wireless railroad crossing warning system that uses a speed check pattern for stopping a train.

  The most common railroad crossing warning device is a wired type (see Non-Patent Document 1, for example). In this case, a railroad crossing controller (short trajectory circuit) is provided at a distance from the railroad crossing where the railroad crossing alarm is installed. The level crossing warning control device connected with the cable controls the warning light of the level crossing alarm and the alarm output of the warning sound generator according to the approaching and passing of the train. The level crossing alarm is installed on both sides of the level crossing road, but if a breaker is also installed, the level crossing alarm control device can be extended to a level crossing control device that controls the raising and lowering of the barge in addition to the alarm output. The In such a track, the position where the alarm should be started when the train approaches the railroad crossing is called a railroad crossing alarm start point position, and the position where the alarm should stop immediately after passing the railroad crossing is called the railroad crossing alarm end point position.

On the other hand, a railroad crossing warning device that introduces wireless (for example, see Patent Document 1) and a railroad crossing control system that uses both wireless and wired (for example, see Non-Patent Document 2) are also known.
In these radio train control systems, when radios are installed in trains and ground facilities, and the radios of the train approach to a range where transmission is possible with radios installed in the ground equipment, a communication line is established according to a predetermined transmission procedure. To start information transmission. The level crossing control device on the ground receives radio information from the train and controls the start / end of a level crossing alarm. Furthermore, the railroad crossing control device can perform the alarm start / end control of the railroad crossing without a railroad crossing controller and related cables by wirelessly receiving “position and speed” information from the train.

  In such a conventional device, in the case of a wired level crossing warning device, the train detection is performed at the crossing starting point by a crossing controller or track circuit, so that the approach of the train to the level crossing is delayed by several seconds. There is no possibility of inconvenience. Also, in the case of a wireless train control system, ATACS monitored by the applicant's East Japan Railway Company (see Non-Patent Document 2) has a sufficiently high communication speed and communication frequency and leaks to the ground. Since the coaxial (LCX) cable is laid and the antenna is also high, there is no possibility of inconvenience such as delay of alarm start, no alarm and no interruption.

  On the other hand, in the ATS (Automatic Train Stop) -P of the on-board pattern type using a transponder, a ground unit is installed in front of the traffic signal and the branching device, and the train is operated under the situation where the traffic signal indicates the stoppage. When the vehicle passes the ground unit, the on-board device generates a speed check pattern for stopping the train that sets the upper limit speed to zero at the stop limit position, and the train speed is reduced so that the train speed does not exceed the train speed. Is stopped immediately before the stop limit. In addition, in front of the switching signal and the turnout, the train is not stopped by using a speed check pattern for limiting the speed at which the upper limit speed does not become zero, but the train speed is limited ( For example, refer nonpatent literature 3 and patent literature 2).

  In train control using such a speed check pattern, there is no inconvenience because the speed check pattern for speed restriction can continue running without deleting or canceling, but the speed check pattern for stopping the train is Even if the vehicle is finally stopped due to the speed limit and continues to stop, it will interfere with train operation if the speed check is continued. It is necessary to cancel. Therefore, for the traffic lights, the speed check is canceled as soon as the indication changes from stop to progress. With regard to the crossing, in the case of a crossing warning control device without a breaker, a certain time, for example, 8 seconds has elapsed since the start of the crossing warning. In the case of a level crossing warning control device with a cutoff machine, ie, a level crossing control device, after a certain period of time has elapsed since the start of the level crossing warning, for example, after the completion of the lowering of the cutoff level, The speed check has been canceled.

  Moreover, although train control using such a speed check pattern is introduced not only in a wired railroad crossing warning device but also in a wireless train control system (see, for example, Patent Document 3 and Non-Patent Document 2). As described above, the speed check pattern for limiting the speed does not need to be canceled even if it is wireless, so cancellation is not considered (for example, Patent Document 3). Even in ATACS where there is a low possibility of inconveniences such as delays, no alarms and no interruptions (wireless train control system of Non-Patent Document 2), the speed check is performed after a certain period of time has passed since the start of the alarm, following the wired system. It is to be released. The release of the speed check is performed by erasing the speed check pattern in the form of generating the speed check pattern, and is canceled by canceling the check process in the form of referring to the held speed check pattern.

Japanese Patent Laid-Open No. 11-20702 JP 2000-335416 A JP 2007-159309 A

Introduction to Electricity for Railway Engineers Signal Series 8 “Level Crossing Security Device” Japan Railway Electrical Engineering Association October 30, 1997 4th edition issued Takeichi Koichi, “Train Control System by Wireless (ATACS)”, Japan Railway Electrical Engineering Association, April 2006 “Railway and Electrical Technology” Vol. 17, No. 4, pp. 24-27 Overview of Signals for Railway Electrical Engineers “ATS / ATC” pages 38-42 Japan Railway Electrical Engineering Association June 28, 2005

  By the way, in order to cope with the aging of special automatic blockade and electronic blockage currently used in local traffic lines, simple train control (blockage management) using radio is being studied. Since it is not suitable for a budget unless it is simple and inexpensive equipment, in order to reduce the cost of ground equipment and radio equipment, it is not possible to adopt a high-performance and high-performance radio information transmission equipment such as ATACS described above. For this reason, the frequency of information update between the ground and the vehicle by wireless communication is required to be suppressed to about once every several seconds per ground facility. In order to simplify the ground facilities, the level crossing control equipment is eliminated, but position information such as the level crossing alarm starting point position and the level crossing alarm end point position that have been established in advance and have been proven in many level crossing alarm devices. Is preferably stored and used as data.

  However, when information is updated once every few seconds, it is not always possible to update information at or near the railroad crossing alarm start point position or railroad crossing alarm end point position. In addition, when the radio wave condition deteriorates due to disturbance or the like, the frequency of information update may further decrease or communication may be temporarily interrupted. For this reason, in a simple wireless railroad crossing warning system, the train position information may reach the railroad crossing warning control device only after the train has greatly exceeded the crossing warning start point position. There is a possibility that an undesired alarm time break may occur, such as passing through the railroad crossing alarm starting point position.

And if the alarm start is delayed due to cracking of the alarm time, the speed check is canceled after a certain time has elapsed from the start of the level crossing alarm as before, the time from the start of the level crossing alarm until the beginning of the train reaches the level crossing For example, it is difficult to secure the alarm time specified as 35 seconds. However, this specified alarm time must be secured for safety.
Therefore, by devising the timing for canceling the speed check, the wireless level crossing alarm system that ensures the specified alarm time is ensured even if the alarm time is broken by expanding the time interval of radio communication per equipment. Realizing the above is a technical issue.

  The wireless railroad crossing warning system of the present invention has been developed to solve such a problem, and is mounted on a train and transmits on-board information including the train position wirelessly. A railroad crossing alarm installed on the railroad crossing of the traveling track, and the railroad crossing based on the train position that is installed on the ground side and receives the train information wirelessly from the onboard device and is included in the train information A wireless level crossing warning control system that determines the approach and passage of the train to and controls a warning output of the level crossing warning device, the on-board device and the wireless level crossing The warning control device holds data of the level crossing alarm starting point position related to the level crossing, and the on-board device uses the speed check pattern for stopping according to the approach or arrival of the train at the level crossing alarm starting point position. Verification Each time the wireless railroad crossing warning control device acquires a train position wirelessly, the train approach determination to the railroad crossing based on the train position and the railroad crossing alarm starting point position, and When the train has passed the railroad crossing alarm starting point position before the start of the railroad crossing alarm, the time until the speed check release notification is wirelessly transmitted to the onboard device is defined as the railroad crossing regulation. It is characterized by being variably adjusted so that the alarm time is reached.

  Further, in the wireless railroad crossing warning system described above, the time until the speed check release notification is transmitted to the on-board device wirelessly is determined by decelerating the train in the speed check pattern and the train after the speed check is released. If the vehicle is operated at the maximum speed at the maximum acceleration, the required time from the start of the crossing alarm to the arrival of the train at the crossing is variably adjusted so as to become the specified alarm time for the crossing.

  In such a wireless level crossing warning system of the present invention, the on-board device has a speed check pattern that can be stopped before the level crossing. But because the train stops before the railroad crossing, the railroad crossing is kept safe. In addition, even if the train decelerates due to a driving operation based on the speed check pattern for stopping, if wireless communication is restored and train information can be transmitted and received, a railroad crossing alarm is started and a wireless railroad crossing alarm is started. A crossing alarm start notification and speed check release notification are sent wirelessly from the control device to the on-board device, and the speed check on the vehicle and the corresponding speed limit are released accordingly, so the train must pass the crossing. Can do.

  In addition, when sending a crossing alarm start notification and a speed check release notification, if there is no alarm time break, both notifications are sent almost simultaneously or at a predetermined fixed time difference, but the alarm start is delayed and the alarm start is delayed. In this case, the time difference between sending both notifications (the time difference between sending the crossing alarm start notification and sending the speed check release notification, the time until sending the speed check release notification wirelessly to the on-board device) is variably adjusted. Therefore, the timing for releasing the speed check on the vehicle is delayed by that amount, so the time from the start of the level crossing warning to the arrival of the top of the train on the level crossing is extended. The time is adjusted so that the required time to reach the level crossing becomes the specified alarm time for the level crossing.

As a result, even if the alarm time breaks, the specified alarm time is ensured and safe, and if the operation is performed according to the speed check pattern, the fastest operation or the operation close to it can be realized easily. It will be possible to reduce waste.
As a result, even a simple and inexpensive wireless level crossing warning system can ensure both safety of level crossing passers and smooth train operation.

  Also, the time until the speed check cancellation notification is transmitted wirelessly to the on-board device (the time difference between the transmission of the crossing alarm start notification and the transmission of the speed check cancellation notification) can be changed to be the specified alarm time for the crossing. When adjusting, based on the deceleration of the train in the speed check pattern and the maximum acceleration of the train after the speed check is canceled, the above time (from the transmission of the level crossing warning started notification to the transmission of the speed check cancellation notification) By determining the (time difference), the time adjustment that enables the fastest or close operation is specifically realized.

About Example 1 of this invention, the structure of a radio | wireless crossing warning system is shown, (a) is a schematic diagram, (b) is a detailed block diagram. (A) is an image diagram of a speed check pattern, (b) is an explanatory diagram of a procedure for determining a time difference variable adjustment, and (c) is an example of a time difference variable adjustment table. The system operation when there is no alarm start delay is shown in time series, and (a) to (d) are all schematic diagrams. The system operation when the alarm start is delayed is shown in time series, and (a) to (e) are all schematic diagrams.

  A specific embodiment for implementing such a radio level crossing warning system of the present invention will be described with reference to Example 1 below.

  A specific configuration of the wireless railroad crossing warning system according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram of a wireless railroad crossing warning system 20, and FIG. 1B is a detailed block diagram thereof. 2A is an image diagram of the speed check pattern Pv, FIG. 2B is an explanatory diagram of the determination procedure of the time difference variable adjustment, and FIG. 2C is an example of the time difference variable adjustment table 27.

  Prior to the description of the wireless railroad crossing warning system 20, the installation destination train 10 and track 11 will be outlined. For the sake of simplicity, the case of a single line is shown (see FIG. 1 (a)), but a level crossing alarm 24 is installed on the level crossing 12 (crossing road) crossing the track 11 on which the train 10 travels. The railroad crossing alarm 24 is equipped with a warning light and a warning sound generator. Although only one is shown in the drawing, a pair of railroad crossing alarms are usually installed separately at both ends of the railroad crossing. Further, the level crossing 3 has no level crossing breaker and is provided with a level crossing alarm 24 alone, but the first level crossing is provided with a level crossing breaker (not shown) in addition to the level crossing alarm 24. ing.

  The wireless level crossing warning system 20 (see FIG. 1 (a)) is installed on the ground side to control the warning output in addition to the level crossing warning device 24 with or without a level crossing breaker. A radio level crossing alarm control device 25 connected to the alarm device 24 by cable and an on-board device 21 that is mounted on the train 10 and communicates wirelessly with the radio level crossing alarm control device 25 are provided. The railroad crossing warning device 24 may follow the conventional machine, but the on-board device 21 and the wireless type railroad crossing warning control device 25 are not limited to wireless communication, and the crossing warning start point position ADC and the crossing warning for the crossing 12 are used. The end point position BDC is held as data. As will be described in detail later, the time difference from the start of the crossing warning to the cancellation of the speed check is variably adjusted.

  The on-board device 21 (see FIG. 1 (b)) is composed of a fail-safe computer connected to a radio, and a train position acquisition program 22 for acquiring the head position of the own train from the axle meter of the installed train 10; , A non-volatile memory holding data on the preset train length of the destination train 10 and information relating to each level crossing, and appropriate data such as the train length and train identification number with the head position of the own train as the train position As a train information and a wireless communication program for wirelessly transmitting the train information to the wireless railroad crossing warning control device 25, and a speed check pattern for stopping according to the approach or arrival of the train 10 to the railroad crossing warning starting point position ADC A speed check program 23 for performing speed check using Pv.

  Here, as the information related to the level crossing, the position of the level crossing 12 in the line section, the level crossing alarm start point position ADC, the level crossing alarm end point position BDC, and the like described above are defined in so-called kilometers indicating the distance from the base point. ing. The speed check pattern Pv (see FIG. 2A) is gentler and safer than a sudden stop, but can be stopped relatively quickly. For example, when the train decelerates at a constant deceleration, the train stops before the railroad crossing 12. It is a pattern that defines such an upper limit speed, and here, it is assumed that the restriction of the section maximum speed Vmax or less is taken into consideration. In this example, one fixed pattern common to all level crossings is shown, but a different speed check pattern Pv may be assigned to each level crossing group or a similar level crossing group, which is dynamically generated according to the train progress. You may fix it.

  The speed check program 23 (see FIG. 1) compares the data of the head position of the own train with the level crossing alarm starting point position ADC as needed, and the train approaches the level crossing alarm starting point position ADC and enters the speed checkable range. If it is found that the vehicle has just reached the railroad crossing alarm starting point position ADC, or if it has been reached and passed, the speed check is started and at the appropriate time the pattern indicator is displayed on the driver's seat indicator. Or ringing the bell. In the speed check, if the train speed is taken from the speedometer of the train 10, the current upper limit speed is obtained by illuminating the head position of the own train with the speed check pattern Pv, and if the train speed exceeds the upper limit speed, it is very Actuating the brake is performed. Further, when the speed check program 23 receives the speed check release notification, the speed check program 23 releases the speed check.

  The wireless railroad crossing warning control device 25 (see FIG. 1B) is also configured by connecting a radio to a fail-safe computer, and train information is transmitted from the onboard device 21 of the train 10 that has entered the wireless communicable range. When it comes to it, it has a wireless communication program that attempts to receive it and returns a reception ACK to that effect wirelessly. This wireless communication program is configured to wirelessly transmit a crossing alarm start notification, a speed check release notification, and a crossing alarm stop notification related to the control of the alarm output of the crossing alarm 24 to the on-board device 21. The wireless devices of the wireless railroad crossing warning control device 25 and the on-board device 21 may be any devices that can communicate at a frequency of at least once every few seconds, whether it is synchronous communication or asynchronous communication.

  In the wireless level crossing warning control device 25, the level crossing warning control program 26 is installed in the program memory together with the above-described wireless communication program. A variable adjustment table 27 is set. Here, the alarm target level crossing refers to the level crossing 12 in which the level crossing alarm device 24 that is connected and controlled is wired, and the information related to the alarm target level crossing includes the above-described level crossing alarm start point position. ADC, railroad crossing alarm end point position BDC, etc. are defined in kilometer. The time difference variable adjustment table 27 is a table that is referred to for obtaining the time difference Δt from the start of the railroad crossing alarm to the cancellation of the speed check from the alarm start delay time dt. The section maximum speed Vmax, the speed check pattern Pv, and the maximum train acceleration. Data values calculated in advance based on α and the like are set. The calculation will be described in detail later.

  The level crossing warning control program 26 determines whether or not the head of the train has reached the railroad crossing alarm starting point position ADC based on the train position included in the train information received wirelessly before the start of the level crossing warning. The approach of the train 10 to the level crossing 12 to be alarmed is determined, and when it is determined that the train 10 has reached the level crossing alarm starting point position ADC, the level crossing alarm 24 starts alarm output. In order to reach the railroad crossing alarm starting point position ADC of the above-mentioned train, the train position immediately before the train is of course the case where the train position included in the received train information coincides with or exceeds the railroad crossing alarm starting point position ADC. The case where it is estimated that the position is reached from the position and elapsed time is also included.

  Further, when the railroad crossing warning control program 26 performs the above-described train approach determination and warning output control, the train position included in the train information received for the first time wirelessly from the train 10 has passed the railroad crossing warning starting point position ADC. In order to ensure the specified alarm time, the time difference Δt from the start of the level crossing alarm to the cancellation of the speed check is variably adjusted. Specifically, the alarm start delay time dt is obtained from the positional relationship and speed between the train position of the train 10 and the railroad crossing alarm start point position ADC, and if there is no delay, the alarm start delay time dt is set to zero. And the alarm start delay time dt is converted to an integer, and then the time difference Δt is obtained by table lookup for the time difference variable adjustment table 27 or the like.

  The time difference variable adjustment table 27 (see FIG. 2 (c)) is a correspondence table / conversion table in which the alarm start delay time dt is divided in increments of one second from zero and an appropriate calculated value of the time difference Δt corresponding to each is set. is there. A typical calculation example of the time difference Δt corresponding to each segment value of the alarm start delay time dt (see FIG. 2B) is to change the time difference Δt within the assumed range as a variable, and to calculate the alarm start delay time dt The total time with the time difference Δt travels at the speed of the speed check pattern Pv, and immediately after that, the required time St is calculated when the train travels at the speed Vf that accelerates to the section maximum speed Vmax with the train maximum acceleration α. And a time difference Δt that matches the specified alarm time is adopted. The time difference Δt calculated in this way and set in the time difference variable adjustment table 27 is the time from the start of the crossing alarm to the cancellation of the speed check, more specifically, to the onboard device 21 when the crossing alarm is started. Is used by the railroad crossing warning control program 26 as the time from when the speed check cancellation notification is transmitted.

  Further, the crossing warning control program 26 that obtains the time difference Δt from the alarm start delay time dt based on such a time difference variable adjustment table 27 wirelessly cancels the speed check after the time difference Δt is transmitted after the crossing alarm start notification is transmitted. Send notifications. The required time St equal to or longer than the specified alarm time can be secured by the speed check release notification after the time difference Δt. Here, as the time difference variable adjustment table 27, a single fixed table common to all trains is illustrated here. However, a time difference variable adjustment table 27 that is different for each train or train type is prepared and used. You may make it do.

  About the radio | wireless crossing warning system 20 of this Example 1, the use aspect and operation | movement are demonstrated referring drawings. 3 (a) to 3 (d) and 4 (a) to 4 (e) are schematic diagrams of the running state of the train 10 and the wireless railroad crossing warning system 20, of which FIG. FIG. 4 shows the system operation in time series when the alarm start is delayed. As described above, the on-board device 21 is mounted on the train 10 traveling on the track 11, and the wireless level crossing alarm control device 25 is cable-connected to the level crossing alarm 24 installed on the level crossing 12 of the track 11, A wireless level crossing warning system 20 is used.

Here, the system operation when the communication state is good and there is no alarm start delay under such usage conditions will be described (see FIG. 3), and then the system when the alarm start is delayed due to some malfunction in communication The operation will be described (see FIG. 4).
When the communication state is good (see FIG. 3), when the train 10 travels toward the railroad crossing 12 and approaches the railroad crossing warning starting point position ADC (see FIG. 3A), the train information is wirelessly transmitted from the onboard device 21. And is received by the wireless railroad crossing warning control device 25, and the on-board device 21 starts the speed check based on the speed check pattern Pv by the speed check program 23. The train 10 is allowed to run at Vmax.

  Then (see FIG. 3B), at the time when the train 10 has reached or is likely to reach the crossing alarm starting point position ADC, the crossing warning device 24 outputs the level crossing alarm output under the control of the wireless crossing warning control device 25. At the same time, a crossing warning start notification is wirelessly transmitted from the wireless level crossing warning control device 25 and is received by the on-board device 21. In the radio level crossing warning control device 25, the time difference Δt is obtained from the alarm start delay time dt based on the time difference variable adjustment table 27. In this case, since the alarm start delay time dt is “0” seconds, the time difference Δt Becomes “16.0” seconds.

Then (see FIG. 3 (c)), train information is transmitted wirelessly from the onboard device 21 every few seconds, and is received by the wireless level crossing warning control device 25, so that the position of the train 10 is controlled by the wireless level crossing warning control. While being confirmed by the device 25, the state in which the level crossing alarm 24 outputs a level crossing alarm continues, but the train 10 is still allowed to travel at the section maximum speed Vmax even at this position.
When the time difference Δt of about 16.0 seconds elapses in this state (see FIG. 3D), the speed crossing warning control device 25 transmits a speed check release notification wirelessly and is received by the on-board device 21. Then, since the speed check is canceled in the on-board device 21, the train 10 is allowed to travel at the section maximum speed Vmax thereafter. Then, when the train 10 reaches the railroad crossing 12, for example, a predetermined alarm time of 35 seconds elapses from the start of the railroad crossing alarm, so that the safety of the railroad crossing 12 is ensured.

Next (see FIG. 4), the situation where the alarm start is delayed due to a communication failure will be described. A case is assumed where communication is temporarily interrupted by lightning or the like, or the communication distance is undesirably shortened by an external radio wave or the like.
In this case (see FIG. 4A), when the train 10 travels toward the railroad crossing 12 and approaches the railroad crossing alarm starting point position ADC, train information is transmitted wirelessly from the onboard device 21, but this is a communication. The wireless railroad crossing warning control device 25 cannot detect the approach of the train 10 because it does not reach the wireless crossing warning control device 25 and is not received. However, in the on-board device 21, speed check based on the speed check pattern Pv is started by the speed check program 23, and the train 10 is still allowed to run at the section maximum speed Vmax at this position.

  When the train 10 passes the railroad crossing alarm starting point position ADC (see FIG. 4B) and the on-board device 21 and the wireless railroad crossing warning control device 25 sufficiently approach, the train information is displayed as a wireless railroad crossing warning. It reaches the control device 25 and is received. Then (see FIG. 4C), the level crossing alarm device 24 starts outputting the level crossing alarm under the control of the wireless level crossing warning control device 25, and the level crossing warning start notification is wirelessly transmitted from the wireless level crossing warning control device 25. Is transmitted and received by the onboard device 21. The radio level crossing warning control device 25 obtains the time difference Δt from the warning start delay time dt based on the variable time difference adjustment table 27. In this case, the warning start delay time dt is not zero and is, for example, “9” seconds. If so, the time difference Δt is “28.5” seconds.

  Then (see FIG. 4 (d)), train information is transmitted wirelessly from the onboard device 21 every few seconds, which is received by the wireless railroad crossing warning control device 25, and the position of the train 10 is wirelessly crossing warning control. The state where the level crossing alarm 24 outputs the level crossing alarm is also confirmed by the device 25, but eventually the train 10 is no longer allowed to travel at the section maximum speed Vmax, and the train 10 has the speed check pattern Pv. Forced to slow down under constraints. Due to the deceleration, 28.5 seconds of time difference Δt elapse before the train 10 reaches the railroad crossing 12. Then (see FIG. 4E), a speed check cancellation notification is transmitted wirelessly from the wireless level crossing warning control device 25, and when it is received by the onboard device 21, the onboard device 21 cancels the speed check. Therefore, thereafter, the train 10 is allowed to travel while accelerating at the maximum train acceleration α until reaching the section maximum speed Vmax.

In this case as well, when the train 10 reaches the railroad crossing 12, a predetermined alarm time, for example, 35 seconds elapses from the start of the railroad crossing alarm, so that the safety of the railroad crossing 12 is ensured.
In any case, when the radio level crossing alarm control device 25 confirms that the train 10 has passed the level crossing alarm end point BDC based on the train information from the onboard device 21, the radio level crossing alarm control device. The control of No. 25 stops the alarm output of the level crossing alarm 24, and the wireless level crossing warning control device 25 notifies the on-board device 21 by radio.

[Others]
The wireless level crossing alarm system of the present invention was developed with the equipment update of the wired level crossing alarm device, but can also be used together. For example, a crossing where a crossing warning device is installed and a crossing where a wireless crossing warning control device is installed may be mixed on the same route. Or, even if the railroad crossing warning control device is obsolete, the level crossing control device can still be used. By taking the output of the railroad crossing control device into the wireless level crossing warning control device and adopting the safety side preferentially, etc. , You may make it cooperate with the equipment which concerns on one level crossing.

  The radio level crossing warning control device and the radio level crossing warning system of the present invention are not limited to the case of the single line shown in the above-described embodiment, but the level crossing where multiple lines are used and where multiple lines run in parallel It can also be applied to railway crossings.

10 ... Train, 11 ... Track, 12 ... Railroad crossing,
20 ... Wireless level crossing warning system, 21 ... On-board device,
22 ... Train position acquisition program, 23 ... Speed check program,
24 ... level crossing alarm, 25 ... wireless level crossing warning control device,
26 ... Crossing warning control program, 27 ... Time difference variable adjustment table

Claims (2)

An on-board device that is mounted on a train and wirelessly transmits train information including the train position,
A railroad crossing alarm installed facing a railroad crossing on which the train travels,
The railroad crossing warning device that is installed on the ground side and receives train information wirelessly from the on-board device and determines the approach and passage of the train to the railroad crossing based on the train position included in the train information A wireless level crossing alarm system including a wireless level crossing alarm control device for controlling the alarm output of
The on-board device and the wireless level crossing warning control device hold data of a crossing warning starting point position related to the level crossing,
The on-board device performs a speed check using a speed check pattern for stopping according to the approach or arrival of the train crossing alarm starting point position of the train,
The wireless railroad crossing warning control device,
Each time the train position is acquired wirelessly, the train approach determination to the railroad crossing and the alarm output control of the railroad crossing alarm are performed based on the train position and the railroad crossing alarm starting point position,
When the train has passed the railroad crossing warning starting point position before the start of the railroad crossing warning,
The time until the speed check release notification is transmitted wirelessly to the on-board device is variably adjusted so as to become the specified alarm time for the crossing.
A wireless railroad crossing warning system. The time until the speed check cancellation notification is transmitted wirelessly to the on-board device,
If the train is decelerated in the speed check pattern and the maximum acceleration of the train after the speed check is canceled, the required time from the start of a crossing alarm to the arrival of the train at the crossing is a specified alarm time for the crossing Which is variably adjusted so that
The wireless railroad crossing warning system according to claim 1.

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