JP2012180000A - Wireless type railroad crossing alarm system, onboard device, and ground device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a system that has a small radio frequency band and eliminates the need for cable connection of the long distance on the ground side.SOLUTION: In a station area, radio transmission between a ground side and an on-train side can be accurately performed even if one vs many or many vs many by a wireless type railroad crossing alarm control device 36 among ground devices 30 performing radio transmission with a frequency f1 as a main station while regulating timing on radio transmission using cable connection, and an on-train device 20 performing radio transmission with frequency f1 as a satellite office based on the crossing information 23, and in a pure single track area, the on-train side and the ground side becomes one vs many and radio transmission is accurately performed without connecting by cable by the on-train device 20 performing radio transmission with a frequency f2 as the main station based on the crossing information 23, and a wireless type railroad crossing alarm control device 32 of the ground devices 30 performing radio transmission with the frequency f2.

Description

  The present invention relates to a railroad crossing warning system that controls the warning output of a railroad crossing alarm installed on a railroad crossing (railroad crossing) that traverses a railroad track. Specifically, an on-board device and a ground device constituting the system are wirelessly connected. The present invention relates to a wireless level crossing warning system for exchanging information. In particular, the present invention relates to a radio level crossing warning system that is convenient to be applied to single-line railways that are often used in local traffic lines.

  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 railroad crossing alarm control device connected to the railroad crossing and the railroad crossing control device controls the warning light of the railroad 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. Thus, when train detection is performed at a railroad crossing starting point using a short track circuit or a track circuit, wireless transmission is unnecessary in the first place, and it is not necessary to synchronize wireless transmission between the train and the railroad crossing.

On the other hand, a railroad crossing control device that introduces radio (for example, see Patent Document 1) and a train control system that uses both radio and cable (see, for example, 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. Further, the level crossing control device on the ground acquires necessary information from the train using radio and controls the start / end of the level crossing alarm. Further, the railroad crossing control device can perform alarm start / end control of the railroad crossing without acquiring a railroad crossing controller or a cable by acquiring information such as the position and speed of the train using radio.

Among such wireless train control systems, the former wireless railroad crossing warning device (see Patent Document 1) discloses only one-to-one situation between the ground wireless base station and the mobile station on the vehicle. Therefore, it is unknown how to establish a communication line when there are a plurality of base stations and mobile stations.
The latter radio train control system (see Non-Patent Document 2, FIG. 11 (a)) is monitored by East Japan Railway Company called ATACS. In this ATACS, the track 10 on which the train 10 travels is monitored. A set of base devices and radio base stations is installed at intervals of about 3 km along the line, and these many base devices and a crossing warning control device of a crossing alarm of the crossing 12 are wired by optical cables.

In ATACS (see Non-Patent Document 2, FIG. 11 (b)), a zone (area) is assigned to a radio base station on the terrestrial side by repeating four frequencies so that the orbit 11 can be wirelessly communicated seamlessly. The wireless base station synchronizes wireless transmission with a maximum of 12 trains in the zone (area). That is, the wireless communication is performed anywhere on the track 11 with the ground side and the vehicle upper side in a one-to-many state.
Furthermore, ATACS does not directly perform wireless transmission between the on-board device of the train 10 and the railroad crossing warning control device of the railroad crossing 12, but also adds wired transmission.

  That is, in ATACS, the railroad crossing warning control device and the base device are also wired by the optical cable, and can be installed separately. And the information acquired by the base station by transmitting and receiving with the train 10 in the radio base station is used for the crossing control (that is, the crossing alarm control or the control with the crossing cut off). Instructions for “alarm start” and “alarm stop” are sent to the railroad crossing alarm control device via the optical line. Also, when there are obstacles such as automobiles on the railroad crossing, the railroad crossing sends “railway crossing obstacle” information to the base equipment via the optical line, and the base equipment transmits the information to the train 10 wirelessly via the radio base station. It is supposed to be.

Japanese Patent Laid-Open No. 11-20702

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

In such a "train control system using radio (ATACS)", information is updated between the ground and the vehicle by radio communication at a rate of 16 slots in less than 1 second, and such a short cycle Since the train speed as well as the train position does not fluctuate significantly during the period between trains, the start and end times of the railroad crossing alarm are accurate even in the wireless system, reducing train detection errors and appropriate leveling alarm time The improvement in performance over current facilities is also achieved.
However, facilities with good performance are required for securing radio frequency allocation, terrestrial (concentrated) wireless station arrangement, information distribution to ground devices by optical LAN, and the like.

  On the other hand, in order to cope with the aging of special automatic blockade and electronic blockage currently used on local traffic lines, train control (block management) using radio is also being considered on local traffic lines. Since it is not suitable for a budget unless it is simple and inexpensive equipment on the route, 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. Specifically, a base unit and a radio base station are installed every 3 km, and all devices can be connected by wire. Alternatively, these radio base stations can be divided into four zones (areas) and can be discriminated in different frequency bands. It is impossible to economically arrange the frequency arrangement in which four channels (radio frequency bands) are repeatedly allocated, and also to construct an optical line from the base unit to all the crossings for crossing control such as crossing warning control and cutoff control.

Also, on the local traffic line, since the number of trains is small, rust is likely to occur on the rail tread, and the train detection by the track circuit is unstable. Furthermore, there are many places with long distances between stations and railroad crossings on local traffic lines.
For this reason, of course, the use of radio for train control and level crossing control eliminates the need for track circuits. As for the wireless communication between the on-board device and the ground device, the wireless transmission between the on-ground device and the ground device is ensured even if the number of wireless channels (radio frequency bands) used is as small as possible. Therefore, it is desired to realize stable level crossing control.

And for that purpose, we devised a method of performing transmission between the on-vehicle device and the ground device related to the information for controlling the railway crossing in the station yard and in the middle of the station through one radio channel. It is difficult to avoid interference. In order to implement a single-wave radio channel, it is necessary to synchronize the transmission timing of the entire line using a wired connection between ground devices, which requires high equipment costs. The channel cannot be narrowed down to one wave.
Next, even if a two-wave radio channel (radio frequency band) is used, the same problem as described above is basically used in a simple division of roles such that one of the two waves is an uplink and the other is a downlink. Occurs. Also in this case, since the distance to the same frequency cannot be earned, it is necessary to lay a synchronous connection, that is, a wired connection between the ground devices, over the entire line section.

  Therefore, it is a technical problem to realize a radio level crossing warning system, an on-board device, and a ground device that require a small number of radio frequency bands and do not require a long-distance wired connection on the ground side.

The wireless railroad crossing warning system of the present invention was created to solve such a problem,
Onboard equipment that is mounted on a train traveling on a single track and wirelessly transmits crossing control information including the train position, and information obtained by wireless transmission with the onboard equipment provided along the track In a wireless level crossing warning system equipped with a ground device that performs level crossing control based on
Dividing the track into a stop area including a track portion where a plurality of trains can enter, and other pure single-line areas, and performing a crossing control related to a crossing belonging to the stop area in the ground device , Adopting a device that performs wireless transmission at a radio frequency for a stop while adjusting the timing of wireless transmission using a wired connection and calls on the on-board device as a main station,
A part of the ground device that performs a crossing control related to a crossing belonging to the pure single track area performs wireless transmission at a pure single track radio frequency that can be distinguished from the radio frequency for the stop area and the vehicle as a slave station. Adopt a device that responds to calls from the upper device,
The on-board device holds crossing information including attribute information indicating whether each crossing of the track belongs to the stop area or the pure single track area, and information on the crossing belonging to the stop area Responsible for wireless transmission at the stop area radio frequency and responding to the call from the ground device as a slave station, and performing wireless transmission of information relating to a crossing belonging to the pure single line area at the pure single line area radio frequency as a master station A device that calls on the ground device is employed.

Moreover, the on-board device of the present invention is a device that specifies the on-board device portion of the above-described wireless railroad crossing warning system,
In the on-board device that wirelessly transmits the information for crossing control including the train position, which is mounted on the train traveling on the single-track track laid on the ground device that performs the crossing control based on the information obtained by wireless transmission,
The attribute of whether the track belongs to the stop area or the pure single line area for each railroad crossing of the track by dividing the track into a stop area including a track portion where a plurality of trains can enter and other pure single line areas. Storage means for holding crossing information including information;
Means as a slave station that performs wireless transmission of information relating to a railroad crossing belonging to the stop area at a stop area radio frequency and responds to a call from the ground device;
Radio transmission of information relating to a crossing belonging to the pure single line area is performed at a pure single line area radio frequency that can be frequency-discriminated from the stop area radio frequency, and means as a main station that calls the ground device It is characterized by.

Furthermore, the ground device of the present invention is the one that specifies the ground device portion of the above-mentioned wireless railroad crossing warning system,
In a ground device that performs railroad crossing control based on information obtained by wireless transmission with an on-vehicle device of a train that is provided along a single track and runs on the track,
The track is divided into a stop area including a track portion where a plurality of trains can enter and a pure single track area other than that, and a section for performing a crossing control related to a crossing belonging to the stop area is wirelessly connected using a wired connection. A device as a main station that performs radio transmission at a radio frequency for a stop area while adjusting the timing of transmission and calls to the on-board device,
The part that performs the crossing control related to the crossing belonging to the pure single line area performs wireless transmission at the pure single line range radio frequency that can be distinguished from the stop area radio frequency and responds to the call from the on-board device. A device as a slave station is provided.

  In such a wireless railroad crossing warning system of the present invention, an on-board device, and a ground device, first, in the stop area, the ground device is integrated with a wired connection, but since the stop area is relatively narrow, it is wired. Even if connected, the equipment burden does not become excessive. And since the ground device which is the main station (host) that should synchronize the wireless transmission adjusts the timing of the wireless transmission using the wired connection, even if the radio frequency for the stop area is reduced to one wave, the wireless transmission is Stable and accurate. Moreover, since the onboard device that is the counterpart of the wireless transmission with the ground device that controls the railroad crossing in the stop area becomes a slave (slave) for the radio transmission at the radio frequency for the stop area, there are a plurality of onboard devices. However, wireless transmission is performed stably and accurately. Thus, in the stop area, wireless transmission is stably and accurately performed in a one-to-many state with the ground side and the vehicle upper side.

Next, in the pure single track area, the on-board equipment is the master station and the ground equipment is the slave station, and wireless transmission is performed at the radio frequency for the pure single track area, but there is only one on-board equipment. Even if the radio frequency is reduced to one wave, radio transmission is performed stably and accurately in a state where the vehicle upper side and the ground side are one-to-many. As a result, in a pure single line area with a large number of areas, the ground device can be connected regardless of whether it is wired or not, and long-distance wired connection on the ground side becomes unnecessary.
In addition, two radio frequencies are sufficient for frequency discrimination.
Therefore, according to the present invention, it is possible to realize a wireless railroad crossing warning system or the like that requires less radio frequency band and does not require long-distance wired connection on the ground side.

Example 1 of the present invention shows the structure of a wireless railroad crossing warning system, an on-board device, and a ground device, (a) is a system outline diagram, (b) is an outline block diagram of the on-board device, and (c) is pure FIG. 2 is a schematic block diagram of a wireless railroad crossing warning control device for a single track area, and FIG. 4D is a schematic block diagram of a wireless railroad crossing warning control device for a stop area. (A) is a schematic diagram of a system related to a pure single line area in which a non-integrated radio level crossing alarm control device using a radio device alone is installed, and (b) is a hardware of the non-integrated type radio level crossing alarm control device. It is a hardware block diagram. (A) is a system outline diagram related to a pure single line area in which an integrated wireless level crossing alarm control device sharing a radio and a non-integrated wireless level crossing alarm control device are installed, and (b) is a diagram of the integrated type. It is a hardware block diagram of a radio | wireless crossing warning control apparatus. (A) is a system outline figure concerning a stop area where an integrated wireless level crossing alarm control device sharing a radio is installed, and (b) is a hardware configuration diagram of the integrated type wireless level crossing alarm control device. . BRIEF DESCRIPTION OF THE DRAWINGS It is a system schematic diagram which shows the use aspect etc. of the radio | wireless crossing warning system of Example 1 of this invention, a vehicle-mounted apparatus, and a ground device. It is a data example of the crossing information of the on-board device. (A) is a schematic diagram showing a radio communication area related to each level crossing, and (b) to (g) are all communication diagram examples. Both (a) and (b) are communication diagrams. (A) is a schematic diagram showing a wireless communication area related to each level crossing, and (b) to (e) are all communication diagram examples. About Example 2 of this invention, (a)-(c) are all block diagrams of a radio | wireless crossing warning control apparatus. About the conventional radio train control system (ATACS), (a) is a system outline | summary figure, (b) is a part of radio | wireless specification.

About the radio | wireless crossing warning system of this invention, an on-board apparatus, and a ground apparatus, the specific form for implementing this is demonstrated by the following Examples 1-2.
The first embodiment shown in FIGS. 1 to 9 embodies all the above-described solving means (claims 1 to 3 at the beginning of the application), and the second embodiment shown in FIG. 10 is a modification thereof. is there.

A specific configuration of the wireless railroad crossing warning system, the on-board device, and the ground device of the present invention will be described with reference to the drawings.
1A is a schematic diagram of a radio level crossing warning system 20 + 30, FIG. 1B is a schematic block diagram of an onboard device 20, and FIG. 1C is a pure single line radio level crossing warning control device of a ground device 30. FIG. 32 is a schematic block diagram of FIG. 32, and FIG.

  FIG. 2A is a system schematic diagram related to a pure single line area in which a non-integrated radio level crossing alarm control device 32 using a radio alone is installed, and FIG. 2B is a non-integrated radio system. It is a hardware block diagram of a type crossing warning control device 32. Further, FIG. 3 is a system outline diagram relating to a pure single line area in which (a) has installed an integrated wireless level crossing alarm control device 32 and a non-integrated type wireless level crossing alarm control device 32 sharing a radio. FIG. 2B is a hardware configuration diagram of the integrated wireless level crossing warning control device 32. FIG. 4A is a system schematic diagram relating to a stop area in which an integrated wireless level crossing alarm control device 36 sharing the wireless device 36a is installed, and FIG. 4B is an integrated wireless level crossing alarm control. 3 is a hardware configuration diagram of the device 36. FIG. Further, FIG. 6 is a data example of the crossing information 23 of the on-board device 20.

  The railway line to which the radio level crossing warning system 20 + 30 is applied is a single line that is common in local traffic lines, and in the case of a single track 11 (see FIG. 1 (a)), a station, a signal field, and a yard In such a stop 13, the main line and the sub-line are running side by side for the exchange of the up and down trains, the waiting of the low-speed car such as the inspection car and the high-speed car such as the passenger car, etc. Can enter. Since such a stop is not so wide, a range obtained by adding a nearby track portion, for example, a vicinity of a branching portion or a vicinity of a junction, to a track portion thereof is referred to as a stop region, and is used for relay signal transmission or digital in the stop region. Even if a wired connection is made with a cable for a communication line, the installation cost and the maintenance burden are small.

In addition, here, the track portion other than the stop area in the single track 11 is referred to as a pure single track region, but there is a train in each pure single track region as long as the train operation is properly performed. No, even if there is a train 10, there is only one. Pure single-wire areas are often long-distance, and most pure single-wire areas have a heavy burden of laying and maintaining cables over a wide area.
In the pure single track area, the level crossings 12 are often sparsely installed, but may be installed nearby. In the stop area, several level crossings 12 are installed in relatively narrow places. The level crossing 12 may be provided with a level crossing alarm 31 or may be provided with a crossing machine or not provided. It's enough.

  The radio level crossing warning system 20 + 30 (see FIG. 1 (a)) is mounted on the train 10 traveling on the track 11 and moves with the train 10, and the ground installed along the track 11 on the ground side. The latter ground device 30 includes a number of level crossing alarms 31 attached to a set of level crossings 12 provided at various locations on the track 11 and a pure single line among the number of level crossings 12. As a crossing control for the crossing 12 belonging to the area, a wireless type crossing warning control device 32 that controls the alarm output of the crossing alarm 31 and a crossing alarm 31 as the crossing control for the crossing 12 belonging to the stop area among the many crossings 12. And a wireless level crossing warning control device 36 for controlling the warning output of the vehicle.

  In the radio level crossing warning system 20 + 30, the on-board device 20 and the ground device 30 transmit and receive information for level crossing control by wireless transmission. In the stop area, the wireless level crossing warning control device 36 of the ground device 30 is the main station. The on-board device 20 is a slave station, and both stations perform wireless communication at the stop area radio frequency f1. In a pure single track area, the on-board device 20 is the master station, and the radio level crossing warning control device 32 of the ground device 30 is the slave station. Thus, both stations are configured to perform wireless communication at the pure single-line radio frequency f2.

  Since different radio frequency bands are allocated to the stop area radio frequency f1 and the pure single-line area radio frequency f2 and there is no overlapping frequency portion, the stop area radio frequency f1 and the pure single-line area radio frequency f2 are For example, the frequency can be easily and accurately discriminated by a band pass filter or the like. There is no limitation on the modulation system for any of the radio frequencies f1 and f2, but digital modulation such as FSK and PSK is simple, inexpensive and easy to use.

The railroad crossing control information wirelessly transmitted from the onboard device 20 to the ground device 30 includes the train position, which is the current position of the train 10, as essential information, as well as the train operation direction, train speed, train length, etc. Included.
The information wirelessly transmitted from the ground device 30 to the on-board device 20 includes, for example, a speed check pattern deletion notification, trouble notification, special occurrence, communication termination, and the like, which are train stops depending on the level crossing state. Provided for control.

  The level crossing alarm 31 (see FIGS. 1 to 4) is wired with a cable capable of transmitting a relay signal to either the wireless level crossing alarm control device 32 or the wireless level crossing alarm control device 36, as in the conventional product. The alarm R output from the wireless railroad crossing alarm control devices 32 and 36 is input, and the warning light flashes or the alarm sound is generated accordingly. The alarm control devices 32 and 36 are notified by a relay. If a circuit breaker is attached, the barrier bar is raised and lowered according to the alarm R, and the completion of the barrier bar lowering is notified to the wireless level crossing alarm control devices 32 and 36 by a relay. .

  The on-board device 20 (see FIG. 1 (b)) is configured by connecting a radio that can communicate at either frequency f1 or f2 to a main body unit composed of a fail-safe computer. A train position acquisition program 21 that acquires the head position of the own train from 10 axle meters and sets it as a train position, and a nonvolatile memory (storage means) that stores preset later-described train information 22 and crossing information 23 ), A master-slave selection program 24 for selecting whether or not to perform wireless transmission as a master station or a slave station, and a railroad crossing control by adding appropriate data such as the train length from the train information 22 to the train position from the train position acquisition program 21 A radio communication program 25 for wirelessly transmitting train stop control information such as a speed check pattern deletion notification and the like, and transmitting the level crossing control information wirelessly as information Based on the train stop control information and train position performs train stop control of the mounting target train 10 and comprises a train stop control program 26.

The train information 22 includes the train identification number of the installed train 10, the train length, the train operation direction, the maximum speed, etc. in order to satisfy the level crossing control information. When control is performed, data for generating a speed check pattern is also included.
The level crossing information 23 includes, for each train crossing 12, the level crossing 12 position in the section, the level crossing alarm start point position, the level crossing alarm end point position, etc. It is defined by the so-called kilometer shown.

  In addition, in the crossing information 23 (see FIG. 6), the communication start point and the communication end point are defined in kilometers for each crossing 12 for wireless communication. Attribute information as to whether it belongs to a single track area or a stop area, and the wireless level crossing alarm control devices 32 and 36 related to the corresponding level crossing 12 are connected to the other wireless level crossing alarm control devices 32 and 36 by wire connection. Attribute information such as whether it is a form or a single form is also specified. Although it is not necessary to determine whether it belongs to a pure single track area or a stop area, the level crossing information 23 in this example is further used by the wireless level crossing warning control devices 32 and 36 of the corresponding level crossing 12 for wireless transmission. The master-slave relationship indicating the radio frequency (f1, f2) to be used and whether the corresponding level crossing 12 is a master station or a slave station (in other words, whether the on-board device 20 is a slave station or a master station) is also defined.

  The master-slave selection program 24 (see FIG. 1 (b)) compares the train position from the train position acquisition program 21 with the communication start point and communication end point in the crossing information 23, so that either If the train position of the destination train 10 is within the communication range defined for the level crossing 12, the wireless communication program 25 causes the wireless communication program 25 to wirelessly transmit the level crossing control information related to the level crossing 12 as the main station. If the train position of the destination train 10 is within the communication range defined for any level crossing 12 belonging to the stop area, the wireless communication program The wireless communication program 25 is instructed to perform the operation as a slave station.

  When performing wireless transmission of information related to the crossing 12 belonging to the stop area according to the instruction of the master / slave selection program 24, the wireless communication program 25 performs wireless communication using the stop area radio frequency f1 and as a slave station. It responds to a call from the wireless level crossing warning control device 36 of the ground device 30. In addition, when performing wireless transmission of information related to the level crossing 12 belonging to the pure single track area, wireless communication is performed using the pure single track radio frequency f2, and the radio level crossing alarm control of the ground device 30 as the main station. The device 32 is called. The level crossing 12 belongs to only one of the stop area and the pure single track area, but the communication range defined for the level crossing 12 may partially or entirely overlap with other communication ranges. The master station and the slave station are not exclusive and coexist, but the radio frequencies f1 and f2 used for each are different, so there is no inconvenience such as interference even if they coexist.

  The wireless level crossing alarm control device 32 includes a single type that controls a normal pair of level crossing alarms 31 of one level crossing 12 (see FIG. 1C and FIG. 2), and a plurality of level crossing 12 in one unit. There is an integrated type that controls a number of level crossing alarm devices 31 (see FIG. 1 (c), FIG. 3), and is used properly according to the installation status of the level crossing 12 in a pure single track area. Will explain both forms. Whether it is a single type or an integrated type, the wireless level crossing warning control device 32 is a cable that can transmit a relay signal, and is composed of a radio that can communicate at a frequency f2 connected to a main body unit that is a fail-safe computer. The main body and the railroad crossing alarm 31 are connected by wire.

  The integrated type described here is an integration through a wired connection between the wireless level crossing alarm control device 32 and the level crossing alarm 31, so that a plurality of level crossing alarms 31 (two sets in the example of FIG. 3) are all one wireless type. The railroad crossing warning control device 32 is connected by wire. In addition, for the wireless level crossing alarm control device 32 that is a slave station, the integration by wired connection means that the wireless level crossing alarm control device 32 and the level crossing alarm 31 that are connected by wire are wirelessly related to the level crossing 12 that controls the level crossing. As for transmission, the on-board device 20 responds sequentially in response to the sequential calls to the railroad crossings 12 at different times rather than simultaneously, thereby adjusting the timing of wireless transmission and using the same radio frequency. Even if one wireless device is shared, wireless transmission can be performed accurately.

  The wireless level crossing warning control device 32 performs level crossing control in a pure single line area based on information for level crossing control obtained by wireless transmission with the on-board device 20. For this purpose, the wireless level crossing warning control device 32. The main body unit (see FIGS. 1C and 2) obtains crossing control information by performing wireless transmission at a pure single-line radio frequency f2 and responding to a call from the onboard device 20 as a slave station. Based on the crossing control information from the wireless communication program 33 while referring to the crossing information 35 while referring to the crossing information 35, the wireless communication program 33, the non-volatile memory (storage means) that stores preset crossing information 35 as data. A crossing control program 34 is provided for executing a crossing control for the crossing alarm 31 attached to the crossing 12.

Here, in the crossing information 35, for the crossing control, the position of the crossing 12 to be controlled, the crossing alarm start point position, the crossing alarm end point position, and the like are defined in kilometers.
Further, the main body of the stand-alone wireless level crossing alarm control device 32 (see FIGS. 1 (c) and 2) has only one set of the level crossing control program 34 and the level crossing information 35, but the integrated type wireless level crossing warning control device 32 is provided. The main body of the level crossing warning control device 32 (see FIG. 3) includes a plurality of sets of level crossing control programs 34 and level crossing information 35 (specifically, the number of sets equal to the number of level crossings 12 to be controlled, in the illustrated example). 2 sets)

  The radio level crossing warning control device 36 for the stop area (see FIG. 1 (d), FIG. 4) is rarely used alone, so that the integrated type will be described, but the radio 36a that can communicate at the frequency f1 is provided. The main unit 36b and the railroad crossing alarm 31 are connected to each other by a cable capable of transmitting a relay signal. The integrated type of the wireless level crossing alarm control device 36 also employs integration by wire connection between the wireless level crossing alarm control device 36 and the level crossing alarm 31, so that a plurality of level crossing alarms 31 (in the example shown in the figure). 3 sets) are all connected to one wireless level crossing warning control device 36 by wire.

  However, with regard to the wireless level crossing alarm control device 36 that is the main station, the integration by wired connection is slightly different from the case of the slave station, and the wireless level crossing alarm control device 36 and the level crossing alarm 31 that are connected by wire are crossed. For wireless transmission related to the railroad crossing 12 responsible for the control, for example, the determined priority order is confirmed through a wired connection, or the wireless communication right (token) is cyclically transferred from an equal standpoint. The timing of radio transmission is adjusted in a time-sharing manner so that radio transmission can be performed accurately without interference even if the same radio frequency is used or even one radio is shared. It means that.

  The wireless level crossing warning control device 36 performs level crossing control in a stop area based on information for level crossing control obtained by wireless transmission with the on-board device. For this purpose, the main body of the wireless level crossing warning control device 36 is provided. The unit 36b (see FIG. 1 (d), FIG. 4) transmits a radio communication program 37 that performs radio transmission at the stop area radio frequency f1 and calls the onboard device 20 as a main station, and preset crossing information 39. The crossing control for the crossing alarm 31 attached to one crossing 12 based on the crossing control information from the wireless communication program 37 while referring to the crossing information 39 and the non-volatile memory (storage means) holding the data And a crossing control program 38 to be executed.

  The main body part 36b of the integrated wireless level crossing warning control device 36 includes a plurality of sets of level crossing control programs 37 and level crossing information 39 (specifically, the number of sets equal to the number of level crossings 12 to be controlled is shown in the illustrated example. Then there are 3 sets). Similarly to the crossing information 35, the crossing information 39 defines the position of the crossing 12 to be controlled, the crossing alarm start point position, the crossing alarm end point position, and the like for kilometer control. The railroad crossing warning control according to the train operation in the station premises is inputted with the interlocking condition and the processing program is added to the main body part 36b, but these are not essential for the implementation of the present invention. .

  In such a radio level crossing warning system 20 + 30, in order to make wireless transmission (information transmission by wireless communication) between the on-board device 20 and the ground device 30 accurate and inexpensive with a small number of wireless channels, it is a pure single-wire region. By switching the master-slave (master station on the inquirer side and slave station on the response side) and two radio channels (radio frequency bands f1, f2) between the station and the stop area, a pure single line with many long-distance sections For the ground device 30 in the area, no wired connection is required. Moreover, the on-board device 20 that is a mobile station illuminates the train position with the communication start point and the communication end point of the crossing information 23, so that the other party (polling target) when calling from the standpoint of the main station alone, The other party (answer target) when responding from the standpoint of the slave station can also be selected easily and quickly.

Further, among the ground devices 30 distributed as fixed stations on the ground side, the wireless level crossing warning control device 32 related to the level crossing 12 in the pure single track area is a slave station, so that it is uniquely responded by a call from the onboard device 20. Is determined.
On the other hand, the radio level crossing warning control device 36 related to the level crossing 12 in the stop area of the ground device 30 is the main station, so it is necessary to select the calling party by itself and to narrow down the calling party to reduce the communication load. However, it is not sufficient to hold the railroad crossing information 39, and since the train position cannot be grasped only after communicating with the onboard device 20 wirelessly, it can be selected independently like the onboard device 20. Not a translation.

  For this reason, the radio level crossing warning control device 36 sends a special broadcast-like call (hereinafter referred to as presence check call) periodically or at an indefinite period, and all vehicles that are in the communication range. The upper device 20 is requested to return the identification information such as the train identification number all at once, and the on-board device 20 that responds to the call is sequentially called by a normal call partner (that is, the other party is designated one by one). (Calling partner at the time, polling target). As described above, since the on-board device 20 can independently know whether or not it is within the communication range to respond as a slave station, it is easy and accurate to check the presence / absence of such a response from the on-board device 20. The type crossing warning control device 36 can be selected in a state in which normal calling partners are narrowed down to a necessary minimum.

  About the radio | wireless crossing warning system 20 + 30 of this Example 1, the use aspect and operation | movement are demonstrated referring drawings. FIG. 5 is a system outline diagram, and FIG. 6 is a data example of the crossing information 23 of the on-board device 20. 7A is a schematic diagram showing wireless communication areas P0 to P9 related to the level crossings 12,..., 12 and FIGS. 7B to 7G are examples of communication diagrams. Further, FIG. 8 is a communication diagram in which both (a) and (b) are communication diagrams, and FIG. 9 is a schematic diagram showing wireless communication areas P0 to P9 in which (a) relates to each of the crossings 12,. (B) to (e) are all examples of communication diagrams. 7 to 8 show a case where the train 10 is absent at the stop 13, and FIG. 9 shows a case where the train 10 exists at the stop 13.

Here (see FIG. 5), in the traveling direction of the train 10, the track 11 is divided into a pure single track area to the left of the stop 13, a stop area including the stop 13, and a pure single track to the right of the stop 13. To do.
In addition, the A level crossing 12, the B level crossing 12, and the C level crossing 12 are provided from left to right in the left pure single line area, and the D level crossing 12, E level crossing 12, and F level crossing 12 are left to right in the stop area. It is assumed that a G crossing 12 and an H crossing 12 are provided from left to right in the right pure single line area.

  Further, the level crossing alarm 31 related to the A level crossing 12 belonging to the left pure single line area and the level crossing alarm 31 related to the B level crossing 12 are integrated by wired connection, and are controlled by one wireless level crossing alarm control device 32. Although controlled, the level crossing alarm 31 according to the C level crossing 12 is independently controlled by the wireless level crossing warning control device 32. The three sets of level crossing alarms 31 relating to the D level crossing 12, the E level crossing 12 and the F level crossing 12 belonging to the stop area are all integrated by wired connection, and are integrated by a single wireless level crossing alarm control device 36. Be controlled. The level crossing alarms 31 relating to the G level crossing 12 and the H level crossing 12 belonging to the right pure single line area are all controlled independently by the corresponding wireless level crossing warning control devices 32. .

  The data values corresponding to the installation conditions of the track 11 and the level crossing 12 are set before the train travels for the level crossing information 23 of the on-board device 20 (see FIG. 6), and wireless level crossing alarm control is performed. It is also set in the crossing information 35 of the device 32 and the crossing information 39 of the wireless type crossing warning control device 36. When the distribution state of the communication range (range from the communication start point to the communication end point) of each level crossing 12 is confirmed based on the numerical example of the level crossing information 23 (see FIG. 5 and FIG. 7A), There is no level crossing 12 to communicate in the communication area P0 on the left side of the communication range, and the communication area P1 on the right side is for communication between the ground side slave station and the vehicle upper side main station related to the A level crossing 12.

  Further, in the right communication area P2 (see FIGS. 5 and 7A), the ground side slave station and the vehicle upper side master station related to the A level crossing 12 and the B level crossing 12 are communicated, and the right communication area P3 is Only the communication between the ground side slave station and the vehicle upper side master station related to the B level crossing 12 is performed, the right communication area P4 has no level crossing 12 to communicate with, and the right communication area P5 is the ground side slave station related to the C level crossing 12 In addition, only the communication between the vehicle upper master station and the right communication area P6 is performed between the ground side slave station and the vehicle upper master station related to the C level crossing 12 and the communication between the ground side main station and the vehicle upper side slave station related to the D level crossing 12. In the right communication area P7, only the communication between the ground side master station and the vehicle side slave station related to the D crossing 12 is performed, and the right communication area P8 is the ground side main station related to the D level crossing 12 and the E level crossing 12. And the communication with the upper side slave station is performed, and the communication area P9 on the right is It has become one only communicating side main station and vehicle upper slaves is performed.

  Under such installation conditions of the ground device 30 (see FIG. 7A), when the train 10 equipped with the on-board device 20 travels from the left to the right on the track 11, first, the train 10 While in the communication area P0 (see FIG. 7B), the on-board device 20 does not make a call as a main station using the pure single-line radio frequency f2 because there is no other party to communicate wirelessly. There is no response as a slave station using the radio frequency f2 for the pure single track area by the wireless level crossing warning control device 32 related to the B and C level crossings 12. Further, since there is no other train 10 at the stop 13 and there is no onboard device 20 in the communication range of the D and E railroad crossings 12, the wireless level crossing warning control device 36 related to the D and E railroad crossings 12 sometimes. The presence confirmation call is transmitted wirelessly using the stop area radio frequency f1, but there is no response from the on-board device 20. Therefore, problems such as interference will not occur in wireless transmission.

  When the train 10 enters the communication area P1 (see FIG. 7 (c)), the on-board device 20 enters the communication range of the A level crossing 12. The crossing control related to the A level crossing 12 and the train stop control of the train 10 are performed without delay by repeating the call from the device 20 to the wireless level crossing warning control device 32 related to the A level crossing 12 and the response in the opposite direction. Is called. Further, when the train 10 travels and enters the communication area P2 (see FIG. 7 (d)), the on-board device 20 also enters the communication range of the B crossing 12, so that the wireless communication of the pure single-line radio frequency f2 is performed. At the same time, a call from the onboard device 20 to the wireless level crossing warning control device 32 related to the B level crossing 12 and a response in the opposite direction are added, but the wireless transmission related to the A level crossing 12 and the wireless transmission related to the B level crossing 12 are alternately performed. Since this is performed, troubles such as interference do not occur, so that the level crossing control for both the A and B level crossings 12 and the train stop control for the train 10 are performed without delay.

In parallel with these, the presence confirmation call for the D and E railroad crossings 12 is repeated (see FIGS. 7C and 7D), but the radio frequency f1 for the stop area is used for this wireless communication. Therefore, any wireless transmission can be accurately performed without any inconvenience.
Although detailed description that will be repeated is omitted, when the train 10 proceeds to the communication area P3, the wireless transmission related to the A level crossing 12 is completed, but the wireless transmission related to the B level crossing 12 is continuously performed. The railroad crossing control related to the B railroad crossing 12 and the train stop control of the train 10 are performed without delay. When the train 10 advances to the communication area P4, the wireless transmission related to the B level crossing 12 is also terminated, and the wireless communication state of the wireless level crossing warning system 20 + 30 is the same as that in the communication area P0.

  Then, when the train 10 enters the communication area P5 (see FIG. 7 (e)), the on-board device 20 enters the communication range of the C crossing 12. Therefore, the vehicle is connected by radio communication with the pure single-line radio frequency f2. The call from the device 20 to the wireless level crossing warning control device 32 related to the A level crossing 12 and the response in the opposite direction are repeated, so that the level crossing control related to the C level crossing 12 and the train stop control of the train 10 are performed without delay. Is called. At this stage, since the on-board device 20 has not yet entered the communication range of the D railroad crossing 12, the presence confirmation call relating to the D and E railroad crossings 12 does not receive a response because there is no calling partner, and It is repeated without interference using the radio frequency f1 for the stop area.

  Furthermore, when the train 10 travels and enters the communication area P6 (see FIG. 7 (f)), the on-board device 20 of the train 10 also enters the communication range of the D railroad crossing 12, and therefore the stop area radio frequency f1. The on-board device 20 responds to the presence confirmation call of the wireless railroad crossing warning control device 36 using. Then, it is confirmed by the wireless level crossing warning control device 36 that the calling party (polling target) exists in the communication range of the D level crossing 12, and the onboard device 20 of the train 10 is selected as the calling party. After that, the wireless level crossing warning control device 36 transmits to the on-board device 20 a call related to the D level crossing 12 and a response in the opposite direction. The wireless transmission related to the D level crossing 12 In contrast to the radio frequency f1 for the area, the radio transmission related to the level crossing 12 is performed at the radio frequency f2 for the pure single line area. The problem does not occur. And the level crossing control concerning the C and D level crossings 12 and the train stop control of the train 10 are performed without delay.

  Then, when the train 10 proceeds to the communication area P7 (see FIG. 7G), the wireless transmission related to the C crossing 12 is terminated, but the wireless transmission related to the D crossing 12 is continuously performed. 12 and the train stop control of the train 10 are performed without delay. When the train 10 advances to the communication area P8 (see FIG. 8 (a)), the on-board device 20 of the train 10 responds to the presence confirmation call related to the E crossing 12 and also calls the E crossing 12 A call from the wireless level crossing warning control device 36 to the on-board device 20 and a response in the opposite direction are also added to the E level crossing 12 by wireless communication at the radio frequency f1 for the stop area. Since the wireless transmission and the wireless transmission related to the E level crossing 12 are alternately performed by the timing adjustment of the wireless level crossing warning control device 36, problems such as interference do not occur in the wireless transmission. And the level crossing control etc. concerning both the D and E level crossings 12 are performed without delay. Further, when the train 10 advances to the communication area P9 (see FIG. 8B), the wireless transmission related to the D railroad crossing 12 is finished, but the wireless transmission related to the E railroad crossing 12 is continuously performed. No. 12 crossing control and the like are performed without delay.

Thus, in this wireless railroad crossing warning system 20 + 30, when the train 10 is traveling alone, even if the radio frequency band to be used is only two waves f1 and f2, it reaches several kilometers or more. For long-distance pure single track areas, even if the wireless level crossing warning control devices 32 are not connected to each other by wire, the radio transmission related to all level crossings 12 and thus the level crossing control and the train stop control of the train 10 are appropriate. To be carried out.
Next (see FIG. 9), the operation of the wireless railroad crossing warning system 20 + 30 is illustrated for the situation where not only the train 10 but also the train 10 exists. The train 10 is, for example, a turn train, and stops on the auxiliary line of the stop 13 and waits for the train 10 to come.

  The explanation when the train 10 and the train 10 are separated is omitted. The train 10 is in the communication area P9 included in the communication range of the E railroad crossing 12, and the train 10 approaches the train 10 When the train 10 enters the communication area P6 in detail (see FIG. 9B), the on-board device 20 of the train 10 enters both the communication range of the C crossing 12 and the communication range of the D crossing 12. In addition, the call from the on-board device 20 of the train 10 to the wireless level crossing warning control device 32 related to the C level crossing 12 and the response in the opposite direction are repeated by the wireless communication at the radio frequency f2 for the pure single track area, and the stop The wireless level crossing warning control device 36 repeats the call for the D level crossing 12 from the wireless level crossing warning control device 36 to the on-board device 20 of the train 10 and the response in the opposite direction.

  Moreover, since the train 10 is within the communication range of the E railroad crossing 12, the E railroad crossing 12 from the wireless railroad crossing warning control device 36 to the on-board device 20 of the train 10 by wireless communication at the stop area radio frequency f1. The call related to and the reverse response are repeated. In this state, the three radio transmissions related to the C, D, and E level crossings 12 are repeated, but the radio transmission related to the C level crossing 12 and the radio transmissions related to the D, E level crossing 12 are simply and reliably separated by frequency discrimination. The wireless transmission related to the D railroad crossing 12 and the wireless transmission related to the E railroad crossing 12 are time-divided by the wireless level crossing warning control device 36 integrated into one unit by integration through wired connection. Therefore, it is easy and reliable. Then, the level crossing control for the C, D, E level crossing 12 and the train stop control for both the A and B trains 10 are performed without delay based on stable wireless transmission.

  Then, when the train 10 proceeds to the communication area P7 (see FIG. 9C), the wireless transmission related to the C crossing 12 is terminated, but the on-board device 20 of the train 10 and the wireless railroad crossing warning control device 36 The wireless transmission related to the D level crossing 12 and the wireless transmission related to the E level crossing 12 by the on-board device 20 of the train 10 and the wireless level crossing warning control device 36 are continuously performed without any inconvenience. Further, when the train 10 advances and enters the communication area P8 (see FIG. 9D), wireless transmission related to the E railroad crossing 12 by the on-board device 20 of the train 10 and the wireless railroad crossing warning control device 36 is also added. However, since any wireless transmission is performed without any inconvenience by the time sharing of the wireless level crossing warning control device 36 which is the main station, the level crossing control related to the D and E level crossings 12 and the train stop control of the A and B trains 10 are not delayed. Done.

  When the train 10 arrives at the stop 13 and enters the communication area P9 (see FIG. 9 (e)), the wireless transmission related to the D railroad crossing 12 is terminated, but the on-board device 20 of both the trains 10a and 10b. , 20 and the wireless level crossing warning control device 36, the two wireless transmissions related to the E level crossing 12 are continuously repeated, and are performed without any inconvenience by time division led by the wireless level crossing warning control device 36. Then, the level crossing control for the E level crossing 12 and the train stop control for both the a and b trains 10 are performed without delay, and the i train 10 can further proceed to the right. You can proceed to the left.

  Thus, in the radio level crossing warning system 20 + 30, the radio frequency band to be used is not limited to the case where the train 10 is traveling alone, but also when the train 10 exists at the stop 13. Even if it is limited to only two waves f1 and f2, and for long-distance pure single wires that often extend over several kilometers, all of the wireless level crossing alarm control devices 32 are not connected by wire. Thus, the radio transmission and the crossing control and the train stop control of a plurality of trains are appropriately performed.

A specific configuration of the wireless railroad crossing warning system according to the second embodiment of the present invention will be described with reference to the drawings. FIGS. 10A to 10C are all block diagrams of the wireless railroad crossing warning control device 36.
The integrated type of the wireless level crossing alarm control device 36 in the first embodiment described above is integration by wired connection between the wireless type level crossing alarm control device 36 and the level crossing alarm device 31, and all of the plurality of level crossing alarm devices 31 are one. The main body 36b is connected by wire to share a single wireless device 36a. The integrated type shown in FIGS. 10 (a) to 10 (c) is a wireless railroad crossing warning control device 36. A part or all of is a plurality.

  The integrated type of the wireless level crossing alarm control device 36 shown in FIG. 10A is an integrated type that also includes a wired connection between the main body portions 36b. The wireless level crossing alarm control device 36 includes two sets of level crossing alarms. A main unit 36b connected to the machine 31 by wire, another set 36b connected to the set crossing alarm 31 by wire, and one radio unit 36a connected to both main units 36b by wire. However, both the main body portions 36b are connected by wire, and both the main body portions 36b handshake using the wired connection, so that the wireless device 36a can be shared without inconvenience.

The integrated form of the wireless level crossing warning control device 36 shown in FIG. 10B is an integrated form in which a plurality of wireless devices 36a are used in order to widen the communicable range. The wireless railroad crossing warning control device 36 uses the wireless devices 36a without any inconvenience by causing the two wireless devices 36a to perform communication operations after one main body 36b synchronizes wireless communication. ing.
In the integrated type shown in FIG. 10 (c), two wireless level crossing alarm control devices 36 are connected by wire, and both devices 36 handshake using the wired connection, so that wireless transmission can be performed without any inconvenience. It can be synchronized.

[Others]
In the above-described embodiment, the radio frequency used for the radio communication is limited to the minimum two waves f1 and f2. However, the radio frequency that can be used in the present invention is limited to two waves if the cost can be improved. Instead, three or more waves may be used.
In the above embodiment, the radio transmission related to each level crossing 12 is repeated from the communication start point to the communication end point. However, even before the train 10 leaves the communication range of the level crossing 12, When the device 20 is notified of the end of communication by the wireless transmission related to the level crossing 12 from the ground device 30, the communication related to the level crossing 12 may be immediately ended.

  Further, when the crossing control information wirelessly transmitted from the onboard device 20 to the integrated wireless crossing warning control devices 32 and 36 is the same information for the plurality of crossings 12, any one of the plurality of crossings 12 is selected. When the wireless transmission related to is completed, the wireless level crossing warning control devices 32 and 36 duplicate the level crossing control information and distribute it to the plurality of level crossing control programs 34 and 38, or the plurality of level crossing control programs 34 and 38 are one. The number of wireless transmissions may be reduced by referring to the crossing control information.

10 ... train, 11 ... track, 12 ... railroad crossing, 13 ... stop (station, signal field, yard),
20: On-board device (wireless level crossing warning system),
21 ... Train position acquisition program, 22 ... Train information (data),
23 ... Crossing information (data), 24 ... Master-slave selection program,
25 ... Wireless communication program, 26 ... Train stop control program,
30 ... ground equipment (wireless level crossing warning system),
31 ... Railroad crossing alarm, 32 ... Wireless railroad crossing warning control device, 33 ... Wireless communication program,
34 ... Crossing control program, 35 ... Crossing information (data),
36 ... Wireless level crossing warning control device, 36a ... Radio unit, 36b ... Main unit,
37 ... Wireless communication program, 38 ... Railroad crossing control program, 39 ... Railroad crossing information (data)

Claims (3)

An on-board device that is mounted on a train traveling on a single track and wirelessly transmits crossing control information including the train position,
In a wireless level crossing warning system comprising a ground device that performs crossing control based on information obtained by wireless transmission with the on-board device provided along the track,
A stop area including a track portion where a plurality of trains can enter the track, and
Dividing it into other pure single wire areas,
In the part of the ground device that performs the crossing control related to the crossing belonging to the stop area,
Adopting a device that performs wireless transmission at the radio frequency for the stop area while adjusting the timing of wireless transmission using a wired connection and calls on the on-board device as the main station,
A part of the ground device that performs a crossing control related to a crossing belonging to the pure single track area performs wireless transmission at a pure single track radio frequency that can be distinguished from the radio frequency for the stop area and the vehicle as a slave station. Adopt a device that responds to calls from the upper device,
In the on-board device,
For each level crossing of the track, holding level crossing information including attribute information as to which of the stop area and the pure single line area belongs,
Responding to a call from the ground device as a slave station by performing wireless transmission of information related to a railroad crossing belonging to the stop area at the stop area radio frequency,
A wireless level crossing warning system, characterized in that a device that performs wireless transmission of information related to a level crossing belonging to the pure single line range at the pure single line range radio frequency and calls the ground device as a main station is adopted. In an on-vehicle device that is mounted on a train that travels on a single-track track laid on a ground device that performs level crossing control based on information obtained by wireless transmission, and that wirelessly transmits level crossing control information including the train position. The track is divided into a stop area including a track portion where the train can enter and a pure single track area other than that,
Storage means for holding crossing information including attribute information indicating which of the stop area and the pure single line area belongs to each crossing of the track;
Means as a slave station that performs wireless transmission of information relating to a railroad crossing belonging to the stop area at a stop area radio frequency and responds to a call from the ground device;
Radio transmission of information relating to a crossing belonging to the pure single line area is performed at a pure single line area radio frequency that can be frequency-discriminated from the stop area radio frequency, and means as a main station that calls the ground device On-vehicle device characterized by In a ground device that performs railroad crossing control based on information obtained by wireless transmission with an on-vehicle device of a train that is provided along a single track and runs on the track,
Dividing the track into a stop area including a track portion where a plurality of trains can enter and other pure single track areas,
In the part that performs level crossing control related to level crossings belonging to the stop area,
A device as a main station that performs wireless transmission at a radio frequency for a stop area while adjusting the timing of wireless transmission using a wired connection and calls on the on-board device,
In the part that performs level crossing control related to level crossings belonging to the pure single track area,
A ground device comprising a device as a slave station that performs wireless transmission at a radio frequency for a pure single track that can be distinguished from the radio frequency for the stop area and responds to a call from the on-board device.

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