JP2013095151A - Crossing security device and crossing control switching device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To detect a train on both sides of a crossing and near the crossing without adding a crossing control detector, make an obstacle detection mask section wider than the crossing, and take alarm ending conditions in a single rail track territory of both an up-train and a down-train as the point of time when a train finishes passing through a crossing road.SOLUTION: While train detection at an end point BDC (or DDC) and train detection at an expansion point BBDC (or DDDC) are executed on a time division basis by one crossing control detector for the end point 22 (or 24) through connection destination switching of a switching circuit part 56 under the control by a switching control part 55, an obstacle detection mask section is expanded from only a conventional short section with a train detection length of the end point BDC (or DDC) in an output forming part 57 to a new wide section across train entry to the expansion point BBDC (or DDDC) and train departure from the end point BDC (or DDC). Similarly, connection destinations set on both sides of a crossing road in a single rail track territory are selected by train operating direction. When the train finishes passing through the crossing road, an alarm is stopped.

Description

The present invention is a railroad crossing safety device installed at a railroad crossing in a double-track section or a single-track section of a railway, and includes an open circuit type railroad crossing controller that is a kind of short track circuit that can be used without insulation. It relates to the improvement of things. It also relates to a crossing control switching device that contributes to the improvement.
In addition, in the claims and specification attached to the present application, the “train operation direction” is referred to as the “train operation direction”. Further, whether the output indicating the “train operation direction” is a relay output or a signal output other than the relay, it is referred to as “train operation direction instruction”.

  In addition, the “upward train driving direction indication” is from when the upstream train enters the upstream railroad crossing control section until it advances, that is, from when it is detected at the upstream starting point to when the detection starts or ends at the end point. During that time, the indication state becomes a significant state (1 for positive logic, 0 for negative logic), and in other cases, the indication state is an involuntary state that means the absence of an upstream train ((0 for positive logic, 1 for negative logic). Also, “down train driving direction indication” is the time from when the down train enters the down railroad crossing control section until it advances, that is, at the down start point. The indication state becomes a significant state (1 for positive logic and 0 for negative logic) from the time it is detected until the detection starts or ends at the end point, otherwise it is , The instructed state means insignificant that the down train is not State (in positive logic 0, 1 for negative logic) it becomes.

  Railroad crossing safety devices installed at railroad crossings (see Non-Patent Documents 1 and 2, for example) are railroad crossing controllers for detecting trains, speakers for sounding alarms, and alarms by flashing light. A level crossing alarm equipped with a warning light, a level crossing breaker in the first type crossing but not in the type 3 level crossing, and a level crossing alarm or level crossing based on the detection result of the level crossing controller And a crossing control device for controlling the operation of the vehicle. And if a train is detected by the level crossing controller installed at the starting point before the level crossing, the level crossing alarm will give an alarm, and after a while, the level 1 crossing will be lowered and the level crossing barrier will be lowered. When the train crossing controller installed at the end point after the passage detects the passage of the train, the alarm is stopped and the level crossing barrier is raised at the first type of crossing. Hereinafter, the structure of such a crossing safety device and a crossing controller will be described with reference to the drawings.

  13A is a layout diagram of the crossing controllers 21, 22, 23, and 24 in the double track section, FIG. 13B is a layout diagram of the level crossing controllers 21, 23, and 24 in the single track section, and FIG. 13C is a double track section. It is a block diagram of a level crossing security device in a double track section including a level crossing control device 31 in FIG. 14A is a block diagram of a railroad crossing safety device in a single track section including the crossing control device 34 in the single track section, and FIG. 14B is a rail 11, 12 is a connection diagram to the rails 11 and 12 of the open-circuit type railroad crossing controllers 22 and 24. FIG. Further, FIG. 15A is a block diagram when an oscillating type is adopted as the end point crossing controller 22 (or 24), and FIG. 15B shows the end point crossing controller 22 (or 24). Or it is a block diagram when the transmission / reception type H type is adopted in 24).

  FIG. 16 is a schematic configuration diagram relating to the railroad crossing safety device 37 in the currently installed double track section in consideration of cost, and a two-dot chain line obliquely crossing the railroad crossing 8 in the drawing is a railroad crossing obstacle detection device 35. Is an image of a detection beam that detects obstacles. FIG. 17A is a schematic configuration diagram relating to the railroad crossing safety device 38 in the currently installed single track section in consideration of the cost. FIG. 18 is a block diagram showing the input / output state of a conventional relay signal and the like related to the crossing obstacle detection device 35 in the double track section, and FIGS. 18A to 18E show the time of the relay signal and the like. It is a chart. Further, FIG. 19 is a schematic configuration diagram relating to a crossing safety device in a double track section that can be said to be ideal if the cost is ignored, and FIG. 17B is a cross-sectional safety device in a single track section that is ideal if the cost is ignored. It is the outline | summary block diagram which concerns.

  In the crossing safety device relating to the crossing 8 in the double-track section (see FIG. 13A), the starting point crossing controller 21 is installed at the downstream starting point ADC at the near side on the starting side of the crossing 8 for the down line 10. At the same time, the end point crossing controller 22 is installed at the end point BDC at the end point of the railroad crossing 8 at the end point after passing the train. A starting point crossing controller 23 is installed at the point CDC, and an end point crossing controller 24 is installed at the starting point DDC at the post-train passing position on the starting point side of the crossing 8. Starting points ADC and CDC are used to ensure the time from when a railroad crossing warning is issued until the train reaches railroad crossing 8, for example, when the train travel speed is 100 km / H at the railroad crossing between stations. Although it is set at a distance of about 700 to 800 m, the stop points BDC and DDC are near 20 to 30 m, for example, from the level crossing 8 in order to quickly detect the passage of the train while avoiding malfunctions due to crossings and the like. It is often set to.

  On the other hand (see FIG. 13 (b)), in the railroad crossing safety device according to the railroad crossing 8 provided in the single track section having only one track 10, the starting line is divided into the both sides of the railroad crossing 8 with respect to the same rail track 10. The ADC and the ascending start point CDC are set, and the starting point crossing controller 21 is set at the descending starting point ADC, while the starting point crossing controller 23 is set at the ascending start point CDC. Also, for the same line 10, only one of the down end point BDC and the up end point DDC is set as the up / down common end point, and the end point crossing controller is installed at the common end point. The For example, when the up / down end point DDC is selected and set between the crossing 8 and the down start point ADC (in the case of FIG. 13B), the end point crossing controller 24 is installed there, Since the down end point BDC is not set, the end point crossing controller 22 is not installed. In this way, the end point close to the railroad crossing 8 is shared, thereby suppressing an excessive increase in the facility cost.

  Further, based on the installation status of such a crossing controller, the crossing safety device related to the crossing 8 in the double track section (see FIG. 13 (c)) is a down start point ADC and a down end point BDC of the down line 10, respectively. A start-point crossing controller 21 and a stop-point crossing controller 22 installed on the upstream side, a start-point crossing controller 23 installed on each of the upstream start point CDC and the upstream end point DDC of the upstream line 10, and a stop. A double track that recognizes the approach and passage of the train to the railroad crossing and the train driving direction by inputting train detection results from the railroad crossing controller 24 for points and the train crossing controllers 21, 22, 23, and 24, and making a logical determination based on the train detection results. A railroad crossing control device 31 in the section, a speaker for emitting an alarm by sound, an alarm lamp 32 for issuing an alarm by flashing, and a railroad crossing breaker 33 at the first type of railroad crossing. ing

  On the other hand, the railroad crossing safety device related to the railroad crossing 8 in the single track section (see FIG. 14 (a)) is for starting points installed at the downstream starting point ADC, the common end point DDC, and the upstream starting point CDC on the same line 10, respectively. A train crossing controller 21, an end point crossing controller 24, a starting point crossing controller 23, and train detection results are input from these crossing controllers 21, 24, and 23. Railroad crossing control device 34 for recognizing approach and passage and train driving direction, speaker for sounding alarm, warning light 32 for flashing alarm, and crossing at level 1 Machine 33. In addition, a train direction indicator or the like is also provided at a crossing having a plurality of crossovers such as a double track, but the description thereof is omitted.

  When the down train is present between the down start point ADC and the down end point BDC or the common end point DDC, the down SR relay (down train operation direction instruction) becomes non-excited (significant state). In other cases, the down SR relay is excited (unintentional state). In addition, when the up train is present between the up start point CDC and the up end point DDC or the common end point DDC, the up SR relay (up train operation direction instruction) is de-energized (significant state). In other cases, the upstream SR relay is excited (unintentional state). The alarm R relay circuit that is the final alarm output is configured by combining the down SR and the up SR output for each direction as a result of determination of the train operation direction and the relay output DPR of the train detection related to the end point DDC. (See FIG. 14A). And according to the conditions of this alarm R relay, devices called alarm sound controller, alarm light controller (intermittent relay), crossing circuit breaker control relay are driven, and their outputs are alarm sound speaker, alarm light 32, It is sent to the railroad crossing breaker 33, and an alarm is issued by sound and light, and road traffic is blocked by a barrier.

  Here (see FIGS. 14 (b) and 14 (c)), the level crossing controller will be described in detail. For the fail-safe at the time of failure, the starting point level crossing controller installed at the down start point ADC or the up start point CDC. Closed circuit type crossing controllers are used for 21 and 23 (see FIG. 14 (b)), and the open point circuit controllers 22 and 24 installed at the down end point BDC and the up end point DDC are open circuits. A shape crossing controller is used (see FIG. 14C). Among them, the closed-circuit type railroad crossing controllers 21 and 23 (see FIG. 14B) use two pairs of connection wires each having one end attached to each of the pair of rails 11 and 12 forming the track 10 by welding or the like. The attachment interval of the connection line attachment location in the track 10 is about 15 m. A closed circuit is always configured via the rails 11 and 12 between the connecting line attachment points. When the train is not present, the oscillation signal for checking is transmitted to the closed circuit once for output of the level crossing controller. While the output relay (the name of the output relay is called the start R relay here) is excited, if the train exists in the section of the train detection length of about 30 m, the rails 11 and 12 are short-circuited on the train axle. Therefore, transmission of the oscillation signal for verification is cut off, and the starting R relay is de-energized.

  On the other hand, the open circuit type railroad crossing controllers 22 and 24 (see FIG. 14 (c)) use only one pair of connecting wires each having one end attached to each of the pair of rails 11 and 12 constituting the track 10 by welding or the like. Yes, the oscillation signal for verification is always sent to the connection line, but since the rails 11 and 12 are not connected to each other, the open circuit is normally configured. Even when the oscillating signal is transmitted, the transmission of the oscillating signal for verification is cut off between the rails 11 and 12 when the train is not present, and the output relay for the output of the level crossing controller (the name of the output relay is here) Is called non-excited). And if a train enters a section with a train detection length of about 30 m and the rails 11 and 12 are short-circuited on the train axle, the open circuit becomes temporarily closed, and the oscillation for verification The signal is transmitted in a round and the termination R relay is excited.

  Such open-circuit-type end-point crossing controllers 22 and 24 (see FIG. 15) internally try to send the oscillation signal for verification to the connection line and check the state of the round-trip transmission of the oscillation signal for verification. An oscillation presence / absence detecting unit 25 to detect, and a relay driving unit 26 that excites the termination R relay when a round transmission of the verification oscillation signal is detected, but does not excite the termination R relay when a round transmission of the verification oscillation signal is not detected. It has. In the oscillation presence / absence detection unit 25, an oscillation type whose connection line is part of the oscillation loop of the oscillation circuit (see FIG. 15A), an oscillation signal for verification is generated by the transmission unit, and transmitted through the connection line. The transmission / reception type H type detected by the receiving unit (see FIG. 15B) and two types have been put into practical use, but in the present invention described later, the difference in the method of the crossing controller for the end point is a problem. The details are only shown in the figure, and here, the connection state with the connection lines A1 and B1 (first connection line) will be described in detail by taking the end point crossing controller 22 (or 24) as a specific example.

  One connection line A1 of the pair of connection lines A1 and B1 has one end connected to the rail 11 by welding or the like, and the other connection line B1 has one end connected to the rail 12 (see FIG. 15). Any connection line A1, B1 extends from 15 (or 14) toward the end point crossing controller 22 (or 24) and is connected to the oscillation presence / absence detecting unit 25. Although it is not essential, the end point crossing controller 22 (or 24) is usually housed in the crossing equipment box, so that both the connection lines A1 and B1 are directly connected to the oscillation presence / absence detecting unit 25. Rather than being connected, they are indirectly connected via an extension line. That is, the other ends of the connection lines A1 and B1 are connected to the terminals of the wiring terminal board 28, and from there to the terminal of the end point crossing controller 22 (or 24) by the crossing device box wiring 27. From there, it is connected to the oscillation presence / absence detection unit 25 by the control-internal wires AA and BB, and the oscillation signal for verification is transmitted from the oscillation presence / absence detection unit 25.

Further, the contact of the end R relay of the relay drive unit 26 is connected to the input unit of the level crossing control devices 31 and 34 by wiring in the level crossing equipment box for transmission of the relay signal.
Further, the end point crossing controller 22 (or 24) may be of any type, whether it is an oscillation type (see FIG. 15 (a)) or an H type (see FIG. 15 (b)). In order to adjust the detection length to a specified value, an adjuster 25a (first adjustment unit) is provided for raising and lowering (adjusting / adjusting) the level of the oscillation signal for verification transmitted through the control-internal wires AA and BB. ing. The illustrated adjuster 25a is provided in the oscillation presence / absence detecting unit 25 so as to adjust the input level by manual operation, but is fixed after adjusting the level of the oscillation signal for verification. If possible, the output level may be adjusted, may be provided in an attached state to the oscillation presence / absence detecting unit 25, or may be provided in the inter-controller wirings AA and BB in an inserted state. Also good.

  In this way, in the current level crossing safety device 37 related to the crossing 8 in the double track section (see FIG. 16), the down start point ADC is set far from the crossing 8 on the downstream side 10 before and at the starting point of the crossing 8. At the same time, a descending end point BDC is set near the level crossing 8 at the destination / end point side of the level crossing 8. In addition, an upstream starting point CDC is set on the upstream line 10 before and at the end of the railroad crossing 8 and far from the railroad crossing 8, and an upstream end point DDC is set near the railroad crossing 8 at the destination and starting point of the railroad crossing 8. Is done. Further, based on these settings, at the descending starting point ADC, one end of the connecting line leading to the closed-circuit-type starting point crossing controller 21 is welded to the line 10, and the connecting line attachment point 15 at the descending end point BDC is One end of a connection line (first connection lines A1, B1) reaching the end point crossing controller 22 of the open circuit type is welded to the line 10.

  In addition, one end of the connecting line leading to the closed circuit type starting point crossing controller 23 is connected to the line 10 at the ascending start point CDC, and the open line type end point is connected to the connecting line attachment point 14 of the ascending end point DDC. One end of a connection line (first connection lines A 1, B 1) reaching the level crossing controller 24 is welded to the line 10. The level crossing control device 31 is in accordance with the excitation presence / absence states of the start R relay of the level crossing controller 21, the end R relay of the level crossing controller 22, the start R relay of the level crossing controller 23, and the end R relay of the level crossing controller 24. Controls the operation of the warning light 32. Further, at the first type of level crossing, the level crossing control device 31 also controls the operation of the level crossing breaker 33, and the level crossing control between the descending start point ADC and the descending end point BDC is performed. A section between the up start point CDC and the up end point DDC is an up crossing control section.

  On the other hand, in the current level crossing safety device 38 related to the level crossing 8 in the single track section (see FIG. 17A), the common end point DDC is set near the level crossing 8 on the track 10, and further from the level crossing 8 further. In addition, a descending start point ADC and an ascending start point CDC are set on both sides of the level crossing 8, and at the descending start point ADC, one end of a connecting line leading to a closed-circuit-type starting point level crossing controller 21 is welded to the line 10. One end of a connection line (first connection line A1, B1) leading to the open-circuit type crossing point controller 24 for the open circuit type is welded to the line 10 at the connection line attachment point 14 of the common termination point DDC. One end of a connection line leading to a closed circuit type starting point crossing controller 23 is connected to the line 10. The level crossing control device 34 controls the operation of the warning light 32 according to the excitation presence / absence state of the start R relay of the level crossing controller 21, the end R relay of the level crossing controller 24, and the start R relay of the level crossing controller 23. Further, in the first type of level crossing, the level crossing control device 34 also controls the operation of the level crossing breaker 33, and the range between the ascending start point CDC and the common end point DDC is an ascending level crossing control section, and is shared with the descending start point ADC. A section between the end point DDC and the lower level crossing control section.

  In other words, in the case of a single line, the train is in the ascending level crossing control section from when the train enters the train detection length section of the ascending start point CDC until the train ends at the train detection length section of the common end point DDC. The upward SR relay indicating that the train operation direction is upward is changed from the normal excitation (involuntary) to the non-excitation (significant), and the warning lamp 32 issues an alarm, At one kind of level crossing, road traffic is blocked by a level crossing barrier 33. In addition, the train exists in the descending railroad crossing control section from when it enters the train detection length section of the descending start point ADC until it has finished entering the train detection length section of the common end point DDC. The determination is made and the down SR relay indicating that the train operation direction is down is changed from normal excitation (involuntary) to non-excitation (significant), an alarm is issued by the warning light 32, and the first type of railroad crossing Then, the road traffic is blocked by the crossing barrier 33. Further, at other times, it is determined that no train is present in the up crossing control section or down crossing control section, and no warning is issued from the speaker or the warning light 32. Road traffic is not blocked at the first level crossing 8 as well as the type crossing.

  The level crossing obstacle detection device 35 is configured to detect the presence / absence of interruption related to transmission / reception with infrared light / laser light (for example, see Non-Patent Document 2), the distance measured by a radar system (for example, see Patent Document 1), Accordingly, an obstacle in the level crossing is detected. For this purpose (see FIG. 18A), a stop signal is sent to the sensitive unit installed facing the level crossing 8 and the train approaching the level crossing 8. Is provided with a reporting unit that outputs the conditions to another device (not described) and a control unit that controls the operation thereof. Among them, the sensitive unit is provided with the above-described transmission / reception unit and distance measuring unit, and sends a discrimination result based on blockage detection and distance measurement to the control unit as an obstacle sensitive signal SS. Yes. In addition, the control unit generates the alarm control signal BZ according to the obstacle response signal SS, and sends the alarm control signal BZ to the alarm unit, thereby controlling the start and stop of the alarm by the alarm unit. It is supposed to be.

  Further, the control unit of the level crossing obstacle detection device 35 detects the train passing through the installation level crossing 8 as an obstacle, so that the output of the down SR relay and the end point of the down end point BDC are used. By inputting the relay output BPR (stop R) of the controller 22 and using the signal BPR (BDC) as a downward mask for detecting a crossing obstacle when the down train arrives, that is, when the down train arrives, that is, down When the SR relay is not energized, if the relay BPR is not energized, the alarm control signal BZ is generated according to the obstacle response signal SS. Regardless of this, the alert control signal BZ is kept involuntary (no alarm state) without making the alert control signal BZ significant (alarm state).

  The control unit of the level crossing obstacle detection device 35 also receives the output of the up SR relay and the relay output DPR (end R) of the end point crossing controller 24 of the up end point DDC, and the signal DPR (DDC). Is used as an upstream mask for detecting crossing obstacles when an up train arrives, so that when the up SR relay is not energized when the up train arrives, that is, when the relay DPR is not energized, the obstacle sensitive signal SS The alarm control signal BZ is generated in accordance with the alarm signal. However, when the relay DPR is excited, the alarm control signal BZ is not made significant (alarm state) regardless of the obstacle response signal SS. It keeps BZ involuntary (no alarm state).

  Moreover, when the control unit of the crossing obstacle detection device 35 generates the alarm control signal BZ in accordance with the obstacle response signal SS, the control unit shows a slow movement for a predetermined time set in advance. Railroad crossing obstacles are cars that stay in a railroad crossing, such as an engine stall, after the train approaches the railroad crossing and the crossing warning starts, or a few seconds after the crossing warning starts (specified by the crossing) It is necessary to distinguish it from a passerby or a car that moves to pass through a railroad crossing. It is recognized that the object is a staying object such as an automobile continuously for a predetermined time when, for example, transmission / reception is interrupted. This predetermined time is set to about 6 seconds.

  The operation of the railroad crossing obstacle detection device 35 will be described with reference to a specific example of a case where a down train travels toward the railroad crossing 8 on the double track 10 (see FIGS. 18B to 18B). e)). When the descending train enters the train detection length of the descending starting point ADC (see the left part of FIG. 18 (b)), the descending SR relay that has been energized until that time is no longer energized, but at that point, the descending train still stops descending. Since the point BDC has not been reached, the output relay for output of the end point crossing controller 22 at the descending end point BDC (the name of the output relay is referred to as BPR here) is not excited (FIG. 18). (See (c) the left part), the crossing obstacle detection device 35 detects an obstacle for the crossing 8.

  When the down train progresses and reaches the railroad crossing 8 (see the center part of FIG. 18 (d)), the obstacle response signal SS changes from the insensitive state to the sensitive state in response to the down train. If the train speed is within the expected range, before the alarm control signal BZ becomes significant (alarm state), the descending train enters the section of the train detection length at the descending stop point BDC (FIG. 18 (c) center). Since the relay BPR is energized, the descending mask for detecting crossing obstacles works, so that the alarm control signal BZ remains unintentionally (no alarm state), so that no false alarms are generated. .

  The reason why the relay BPR is not excited and the downward mask does not work is after the downward train has completely escaped the train detection length of the downward end point BDC (see the right side of FIG. 18 (c)), and the downward SR relay. Is slower than the return to the excited state (see the right part of FIG. 18 (b)) and the obstacle sensitive signal SS is slower than the dead state (see the right part of FIG. 18 (d)), There will be no false alarms until it passes through the down crossing control section.

  In this way, if the descending train is traveling at the expected speed, from the time when the top of the train reaches the edge of the entry side of the railroad crossing 8 until the top of the train enters the train detection length at the end point Since the time t is shorter than the predetermined time related to the slowness of the obstacle sensing signal SS, the down end point BDC related to the relay BPR used for the down side mask for crossing obstacle detection is not before the crossing 8. Even if installed earlier, the descending mask for level crossing obstacle detection functions effectively.

JP 2006-216961 A Japanese Patent Application No. 2011-147805 Japanese Patent Application No. 2011-208670

Overview of Signals for Railway Engineers Signal Series 1 “General Railway Signals” Japan Railway Electrical Engineering Association, issued on March 18, 2005, revised p. 107-118 Introduction to Electricity for Railway Engineers Signal Series 8 “Level Crossing Security Device” Japan Railway Electrical Engineering Association, issued October 30, 2007, 4th edition, p. 35-120

  However, in such a conventional railroad crossing safety device 37, when the speed of the descending train is further reduced from the assumed minimum speed, the train's top line reaches the edge of the approaching side of the railroad crossing 8 and then the train The time t required to enter the train detection length with the topmost end point (see FIG. 18 (e)) becomes longer and may exceed the predetermined time related to the looseness of the obstacle response signal SS. sell. When the time t exceeds the predetermined time, the alarm control signal BZ becomes significant (alarm state), and thus false alarms are generated. That is, when the mask condition is satisfied, the mask function for detecting a level crossing obstacle is impaired, so that the train is detected as a level crossing obstacle. Such an inconvenient situation is omitted in the repeated detailed explanation, but it can occur in the same way for the upside of the double track section and the single track section, and is particularly likely to occur at a wide crossing.

  In order to avoid such inconvenience, any number of railroad crossing controllers can be added in an ideal safety-oriented environment where the cost burden can be ignored. However, when installing a railroad crossing safety device at the railroad crossing 8 of the railroad track 10, a railroad crossing control for demarcating the end of a mask section for detecting a railroad crossing obstacle (hereinafter referred to as a fault detection mask section) on both sides across the railroad crossing road. It is advisable to install a child and expand the fault mask section so that the entire width of the level crossing 8 is completely within the fault mask section.

  Specifically, for example, in the case of a double track section (see FIG. 19), for the downstream line 10, for example, a downward extension point BBDC is set between the downward start point ADC and the level crossing 8 and close to the level crossing 8. In addition, for example, an extension point crossing controller 22a similar to the end point crossing controller 22 is additionally introduced, and the connection line of the extension point crossing controller 22a is connected to the connection line attachment point 15a of the downward extension point BBDC. To do. Further, when the level crossing obstacle detection device 35 is modified to be a level crossing obstacle detection device 35a, an output relay for output of the extension point crossing controller 22a (the name of the output relay is referred to as a lower mask R relay here). ) And the mask function has been expanded so that the fault detection mask section extends from the end of the train detection length at the descending extension point BBDC to the end of the train detection length at the descending end point BDC. Let

  For the upstream line 10 of the double track section, for example, an upstream extension point DDDC is set between the upstream starting point CDC and the railroad crossing 8 and close to the railroad crossing 8, and the end point railroad crossing controller 24 and Similarly, for example, an extension point crossing controller 24a is additionally introduced, and the connection line of the extension point crossing controller 24a is connected to the connection line attachment point 14a of the upstream extension point DDDC. Further, for the level crossing obstacle detection device 35a, an output relay for output of the level crossing controller 24a for the extension point (the name of the output relay is referred to as an upper mask R relay here) is also taken in, and the obstacle detection mask section rises. The mask function is expanded so as to be a section extending from the end of the train detection length of the extension point DDDC to the end of the train detection length of the up end point DDC.

However, in such a cost-ignoring countermeasure, it is necessary to install two open-circuit-type end-point crossing controllers for each line 10, and the initial cost and the running cost of the end-point crossing controllers are limited. Doubles. Even though the double-track section has improved operating revenue compared to the single-track section, the cost must be reduced.
Accordingly, it is a first technical problem to improve the train so that it is possible to detect the train on both sides of the level crossing and near the level crossing without adding a level crossing controller so that the fault detection mask section becomes wider than the level crossing.

As described above, the first technical problem relates to one or both of the upstream line 10 and the downstream line 10 in the case of a crossing safety device in a double track section.
On the other hand, in the single line section, for example, when the down end point BDC is not set, the up end point DDC is set as a common end point, and the end point crossing controller 24 is connected thereto (FIG. 17A). As for the crossing obstacle detection related to the up train, the first technical problem arises in substantially the same manner as described above for the double track section. In addition, regarding the crossing obstacle detection related to the descending train, it is not the time for the top of the train to travel from the common end point DDC to the crossing 8 but crosses the crossing 8 after the end of the train leaves the common end point DDC. Although there is a difference that whether the time until the time is shorter or longer than the predetermined time related to the slidability of the obstacle response signal SS is a difference between the suitability of the alarm, the first technical problem is similarly generated.

Moreover, the following second technical problem also arises for the railroad crossing safety device 38 in the single track section (see, for example, Patent Documents 2 and 3). More specifically, as described above, in the present situation, the level crossing safety device 38 installed on the level crossing 8 of the track 10 in the single track section detects that the train has passed the level crossing, stops the level crossing alarm, and further In one type of railroad crossing, the open-circuit type railroad crossing controller used for raising the railroad crossing breaker 33 is composed of the left and right rails 11 on either the starting side or the end side across the railroad crossing. It is common to attach to 12 via a connecting line.
Among these cases, when the end point crossing controller 24 is attached to the starting point side of the crossing 8 (see FIG. 17A), since the crossing 8 belongs to the up crossing control section, Therefore, regardless of the train speed, it can be detected that the up train has completely passed the railroad crossing, and when it has passed, the warning by the warning light 32 etc. stops and the required function is Demonstrated on the street.

On the other hand, for the down train, the level crossing 8 does not belong to the down level crossing control section. Therefore, depending on the speed of the train or the width of the level crossing, the crossing passes even though the down train is passing the level crossing. In that case, the alarm with the warning lamp 32 stops at that time, and the intended purpose cannot be achieved.
Rather than stopping the alarm immediately after the train has passed the common end point DDC, it waits for the preset delay time to elapse and then stops the alarm, etc. If the speed of the train is slightly slower than normal, or more than that, it is not considered that the descending train has passed through the railroad crossing, but the train speed is too slow. When the train stops at the railroad crossing 8, it may happen that the descending train has passed before it has passed the railroad crossing 8.

In addition, when the end point crossing controller is attached only to the end point side of the crossing 8, the illustration and repeated complicated explanations are omitted, but in this case as well, the same inconvenience may be caused simply by switching up and down. .
And in order to avoid such inconvenience, if it is under an ideal safety-oriented environment where it is allowed to ignore the cost burden, it can be applied to single line sections without any hesitation even at a railroad crossing safety device in a double track section, When installing a railroad crossing safety device at the railroad crossing 8 of the track 10 in the single track section, a start-point crossing controller and a stop-point crossing controller may be attached to both sides across the railroad crossing.

  That is, (see FIG. 17 (b)), for the rails 11 and 12 on the starting point side of the railroad crossing 8, the starting point railroad crossing controller 21 is connected to the far downstream starting point ADC by a connecting line, and the uphill stop nearby. An end point crossing controller 24 is connected to the connection line attachment point 14 of the point DDC via a connection line, and the connection line attachment of the nearby down end point BDC is attached to the rails 11 and 12 on the end point side of the crossing 8. The end point crossing controller 22 is connected to the location 15 via a connecting line, and the starting point crossing controller 23 is connected to the distant starting point CDC by a connecting line. As a result, not only the level crossing 8 belongs to the up crossing control section from the up start point CDC to the up end point DDC, but also the down crossing control section extends to a section from the down start point ADC to the down end point BDC. Since the level crossing 8 also belongs to the down crossing control section, the train is completely crossed regardless of the train speed regardless of the train speed, whether it is an up train or a down train. The intended purpose is achieved by detecting that the road has been passed.

However, in such a cost-ignoring countermeasure, it is necessary to install two open-circuit-type end-point crossing controllers, and both the initial cost and the running cost of the end-point crossing controller are doubled. Since the single track section is poor in operating revenue, costs must be kept down. In addition, since multiple and many level crossing controllers are installed in the close range, mutual interference is likely to occur with respect to the oscillation signal for verification sent to the same line. Therefore, it is necessary to change the frequency of the check signal, ie, the oscillation signal for verification. Increasing the frequency further while using many signal frequencies has the disadvantage of increasing cross modulation.
Therefore, it is a second technical problem to improve so that a train can be detected at the stop points on both sides of the crossing even if there is only one stop crossing controller.

  A railroad crossing safety device and a railroad crossing control switching device according to the present invention (solution 1) are a railroad crossing safety device and the like installed at a railroad crossing in a double track section of a railway, and were created to solve the first technical problem described above. In short, at a crossing in a double track section, based on the fact that only the down train runs on the down line, and that multiple down trains that run on one track do not pass the same crossing at the same time, In addition, on the upside track, only an up train travels and multiple up trains running on one track do not pass through the same level crossing at the same time. By making it possible to detect the trains on both sides of the railroad crossing close to the railroad crossing easily and inexpensively by demonstrating the functions of the railroad crossing controller for the end point and the railroad crossing controller for the expansion point in the division. Crossing with open Sawaken mask section based on both detection results is obtained by a fit to Sawaken mask interval.

Specifically, the railroad crossing safety device according to the present invention (Solution 1, Initial Claim 1) is divided into both sides of a railroad crossing across the track in the double track section of the railway, and the start point and the stop point set on the track A closed-circuit-type start-point crossing controller for detecting a train related to the start point, and an open circuit for detecting a train related to the end point connected to the track at the first connection line at the end point A crossing controller for a final point, a crossing control device for issuing a crossing warning based on a train detection result in the start point crossing controller and a train detection result in the end point crossing controller, and the crossing A train direction that is built in the control device or provided outside the railroad crossing control device, and determines the train on-line and the up-and-down direction according to the arrival of the train at the starting point related to the track and issues a train operation direction instruction Discriminating means and obstacle related to the crossing Crossing safety with a level crossing obstacle detection device that issues an alarm according to the obstacle detection result when the alarm is accepted with the train driving direction indication as an alarm acceptance condition and the mask condition as an alarm suppression condition In the device
A second connecting line connected to the track at an extension point set between the starting point and the railroad crossing;
The end point crossing controller is inserted and connected between the first connection line and the end point crossing controller, and is also connected to the second connection line in the first switching state. A switching circuit unit that switches the connection destination of the end point crossing controller to the second connection line in the second switching state,
Based on the determination result of the train direction determining means, when the train arrives at the starting point, first, the switching circuit unit is set to the second switching state, so that the end point crossing controller is related to the extension point. Switching control for causing the end point crossing controller to detect the train related to the end point by causing the switching circuit unit to take the first switching state when the train proceeds to the extension point thereafter And
Based on the determination result of the train direction determination means and the detection result of the end point crossing controller, a signal corresponding to the fault mask section spanning the train approach to the extension point and the train advance from the end point And an output forming section for sending this signal to the crossing obstacle detection device as the mask condition.

Further, the level crossing control switching device of the present invention (Solution 1, first claim 2) is the above level crossing safety device which can be easily and inexpensively added to the current level crossing safety device to change the connection. Can be revealed, specifically,
A first connecting line connected to the track at the stop point among the start point and the stop point set on the track divided on both sides of a railroad crossing across the track in a double track section of the railway, the start point and the Select one of the second connection lines connected to the track at the extension point set between the crossing and connect it to the open-circuit-type end point crossing controller A railroad crossing control switching device that causes the railroad crossing controller for the end point to exhibit the train detection function for two cars in a time-sharing manner,
A connection means for the first connection line, a connection means for the second connection line, a connection means for the railroad crossing controller for the end point, and a train operation direction instruction by discriminating up and down and on-line of the train related to the track Connecting to the train direction discriminating means for issuing the obstacle, and connecting to the railroad crossing obstacle detection device for performing obstacle detection related to the railroad crossing and issuing an alarm according to the obstacle detection result at the time of alarm acceptance by the train operation direction instruction and the mask condition A housing having means;
The end point crossing controller is connected to the first connection line in the first switching state, and the end point crossing controller and the second connection are connected in the second switching state. A switching circuit unit for connecting the wires,
When the train arrives at the starting point based on the determination result of the train direction determining means, which is built in the housing, first the switching circuit unit is brought into the second switching state to thereby make the end point crossing. By causing the controller to detect the train related to the extension point, and then causing the switching circuit unit to take the first switching state when the train proceeds to the extension point, the end point crossing controller is allowed to take the end point. A switching control unit for performing train detection according to:
Based on the determination result of the train direction determination means and the detection result of the railroad crossing controller for the stop point, which is built in the casing, the train approaching the extension point and the train advancement from the stop point An output forming unit is provided that generates a signal corresponding to a span of obstacle detection masks and sends the signal to the crossing obstacle detection device as the mask condition.

  A railroad crossing safety device and a railroad crossing control switching device of the present invention are (solution means 2), such as a railroad crossing safety device installed at a railroad crossing in a single track section of a railway, and the first technical problem and the second technical problem described above. In short, based on the fact that no one train crosses the same train at the same time in a single track section, the single open-circuit type railroad crossing controller By demonstrating the functions of two cars in a time-sharing manner, trains can be detected on both sides of a railroad crossing close to a railroad crossing easily and inexpensively. The railroad crossing fits in the inspection mask section. At the same time, by making it possible to detect trains on both sides of a railroad crossing close to a railroad crossing, regardless of the speed of the train, whether it is an ascending train or a descending train, and even the width of the railroad crossing The railroad crossing warning is stopped when the train has completely passed the railroad crossing.

Specifically, the railroad crossing safety device according to the present invention (Solution 2, Initial Claim 3) is divided into both sides of a railroad crossing provided on the track of a single track section of the railway, and the down start point and the uphill set on the railroad A plurality of closed-circuit-type starting point crossing controllers that detect trains related to each starting point, and an opening that detects trains related to the end point set between any one of the starting points and the crossing. A railroad crossing controller for an end point of an electric circuit type, a railroad crossing control device that issues a railroad crossing warning based on a train detection result in the crossing controller for the starting point and a train detection result in the railroad crossing controller for the end point, and A train that is either built in a level crossing control device or provided outside the level crossing control device, and determines whether the train is on the line or not depending on the arrival of the train at the connection point of the starting point level crossing controller with respect to the track. Train direction determination that gives driving direction instructions A level crossing fault that detects an obstacle according to the obstacle detection result while detecting an obstacle related to the level crossing and using the train operation direction instruction as an alarm acceptance condition and a mask condition as an alarm suppression condition. In a railroad crossing safety device equipped with an object detection device,
A first connection line connected to the line at an ideal up end point set between the down start point and the railroad crossing;
A second connection line connected to the line at an ideal down end point that should be originally set between the up start point and the crossing;
Connected to both the first connection line and the second connection line, and in the first switching state, the connection point of the end point crossing controller is switched to the first connection line, but in the second switching state, A switching circuit section for switching the connection destination of the end point crossing controller to the second connection line;
In response to the train operation direction instruction, when a train arrives at the up start point out of the up start point and the down start point, first, the switching circuit unit is caused to take the second switching state. The end point crossing controller performs train detection related to the descending end point, and when the train proceeds to the descending end point thereafter, the switching circuit unit takes the first switching state to thereby terminate the end point. When a railroad crossing controller detects a train related to the ascending end point, and when a train arrives at the descending start point among the ascending start point and the descending start point, the switching circuit unit firstly By making one switching state, the end point crossing controller performs train detection related to the up end point, and when the train proceeds to the up end point thereafter, the switching circuit unit performs the second switching. A switching control unit that causes the train detection according to the downlink end point to the end point for crossing control element by assume a state,
Based on the determination result of the train direction determination means and the detection result of the crossing controller for the end point, a signal corresponding to the train line in the fault mask section extending between the up stop point and the down stop point is generated. , This signal is sent to the level crossing obstacle detection device as the mask condition, and when the train arrives at the uphill starting point as a level crossing alarm stop condition for the level crossing control device to stop the level crossing alarm, the stop Excluding the train detection result related to the descending end point by the point crossing controller, only the train detection result related to the up end point by the end point crossing controller is sent to the level crossing control device, and When the arrival of the train at the starting point is preceded, the train detection result related to the ascending end point by the end point crossing controller is excluded, and the end point crossing controller Ri train detection result only of the end point is characterized by providing an output forming part for sending to the crossing controller.

Further, the level crossing control switching device according to the present invention (solution means 2, initial claim 4) is the above level crossing safety device which is easily and inexpensively added to the current level crossing safety device to change the connection. Can be revealed, specifically,
Ideally set between the descending start point and the level crossing among the descending start point and the ascending start point set on the track divided on both sides of the railroad crossing provided on the railway in the single track section of the railway A first connecting line connected to the line at the up-end stop point, and an ideal down-end point set between the up start point and the level crossing. By selecting either one of the second connection lines and connecting it to the open-circuit type crossing controller for the end point, the end point crossing controller for the end point is provided with a train detection function for two vehicles in a time-sharing manner. A crossing control switching device to be exhibited,
Connection means for the first connection line, connection means for the second connection line, connection means for the end point crossing controller, train detection result at the start point crossing controller and the end point crossing control A means for issuing a railroad crossing alarm based on the train detection result at the child and terminating the railroad crossing alarm, and being incorporated in or external to the railroad crossing control device. Connecting means to train direction discriminating means for discriminating up and down and on-line of the train related to the track and issuing a train operation direction instruction, and performing obstacle detection relating to the railroad crossing and alarm acceptance according to the train operation direction instruction and mask conditions A housing having connection means for a crossing obstacle detection device that sometimes issues an alarm according to the obstacle detection result;
The end point crossing controller is connected to the first connection line in the first switching state, and the end point crossing controller and the second connection are connected in the second switching state. A switching circuit unit for connecting the wires,
When the train arrives at the ascending start point among the ascending start point and the descending start point according to the train operation direction instruction, first, the switching circuit unit is connected to the switching circuit unit. By taking the second switching state, the end point crossing controller performs the train detection related to the descending end point, and when the train proceeds to the descending end point thereafter, the switching circuit unit causes the first switching state. By making the end point crossing controller detect the train related to the ascending end point, and when the arrival of the train to the descending start point of the ascending start point and the descending start point precedes First, by causing the switching circuit unit to take the first switching state, the end point crossing controller performs the train detection related to the up end point, and the train travels to the up end point before A switching control unit that causes the train detection according to the downlink end point to the end point for crossing control element by assume the second switching state the switching circuit portion,
Based on the determination result of the train direction determination means and the detection result of the crossing controller for the end point, a signal corresponding to the train line in the fault mask section extending between the up stop point and the down stop point is generated. , This signal is sent to the level crossing obstacle detection device as the mask condition, and when the train arrives at the uphill starting point as a level crossing alarm stop condition for the level crossing control device to stop the level crossing alarm, the stop Excluding the train detection result related to the descending end point by the point crossing controller, only the train detection result related to the up end point by the end point crossing controller is sent to the level crossing control device, and When the arrival of the train at the starting point is preceded, the train detection result related to the ascending end point by the end point crossing controller is excluded, and the end point crossing controller Ri train detection result only of the end point is characterized by providing an output forming part for sending to the crossing controller.

  In such a level crossing safety device and level crossing control switching device of the present invention (Solution 1), a second end point crossing controller is not added and connected to the track, but instead connected. A simple switching circuit that switches the destination is added and connected to the track, and is connected by interposing between the railroad crossing controller for the termination point and the railroad track. By switching the connection point of the controller to one of the rail sections on both sides of the railroad crossing, it is a simple improvement, but one railroad crossing controller for the end point has the function of two vehicles in a time-sharing manner. The train will be detected at the extension point and end point on both sides of the railroad crossing. Therefore, whether the application of the present invention is an upstream track or a downstream track, the train traveling on the track is not limited to the train speed, the train is approaching the railroad crossing It is possible to detect until has completely passed the railroad crossing.

Based on the train detection before and after such a crossing, the obstacle mask section that defines the mask conditions for avoiding false detection of a train as a crossing obstacle is a conventional short stop point. The railroad crossing can be accommodated in the fault detection mask section by expanding it to a wide section that extends from the train detection length only to the train entry to the new extension point and the train advance from the end point. Regardless of the speed, train false alarms can be reliably avoided.
Therefore, according to the present invention, it is possible to detect the train on both sides of the railroad crossing and near the railroad crossing without adding a railroad crossing controller, thereby making the fault detection mask section wider than the railroad crossing. The first technical problem is solved.

  Further, in the level crossing safety device and the level crossing control switching device of the present invention (Solution 2), a second end point crossing controller is not added and connected to the track, but instead connected. A simple switching circuit that switches the destination is added and connected to the track, and is connected by interposing between the railroad crossing controller for the termination point and the railroad track. By switching the connection point of the controller to one of the rail sections on both sides of the railroad crossing, it is a simple improvement, but one railroad crossing controller for the end point has the function of two vehicles in a time-sharing manner. The train will be detected at the end points on both sides of the railroad crossing. Therefore, the level crossing belongs to not only the level crossing control section but also the level crossing control section, and the train completely passes the level crossing regardless of the train speed, whether it is an up train or a down train. It can be detected that the process has been completed, and the second technical problem in the single wire section is solved.

And based on the train detection at the end points on both sides of such a level crossing, the fault detection mask section that defines the mask conditions for avoiding false detection of a train as a level crossing obstacle has been short in the past The railroad crossing can be accommodated in the fault mask section because it is expanded from the train detection length at the end point on one side of the level crossing to a wide section that extends to the end points on both sides of the new level crossing. Regardless of this, it is possible to reliably avoid false alarms for trains.
Therefore, according to the present invention, it is possible to detect the train on both sides of the railroad crossing and near the railroad crossing without adding a railroad crossing controller, so that the fault detection mask section can be made wider than the railroad crossing. The first technical problem is also solved.

  In addition, the circuit for adjusting the level crossing alarm termination condition is easy to be realized by a relay circuit frequently used in the railway field, and the end point detection result having high compatibility with the conventional one is sent to the level crossing control unit. Aside from changing the connection related to the input, there is also a further effect that the conventional product can be used as it is.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram of a level crossing safety device in a double track section in which a level crossing control switching device is introduced in Example 1 of the present invention. It is the circuit diagram and connection figure which concern on the level crossing control switching apparatus introduced in the down side among the level crossing security apparatuses in a double track section. It is the circuit diagram and connection figure which concern on the level crossing control switching apparatus introduced in the up side among the level crossing security apparatuses in a double track section. It is a time chart which concerns on operation | movement of each relay in the switching control part in a double track | line area, and an output formation part. It is a block diagram which concerns on the control part centering on a railroad crossing control apparatus among the road safety | security apparatuses in a double track section. (A) is a block diagram which shows the input / output states, such as a new relay signal, concerning the crossing obstacle detection device in a double track section, and (b)-(e) are time charts, such as a relay signal. It is a schematic block diagram of the gate safety apparatus in the single track | line area which introduced the level crossing control switching apparatus about Example 2 of this invention. It is the circuit diagram and connection diagram which concern on a level crossing control switching device in a single track section. It is a block diagram which concerns on the control part centering on a level crossing control apparatus among the line safety devices in a single track | line area. The operation state of a railroad crossing safety device in a single track section is shown, (a) is a schematic diagram when an up train arrives, and (b) is a schematic diagram when an approach is made after the up train arrives. (A) is a block diagram which shows the input / output states, such as a new relay signal, which concerns on a level crossing obstacle detection device in a single track section, and (b)-(e) are time charts, such as a relay signal. The operation state of a railroad crossing safety device in a single track section is shown, (a) is a schematic diagram when a down train arrives, and (b) is a schematic diagram when an approach after arrival of a down train. 1 shows a conventional railroad crossing safety device, where (a) is a layout diagram of a level crossing controller in a double-track section, (b) is a layout diagram of a level crossing controller in a single-track section, and (c) is a control part of a crossing safety device in a double-track section. FIG. A conventional railroad crossing safety device is shown, (a) is a block diagram of the control part of the road safety device in a single track section, (b) is a connection diagram of a start-point crossing controller for a closed circuit type, (c) is an open circuit It is a connection diagram of a level crossing controller for an end point. FIG. 2 shows a current end-point crossing controller, where (a) is a block diagram of an oscillation type, and (b) is a block diagram of a transmission / reception type H-shape. It is a general | schematic block diagram of the level crossing security apparatus in the conventional double track area. (A) is a general | schematic block diagram of the level crossing security apparatus in the conventional single track section, (b) is a schematic block diagram of the level crossing security apparatus in the ideal single track section. (A) is a block diagram which shows the input-output state of the conventional relay signal etc. which concern on a level crossing obstacle detection apparatus, (b)-(e) is time charts, such as a relay signal. It is a schematic block diagram of a level crossing security device in an ideal double track section.

With regard to such a railroad crossing safety device and a railroad crossing control switching device of the present invention, specific modes for carrying out this will be described with reference to the following first and second embodiments.
In the first embodiment shown in FIG. 1 to FIG. 6, the above-described solution means 1 (claims 1 and 2 at the time of application) related to the double track section is added with a crossing control switching device that is separate from the end-point crossing controller. The embodiment 2 shown in FIGS. 7 to 12 terminates the above-described solving means 2 and 3 (claims 3, 4, 5, and 6 at the beginning of the application) related to the single wire section. The point crossing controller is embodied by adding a separate level crossing control switching device.

In the illustration, for the sake of simplicity, mechanical members such as housings and screws, circuit elements of electric circuits and electronic circuits, etc. are omitted in detail and are necessary for explaining the invention. And related items are shown with symbols.
In addition, the same reference numerals are given to the same constituent elements as those in the past in the illustration, but what has been described in the background art section is the same in the following embodiments, and therefore, the same repetitive elements are repeated. The description will be omitted, and the description below will focus on differences from the prior art.

A specific configuration of the first embodiment of the crossing safety device and the crossing control switching device in the double track section of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a crossing safety device 40 in a double track section in which crossing control switching devices 50 and 60 are introduced. In the drawing, a two-dot chain line obliquely crossing a crossing 8 indicates that a crossing obstacle detection device 35 is an obstacle. This is an image of a detection beam or the like for detecting the above. FIG. 2 is a circuit diagram and a connection diagram related to a crossing control switching device 50 introduced on the down side of the cross security device 40 in the double track section, and FIG. 3 is a diagram on the upstream side of the cross security device 40 in the double track section. 4 is a circuit diagram and a connection diagram relating to the introduced level crossing control switching device 60, FIG. 4 is a time chart relating to the operation of each relay in the switching circuit unit 66 and the output forming unit 67, and FIG. FIG. 6 is a block diagram relating to a control part centering on the crossing control device 31 in the security device 40, and FIG. 6A is a block diagram showing an input / output state of a relay signal and the like related to the crossing obstacle detection device 35. .

The railroad crossing safety device 40 (see FIG. 1) is provided with a railroad crossing control switching device 50 on the upstream line 10 with respect to the conventional railroad crossing safety device 37 (see FIG. 16) described above, and the downstream rail 10. By installing the railroad crossing control switching device 60, a state equivalent to the ideal state described above (see FIG. 19) is realized without the addition of the end point crossing controller.
Specifically (see FIG. 1), as described above, in the double-track section of the railway, it is divided into both sides of the railroad crossing 8 that crosses both the downside and upside lines 10, 10, and the downside line 10 A down start point ADC is set at a location farther from the crossing 8 at the starting point side, and a down end point BDC is set at a point closer to the end point side from the crossing 8. It is assumed that the upstream starting point CDC is set at a location farther on the end point side and the upstream end point DDC is set at a location closer to the starting point side than the level crossing 8.

  Further, as described above, a closed-circuit-type start-point crossing controller 21 that performs train detection related to the descending start point ADC, and an open-circuit-type end point crossing control that performs train detection related to the descending end point BDC. A closed-circuit-type start-point crossing controller 23 that performs train detection related to the ascending start point CDC, an open-circuit-type end point crossing controller 24 that performs train detection related to the ascending end point DDC, It is also assumed that a crossing control device 31 in a double track section, a crossing obstacle detection device 35, and a power supply device (not shown) are provided. The crossing control device 31 is a starting point crossing controller 21 or 23. The train detection result is received at the contact output of the start R relay, and the train detection result at the end point crossing controllers 22 and 24 is received at the contact output of the stop R relay. Starting point ADC and descending A level crossing alarm is issued until a descending train enters the descending railroad crossing control section extending to the stop point BDC until it advances, and an upstream train enters the upstream railroad crossing control section extending from the upstream starting point CDC to the upstream end point DDC. A railroad crossing warning will be issued from the start to the advance.

  Here, the train crossing control device 31 includes a train direction discriminating means for discriminating between the train on-line and the up-down according to the arrival of the train at the descending start point ADC and the ascending start point CDC related to the railroad crossing 8, and issuing a train driving direction instruction. It is assumed that As described above, this train direction discriminating means operates the down SR relay (down train operation direction instruction) in the non-excited state (significant) until the down train enters the down crossing control section and advances. In other cases, the down SR relay (down train operation direction instruction) is set in an excited state (involuntary state). Also, the upstream SR relay (upward train operation direction instruction) is in the non-excited state (significant state) until the upstream train enters the upstream railroad crossing control section and advances, but otherwise The uplink SR relay (upward train operation direction instruction) is in an excited state (involuntary state).

  Further, as described above, the level crossing obstacle detection device 35 detects an obstacle related to the level crossing 8 at the sensitive unit, and alerts using the down SR relay as the alarm acceptance condition and the down side mask condition as the alarm suppression condition. When the alarm is accepted with the upstream SR relay as the alarm acceptance condition and the upstream mask condition as the alarm suppression condition, the obstacle detection result in the sensitive part is included. Accordingly, when a predetermined condition for slowness for a predetermined time is also satisfied, an alarm is issued from the reporting unit.

  As described above, the level crossing safety device 40 (see FIG. 1) takes over the components of the conventional level crossing safety device almost as it is, and before the railroad crossing control switching device 50 is installed on the line 10 on the upstream side, the starting point ADC of the downhill starting point is set. A downward extension point BBDC is set between the railroad crossing 8 and the railroad crossing 8, and the upstream extension point DDDC is set between the upstream starting point CDC and the railroad crossing 8 before the railroad crossing control switching device 60 is installed on the downstream line 10. It is also a prerequisite to set it. Both the downward extension point BBDC and the upward extension point DDDC are intended to extend the fault mask section from after passing the train to the level before reaching the level crossing, so avoid malfunctions due to crossings at the level crossing as with the end points BDC and DDC. However, in order to limit the extension of the fault detection mask section near the level crossing 8 and avoid over-extension, it is set near 20-30 m from the level crossing 8, for example.

  The level crossing control switching device 50 and the level crossing control switching device 60 may have the same structure, but are different and have different connection destinations. The connection lines A1 and B1 (first connection lines) and the new connection lines A2 and B2 (second connection lines) described above are also followed when there is no need to distinguish them. , 60 on the side of the level crossing control switching device 50 is defined as connection lines A1d, B1d (first connection line) and connection lines A2d, B2d (second connection line). Those on the control switching device 60 side are connection lines A1u and B1u (first connection lines) and connection lines A2u and B2u (second connection lines).

That is, the railroad crossing safety device 40 is used to connect the railroad crossing control switching device 50 to the downstream line 10 (see FIGS. 1 and 2), and the connection line of the downstream line 10 at the downstream end point BDC. A pair of connection lines A1d and B1d (first connection line), one end of which is connected to the attachment point 15 by welding or the like, and one end welded to the connection line attachment point 15a of the line 10 on the downstream side at the downward extension point BBDC And a pair of connection lines A2d and B2d (second connection lines) connected by, for example.
For connection between the railroad crossing control switching device 60 and the upstream line 10 (see FIGS. 1 and 3), one end is welded to the connecting line attachment point 14 of the upstream line 10 at the upstream end point DDC. A pair of connection lines A1u and B1u (first connection lines) connected by, for example, and a pair of ends connected to a connection line attachment point 14a of the upstream line 10 at the upstream extension point DDDC by welding or the like. Connection lines A2u and B2u (second connection lines).

  The connection lines A1d and B1d as the first connection lines and the connection lines A1u and B1u are basically all insulated wires similar to the existing first connection lines A1 and B1 and may have the same length. On the other hand, the connection lines A2d and B2d and the connection lines A2u and B2u as the second connection lines may be the same insulation-coated electric wires as the existing first connection lines A1 and B1. The control switching devices 50 and 60 tend to be longer than the first connection lines A1 and B1 when stored in the railroad crossing equipment box. For example, the first connection lines A1d, B1d, A1u, and B1u are preferably 15 m or less. If the width of the railroad crossing and the length of the approach to the rail are combined, it will exceed 50 m, and the inductance of the second connection lines A2d, B2d, A2u, B2u will increase, so the second connection line The capacitors A2d, B2d, A2u, and B2u are connected in series to cancel the influence of the increased inductance, so that the first connection lines A1d, B1d, A1u, and B1u 2 connection lines A2d, B2d, A2u, to leave close as possible to the impedance characteristics of B2u desirable.

  The level crossing control switching device 50 (see FIG. 2) includes a switching control unit 55, a switching circuit unit 56, an output forming unit 57, and a housing in which they are built. Here, the switching control unit 55, the switching circuit unit 56, and the output forming unit 57 are all composed of relay circuits. These circuits may be used. For the external connection, a first connection terminal 51 as a connection means for the connection lines A1d and B1d and a second connection terminal 52 as a connection means for the connection lines A2d and B2d are provided in the casing of the level crossing control switching device 50. , Connection terminals 53 and 54 as connection means for the end crossing controller 22, connection terminals 54 a and 54 b as connection means for the crossing control device 31 including train direction determination means, and a crossing obstacle detection device 35. A connection terminal 54c as a connection means is provided.

  Among them, the connection terminal 51 is connected to the other end of the connection lines A1d and B1d via the railroad crossing equipment box wiring 41 and the wiring terminal board 28, and to the connection line attachment point 15 of the down line 10 related to the down end point BDC. The connection terminal 52 is connected to the other end of the connection lines A2d and B2d via the railroad crossing equipment box wiring 42 and the wiring terminal board 28 so as to mediate when sending the oscillation signal for verification. It mediates when the oscillation signal for verification is sent to the connecting line attachment point 15a of the downstream line 10 related to the extension point BBDC, and the connection terminal 53 is the end point via the rail 27 in the railroad crossing equipment box. It is connected to the control-internal wirings AA and BB of the railroad crossing controller 22 for inputting a check oscillation signal.

  Further, the connection terminal 54 mediates the input of the relay output BPR of the end point crossing controller 22 via the crossing device box wiring 43, and the connection terminal 54a connects the crossing device box wiring 44. Accordingly, the level crossing control device 31 receives the relay point BPPR from the end point crossing controller 22 from the end point crossing controller 22 in response to the relaying of the relay output BPPR of the output forming unit 57 to the level crossing control device 31. Instead of directly inputting the relay output BPR, the relay output BPPR generated by processing the relay output BPR by the output forming unit 57 of the level crossing control switching device 50 or the like is input instead. (See FIGS. 2 and 5). This output BPPR serves as a level crossing alarm stop condition for stopping the level crossing alarm in the level crossing control device 31.

  Further (see FIG. 2), the connection terminal 54b mediates the input of the down SR relay (down train operation direction instruction) from the crossing control device 31 via the crossing equipment box wiring 45. Further, the connection terminal 54c mediates when the output of the lower mask R relay of the output forming unit 57 is sent to the level crossing obstacle detection device 35 as a descending side mask for level crossing obstacle detection through the wiring 46 in the crossing device box. Corresponding to this, the level crossing obstacle detection device 35 (see FIG. 6A) uses the relay output BPR from the end point crossing controller 22 as a descending mask of the mask conditions. Instead, the lower mask R relay output obtained by processing the relay output BPR by the output forming unit 57 of the level crossing control switching device 50 or the like is input instead.

On the premise of such external connection of the level crossing control switching device 50, the switching control unit 55, the switching circuit unit 56, and the output forming unit 57 inside the device 50 are as follows (see FIG. 2).
The switching control unit 55 is embodied by a relay circuit mainly composed of, for example, a lower switching R relay. The switching control unit 55 includes a contact of the above described down SR relay input from the level crossing control device 31 and a contact of the lower mask R relay described later. It is configured. And the lower switching R relay of the main body of the switching control unit 55 is de-energized (assuming that the lower mask R relay is in the non-excited (falling) state when the train is not in the descending level crossing control section. Fall) state, but when the down train enters the down crossing control section, the non-excited (falling) contact of the down SR relay from the crossing control device 31 constitutes an excited (operating) state. . Then, when the lower mask R relay is excited (operated), the circuit is disconnected and the lower switching R relay is de-energized (dropped). In the meantime, the lower switching R relay continues to be excited (operated).

  Similarly to the switching control unit 55, the switching circuit unit 56 is embodied as a relay circuit, and the branch wirings a1 and b1 that connect the connection terminal 51 and the connection terminal 53 in the housing, and the branch wiring a1 and The non-excited (falling) contact of the lower switching R relay connected in series via b1, the branch wirings a2 and b2 for connecting the connection terminal 52 and the connection terminal 53 within the housing, and the branch wirings a2 and b2 An excitation (operation) contact of the lower switching R relay connected in series and the latter branch wirings a2 and b2 are connected in series to the portion closer to the connection lines A2d and B2d than the excitation contact of the lower switching R relay. The variable capacitance unit 56a (second adjusting unit) is provided. The variable capacitance unit 56a may be a single variable capacitor or a combination circuit of a plurality of capacitors. However, in order to minimize the impedance change at the time of capacitor open failure, a plurality of capacitors are connected in parallel. Connecting and configuring the circuit leads to maintenance and improvement of operability. Further, in the case of parallel connection, for example, a fixed capacitor and a variable capacitor may be connected to secure a large capacity, stabilize the capacitance value, and appropriately limit the variable range.

  In the first switching state in which the lower switching R relay is not energized, the switching circuit unit 56 connects the branch wirings a1 and b1 and thus the end point crossing controller 22 and the first connection lines A1d and B1d. The branch wirings a2 and b2 and the end point crossing controller 22 and the second connection lines A2d and B2d are cut off. Further, in the second switching state in which the lower switching R relay is excited, the switching circuit unit 56 disconnects the branch wirings a1 and b1 and consequently the end point crossing controller 22 and the first connection lines A1d and B1d. The branch wirings a2 and b2, and thus the end point crossing controller 22 and the second connection lines A2d and B2d are connected.

  Therefore, the crossing control for end point 22 connected to the first connection lines A1d, B1d and the second connection lines A2d, B2d indirectly via the crossing control switching device 50 is the switching state of the crossing control switching device 50. Depending on the first connection lines A1d, B1d and the second connection lines A2d, B2d, and alternatively connected to either one of the connection line attachment points 15, 15a. Is connected to the line 10. The end point crossing controller 22 performs the train detection related to the down end point BDC without performing the train detection related to the down extension point BBDC in the first switching state, and relates to the down end point BDC in the second switching state. The train detection related to the descending extension point BBDC is performed without performing the train detection.

  Further, the switching control unit 55 configured as described above inputs the contact output of the descending SR relay from the railroad crossing control device 31 as the discrimination result of the train direction discriminating means, and based on that, when the train arrives at the descending start point ADC First, by causing the switching circuit unit 56 to enter the second switching state, the end point crossing controller 22 performs train detection related to the downward extension point BBDC, and the switching circuit unit 56 at the time of traveling to the downward extension point BBDC thereafter. By causing the first switching state to be taken, the end point crossing controller 22 is made to detect the train related to the descending end point BDC.

The output forming unit 57 is roughly classified into a lower mask R relay circuit mainly composed of a lower mask R relay and a termination shaping relay circuit mainly composed of a termination shaping relay BPPR.
Among them, the termination shaping relay circuit is a contact of the termination shaping relay BPPR that is not normally excited, the contact output of the above-described lower switching R relay, and the relay output BPR that is the detection result of the end point crossing controller 22. It consists of and.
Also, the lower mask R relay circuit is a contact output of the lower mask R relay that is not normally excited and the downward SR relay input from the level crossing control device 31 as a downward train operation direction instruction that is a determination result of the train direction determination means. And a contact point of the relay output BPR, which is a detection result of the end point crossing controller 22.

  In the lower mask R relay circuit, the down train arrives at the down start point ADC and the non-excited (falling) contact of the down SR relay is configured, and then the down train further proceeds to detect the train detection length of the down extension point BBDC. If the excitation (operation) contact of the relay output BPR is configured by entering this section, the lower mask R relay enters the excitation (operation) state. Then, as described above, the lower switching R relay returns to the non-excited (falling) state, and further, the switching circuit unit 56 is switched accordingly. The relay output BPR once returns to the non-excited (falling) state by the transition to, but the lower mask R relay maintains the excited (operating) state by the self-holding function.

Then, the descending train further proceeds to enter the train detection length section of the descending end point BDC, and the excitation (operation) contact point of the relay output BPR is reconfigured. Thereafter, the descending train detects the train at the descending end point BDC. When the relay output BPR is completely excited from the long section and the relay output BPR is not excited, the descending SR returns to the excited (operating) state first (the descending SR enters the excited state because the top of the descending train stops descending. Since this is the time when the train reaches the train detection length section at point BDC (see FIG. 6B), the lower mask R relay is in a non-excited (falling) state.
Such a lower mask R relay generates a signal corresponding to a failure detection mask section extending from the train approach to the descending extension point BBDC and the train advancement from the descending end point BDC.

Furthermore, the lower mask R relay circuit uses the signal as a descending mask condition for detecting a level crossing obstacle via the connection terminal 54c and the rail 26 in the level crossing device box at the contact output of the lower mask R relay. It is sent to the object detection device 35.
Therefore, the level crossing obstacle detection device 35 is a narrow old section in which the obstacle mask section related to the descending train occupies only the passage destination of the level crossing 8 due to the change of the external input even though the internal configuration remains the same. Therefore, the railroad crossing 8 is extended to a wide new section in the section.

  In the end shaping relay circuit of the output forming unit 57, the relay output BPR of the end point crossing controller 22 is in an excited (operating) state only when the lower switching R relay returns to the non-excited (falling) state. Accordingly, the end shaping relay BPPR is also in an excited (operating) state. Therefore, the end shaping relay BPPR ignores the train detection result related to the downward extension point BBDC and transmits only the train detection result related to the downward end point BDC. Further, the level crossing control device 31 that inputs the contact output of the stop shaping relay BPPR as the stop R relay output instead of the relay output BPR itself of the end point crossing controller 22 is not inconvenienced even if the internal configuration is the same as the conventional one. A railroad crossing alarm (alarm R) can be issued based on the train detection result related to the starting point ADC and the train detection result related to the descending stop point BDC, and the railroad crossing alarm can be stopped.

  Note that the end-point crossing controller 22 has some variation depending on the product, but has a slow release property (a delay from when it is not excited until it falls) about 0.5 to 0.7 seconds. In the circuit configuration of this embodiment, the operation of the lower switching R relay is directly defined by the state of the lower mask R relay, and the operation of the lower mask R relay is performed via the end shaping relay BPPR and the lower SR relay. Since it is indirectly defined by the state of the lower switching R relay and is in an interdependent relationship, the operation state of the relay circuit of the level crossing control switching device 50 is constituted only by a normal relay without slow release or slow movement In order to avoid this, the lower switching R relay is provided with a release performance of about 0.1 seconds shorter than the release performance of the end point crossing controller 22 and a termination shaping relay. The BPPR has a slowness of about 1 second longer than those. Incidentally, the predetermined time relating to the slowness when generating the alarm control signal BZ in the crossing obstacle detection device 35 is set to about 6 seconds.

  The level crossing control switching device 60 may have the same structure as the level crossing control switching device 50 as described above, but it is a separate unit and has a different connection destination, and is shown with a different symbol. Explain without repeating. The level crossing control switching device 60 (see FIG. 3) also includes a switching control unit 65, a switching circuit unit 66, an output forming unit 67, and a housing that incorporates them. The casing of the level crossing control switching device 60 is also connected to the connection means for the connection lines A1u, B1u, the connection means for the connection lines A2u, B2u, the connection means for the end point crossing controller 24, and the train. A connecting means for the crossing control device 31 including a direction discriminating means and a connecting means for the crossing obstacle detection device 35 are provided.

  Each connection means is embodied by internal and external connection terminals although illustration and reference numerals are omitted, and the connection means for the connection lines A1u, B1u is connected to the connection lines A1u, It is connected to the other end of B1u and mediates when sending the oscillation signal for verification to the connecting line attachment point 14 of the upstream line 10 related to the upstream end point DDC, and the connecting lines A2u, B2u Is connected to the other end of the connection lines A2u and B2u via the wiring in the railroad crossing equipment box and the wiring terminal board 28, and is used for checking the connection line attachment point 14a of the upstream line 10 related to the upstream extension point DDDC. There are two connection means to the end point crossing controller 24, and one of them is a crossing control for the end point via the wiring in the crossing device box. Child 2 Control daughterscope lines AA of, and inputs the Shosa oscillation signal is connected to the BB.

  Further, the other one of the connecting means to the end point crossing controller 24 mediates the input of the relay output DPR of the end point crossing controller 24 via the wiring in the crossing device box. Yes. There are also two connection means for the level crossing control device 31, and one of them is an intermediary when sending the relay output DPPR of the output forming unit 67 to the level crossing control device 31 via the wiring in the level crossing equipment box. Correspondingly, the level crossing control device 31 does not directly input the relay output DPR from the end point level crossing controller 24, but instead forms the output of the interposed level crossing control switching device 60. The relay output DPPR generated by processing the relay output DPR by the unit 67 or the like is input (see FIGS. 3 and 5). This output DPPR is also a level crossing alarm end condition for stopping the level crossing alarm in the level crossing control device 31.

  Further (see FIG. 3), another one of the connection means for the crossing control device 31 is to input an up SR relay (up train operation direction instruction) from the crossing control device 31 via the wiring in the crossing equipment box. It has come to mediate. Further, the connecting means for the crossing obstacle detection device 35 sends the output of the upper mask R relay of the output forming unit 67 to the crossing obstacle detection device 35 as an upward mask for detecting the crossing obstacle through the wiring in the crossing device box. Correspondingly, the crossing obstacle detection device 35 (see FIG. 6A) corresponds to the end point crossing controller 24 as an upstream mask in the mask conditions. The relay output DPR is not input directly, but instead, the upper mask R relay output obtained by processing the relay output DPR at the output forming unit 67 of the level crossing control switching device 60 or the like is input. It has become.

On the premise of such external connection of the level crossing control switching device 60, the switching control unit 65, the switching circuit unit 66, and the output forming unit 67 inside the device 60 are as follows (see FIG. 3).
The switching control unit 65 is embodied by, for example, a relay circuit mainly composed of an upper switching R relay. The switching control unit 65 includes a contact of the above-described uplink SR relay input from the level crossing control device 31 and a contact of an upper mask R relay described later. It is configured. Then, the upper switching R relay of the switching control unit 65 is not energized (assuming that the upper mask R relay is in an unexcited (falling) state when the train is not in the ascending level crossing control section. Fall) state, but when the up train enters the up crossing control section, the non-excited (falling) contact of the up SR relay from the crossing control device 31 constitutes an excited (operating) state. . Then, when the upper mask R relay is in an excited (operating) state, the circuit is disconnected and the upper switching R relay is in a non-excited (falling) state. During this time, the upper switching R relay continues to be in an excited (operating) state.

  Similarly to the switching control unit 65, the switching circuit unit 66 is embodied by a relay circuit, and is connected to the connection means for the connection lines A1u and B1u and to the wirings AA and BB in the controller for the end point crossing controller 24. Branch wirings a1 and b1 for connecting the devices in the casing, non-excitation (falling) contacts of the upper switching R relays connected in series via the branch wirings a1 and b1, and connection means for the connection lines A2u and B2u And branch wirings a2 and b2 for connecting the end point crossing controller 24 to the wirings AA and BB in the controller within the housing, and the upper switching R connected in series via the branch wirings a2 and b2 The variable capacitor 66a (second adjustment) is connected in series with the excitation (operation) contact of the relay and the latter branch wirings a2 and b2 from the excitation contact of the upper switching R relay closer to the connection lines A2u and B2u. Part And it includes a door. Similar to the variable capacitance unit 56a described above, the variable capacitance unit 66a may be composed of a single variable capacitor or a combination circuit of a plurality of capacitors.

  In the first switching state in which the upper switching R relay is not excited, the switching circuit 66 connects the branch wirings a1 and b1 and consequently the end point crossing controller 24 and the first connection lines A1u and B1u. The branch wirings a2 and b2, and thus the end point crossing controller 24 and the second connection lines A2u and B2u are disconnected. Further, in the second switching state in which the upper switching R relay is excited, the switching circuit unit 66 disconnects the branch wirings a1 and b1 and consequently the end point crossing controller 24 and the first connection lines A1u and B1u. The branch wirings a2 and b2, and thus the end point crossing controller 24 and the second connection lines A2u and B2u are connected.

  Therefore, the level crossing controller 24 for the end point that is indirectly connected to the first connection lines A1u, B1u and the second connection lines A2u, B2u via the level crossing control switching device 60 is switched by the level crossing control switching device 60. Depending on the first connection lines A1u, B1u and the second connection lines A2u, B2u, and alternatively connected to either one of the connection line attachment points 14, 14a. Is connected to the line 10. The end point crossing controller 24 performs the train detection related to the up end point DDC without performing the train detection related to the up extension point DDDC in the first switching state, and relates to the up end point DDC in the second switching state. The train detection related to the upstream extension point DDDC is performed without performing the train detection.

  Further, the switching control unit 65 configured as described above inputs the contact output of the ascending SR relay from the railroad crossing control device 31 as the discrimination result of the train direction discriminating means, and based on that, when the train arrives at the ascending start point CDC First, by causing the switching circuit unit 66 to enter the second switching state, the end point crossing controller 24 performs train detection related to the upstream extension point DDDC (see the left part of FIG. 4), and the subsequent upstream extension point. When the train travels to the DDDC, the switching circuit unit 66 is set to the first switching state, thereby causing the end point crossing controller 24 to detect the train related to the up stop point DDC (middle of FIG. 4). See section).

The output forming unit 67 (see FIG. 3) is roughly divided into an upper mask R relay circuit mainly composed of an upper mask R relay and a termination shaping relay circuit mainly composed of a termination shaping relay DPPR.
Among them, the stop shaping relay circuit is a contact of the above-described termination shaping relay DPPR that is not normally excited, the contact output of the above-described upper switching R relay, and the relay output DPR that is the detection result of the end point crossing controller 24. It consists of and.
Further, the upper mask R relay circuit is a contact output of the upper mask R relay, which is not normally excited, and the up SR relay input from the level crossing control device 31 as an up train operation direction instruction which is a discrimination result of the train direction discrimination means. And a contact point of the relay output DPR which is a detection result of the end point crossing controller 24.

  In the upper mask R relay circuit, the ascending train arrives at the ascending starting point CDC, and the non-excited (falling) contact of the ascending SR relay is configured (see the left part of FIG. 4), and the ascending train further proceeds. Then, when entering the train detection length section of the ascending extension point DDDC and configuring the excitation (operation) contact of the relay output DPR, the upper mask R relay enters the excitation (operation) state (the middle part of FIG. 4). See). When the upper mask R relay is in the excited (operating) state, the upper switching R relay returns to the non-excited (falling) state as described above, and the train detection position of the end point crossing controller 24 by the switching of the switching circuit unit 66 is accordingly accompanied. The relay output DPR once returns to the non-excited (falling) state due to the transition from the upstream extension point DDDC to the upstream end point DDC, but the upper mask R relay maintains the excited (operating) state by the self-holding function.

Then, the upstream train further advances and enters the train detection length section of the upstream end point DDC to reconfigure the excitation (operation) contact of the relay output DPR, and then the upstream train detects the train of the upstream end point DDC. When the relay section DPR is completely excited from the long section (see the right part of FIG. 4), the upstream SR is first returned to the excited (operating) state (the upstream SR is in the excited state). Is the time when the top of the ascending train reaches the train detection length section of the ascending end point DDC), so that the upper mask R relay is in a non-excited (falling) state.
Such an upper mask R relay generates a signal corresponding to a fault detection mask section extending from a train approach to the ascending extension point DDDC and a train advancing from the ascending end point DDC.

  Further, the upper mask R relay circuit sends the signal to the level crossing obstacle detection device 35 as an upward mask condition for level crossing obstacle detection at the contact output of the upper mask R relay. Therefore, the level crossing obstacle detection device 35 is a narrow old section in which the obstacle mask section related to the upstream train occupies only the passage destination part of the level crossing 8 due to the change of the external input even though the internal configuration remains the same. Therefore, the railroad crossing 8 is extended to a wide new section in the section.

  In the termination shaping relay circuit of the output forming unit 67, the relay output DPR of the end point crossing controller 24 is in the excited (operating) state only when the upper switching R relay is returned to the non-excited (falling) state. Accordingly, the end shaping relay DPPR is also in an excited (operating) state. Therefore, the termination shaping relay DPPR ignores the train detection result related to the uplink extension point DDDC and transmits only the train detection result related to the uplink termination point DDC. Further, the level crossing control device 31 for inputting the contact output of the stop shaping relay DPPR as the stop R relay output instead of the relay output DPR itself of the end point crossing controller 24 is not inconvenient even if the internal configuration is the same as the conventional one. A railroad crossing warning (alarm R) can be issued based on the train detection result related to the starting point CDC and the train detection result related to the up stop point DDC.

  The end point crossing controller 24 also has a slow release property of about 0.5 to 0.7 seconds, like the end point crossing controller 22 described above. In the circuit configuration of this embodiment, the operation of the upper switching R relay is directly defined by the state of the upper mask R relay, and the operation of the upper mask R relay is performed via the end shaping relay DPPR and the upstream SR relay. Since it is indirectly defined by the state of the upper switching R relay and is in an interdependent relationship, the operation of the relay circuit of the level crossing control switching device 60 is made up of only ordinary relays having no slow release or slow movement. Since the state becomes unstable, in order to avoid this, the upper switching R relay is provided with a release performance of about 0.1 seconds shorter than the release performance of the end point crossing controller 24 and the termination shaping. The relay DPPR has a slowness of about 1 second longer than those.

With respect to the level crossing control switching devices 50 and 60 of the first embodiment and the level crossing security device 40 in which the level crossing control switching devices 50 and 60 are used, usage modes and operations thereof will be described with reference to the drawings.
FIGS. 6B to 6E are time charts of relay signals and the like related to train detection and railroad crossing obstacle detection when a down train arrives.

  When a new level crossing safety device 40 is installed on the track 10 in the double track section, the level crossing controllers 21, 22, 23, 24, the level crossing control device 31, the warning light 32, the level crossing breaker 33, as described above, The level crossing obstacle detection device 35 and the level crossing control switching devices 50 and 60 may be arranged and wired accordingly. The level crossing control switching devices 50 and 60 are added to the level crossing safety device 37 in the existing double-track section, and the level crossing security is achieved. When the device 37 is used as the railroad crossing safety device 40, the crossing control switching devices 50 and 60 may be added and then the wiring related thereto may be changed. However, in any case, after the installation is completed, the first operation is started. In order to eliminate undesired fluctuations in the oscillation signal for verification caused by the impedance change at the time of connection line switching based on the difference in length between the first connection line A1, B1 and the second connection line A2, B2, the oscillation for verification Signal level Do Le adjustment.

  In the switching circuit units 56 and 66 of the crossing control switching devices 50 and 60, the variable capacitance units 56a and 66a (second adjustment) are connected to the branch wirings a1 and b1 connected to the connection lines A1 and B1 related to the end points BDC and DDC. Part), and the variable capacitance parts 56a and 66a (second adjustment part) are incorporated only on the side of the branch wirings a2 and b2 connected to the connection lines A2 and B2 related to the extension points BBDC and DDDC. Only during the level adjustment, a simulation signal of the downlink SR relay or the uplink SR relay is sent from the outside to the switching control units 55 and 65 via the connection terminal 54b or the like, so that the first switching state is first set in the switching circuit units 56 and 66. The oscillation for verification related to the end points BDC and DDC is performed by the adjuster 25a (first adjustment unit) of the end point crossing controllers 22 and 24 while sending the verification oscillation signal to the connection lines A1 and B1. Level adjustment of the switching circuit units 56 and 66, the switching circuit units 56 and 66 are set in the second switching state, and an oscillation signal for checking is sent to the connection lines A2 and B2. The level of the oscillation signal for verification related to the extension points BBDC and DDDC is also adjusted at 66a (second adjustment unit) to match the levels of the oscillation signal for verification in the first and second switching states.

Thus, the railroad crossing safety device 40 is operated because the train detection can be performed accurately at the end points BDC and DDC and at the extension points BBDC and DDDC.
As described above, the stop shaping relays BPPR and DPPR that the level crossing control device 31 inputs as the end R relay instead of the relay output BPR of the end point crossing controller 22 or the relay DPR of the end point crossing controller 24. Is processed so as not to include the train detection results related to the extension points BBDC and DDDC by the output forming units 57 and 67 as described above, and includes only the train detection results related to the end points BDC and DDC. Even if the level crossing control switching devices 50 and 60 are installed, the control of the level crossing alarm by the level crossing control device 31 is performed as it is.

  Therefore, the mask conditions expanded by the introduction of the level crossing control switching devices 50 and 60 and the operation of the level crossing obstacle detection device 35 for inputting the mask conditions will be described. Although the directions are opposite, since the same operation is performed on both the upstream side and the downstream side, the downstream side of the double-track section is specified in the same manner as in the conventional example described above (see FIGS. 18B to 18E). An example will be described in detail (see FIGS. 6B to 6E).

When the descending train travels on the descending track 10 and enters the train detection length section of the descending starting point ADC (refer to the left part of FIG. 6 (b)), the descending SR that has been excited until then and has been in an involuntary state. Since the relay is not excited and becomes a significant state, the lower switching R relay of the switching control unit 55 is changed from the non-excited state to the excited state accordingly, and the switching control unit 55 takes the second switching state accordingly. The end point crossing controller 22 performs train detection related to the downward extension point BBDC.
However, since the descending train has not yet reached the descending extension point BBDC at that time, the relay output BPR of the end point crossing controller 22 is not energized, and the lower mask R relay is also energized. The railroad crossing obstacle detection device 35 detects the obstacle and outputs an alarm at the time of detection to the railroad crossing 8 without being involuntarily left (see the left part of FIG. 6C).

Then, when the descending train proceeds and enters the train detection length section of the descending extension point BBDC (see the center portion of FIG. 6 (c)), the relay BPR is excited and becomes a significant state, and accordingly the lower mask R Since the relay is also excited and becomes in a significant state, the level crossing obstacle detection device 35 acts as a downward mask for crossing obstacle detection.
Further, the lower switching R relay of the switching control unit 55 changes from the excited state to the non-excited state in accordance with the excitation of the lower mask R relay, and further, the switching circuit unit 56 takes the first switching state accordingly. The railroad crossing controller 22 performs train detection related to the descending end point BDC.

Then, when the descending train further proceeds and reaches the railroad crossing 8 (see the center portion of FIG. 6 (d)), the obstacle sensing signal SS is detected from the insensitive state in the railroad crossing obstacle detection device 35 in response to the descending train. Although it becomes a sensitive state, since the descending mask is already in effect at the level crossing obstacle detection device 35, the alarm control signal BZ remains unintentionally (no alarm state), so that no false alarm is generated.
However, the insensitive state and sensible state mentioned here are the insensitive state and sensible state only for the train, and as a level crossing obstacle detection, several seconds after the level crossing alarm starts or after the level crossing alarm starts. After (designated by a crossing), an obstacle staying on the crossing road is detected while the mask condition is satisfied.
Thereafter, when the descending train proceeds to the descending end point BDC (see the center portion of FIG. 6B) and the relay BPR of the end point crossing controller 22 is excited and becomes in a significant state, it is slightly based on the looseness. The end shaping relay BPPR is excited to become significant after a delay, and the descending SR relay is excited by the level crossing control device 31 accordingly to return to the involuntary state, but the lower mask R relay remains in a significant excited state (see FIG. 6 (c) (see the center)), no false alarms will occur.

When the descending train further travels and completely passes through the railroad crossing 8 (see the center right side portion in FIG. 6 (d)), the obstacle response signal SS returns from the sensitive state to the insensitive state in the crossing obstacle detection device 35. However, since the lower mask R relay is still in a significantly excited state (see the center right side portion of FIG. 6 (c)), there is no false alarm from the crossing obstacle detection device 35.
Then, when the descending train travels and completely passes through the train detection length section of the descending stop point BDC (see the right side of FIG. 6C), the relay BPR of the end point crossing controller 22 is not excited. Accordingly, the lower mask R relay is not excited together with the stop shaping relay BPPR in response to this, and is in an involuntary state, and the entire level crossing safety device 40 returns to the non-train state.

  Such downhill crossing obstacle detection and alarm masking operation is performed as long as the traveling direction of the train is set to the upside and the corresponding relay or signal is replaced. Therefore, repeated detailed description is omitted. In the railroad crossing safety device 40 in which the crossing control switching devices 50 and 60 are introduced, the fault detection mask section is extended to a section extending between the extension points BBDC and DDDC and the end points BDC and DDC located on both sides of the railroad crossing road. Since the level crossing 8 is completely within the obstacle mask section, the time t from when the top of the descending train reaches the level crossing 8 until the tail of the descending train exits the level crossing 8 corresponds to high-speed train travel. Of course, if it is short (see FIG. 6 (d)), even if it is long corresponding to the low-speed running of the train (see FIG. 6 (e)), the crossing obstacle detection device 35 detects the train passing through the crossing. The Fear is, not at all that the broadcast comes out.

  As is clear from the above-described configuration, what is additionally introduced for the extension of the fault detection mask section is not the extension point crossing controllers 22a and 24a, but a much simpler and cheaper level crossing control switching device. The cost increase is small because only 50 and 60 and the connecting line remain.

About the Example 2 which concerns on the level crossing safety device and level crossing control switching device in the single track section of the present invention, the concrete composition is explained referring to drawings.
FIG. 7 is a schematic configuration diagram of a level crossing safety device 80 in a single line section in which the level crossing control switching device 84 is introduced. In the drawing, the crossing obstacle detecting device 35 detects an obstacle in a two-dot chain line obliquely crossing the level crossing 8. It is an image of a detection beam that performs. FIG. 8 is a circuit diagram and a connection diagram relating to the level crossing control switching device 84, FIG. 9 is a block diagram relating to a control portion centering on the level crossing control device 34, and FIG. 11 (a) is a level crossing obstacle. It is a block diagram which shows the input / output states, such as a relay signal, which concern on the detection apparatus.

  The railroad crossing safety device 80 (see FIGS. 7 and 8) is provided to issue a railroad crossing alarm related to the railroad crossing 8 provided on the track 10 in the single track section of the railway. A closed-circuit-type starting point crossing controller 21 connected to the line 10 via the connecting line at the starting point ADC, and an upstream starting point CDC on the end point side of the crossing 8 via the connecting line to the line 10 An ideal uphill stop that should be originally set between the crossing controller 8 for the start point of the closed-circuit type and the descending start point ADC to which the start point crossing controller 21 is connected and the crossing 8 is connected. At the point (here, referred to as the upper detection point DDC), the first connection lines A1 and B1 whose one ends are connected to the connection line attachment point 14 of the line 10 by welding, and the start point crossing controller 23 Ideally set between the upstream starting point CDC of the connection destination and the level crossing 8 Ri at the end point (here, referred to as a lower sensing point DDDC) and a second connecting line A2, B2 connected to one end by welding to the connection line attachment point 15 of the line 10 at.

  Further, the railroad crossing safety device 80 includes an open-circuit-type end-point crossing controller 24 that detects a train related to a connection line attachment point of the line 10 when connected to the line 10 via a connection line, and a start-point level crossing. The output of the lower start R relay indicating the train detection result at the controller 21, the output of the upper start R relay indicating the train detection result at the start point crossing controller 23, and the train detection result at the end point crossing controller 24. The output of the output relay (in this case, the name of the output relay is called a DPPR relay) is input, and the railroad crossing alarm control is performed based on the output to discriminate the train operation direction and the up SR relay according to the train operation direction The crossing control device 34 in the single line section that outputs the uplink SR or outputs the downlink SR by the downlink SR relay, the speaker that responds to the output of the alarm R relay that is the result of combining them, and the alarm lamp 3 , A railroad crossing breaker 33, a railroad crossing obstacle detection device 35 that performs obstacle detection on the track 10 and issues an alarm according to the obstacle detection result when the train operation direction instruction and the alarm condition are acceptable. There is also provided a crossing control switching device 84 that is integrated into one unit in a box-shaped housing.

Among these, the connection lines A1 and B1 and the connection lines A2 and B2 may be the same as described above except that the connection line 10 is the same because the connection line 10 is a single line, and as described above, Are different. Further, the end point crossing controller 24 may have the same configuration as the end point crossing controller 22 described above, and the crossing control device 34 and the crossing obstacle detection device 35 may be the same as described above. These detailed descriptions will be omitted because they are repeated.
Since the level crossing control switching device 84 is newly introduced, it will be described in detail below. In addition to the above-described one case, this is a switching control unit 85 and a switching circuit that are all built in the case. A portion 86 and an output forming portion 87 are provided.

  The casing of the level crossing control switching device 84 is provided with several connection terminals for internal and external connection, which are connected to the first connection lines A1 and B1 for connection between the level crossing control switching device 84 and the outside. Means, connection means for the second connection lines A2 and B2, connection means for the end point crossing controller 24, connection means for the crossing control device 34, connection means for the crossing obstacle detection device 35, etc. Yes. Although external wiring may be directly connected to these connection terminals, they are often connected via a railroad crossing device box wiring, a terminal of the wiring terminal board 28, or the like.

  For example, the switching control unit 85 is similar to the switching control unit 55 described above and has a lower switching side relay circuit mainly including a lower switching R relay, and is also similar to the switching control unit 65 described above and mainly includes an upper switching R relay. The upper switching relay circuit is embodied in parallel. The difference is that instead of the lower mask R relay and the upper mask R relay, the contact output of the mask R relay integrated into one is input. Since the installation destination is the line 10 in the single line section, the down SR relay and the up SR relay will not be in the non-excited state (significant state) at the same time. It is not excited to become significant.

  The lower switching side relay circuit portion of the switching control unit 85 is configured by the contact point of the above-described downlink SR relay input from the level crossing control device 34 and the contact point of the mask R relay of the output forming unit 87. Then, the main lower switching R relay is in the non-excited (falling) state on the assumption that the mask R relay is in the non-excited (falling) state when the train is not in the descending level crossing control section. However, when the descending train enters the descending level crossing control section, the non-excited (falling) contact of the descending SR relay from the level crossing control device 34 is configured to be in an excited (operating) state. Then, when the mask R relay is in an excited (operating) state, the circuit is cut off and the lower switching R relay is changed to a non-excited (falling) state. In the meantime, the lower switching R relay continues to be excited (operated).

  Further, the upper switching relay circuit portion of the switching control unit 85 includes the above-described uplink SR relay contact point input from the level crossing control device 34 and the mask R relay contact point of the output forming unit 87. . The main switching R relay is in a non-excited (falling) state on the premise that the mask R relay is in a non-excited (falling) state when the train is not in the ascending level crossing control section. However, when the up train enters the up crossing control section, the non-excited (falling) contact of the up SR relay from the crossing control device 34 constitutes an excited (operating) state. Then, when the mask R relay is in an excited (operating) state, the circuit is cut off and the upper switching R relay is changed to a non-excited (falling) state. During this time, the upper switching R relay continues to be in an excited (operating) state.

  The switching circuit unit 86 is also embodied as a relay circuit, and is a circuit in which the above-described switching circuit units 56 and 66 are overlapped and connected. That is, the switching circuit unit 86 is also embodied as a relay circuit in the same manner as the switching control unit 55, and includes the control-internal wirings AA and BB and the connection lines A1 and B1 of the end point crossing controller 24. The branch wirings a1 and b1 to be connected in the body, the non-excitation (falling) contact of the lower switching R relay and the excitation (operation) contact of the upper switching R relay are connected in parallel, and then inserted in series into the branch wiring a1. A two-contact connection circuit, a two-contact connection circuit in which a non-excitation (falling) contact of the lower switching R relay and an excitation (operation) contact of the upper switching R relay are connected in parallel and then connected in series via the branch wiring b1 It has.

  Further, the switching circuit 86 includes branch wirings a2 and b2 that connect the control-internal wirings AA and BB and the connection lines A2 and B2 of the end point crossing controller 24 within the housing, and the non-excitation of the upper switching R relay. A two-contact connection circuit in which the (drop) contact and the excitation (operation) contact of the lower switching R relay are connected in parallel and then connected in series via the branch wiring a2, and the non-excitation (falling) contact of the upper switching R relay; A two-contact connection circuit in which the excitation (operation) contact of the lower switching R relay is connected in parallel and then connected in series via the branch line b2, and a variable capacitor 56a connected in series via the branch lines a2 and b2. (Second adjustment unit) is also provided. The variable capacitor 56a may be the same as described above.

  In the first switching state in which the upper switching R relay is not excited and the lower switching R relay is excited, the switching circuit unit 86 is connected to the branch wirings a1 and b1 and the end point crossing controller 22 and the first connection line. While A1 and B1 are connected, the branch lines a2 and b2 and thus the end point crossing controller 22 and the second connection lines A2 and B2 are disconnected. Further, in the second switching state in which the lower switching R relay is not excited and the upper switching R relay is excited, the switching circuit unit 86 is connected to the branch lines a1 and b1 and the end point crossing controller 22 and the first connection line. While cutting A1 and B1, the branch wirings a2 and b2, and thus the end point crossing controller 22 and the second connection lines A2 and B2 are connected.

  Therefore, the level crossing controller 24 for the end point that is indirectly connected to the first connection lines A1 and B1 and the second connection lines A2 and B2 via the level crossing control switching device 84 is the switching state of the level crossing control switching device 84. Depending on the first connection line A1, B1 and the second connection line A2, B2, and alternatively connected to either one of the connection line attachment points 14, 15 Is connected to the line 10. In the first switching state, the end point crossing controller 24 does not perform the train detection related to the lower detection point DDDC (the ideal down end point DDDC which should be originally) and does not perform the train detection. Train detection related to the ideal upstream end point DDC), and in the second switching state, the lower detection is performed without performing the train detection related to the upper detection point DDC (the ideal upstream end point DDC). Train detection is performed according to the point DDDC (the ideal DDDC at the ideal end of downfall).

  The switching control unit 85 configured as described above receives the contact output of the ascending SR relay from the railroad crossing control device 34 as the discrimination result of the train direction discriminating means, and based on that, when the train arrives at the ascending start point CDC. First, by causing the switching circuit unit 86 to enter the second switching state, the end point crossing controller 24 performs train detection related to the lower detection point DDDC, and then the switching circuit unit 86 when the train proceeds to the lower detection point DDDC. When the first switching state is taken, the end point crossing controller 24 performs train detection related to the upper detection point DDC.

  Further, the switching control unit 85 receives the contact output of the descending SR relay from the railroad crossing control device 34 as the discrimination result of the train direction discriminating means, and based on that, the switching circuit unit firstly receives the train at the descending start point ADC. 86 makes the end point crossing controller 24 detect the train relating to the upper detection point DDC by causing the end point to switch to the first switching state. By taking the state, the end point crossing controller 24 is made to perform train detection related to the lower detection point DDDC.

The output forming unit 87 is roughly classified into a mask R relay circuit mainly including a mask R relay and a termination shaping relay circuit mainly including a termination shaping relay upper DPPR and a lower DPPR.
Among them, the end shaping relay circuit is not excited in the normal state, and the above-described end shaping relay upper DPPR and lower DPPR, the contact output of the above-described upper switching R relay and lower switching R relay, and the end point crossing controller 24 It is comprised with the contact of the relay output DPR which is a detection result.
Further, the mask R relay circuit includes the above-described mask R relay that is not normally excited, the contact output of the down SR relay and the up SR relay that are input from the crossing control device 34 as a train operation direction instruction that is a determination result of the train direction determination means. And the contact of the relay output DPR which is the detection result of the end point crossing controller 24.

  In the mask R relay circuit, the upstream train arrives at the upstream starting point CDC, and the non-excited (falling) contact point of the upstream SR relay is configured, and then the upstream train further travels to the train detection length of the lower detection point DDDC. When entering the section and forming the excitation (operation) contact of the relay output DPR, the mask R relay enters the excitation (operation) state. When the mask R relay is in the excited (operating) state, the upper switching R relay returns to the non-excited (falling) state as described above, and the train detection position of the end point crossing controller 24 by the switching of the switching circuit unit 86 is accordingly changed. Although the relay output DPR once returns to the non-excited (falling) state due to the transition from the lower detecting point DDDC to the upper detecting point DDC, the mask R relay maintains the excited (operating) state by the self-holding function.

  Then, the upward train further advances and enters the train detection length section of the upper detection point DDC to reconfigure the excitation (operation) contact of the relay output DPR, and then the upstream train detects the train at the upper detection point DDC. When the relay output DPR is completely de-energized after exiting the long section, the up SR is first returned to the excited (operating) state (the up SR is in the excited state because the top of the up train detects the top Since this is the point when the train reaches the train detection length section at the point DDC), the mask R relay enters a non-excited (falling) state. Such a mask R relay generates a signal corresponding to a fault detection mask section that extends from the train approach to the descending end point BDC and the train proceeding from the ascending stop point DDC for the ascending train.

  Further, in the mask R relay circuit, the descending train arrives at the descending start point ADC to form the non-excited (falling) contact point of the descending SR relay, and then the descending train further advances to the train detection length of the upper detection point DDC. The mask R relay is also in the excitation (operation) state when entering the section and forming the excitation (operation) contact of the relay output DPR. Then, as described above, the lower switching R relay returns to the non-excited (falling) state, and further, the switching circuit unit 86 is switched accordingly. Although the relay output DPR once returns to the non-excited (falling) state by the transition to, the mask R relay maintains the excited (operating) state by the self-holding function.

  Then, the further downward train advances and enters the train detection length section of the lower detection point DDDC to reconfigure the excitation (operation) contact of the relay output DPR, and then the downward train detects the train at the lower detection point DDDC. When the relay output DPR is completely de-energized after exiting the long section, the descending SR returns to the excited (operating) state first. Since this is the time when the train reaches the train detection length section at point DDDC), the mask R relay is in a non-excited (falling) state. Such a mask R relay generates a signal corresponding to a failure detection mask section that extends from the lower detection point DDDC to the train approach to the upper detection point DDC and the train advancement from the lower detection point DDDC.

In summary, the mask R relay generates a signal corresponding to the train line in the fault detection mask section extending from the upper detection point DDC to the lower detection point DDDC for both the upward train and the downward train. It has become. Further, the mask R relay circuit sends the signal to the level crossing obstacle detection device 35 as an upward mask condition and a downward mask condition for level crossing obstacle detection at the contact output of the mask R relay. Yes.
Therefore, the level crossing obstacle detection device 35 remains the same as that of the conventional structure, but due to a change in the external input, the obstacle mask section occupies only the portion where the level crossing 8 passes due to the down train and the up train. It has been expanded from a narrow old section that was not used to a wide new section that includes the railroad crossing 8 within the section.

  In the end shaping relay circuit of the output forming unit 87, the relay output DPR of the end point crossing controller 24 is in the excited (operating) state only when the upper switching R relay is returned to the non-excited (falling) state. Accordingly, the DPPR on the end shaping relay is also in an excited (operating) state. For this reason, the DPPR on the end shaping relay ignores the train detection result related to the lower detection point DDDC and transmits only the train detection result related to the upper detection point DDC. Further, the level crossing control device 34 that inputs the contact output of the DPPR on the end shaping relay instead of the relay output DPR itself of the level crossing controller 24 for the end point as the upper end R relay output has no inconvenience even if the internal configuration is the same as the conventional one. The railroad crossing alarm (alarm R) can be issued and the railroad crossing alarm can be terminated based on the train detection result related to the upstream start point CDC and the train detection result related to the upper detection point DDC.

  In the termination shaping relay circuit of the output forming unit 87, the relay output DPR of the end point crossing controller 24 is in the excited (operating) state only when the lower switching R relay is returned to the non-excited (falling) state. Accordingly, the DPPR under the termination shaping relay is also in an excited (operating) state accordingly. Therefore, the lower shaping relay DPPR ignores the train detection result related to the upper detection point DDC and transmits only the train detection result related to the lower detection point DDDC. Further, the level crossing control device 34 for inputting the contact output of the lower end PRPR relay PRPR as the lower end R relay output instead of the relay output DPR itself of the end point crossing controller 24 is not inconvenient even if the internal configuration is the same as the conventional one. The railroad crossing alarm (alarm R) can be issued and the railroad crossing alarm can be terminated based on the train detection result related to the descending start point ADC and the train detection result related to the lower detection point DDDC.

  The contact output of DPPR on the end shaping relay and the contact output of DPPR below the end shaping relay are the level crossing alarm termination conditions for stopping the level crossing alarm in the level crossing control device 34, and the level crossing control shown in FIG. 14A is slightly different from the conventional example of FIG. 14A described above. Specifically, in the conventional example, the connection of the relay contact that inputs the relay output DPR is performed in this embodiment. In the example, the DPPR relay contact on the end shaping relay and the DPPR relay contact on the lower end shaping relay are connected in series, but this degree of difference belongs to the category of connection change related to the input of the crossing control device 34. Therefore, the railroad crossing control device 34 is not modified. If the series connection circuit of the DPPR relay contact on the end shaping relay and the DPPR relay contact on the lower end shaping relay is moved to the level crossing control switching device 84, it is not necessary to change the input connection for the level crossing control device 34. It is only necessary to reconnect the wiring removed from the output of the level crossing controller 24 to the level crossing control switching device 84. Further, the railroad crossing control switching device 84, as well as the railroad crossing control switching devices 50, 60, has the same slow speed as described above for the crossing point controller 24 for the end point, the mask R relay, the upper DPPR and the lower DPPR. Release and slow mobility are given.

The use mode and operation of the level crossing control switching device 84 of the second embodiment and the level crossing security device 80 in the single line section in which it is introduced will be described with reference to the drawings.
FIG. 10 is a schematic diagram of the railroad crossing safety device 80, where (a) shows the switching state when the incoming train arrives, and (b) shows the switching state when entering after the incoming train arrives. Moreover, FIG.11 (b)-(e) is time charts, such as a relay signal concerning the train detection with respect to an upstream train, and a level crossing obstacle detection. Furthermore, FIG. 12 is a schematic diagram of the railroad crossing safety device 80, in which (a) shows a switching state when the down train arrives, and (b) shows a switching state when the vehicle enters after the down train arrives.

  When a new level crossing safety device 80 is installed on the track 10 in the single track section, the level crossing controllers 21, 23, 24, the level crossing control device 34, the warning light 32, the level crossing breaker 33, and the level crossing trouble are as described above. It suffices to arrange the object detection device 35 and the level crossing control switching device 84 and to wire them. The level crossing control switching device 84 is added to the level crossing safety device 38 in the existing single-line section, and the level crossing safety device 38 is used as the level crossing safety device 38. If it is set to 80, it is sufficient to change the wiring related to it after adding the crossing control switching device 84. However, in any case, after the installation is completed, switching is performed with a simulation signal or the like as described above before starting the operation. By adjusting the level of the oscillation signal for verification by operating the adjuster 25a and the variable capacitance unit 56a while switching the connection state of the circuit unit 86, the first connection line A1, B1 and the second connection line A2, B2 Keep eliminating unwanted variations in Shosa oscillation signal due to the impedance change at the connection line switching based on the difference in length. Then start operation.

  When the ascending train travels from the end point side toward the level crossing 8 on the single track 10 where the railroad crossing safety device 80 is installed and enters the section of the train detection length section of the ascending starting point CDC (FIG. 10A). Reference), the starting point crossing controller 23 detects an upward train, and the upper starting R relay of the starting point crossing controller 23 is de-energized. Then, the up SR relay that has been energized until then becomes unexcited and becomes in a significant state (see the left part of FIG. 11B), and accordingly, the start point of the up crossing control section is the level crossing control. The crossing warning is started by confirmation by the device 34, and at the switching control unit 85 of the crossing control switching device 84 of the crossing safety device 80, the upper switching R relay is excited from the non-excited state while the lower switching R relay is in the non-excited state. Since the switching circuit unit 86 enters the second switching state accordingly, the end point crossing controller 24 detects the train related to the lower detection point DDDC.

  Since the track 10 is a single line and the down train does not come at the same time, and the up train has not yet reached the lower detection point DDDC at this time, both the start point crossing controller 21 and the end point crossing controller 24 Without detecting the train, the lower start R relay of the starting point crossing controller 21 maintains the excited state, and the output relay DPR of the end point crossing controller 24 is not excited and is in an involuntary state. The relay is not energized and remains in an involuntary state (see the left part of FIG. 11C), and the crossing obstacle detection device 35 detects an obstacle and outputs an alarm at the time of detection to the crossing 8.

When the ascending train advances and enters the train detection length section of the lower detection point DDDC (see FIG. 10B), the ascending train is detected by the end point crossing controller 24 and the relay DPR is excited. Since it becomes a significant state and the mask R relay is also excited and becomes a significant state accordingly (see the center portion in FIG. 11C), a crossing obstacle detection mask works in the crossing obstacle detection device 35.
Further, in the switching control unit 85 in accordance with the excitation of the mask R relay, the upper switching R relay changes from the excited state to the non-excited state, and the switching circuit unit 86 takes the first switching state accordingly. The controller 24 stands by in a state where the train detection related to the upper detection point DDC can be performed.

Then, when the ascending train further proceeds and reaches the railroad crossing 8 (see the center portion of FIG. 11 (d)), the obstacle sensing signal SS is detected from the insensitive state in the railroad crossing obstacle detection device 35 in response to the ascending train. Although it is in the sensitive state, since the mask is already effective in the crossing obstacle detection device 35, the alarm control signal BZ remains unintentional (no alarm state), so that no false alarm is generated.
However, the insensitive state and sensible state mentioned here are the insensitive state and sensible state only for the train, and as a level crossing obstacle detection, several seconds after the level crossing alarm starts or after the level crossing alarm starts. After (designated by a crossing), an obstacle staying on the crossing road is detected while the mask condition is satisfied.
Thereafter, when the upward train proceeds to the upper detection point DDC (see the right side of FIG. 11 (b)) and the relay DPR of the end point crossing controller 24 is excited and becomes in a significant state, it is slightly based on the looseness. The DPPR on the end shaping relay is excited with a delay and becomes a significant state, and the up SR relay is excited by the level crossing control device 34 to return to the involuntary state, but the mask R relay remains in a significant excitation state (see FIG. 11 (c) (see center)), there is no false alarm.

Then, when the upward train further travels and passes completely through the railroad crossing 8 (see the portion on the right side of the center of FIG. 11 (d)), the obstacle response signal SS returns from the sensitive state to the insensitive state in the crossing obstacle detection device 35. However, since the mask R relay is still in a significant excitation state (see the center right side portion of FIG. 11 (c)), no false alarm is issued from the crossing obstacle detection device 35.
Then, when the up train travels and completely passes through the train detection length section of the upper detection point DDC (see the right part of FIG. 11C), the relay DPR of the end point crossing controller 24 is not excited. In response to this, the DP R on the end shaping relay and the mask R relay are not excited in response to this, and the insignificant state is entered, and the entire level crossing safety device 80 returns to the non-train state.

  In such a level crossing safety device 80 in which the level crossing control switching device 84 is introduced by switching the train detection position by the level crossing controller 24 for the end point and the masking operation for detecting the level crossing obstacle, the ascending level crossing control section is the level crossing control section. Is maintained in a section extending from the upstream starting point CDC and the upper detection point DDC located on both sides of the road, and the lower detection point DDDC and the upper detection point located on both sides of the railroad crossing road. Since the railroad crossing 8 is expanded into the section extending to the DDC and completely fits within the fault detection mask zone, the time t from when the top of the upstream train reaches the railroad crossing 8 until the tail of the downward train exits the railroad crossing 8 However, the railroad crossing obstacle detection device 35 is not limited to the case where it is short corresponding to the high-speed traveling of the train (see FIG. 11D) but the case corresponding to the low-speed traveling of the train is long (see FIG. 11E). During a crossing They fear that false alarms by detecting the train comes out is, no. It is not necessary to give the obstacle sensitive signal SS a slow movement, and the cost increase is small.

  Since the railroad crossing security device 80 is applied to a single line section where the up and down trains travel on the same line 10 in the opposite direction, the down train will be described although it overlaps somewhat. When the descending train travels from the starting side toward the railroad crossing 8 on the single track 10 where the railroad crossing safety device 80 is installed, and enters the train detection length section of the descending starting point ADC (see FIG. 12A). The starting point crossing controller 21 detects a descending train, and the lower starting R relay of the starting point crossing controller 21 is de-energized. Then, the descending SR relay that has been energized until then becomes inexcitable and becomes in a significant state, and accordingly, the start point of the descending level crossing control section is confirmed by the level crossing control device 34 and a level crossing alarm is started. At the same time, in the switching control unit 85 of the level crossing control switching device 84 of the level crossing safety device 80, the lower switching R relay changes from the non-excited state to the excited state while the upper switching R relay remains in the non-excited state. Therefore, the end point crossing controller 24 detects the train related to the upper detection point DDC.

  Since the track 10 is a single line and no upward trains come at the same time, and the downward train has not yet reached the upper detection point DDC at this point, both the starting point crossing controller 23 and the end point crossing controller 24 Since the train R is not detected, the start R relay of the start point crossing controller 23 maintains an excited state, and the output relay DPR of the end point crossing controller 24 is not excited and is in an involuntary state. The level crossing obstacle detection device 35 detects the obstacle and outputs a warning at the time of detection to the level crossing 8 without being excited.

When the descending train advances and enters the train detection length section of the upper detection point DDC (see FIG. 12B), the descending train is detected by the end point crossing controller 24, and the relay DPR is excited. Since it becomes a significant state and the mask R relay is also excited and becomes a significant state accordingly, the crossing obstacle detection device 35 operates a mask for detecting a crossing obstacle.
In response to the excitation of the mask R relay, the switching control unit 85 switches the lower switching R relay from the excited state to the non-excited state, and accordingly the switching circuit unit 86 takes the second switching state. The controller 24 stands by in a state where the train detection relating to the lower detection point DDDC can be performed.

Then, when the descending train further progresses and reaches the level crossing 8, the level crossing obstacle detection device 35 responds to the up train and the obstacle sensing signal SS changes from the insensitive state to the sensitive state. Since the mask is already effective in the device 35, the alarm control signal BZ remains unintentional (no alarm state), so that no false alarm is generated.
Thereafter, when the up train advances to the lower detection point DDDC and the relay DPR of the end point crossing controller 24 is excited and becomes in a significant state, the DPPR on the end shaping relay is excited with a slight delay based on the slowness. The state becomes significant, and the descending SR relay is excited by the railroad crossing control device 34 accordingly and returns to the involuntary state. However, since the mask R relay remains in a significant excited state, no false alarm is generated.

When the further down train runs and completely passes through the level crossing 8, the obstacle detection signal 35 returns from the sensitive state to the insensitive state in the level crossing obstacle detection device 35, but the mask R relay is still in a significant excitation state. Therefore, no false alarm is issued from the crossing obstacle detection device 35.
Then, when the descending train travels and completely passes through the section of the train detection length of the lower detection point DDDC, the relay DPR of the end point crossing controller 24 is not excited and enters an involuntary state, and is terminated accordingly. The mask R relay is no longer excited together with the DPPR under the shaping relay and becomes involuntary, and the entire railroad crossing safety device 80 returns to the non-train state.

In such a level crossing security device 80 in which the level crossing control switching device 84 is introduced by the switching of the train detection position by the level crossing controller 24 for the end point and the mask operation for detecting the level crossing obstacle, the descending level crossing control section is the level crossing control road. Is extended to a section extending between the down start point ADC and the lower detection point DDDC located on both sides of the road, and the lower detection point DDDC and the upper detection point are located on both sides of the fault crossing road with the fault mask section interposed therebetween. The road crossing 8 is expanded to a section extending to the DDC, and the crossing 8 is completely within the fault mask section as in the uphill.
In the crossing safety device 80 that has introduced the crossing control switching device 84 in this way, even if only one end point crossing controller 24 remains, both the up crossing control section and the down crossing control section The fault mask section is also in an ideal state.

[Others]
In the above embodiment, the switching control units 55, 65, 85, the switching circuit units 56, 66, 86, and the output forming units 57, 67, 87 are embodied by asynchronous relay circuits. For stabilization, the mask R relay and the stop shaping relay have been given slow release and slow release. However, for example, digital circuits and programmable microprocessors can be used to implement them in a synchronous sequential circuit. In that case, since it is possible to easily suppress the occurrence of undesired phenomena such as undesired racing, it is not necessary to consider the slow release property or the slow motion property.

  In the above embodiment, only one variable capacitor 56a is provided and is inserted in either of the branch lines a2 and b2. However, the variable capacitor is provided in both of the branch lines a2 and b2. Further, it may be provided only on one or both of the branch wirings a1 and b1, and either one or both of the branch wirings a1 and b1 and one or both of the branch wirings a2 and b2. May be provided. In order to increase the resistance to a common mode lightning surge, it is better to equilibrate the lines by inserting capacitors of the same capacity in both the branch lines a1 and b1 and / or in both branch lines a2 and b2.

  In the first embodiment, when connecting the first connection lines A1 and B1 and the second connection lines A2 and B2 to the connection terminals 51 and the connection terminals 52 of the housing of the crossing control switching device 50, the first connection lines A1 and B1. The second connection lines A2 and B2 are once connected to the terminals of the wiring terminal board 28, and from the wiring terminal board 28 to the level crossing control switching device 50 are extended by the rail crossing equipment box wirings 41 and 42. However, since the storage in the railroad crossing equipment box is not essential, and the use of the wiring terminal board 28 is not essential even in the case of storage in the railroad crossing equipment box, the first connection lines A1, B1 and the second connection lines A2, B2 may be directly connected to the connection terminal 51 or the connection terminal 52.

  In the second embodiment, as an example in the case where a level crossing control switching device 84 is additionally installed in an existing level crossing safety device, the end point crossing controller is not connected to the lower detection point DDDC, and the upper detection point DDC is The level crossing safety device in which the end point crossing controller 24 is connected to the connecting line attachment point 14 via the first connection lines A1 and B1 is updated and improved to the level crossing safety device 80. However, the upper detection point DDC is not connected to the end point crossing controller, and the lower detection point DDDC is used as a common end point. Even when the crossing safety device to which the end point crossing controller is connected via B2 is updated and improved, the connection line attachment points 14 and 15 can be replaced in substantially the same manner.

In the first embodiment, the railroad crossing control switching devices 50 and 60 are installed on both the upstream line 10 and the downstream line 10 in the double track section. Only one of them may be installed, and the other may be installed later or may be left uninstalled. When the railroad crossing control switching device is installed only on some of the plurality of tracks, the effect of the present invention can be enjoyed with respect to the installed tracks.
In the above embodiment, the level crossing 8 is the first type and the level crossing breaker 33 is installed there. However, since the level crossing breaker 33 is not essential for the implementation of the present invention, the level crossing is cut off when the level crossing 8 is the third type. The machine 33 may be omitted.

  The level crossing safety device and the level crossing control switching device according to the present invention can be applied to the single line section and the narrowly defined double line section in the above-described embodiment, but, among the double line, the up line and the down line The present invention can also be applied to a broad-lined double track section in which either one or both are further laid.

8 ... Railroad crossing, 10 ... Track, 11, 12 ... Rail,
14, 14 a, 15, 15 a.
21 ... Starting point level crossing controller (closed circuit type level crossing controller),
22 ... Ending point crossing controller (open circuit type crossing controller),
23 ... Starting point crossing controller (closed-circuit type crossing controller),
24 ... Ending point crossing controller (open circuit type crossing controller),
25 ... Oscillation presence / absence detection unit (electric circuit open / close detection unit), 25a ... Adjuster (first adjustment unit),
26 ... relay drive unit, 27 ... wiring in the railroad crossing equipment box, 28 ... wiring terminal board,
31 ... Crossing control device (for double track, train direction discriminating means), 32 ... warning light,
33 ... Railroad crossing breaker, 34 ... Railroad crossing control device (for single track, train direction discrimination means),
35 ... Crossing obstacle detection device, 35a ... Crossing obstacle detection device (mask expansion),
37 ... Crossing safety device (for double wires), 38 ... Crossing safety device (for single wires),
40 ... Railroad crossing safety device (for double wires), 41-46 ... Wiring in railroad crossing equipment box,
50 ... railroad crossing control switching device (connection line switching unit),
51-54, 54a, 54b, 54c ... connection terminals,
55 ... switching control unit, 56 ... switching circuit unit,
56a ... variable capacity part (second adjusting part), 57 ... output forming part,
60 ... railroad crossing control switching device (connection line switching unit),
65 ... switching control unit, 66 ... switching circuit unit, 67 ... output forming unit,
80 ... Railroad crossing safety device (for single wire),
84 ... railroad crossing control switching device (connection line switching unit),
85 ... switching control unit, 86 ... switching circuit unit, 87 ... output forming unit,
AA, BB ... Wiring inside controller, a1, b1 ... Branch wiring, a2, b2 ... Branch wiring,
A1, B1 ... connection line (first connection line), A2, B2 ... connection line (second connection line),
ADC ... Downlink start point, BDC ... Downlink end point, CDC ... Uplink start point, DDC ... Upstream end point

Claims (4)

A closed-circuit type starting point crossing controller for detecting a train related to the starting point among the starting point and the end point set on the line divided into both sides of a railroad crossing across the line in a double track section of the railway, and the line And an open circuit type railroad crossing controller for detecting a train related to the stop point connected by a first connection line at the stop point, and a train detection result at the start point crossing controller A railroad crossing control device that issues a railroad crossing warning based on a train detection result at the railroad crossing controller for the end point, and a railroad crossing control device that is built in or is external to the railroad crossing control device Train direction discriminating means for discriminating train on-line and up / down according to the arrival of the train at the starting point and issuing a train operation direction instruction, performing obstacle detection related to the railroad crossing and warning acceptance condition for the train operation direction instruction And trout In crossing safety system and a railway crossing obstacle detection device for issuing an alarm in response to the obstacle detection results when the alarm condition as an alarm suppression condition is acceptable,
A second connecting line connected to the track at an extension point set between the starting point and the railroad crossing;
The end point crossing controller is inserted and connected between the first connection line and the end point crossing controller, and is also connected to the second connection line in the first switching state. A switching circuit unit that switches the connection destination of the end point crossing controller to the second connection line in the second switching state,
Based on the determination result of the train direction determining means, when the train arrives at the starting point, first, the switching circuit unit is set to the second switching state, so that the end point crossing controller is related to the extension point. Switching control for causing the end point crossing controller to detect the train related to the end point by causing the switching circuit unit to take the first switching state when the train proceeds to the extension point thereafter And
Based on the determination result of the train direction determination means and the detection result of the end point crossing controller, a signal corresponding to the fault mask section spanning the train approach to the extension point and the train advance from the end point A crossing safety device, comprising: an output forming unit that generates the signal as a mask condition and sends the signal to the crossing obstacle detection device. A first connecting line connected to the track at the stop point among the start point and the stop point set on the track divided on both sides of a railroad crossing across the track in a double track section of the railway, the start point and the Select one of the second connection lines connected to the track at the extension point set between the crossing and connect it to the open-circuit-type end point crossing controller A railroad crossing control switching device that causes the railroad crossing controller for the end point to exhibit the train detection function for two cars in a time-sharing manner,
A connection means for the first connection line, a connection means for the second connection line, a connection means for the railroad crossing controller for the end point, and a train operation direction instruction by discriminating up and down and on-line of the train related to the track Connecting to the train direction discriminating means for issuing the obstacle, and connecting to the railroad crossing obstacle detection device for performing obstacle detection related to the railroad crossing and issuing an alarm according to the obstacle detection result at the time of alarm acceptance by the train operation direction instruction and the mask condition A housing having means;
The end point crossing controller is connected to the first connection line in the first switching state, and the end point crossing controller and the second connection are connected in the second switching state. A switching circuit unit for connecting the wires,
When the train arrives at the starting point based on the determination result of the train direction determining means, which is built in the housing, first the switching circuit unit is brought into the second switching state to thereby make the end point crossing. By causing the controller to detect the train related to the extension point, and then causing the switching circuit unit to take the first switching state when the train proceeds to the extension point, the end point crossing controller is allowed to take the end point. A switching control unit for performing train detection according to:
Based on the determination result of the train direction determination means and the detection result of the railroad crossing controller for the stop point, which is built in the casing, the train approaching the extension point and the train advancement from the stop point A railroad crossing control switching device, comprising: an output forming unit that generates a signal corresponding to a crossing obstacle detection mask section and sends the signal to the railroad crossing obstacle detection device as the mask condition. A plurality of closed-circuit-type starting point crossing controllers for detecting a train relating to each of a downward starting point and an upward starting point set on the railroad line on both sides of a railroad crossing provided on a railway line of a single track section; An open circuit type crossing controller for an end point that performs train detection related to a stop point set between any one of the start points and the crossing, and a train detection result at the crossing controller for the start point And a railroad crossing control device that issues a railroad crossing warning based on the train detection result at the railroad crossing controller for the end point, and is incorporated in the railroad crossing control device or provided outside the railroad crossing control device and A train direction discriminating means for discriminating a train presence line and an up / down direction according to arrival of a train at a connection point of the starting point crossing controller, and performing an obstacle operation detection on the railroad crossing as well as detecting an obstacle related to the railroad crossing. Driving direction finger In crossing safety system and a railway crossing obstacle detection device for issuing an alarm in response to the obstacle detection results when the alarm is acceptable as and alarm suppression condition the mask condition and alarm acceptance condition,
A first connection line connected to the line at an ideal up end point set between the down start point and the railroad crossing;
A second connection line connected to the line at an ideal down end point that should be originally set between the up start point and the crossing;
Connected to both the first connection line and the second connection line, and in the first switching state, the connection point of the end point crossing controller is switched to the first connection line, but in the second switching state, A switching circuit section for switching the connection destination of the end point crossing controller to the second connection line;
In response to the train operation direction instruction, when a train arrives at the up start point out of the up start point and the down start point, first, the switching circuit unit is caused to take the second switching state. The end point crossing controller performs train detection related to the descending end point, and when the train proceeds to the descending end point thereafter, the switching circuit unit takes the first switching state to thereby terminate the end point. When a railroad crossing controller detects a train related to the ascending end point, and when a train arrives at the descending start point among the ascending start point and the descending start point, the switching circuit unit firstly By making one switching state, the end point crossing controller performs train detection related to the up end point, and when the train proceeds to the up end point thereafter, the switching circuit unit performs the second switching. A switching control unit that causes the train detection according to the downlink end point to the end point for crossing control element by assume a state,
Based on the determination result of the train direction determination means and the detection result of the crossing controller for the end point, a signal corresponding to the train line in the fault mask section extending between the up stop point and the down stop point is generated. , This signal is sent to the level crossing obstacle detection device as the mask condition, and when the train arrives at the uphill starting point as a level crossing alarm stop condition for the level crossing control device to stop the level crossing alarm, the stop Excluding the train detection result related to the descending end point by the point crossing controller, only the train detection result related to the up end point by the end point crossing controller is sent to the level crossing control device, and When the arrival of the train at the starting point is preceded, the train detection result related to the ascending end point by the end point crossing controller is excluded, and the end point crossing controller Ri crossing safety device, characterized in that the train detection result only of the end point is provided and an output forming part for sending to the crossing controller. Ideally set between the descending start point and the level crossing among the descending start point and the ascending start point set on the track divided on both sides of the railroad crossing provided on the railway in the single track section of the railway A first connecting line connected to the line at the up-end stop point, and an ideal down-end point set between the up start point and the level crossing. By selecting either one of the second connection lines and connecting it to the open-circuit type crossing controller for the end point, the end point crossing controller for the end point is provided with a train detection function for two vehicles in a time-sharing manner. A crossing control switching device to be exhibited,
Connection means for the first connection line, connection means for the second connection line, connection means for the end point crossing controller, train detection result at the start point crossing controller and the end point crossing control Connecting means to a railroad crossing control device that issues a railroad crossing warning based on the train detection result at the child, and the train ascending to the railroad line that is built in the railroad crossing control device or provided outside the railroad crossing control device Connecting means to train direction discriminating means for discriminating down and standing lines and issuing train operation direction instructions, and detecting obstacles related to the railroad crossings and responding to obstacle detection results when alarming is accepted by the train operation direction instructions and mask conditions A housing having means for connecting to a crossing obstacle detection device that issues a warning,
The end point crossing controller is connected to the first connection line in the first switching state, and the end point crossing controller and the second connection are connected in the second switching state. A switching circuit unit for connecting the wires,
When the train arrives at the ascending start point among the ascending start point and the descending start point according to the train operation direction instruction, first, the switching circuit unit is connected to the switching circuit unit. By taking the second switching state, the end point crossing controller performs the train detection related to the descending end point, and when the train proceeds to the descending end point thereafter, the switching circuit unit causes the first switching state. By making the end point crossing controller detect the train related to the ascending end point, and when the arrival of the train to the descending start point of the ascending start point and the descending start point precedes First, by causing the switching circuit unit to take the first switching state, the end point crossing controller performs the train detection related to the up end point, and the train travels to the up end point before A switching control unit that causes the train detection according to the downlink end point to the end point for crossing control element by assume the second switching state the switching circuit portion,
Based on the determination result of the train direction determination means and the detection result of the crossing controller for the end point, a signal corresponding to the train line in the fault mask section extending between the up stop point and the down stop point is generated. , This signal is sent to the level crossing obstacle detection device as the mask condition, and when the train arrives at the uphill starting point as a level crossing alarm stop condition for the level crossing control device to stop the level crossing alarm, the stop Excluding the train detection result related to the descending end point by the point crossing controller, only the train detection result related to the up end point by the end point crossing controller is sent to the level crossing control device, and When the arrival of the train at the starting point is preceded, the train detection result related to the ascending end point by the end point crossing controller is excluded, and the end point crossing controller Ri crossing control switching device, characterized in that the train detection result only of the end point is provided and an output forming part for sending to the crossing controller.

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