JP2015147444A - Railroad crossing backup unit and railroad crossing backup system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad crossing backup unit backing up train detection of railroad crossing alarm by intermittent control system at low cost.SOLUTION: An insulating joint 30 is provided to one rail R1 in a position away from a railroad cross 10 for predetermined distance L2. A railroad crossing backup unit 40 transmits an approach sensing signal f1 to an alarm starting point P1 side from the insulating joint 30, and transmits an advance sensing signal f2 to an alarm stop point P2 side. Approach and advance of a train to the railroad cross 10 are determined by receiving these sensing signals from another rail R2. The approach sensing signal f1 and the advance sensing signal f2 are signals that were provided by SSB modulation (suppressed carrier single-sideband frequency modulation) of a carrier wave of low frequency with carrier frequency f0 of not more than 200 Hz using PN code different each other.

Description

  The present invention relates to a railroad crossing backup device that backs up train detection of a railroad crossing alarm by a point control method.

  A railroad crossing road is provided with a railroad crossing safety device including a railroad crossing alarm, a railroad crossing breaker, and a railroad crossing control device for controlling these operations. There are two types of detection methods for a train approaching a railroad crossing: a continuous closed circuit method and a point control method. The continuous closed circuit system is a system in which a track circuit is installed in the entire level crossing warning section and trains in the section are continuously detected. In the point control method, train detectors such as level crossing controllers are installed at the alarm start point and alarm end point, and the approach / exit (passage) of the train to the level crossing alarm section is detected by check-in / check-out. Yes (see, for example, Patent Document 1).

JP 2012-96705 A

  The railroad crossing controller, which is a point-controlled train detector, detects the train by the train wheels short-circuiting the rail, which may cause short-circuit failure due to rust or fallen leaves on the rail top surface. There is sex. A crossing backup device may be provided to back up train detection when a short circuit failure occurs.

  As a railroad crossing backup device, mainly, an ATS ground unit that receives an ATS signal from an ATS onboard device mounted on a train is installed at the alarm start point, and an axle (wheel axle) is installed at the alarm end point. There is a method of installing an axle detector that detects passage, and any method is not based on rail short-circuiting. However, since these methods do not have fail-safe properties, they are used only as a backup.

  Further, these crossing backup devices (ATS ground unit and axle detector) need to be connected to the crossing control device with a signal cable for signal transmission. Usually, the distance from the alarm start point to the railroad crossing is a long distance of about 1 to 2 km, and it is a considerable distance including the distance from the railroad crossing road to the alarm stop point. There is a corresponding cost. In addition, since there are many railroad crossings and it is necessary to provide a railroad crossing backup device for all of them, the cost required for laying and maintaining the signal cable is great for a railway company. Since the railroad crossing backup device is a backup to the last, there is a demand to realize it without cost as much as possible.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to realize a railroad crossing backup device that backs up train detection of a railroad crossing alarm by a point control method at low cost.

The first invention for solving the above-described problems is
A railroad crossing backup device that backs up the train detection at the alarm start point and alarm end point of the railroad crossing alarm by the point control method,
An insulation seam is provided only on one rail at a predetermined distance from the railroad crossing to the warning end point side,
An approach detection transmitting means for transmitting an approach detection signal to the railroad crossing side of the one rail across the insulation seam;
An advancing detection transmitting means for transmitting an advancing detection signal to the side opposite to the railroad crossing of the one rail across the insulation seam;
An approach detection receiving means for receiving the approach detection signal from the other rail not provided with the insulation seam;
An advance detection receiving means for receiving the advance detection signal from the other rail;
Based on the reception status of the approach detection signal by the approach detection receiving means, an approach determination means for determining approach of the train to the railroad crossing,
An advancing determination means for determining the advancing of the train from the railroad crossing based on the receiving situation of the advancing detection signal by the advancing detection receiving means and the receiving situation of the advancing detection signal by the advancing detection receiving means; ,
Is a railroad crossing backup device.

  According to the first aspect of the present invention, the railroad crossing backup device transmits an approach detection signal to the railroad crossing side of the one rail across the insulation joint provided on the rail, and sends an advance detection signal to the opposite side of the railroad crossing. Send. Then, based on the reception status of the approach detection signal and the advance detection signal from the other rail, it is determined whether the train is approaching and entering the railroad crossing. It is provided at a position away from the alarm end point by a predetermined distance. Thereby, the approach of the train to the railroad crossing is determined by receiving the approach detection signal from the other rail, and the train advances from the railroad crossing by receiving the advance detection signal from the other rail and receiving the approach detection signal. Can be determined. Therefore, the approach detection transmission means, the advance detection transmission means, the approach detection reception means, and the advance detection reception means all transmit and receive signals to the rail near the insulation joint. These can be collected in one place. For this reason, it is not necessary to disperse the alarm start point and the alarm end point, and the amount of signal cables installed can be greatly reduced. In addition, the railroad crossing backup device according to the first aspect of the invention is effective as a backup of train detection by the point control method because it can continuously detect from approach to advancement of a railroad crossing.

Moreover, as 2nd invention, it is the crossing backup device of 1st invention,
The approach detection transmitting means transmits a signal for transmitting a first periodic code as the approach detection signal, with a carrier frequency of 200 Hz or less and 50 Hz or more,
The advancing detection transmitting means transmits a signal that transmits a second periodic code different from the first periodic code as the advancing detecting signal, with a carrier frequency of 200 Hz or lower and 50 Hz or higher.
A crossing backup device may be configured.

  According to the second aspect of the invention, the approach detection signal and the advance detection signal are signals for transmitting different periodic codes having a carrier frequency of 200 Hz or less. That is, the alarm start point and the alarm end point are usually determined at a position that is a considerable distance away from the railroad crossing, but the approach detection signal and the advance detection signal are low frequency signals with a carrier frequency of 200 Hz or less. Therefore, long distance transmission is possible. Further, since the approach detection signal and the advance detection signal are signals that transmit different periodic codes, respectively, even if there is interference, it is possible to distinguish which detection signal is received from the other rail.

Furthermore, as a third invention,
A railroad crossing backup device according to the first or second invention;
An insulating seam provided only on one rail at a predetermined distance from the railroad crossing to the alarm end point;
A railroad crossing backup system including the above may be configured.

Schematic diagram of a crossing backup device. The internal block diagram of a level crossing backup apparatus.

  FIG. 1 is a schematic diagram of a crossing backup device 40 according to this embodiment. The railroad crossing backup device 40 according to the present embodiment is intended for a railroad crossing 10 in which a railroad circuit is not installed between stations in a quiet area in a rural area and the railroad crossing control is basically performed by train detection using a point control method. Used as a backup for detection.

  The level crossing 10 is provided with a level crossing alarm 12 and a level crossing breaker 14, and a level crossing alarm control device 20 for controlling these operations. In order to perform point control type train detection, a railroad crossing controller 16 is provided at the alarm start point P1 on the approaching side of the train that is separated from the railroad crossing 10 by a predetermined distance L1. An open circuit type railroad crossing controller 18 is provided at the alarm stop point P2 on the advancing side of the train that is a predetermined distance away from the train 10.

  When the train approaches the railroad crossing 10 and enters the warning zone, the railroad crossing controller 16 detects the passage of the train and outputs a train detection signal to the railroad crossing warning control device 20. When a train detection signal is input from the crossing controller 16, the crossing warning control device 20 starts ringing of the crossing warning device 12 and drives the crossing barrier 14 to lower the barrier bar. Next, when the train advances into the warning section, the level crossing controller 18 detects the passage of the train and outputs a train detection signal to the level crossing warning control device 20. When a train detection signal is input from the level crossing controller 18, the level crossing warning control device 20 stops ringing of the level crossing alarm 12 and drives the level crossing breaker 14 to raise the barrier bar.

  However, in the train detection using the railroad crossing controllers 16 and 18, there may be a detection failure due to a contact failure between wheels and rails, a failure of the railroad crossing controllers 16 and 18, or the like. The railroad crossing backup device 40 according to the present embodiment is provided to back up the train detection, detects the approach and advancement (passage) of the train to the railroad crossing 10, and outputs the detection result to the railroad crossing alarm control device 20. Therefore, the level crossing alarm control device 20 basically controls the level crossing alarm 12 and the level crossing breaker 14 on the basis of signals from the level crossing controllers 16 and 18, but supplementarily from the level crossing backup device 40. This signal is also used. As a usage form, for example, the crossing alarm 12 and the crossing breaker 14 may be controlled using the OR condition of the signals from the crossing controllers 16 and 18 and the signal from the crossing backup device 40. Then, it is possible to switch to control based on a signal from the crossing backup device 40 by inputting a failure signal or the like from the crossing controllers 16 and 18.

  On the track R, the insulation seam 30 is provided only on one rail at a position separated from the railroad crossing 10 by the predetermined distance L2 toward the alarm end point P2. The railroad crossing backup device 40 is installed in the vicinity of the insulation joint 30. Further, the railroad crossing backup device 40 and the insulation joint 30 constitute a railroad crossing backup system. The predetermined distance L2 may be, for example, not less than the maximum train growth (that is, the train length) of the train traveling on the route, but may be a shorter distance.

  As shown in FIG. 2, the railroad crossing backup device 40 transmits an approach detection signal f1 from the insulation joint 30 of one rail R1 to the alarm start point P1 side, and an advance detection signal f2 from the insulation joint 30 to the alarm end point P2 side. Send. Then, the approach detection signal f1 and the advance detection signal f2 (hereinafter collectively referred to as "detection signal") are received from the other rail R2, thereby detecting the approach and advance (passing) of the train.

  When there is no train at least in the warning section, the rail is not short-circuited, and thus the crossing backup device 40 does not receive any detection signal. When the train approaches the railroad crossing 10, the rail is short-circuited by the train axle on the alarm start point P1 side of the insulation joint 30, and the approach detection signal f1 flowing in one rail flows in the other rail, and the railroad crossing backup device 40 receives the approach detection signal f1. At this time, since the rail is not short-circuited on the alarm end point side of the insulation joint 30, the crossing backup device 40 does not receive the advance detection signal f2. The crossing backup device 40 detects the approach of the train by receiving the approach detection signal f1.

  Subsequently, when the train travels and exceeds the insulation joint 30 (specifically, the leading axle exceeds the insulation joint 30), the rail is short-circuited by the train axle at the alarm end point P2 side of the insulation joint 30; The advance detection signal f2 flowing in one rail R1 flows in the other rail R2, and the level crossing backup device 40 receives the advance detection signal f2.

  When the train further travels and completely exceeds the insulation joint 30 (specifically, when the last wheel of the last vehicle passes the insulation joint 30), the crossing backup device 40 receives the approach detection signal received. f1 cannot be received. In other words, the railroad crossing backup device 40 continues to detect the approach detection signal f1 until the train completely enters the inside of the insulation joint 30 (specifically, until the last axle crosses the insulation joint 30). Is receiving. The railroad crossing backup device 40 detects advancement (passing) from the railroad crossing 10 by receiving the advance detection signal f2 and the reception interruption of the approach detection signal f1.

  The detection signals (the approach detection signal f1 and the advance detection signal f2) are generated by modulating a carrier wave having a predetermined frequency f0 with a PN (Pseudo Noise) code which is a periodic (cyclic) code. Signal.

  The distance from the railroad crossing 10 to the warning start point P1 is mainly determined based on the maximum speed and the maximum deceleration of the train, and is usually a distance of about 2 km at the maximum. The approach detection signal f1 is transmitted from the vicinity of the insulation joint 30 to one rail R1, reaches the alarm start point P1, transmits the other rail R2 by a short circuit between the left and right rails, and again near the insulation joint 30 ( More precisely, it is necessary to return to the vicinity of the position of the rail R2 facing the insulating joint 30 of the rail R1. That is, it is necessary to transmit a distance of about 4 km at the maximum. For this reason, the carrier wave is desirably a low-frequency signal suitable for long-distance transmission, and specifically, a signal having a frequency f0 of “50 Hz or more and 200 Hz or less” is preferably used.

  Further, the crossing backup device 40 needs to distinguish and receive the approach detection signal f1 and the advance detection signal f2. For this reason, the PN code (first period code) for approach detection used for the approach detection signal f1 and the PN code (second period code) for advance detection used for the advance detection signal f2 have different code sequences. Used. In addition, these PN codes are code sequences having a code number of several bits in consideration of propagation time and determination accuracy of code match at the time of reception.

  As a modulation method, a suppressed carrier single sideband (SSB-SC: Single Sideband Suppressed Carrier; hereinafter simply referred to as “SSB”), which is a kind of amplitude modulation and can be transmitted with low power, is used.

  According to FIG. 2, the crossing backup device 40 includes a carrier generation unit 42, a PN code generation unit 44, an SSB modulation unit 46, a transmission unit 48, a reception unit 50, an SSB demodulation unit 52, and a PN code determination. Unit 54 and a train detection unit 56.

  The carrier wave generation unit 42 includes an oscillation circuit and generates a carrier wave having a predetermined carrier frequency f0.

  The PN code generation unit 44 generates an approach detection PN code and an advance detection PN code having different code sequences.

  The SSB modulation unit 46 performs SSB modulation on the carrier wave generated by the carrier wave generation unit 42 using the PN code for proximity detection generated by the PN code generation unit 44 and the PN code for advance detection, respectively. An approach detection signal f1 and an advance detection signal f2 are generated.

  The transmission unit 48 adjusts the detection signal generated by the SSB modulation unit 46 to an appropriate signal level and outputs it to one rail R1. That is, the approach detection signal f1 is transmitted from the transmission point on the alarm start point P1 side of the insulation joint 30 to one rail R1, and the advance detection signal f2 is transmitted from the transmission point on the alarm end point P2 side of the insulation joint 30 to one of the rails R1. Transmit to rail R1.

  The receiving unit 50 receives a signal flowing in the other rail R2.

  The SSB demodulator 52 demodulates the signal received by the receiver 50 using the carrier wave generated by the carrier wave generator 42. That is, when a detection signal flows through the other rail R2 due to a short circuit between the rails of the train axle, the demodulated data (received data) includes a PN code.

  The PN code determining unit 54 correlates the data (received data) demodulated by the SSB demodulating unit 52, the PN code for proximity detection generated by the PN code generating unit 44, and the PN code for advance detection. By calculating, the PN code included in the received data is determined. That is, a correlation operation with received data is performed while shifting the detection PN code bit by bit, and when the correlation value is equal to or greater than a predetermined value, it is determined that the detection data includes the detection PN code. . Two sets of SSB demodulator 52 and PN code determination unit 54 are prepared as channels, and the correlation calculation for the proximity detection PN code and the correlation calculation for the advance detection PN code can be executed in parallel. May be.

  The train detection unit 56 determines the approach and advance of the train to the railroad crossing 10 based on the determination result by the PN code determination unit 54, and outputs the determination result to the railroad crossing warning control device 20. That is, when no received PN code is included in the received data, it is determined that there is no train. If the received data includes a PN code for approach detection, it is determined that the train is approaching the railroad crossing 10, and no PN code for proximity detection is included, and the PN code for advance detection Is included, it is determined that the train has advanced from the railroad crossing 10.

  Thus, the railroad crossing backup device 40 of the present embodiment is intended for the railroad crossing 10 where the point control type railroad crossing control is performed, and is used as a backup for train detection. That is, one rail R1 of the track R is provided with the insulation joint 30 at a predetermined distance L2 from the railroad crossing 10 to the alarm end point P2. The railroad crossing backup device 40 transmits an approach detection signal f1 from the insulation joint 30 of one rail R1 to the alarm start point P1 side and transmits an advance detection signal f2 to the alarm end point P2 side. And the approach and advance of the train to the railroad crossing 10 are determined by receiving these detection signals from the other rail R2. That is, since the railroad crossing backup device 40 can detect the approach of the train to the railroad crossing 10 and the detection of the train advancement from the railroad crossing 10 at one place near the insulating joint 30, the alarm start is started as in the conventional case. It is not necessary to lay signal cables at each of the points and the alarm end points, and a significant cost reduction can be realized.

  Further, the approach detection signal f1 and the advance detection signal f2 are generated by performing SSB modulation (suppressed carrier single sideband modulation) on a low-frequency carrier having a carrier frequency f0 of 200 Hz or less using different PN codes. Signal. Thereby, long distance transmission and low power transmission of about 4 km at the maximum are possible, and both can be received separately.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention.

(A) Transmission / Reception Level Adjustment of Detection Signal The alarm start point of the level crossing backup device 40 is the maximum distance at which a short circuit can be detected by wheels. By adjusting one or both of the transmission level and the reception level of the detection signal, the alarm start point of the level crossing backup device 40 can be prevented from being far from the alarm start point P1 of the level crossing.

10 level crossing road 12 level crossing alarm, 14 level crossing breaker, 16, 18 level crossing controller 20 level crossing alarm control device 30 insulation joint 40 level crossing backup device 42 carrier generation unit, 44 PN code generation unit, 46 SSB modulation unit, 48 transmission unit 50 receiving unit, 52 SSB demodulating unit, 54 PN code determining unit, 56 train detecting unit R track, R1, R2 rail P1 alarm start point, P2 alarm end point

The first invention for solving the above-described problems is
A railroad crossing backup device that backs up the train detection at the alarm start point and alarm end point of the railroad crossing alarm by the point control method,
An insulation seam is provided only on one rail at a predetermined distance from the railroad crossing to the warning end point side,
An approach detection transmitting means for transmitting an approach detection signal to the railroad crossing side of the one rail across the insulation seam;
An advancing detection transmitting means for transmitting an advancing detection signal to the side opposite to the railroad crossing of the one rail across the insulation seam;
An approach detection receiving means for receiving the approach detection signal from the other rail not provided with the insulation seam;
An advance detection receiving means for receiving the advance detection signal from the other rail;
Based on the reception status of the approach detection signal by the approach detection receiving means, an approach determination means for determining approach of the train to the railroad crossing,
Advancing determination means for determining whether a train has advanced from the railroad crossing based on a reception situation of the approach detection signal by the proximity detection receiving means and a reception situation of the advance detection signal by the advance detection receiving means; ,
Is a railroad crossing backup device.

Claims (3)

A railroad crossing backup device that backs up the train detection at the alarm start point and alarm end point of the railroad crossing alarm by the point control method,
An insulation seam is provided only on one rail at a predetermined distance from the railroad crossing to the warning end point side,
An approach detection transmitting means for transmitting an approach detection signal to the railroad crossing side of the one rail across the insulation seam;
An advancing detection transmitting means for transmitting an advancing detection signal to the side opposite to the railroad crossing of the one rail across the insulation seam;
An approach detection receiving means for receiving the approach detection signal from the other rail not provided with the insulation seam;
An advance detection receiving means for receiving the advance detection signal from the other rail;
Based on the reception status of the approach detection signal by the approach detection receiving means, an approach determination means for determining approach of the train to the railroad crossing,
Based on the reception status of the advance detection signal by the advance detection receiving means, and the reception status of the advance detection signal by the advance detection receiving means, an advance determination means for determining the advance of the train from the railroad crossing,
Crossing backup device equipped with. The approach detection transmitting means transmits a signal for transmitting a first periodic code as the approach detection signal, with a carrier frequency of 200 Hz or less and 50 Hz or more,
The advancing detection transmitting means transmits a signal that transmits a second periodic code different from the first periodic code as the advancing detecting signal, with a carrier frequency of 200 Hz or lower and 50 Hz or higher.
The crossing backup device according to claim 1. A railroad crossing backup device according to claim 1 or 2,
An insulating seam provided only on one rail at a predetermined distance from the railroad crossing to the alarm end point;
Railroad crossing backup system equipped with.

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