JP2017202716A - Railway crossing control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique which guarantees a track on which a vehicle can safely travel relative to a train which enters a railroad cross.SOLUTION: A suppression drive device 120 comprises: a road surface plate 121; and a shaft part 122. The road surface plate 121 is arranged to be substantially flush with a surface of a road 89. When a load of tires 99 is applied to the road surface plate 121 with a locked state of a lock device 130 released, a vehicle entry side of the road surface plate 121 lowers by a prescribed amount with the shaft part 122 as a rotation shaft. As a result, tires 99 fit in a recess space formed by the lowering, so that the vehicle can be kept from proceeding to a roadway side.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a railroad crossing control system, and more particularly, to a railroad crossing control system including a deterrent mechanism for a railroad crossing road such as an automobile.

  In the case of a railroad signal, unlike a traffic signal, a progress signal is not simply “you may go” but is given “permission permission (occupation right)” to the train. For this reason, the front section in which the progress signal is output proceeds without being obstructed by an automobile or another train. Therefore, on a level crossing (or “level crossing”), there are a crossing control device, a level crossing obstacle detection device, and a special signal light emitter as a level crossing control device, which guarantees interference exclusion.

  For example, as a railroad crossing vehicle entry blocking device, a vehicle projecting member is arranged at the vehicle passage position at the vehicle entry side entrance part of the railroad crossing so that it can protrude and retract, and it is in a projecting state when passing through the train to prevent crossing entry due to automobile creep Has been proposed (see, for example, Patent Document 1).

JP 2005-161874 A

  However, on current level crossings, there were accidents due to straight-line cars entering from the road side, side collisions, etc., and it was not always necessary to have the right to occupy the train. . On railroad crossings where obstacle detection devices are installed, it is possible to warn the train driver that a obstacle has been detected with a special signal light emitter. From this point of view, another technique was required because it was left to the job and the situation could not be determined immediately.

  This invention is made | formed in view of such a condition, Comprising: It is providing the technique which solves the said subject.

A railroad crossing control system according to the present invention includes a road surface plate that is installed to be substantially flush with the ground at a railroad crossing entrance, a lock device that restricts the downward movement of the road surface plate, and the lock device according to the progress of a train. And a lock control device that detects an operation state.
Further, the road surface plate may be lowered when a predetermined weight is applied when there is no restriction on the lowering operation by the locking device.
Further, the road surface plate may be rotated about a predetermined rotation axis and lowered.
A first sensor provided at the rear of the road surface plate in the crossing approach direction; and a second sensor provided at the front of the road surface plate in the crossing approach direction; The train stop control may be performed based on the detection information of the first sensor, the detection information of the second sensor, and the operation state of the lock device.

  ADVANTAGE OF THE INVENTION According to this invention, the technique which ensures the train traveling path for a train to drive | work safely with respect to the train which ensured the course is realizable.

It is a figure which shows the outline | summary of the level crossing control system based on 1st Embodiment. It is a figure which shows the suppression mechanism based on 1st Embodiment. It is a figure which shows the suppression mechanism based on 1st Embodiment. It is a figure which shows the suppression mechanism based on 1st Embodiment. It is a flowchart which shows the process which stops a train in front of a level crossing based on 1st Embodiment. It is a flowchart which shows the stop process of the train using a sensor based on 1st Embodiment. It is a figure which shows the suppression mechanism of the modification based on 1st Embodiment. It is a figure which shows the suppression mechanism of the modification based on 1st Embodiment. It is a figure which shows the suppression mechanism of the modification based on 1st Embodiment. It is a figure which shows the level crossing control system based on 2nd Embodiment. It is a figure which shows the relationship between the suppression mechanism and the tire of a motor vehicle based on 2nd Embodiment.

  Next, modes for carrying out the present invention (hereinafter, simply referred to as “embodiments”) will be specifically described with reference to the drawings. Introduce a flap-type approach prevention device (determination mechanism) on the road side of a railroad crossing.

<First Embodiment>
FIG. 1 is a diagram showing a level crossing control system 101 according to the present embodiment. A crossing control system 101 is provided at a portion where the road 89 and the track 82 (railway) intersect, that is, at the crossing road 85. The railroad crossing control system 101 introduces a train traveling position detection function, authentication based on a closed loop with a ground device, and a flap type approach prevention device on the road side of the railroad crossing to ensure the safety of the railway and traffic. Hereinafter, the flap type intrusion prevention device (suppression mechanism 110) will be mainly described.

  The level crossing control system 101 includes a crossing device 80, a level crossing alarm 146, an obstacle detection device 147, a special signal light emitter 148, a level crossing action reaction light 149, etc. A railroad crossing control device 145 is provided. Furthermore, the crossing control system 101 includes a deterrence mechanism 110 that is characteristic in the present embodiment and a deterrence mechanism control device 140 that is a control device thereof, and is comprehensively controlled by the crossing control device 145.

  The deterrent mechanism 110 is a flap-type entry prevention device, and is installed at a position immediately before the blocking device 80 at the entrance portion to the railroad crossing 85 to prevent inappropriate entry of the automobile 90. In conjunction with the operation of the blocking device 80 and the like, for example, when the blocking device 80 blocks the road, the locking mechanism of the flap type intrusion prevention device (the locking device 130 in FIGS. 2 to 4) is released and the flap (road surface) The plate 121) is lowered, and the movement of the tire 99 (see FIG. 4) such as the automobile 90 is suppressed at the lowered portion.

  2 to 4 are diagrams showing the structure of the deterrent mechanism 110, and particularly show a state where it is buried in the road 89. FIG. 2 shows a state in which the suppression mechanism 110 is locked. FIG. 3 shows a state in which the deterrent mechanism 110 is unlocked. FIG. 4 shows a state in which the tire 99 (automobile 90) is put on the road surface plate 121 of the suppression mechanism 110 and the road surface plate 121 is lowered.

  The suppression mechanism 110 includes a suppression drive device 120, a lock device 130, a first sensor 151, and a second sensor 152.

  The suppression drive device 120 includes a road surface plate 121 and a shaft portion 122. The road surface plate 121 is formed of a metal plate, for example, and is disposed so as to be substantially flush with the surface of the road 89. A shaft portion 122 is attached to the front lower surface side of the road surface plate 121 and is rotatable about the shaft portion 122. A weight 129 is attached to a crossing side end portion of the road surface plate 121.

  A lock device 130 is provided on the lower surface of the road surface plate 121 opposite to the shaft portion 122. As shown in FIG. 2, in the locked state, the lock device 130 is positioned on the lower surface of the road surface plate 121 and supports the road surface plate 121 so as not to descend.

  As shown in FIG. 3, the weight 129 prevents the vehicle entry side of the road surface plate 121 from being lowered when the lock device 130 moves to the vehicle entry side and is unlocked.

  As shown in FIG. 4, when the load of the tire 99 or the like is applied to the road surface plate 121 in a state in which the lock device 130 is unlocked, the vehicle entrance side of the road surface plate 121 is located around the shaft portion 122 as the rotation axis. Decreases by a certain amount. As a result, the tire 99 fits into the recessed space formed by the descent, and the automobile 90 is prevented from traveling to the track side. Here, when a load of a predetermined weight or more is applied on the road surface plate 121, the side opposite to the shaft portion 122 of the road surface plate 121 descends.

  A first sensor 151 and a second sensor 152 are installed before and after the road surface plate 121, and detect whether or not an object such as an automobile exists on them. The suppression mechanism control device 140 determines in more detail the approach status of the automobile 90 or the like to the railroad crossing 85 based on the detection results of the first sensor 151 and the second sensor 152 and the operation status of the suppression mechanism 110.

The operation of the railroad crossing control system 101 having the above configuration will be described with reference to FIGS. FIG. 5 is a flowchart showing the process of stopping the train before the railroad crossing 85. Here, a simple process that does not use the detection results of the first sensor 151 and the second sensor 152 will be described. The basic idea of processing is as follows.
(1) Guarantee a road that can travel safely with respect to a train entering the railroad crossing 85.
(2) The system health is monitored by a closed loop.
(3) Since the deterrent mechanism 110 has a flap-type structure, the automobile 90 or the like left in the crossing can escape out of the crossing.
(4) If the system is unhealthy, perform emergency stop control on the train.
(5) When the system fails, train emergency stop control is performed.

  First, during traveling, the train detects its current position by measuring its own distance (S10), and determines whether or not it has passed the crossing control point (S12). Until passing through the crossing control point (N in S12), the process related to the crossing control is not particularly executed, and the self-position detection process is continued (S10).

  When the railroad crossing control point is passed (Y in S12), the railroad crossing control device 145 executes the crossing control of the blocking device 80 and the like (S14), and also executes the inhibition band control of the inhibition mechanism 110 by the inhibition mechanism control device 140 (S16). ). The level crossing control device 145 confirms whether or not the level crossing control of the blocking device 80 or the like and the inhibition control by the inhibition mechanism 110 are normal operations (S18).

  When the suppression control is normal operation (N in S18), the crossing control device 145 determines that the travel path has been secured (S20). That is, when the closed loop control is completed, that is, it is in a normal state, the fact is notified to the train, and when the train passes through the railroad crossing 85, the railroad crossing control processing is completed, and the lock locking processing and blocking device 80 An upper process is performed (S22).

  If the control is not completed (abnormal) or no response is received (Y in S18), the closed loop control is not secured (S24), the train performs stop control, and stops before the railroad crossing 85 (S26). .

  Next, referring to FIG. 6, a flow for executing a train stop process using detection results of the first sensor 151 and the second sensor 152 will be described.

  While traveling, the train detects its current position by its own distance measurement (S110), and determines whether or not it has passed the crossing control point (S112). Until passing through the level crossing control point (N in S112), the process related to the level crossing control is not particularly executed, and the self-position detection process is continued (S110).

  When the crossing control point is passed (Y in S112), the crossing control device 145 executes the crossing control of the blocking device 80 and the like (S114) and also executes the inhibition band control of the inhibition mechanism 110 by the inhibition mechanism control device 140 (S116). ). The level crossing control device 145 confirms whether or not the level crossing control of the blocking device 80 or the like and the suppression control by the suppression mechanism 110 are normal operations (S118).

  If the control is not completed (abnormal) or no response is received (Y in S118), the closed-loop control is not secured (S120), the train performs stop control, and stops before the railroad crossing 85 (S122). .

  When the suppression control is normal operation (N in S118), the crossing control device 145 determines that the travel path has been secured (S124). Subsequently, the suppression mechanism control device 140 determines whether or not the automobile 90 is detected based on the detection result of the first sensor 151 (S126).

  If the vehicle 90 is not detected by the first sensor 151 in a state where the travel path has been secured (N in S126), the railroad crossing control system 101 determines that the train on the railroad crossing 85 is passing (S128). When the train does not pass (N in S128), the detection determination of the automobile 90 by the first sensor 151 is continued (S126).

  When the train passes through the railroad crossing 85 (Y in S128), the railroad crossing control process is completed as the completion of the railroad crossing, and the lock locking process and the elevation process of the blocking device 80 are performed (S130).

  When the vehicle 90 is detected by the first sensor 151 (Y in S126) in a state where the travel route has been secured, the railroad crossing control device 145 uses a special signal light emitter 148 or the like to alert the train. The alert is issued to alert (S132).

  After calling attention, the suppression mechanism control device 140 determines whether the automobile 90 is detected on the level crossing side from the road surface plate 121 based on the detection result of the second sensor 152 (S134).

  When the automobile 90 is not detected on the level crossing side from the road surface plate 121 (N in S134), the detection determination of the automobile 90 by the first sensor 151 is continued (S126).

  When the vehicle 90 is detected on the railroad crossing side from the road surface plate 121 (Y of S134), that is, when the deterrence mechanism 110 cannot deter the vehicle 90 from entering, the train performs stop control, and before the railroad crossing 85. Stop (S122).

  The modification of the above-mentioned suppression mechanism 110 is shown. 7 to 9 are views showing the structure of the deterrence mechanism 210 according to the modification, and particularly show a state where it is buried in the road 89. FIG. 7 shows a state where the suppression mechanism 210 is locked. FIG. 8 shows a state in which the inhibition mechanism 210 is unlocked. FIG. 9 shows a state in which the tire 99 (the automobile 90) is put on the road surface plate 221 of the suppression mechanism 210 and the road surface plate 221 is lowered.

  The suppression mechanism 210 includes a suppression drive device 220, a lock device 230, a first sensor 251 and a second sensor 252, and has a bilaterally symmetric structure with the above-described suppression mechanism 110 except for the sensor.

  In other words, the shaft portion 222 is attached to the rear lower surface side of the road surface plate 221 so as to be rotatable around the shaft portion 222. A weight 229 is attached to the rear side end of the road surface plate 221. The railroad crossing control operation is the same as that described above, and a description thereof is omitted.

  As described above, according to the present embodiment, it is possible to ensure a traveling path that can safely travel with respect to a train entering the railroad crossing 85. In other words, the soundness of the system can be monitored by a closed loop, and the traveling path can be reliably ensured. Moreover, since the suppression mechanisms 110 and 210 have a flap-type structure, even if the automobile 90 is left in the railroad crossing, it can escape out of the railroad crossing. In addition, when the system is unhealthy or the system is faulty, emergency stop control of the train can be performed.

<Second Embodiment>
FIG. 10 is a diagram illustrating a configuration of a level crossing control system 301 according to the present embodiment. The level crossing control system 301 is provided with a stop member that protrudes from the level position (standby position) of the road 89 in conjunction with a circuit breaker or the like as the suppression mechanism 310. As such a stop member, as shown by a broken line in the figure, it is installed so as to cross 90 degrees with respect to the traveling direction of the automobile, that is, parallel to the track 82.

  The deterrent mechanism 310 of this embodiment is installed diagonally, and the boundary side of the road 89 is shifted toward the railroad crossing 85. FIG. 11 shows the relationship between the suppression mechanism 310 and the tire 99. As shown in FIG. 11A, when the tire 99 comes into contact with the deterrent mechanism 310 that protrudes from the road 89, the tire 99 stops if the forward force is small. Even if the momentum is large, as shown in FIG. 11B, the tire 99 changes its direction in the installation direction of the deterring mechanism 310, that is, in an oblique direction. Conventionally, since the tire 99 and the deterrent mechanism (stop member) hit each other vertically, the tire 99 gets over and goes straight into the railroad crossing 85 when the momentum exceeds a certain momentum. However, in this embodiment, since the suppression mechanism 310 (stop member) is inclined, the direction of the tire 99 is easily changed, that is, the traveling direction of the automobile 90 is easily changed. As a result, even if the automobile 90 has a strong momentum, the automobile 90 advances to the side of the road 89, and if a shock absorber or the like is installed at the place, even if an accident occurs, a serious accident can occur. Can be avoided.

  The present invention has been described based on the embodiments. This embodiment is an exemplification, and it is understood by those skilled in the art that various modifications are possible for the combination of each of those components, and such modifications are also within the scope of the present invention.

80 Blocking device 82 Railroad track 85 Railroad crossing 89 Road 90 Car 99 Tire 101, 301 Railroad crossing control system 110, 210, 310 Control mechanism 120, 220 Control device 121, 221 Road surface plate 122, 222 Shaft 129, 229 Weight 130, 230 Locking device 140 Suppression mechanism control device 145 Crossing control device 146 Crossing warning device 147 Obstacle detection device 148 Special signal light emitter 149 Crossing operation reaction light 151, 251 First sensor 152, 252 Second sensor

Claims (4)

A road surface plate installed on the ground at the level crossing entrance so as to be substantially flush with the ground;
A locking device that restricts the downward movement of the road surface plate;
While controlling the lock device according to the progress of the train, a lock control device for detecting the operation state,
A railroad crossing control system comprising:   2. The crossing control system according to claim 1, wherein the road surface plate is lowered when a predetermined weight is applied when the lowering operation by the locking device is not limited.   The railroad crossing control system according to claim 1 or 2, wherein the road surface plate pivots about a predetermined rotation axis and descends. A first sensor provided at the rear of the road surface plate in the crossing approach direction;
A second sensor provided in front of a crossing approach direction of the road surface plate;
With
The lock control device performs stop control of a train based on detection information of the first sensor, detection information of the second sensor, and an operation state of the lock device. The level crossing control system according to any one of 3 to 3.

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