JP3444465B2 - Railroad crossing control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railroad crossing control device.

[0002]

2. Description of the Related Art A conventional railroad crossing control device is described in "Electrical Overview for Railway Engineers, Signal Series No. 8, Railroad Crossing Safety Device" (published by Japan Railway Electrical Engineering Association), pp. 94-10.
It is described on page 4. The railroad crossing control device includes a railroad crossing warning section, a railroad crossing controller, and a control circuit. The railroad crossing warning section is usually configured to include a plurality of closed sections, and has a warning start point and a warning end point. The alarm start point is
It is provided in one of the closed sections that are located behind the path of the crossing closed section in which the crossing is provided, among the plurality of closed sections. The warning start point is provided at a distance from the railroad crossing that corresponds to the traveling distance when the vehicle travels at the allowable speed for the railroad crossing warning time. The warning end point is provided in front of the route of the railroad crossing in the railroad crossing block section. A railroad crossing controller that detects that the vehicle has entered the railroad crossing warning section and outputs a first detection signal is provided at the warning start point. At the alarm end point, a level crossing controller that detects that the vehicle has passed the level crossing warning section and outputs a second detection signal is provided. The control circuit outputs a leveling warning signal to each passing vehicle based on the first detection signal and stops the leveling warning signal based on the second detection signal. Therefore, when a plurality of vehicles are in the railroad crossing warning section at the same time, the control circuit outputs a railroad crossing warning signal from the time the first vehicle enters the railroad crossing warning section until the last vehicle moves out of the railroad crossing warning section. To do.

Further, the vehicles are generally controlled by an automatic train stop device (ATS device) or the like so that no two vehicles enter the same block section. Therefore, if the closed section one ahead of the crossing closed section is a station section that includes a station, the vehicle subject to the level crossing control will continue until the preceding vehicle leaves the station and advances to the station section. You cannot enter the station section and must stop before the boundary between the station section and the railroad crossing block section. When a preceding vehicle advances into the station section, the vehicle can enter the station section. When the vehicle is in the crossing block section, the following vehicle must stop in the block section before the crossing block section. When the vehicle advances into the crossing block section, the following vehicle can enter the crossing block section. As a result, the level crossing warning time for the following vehicles becomes unnecessarily long, and the level crossing is left open during the morning and evening commuting hours, causing traffic congestion.

Further, after waiting for the vehicle to advance the crossing block section after passing the warning end point and for the vehicle to advance the crossing block section, the following vehicle enters the crossing block section. In some cases, the time taken to reach the railroad crossing is longer than the railroad crossing warning time to be given to the following vehicle.

Furthermore, if the following vehicle enters the railroad crossing warning section immediately after the vehicle crosses the railroad crossing warning section, the railroad crossing breaker will be lowered while the railroad crossing gate is being raised. There is no point in raising it.

[0006]

One object of the present invention is to take into consideration the operation status of the preceding vehicle, to secure an appropriate leveling warning time for the following vehicle, and to increase the leveling door opening time. It is to provide a control device.

Another object of the present invention is to provide a railroad crossing control device capable of ensuring the safety of the railroad crossing for the following vehicle.

Another object of the present invention is to provide a railroad crossing control device capable of increasing the railroad crossing opening time in consideration of the shortest railroad crossing arrival predicted time of the following vehicle.

[0009]

A railroad crossing control apparatus according to the present invention comprises a railroad crossing warning section, a first vehicle detector, a second vehicle detector, a speed detector, a station section, and a control circuit. Including and The railroad crossing warning section includes a plurality of block sections, a warning start point, and a warning end point, and the block section located in front of the track is a crossing block section including crossings, and the warning start point is behind the track of the crossing block section. The warning end point is provided in one of the closed sections located in the vicinity of the crossing section, and the warning end point is provided in front of the track of the crossing in the closed section. The first vehicle detector is provided near the alarm start point, detects the vehicle passing through the alarm start point, and outputs a first detection signal. The control circuit outputs a railroad crossing warning signal when the first detection signal for the vehicle is input. The warning start point is generally provided at a distance from the railroad crossing that corresponds to the distance traveled when the vehicle runs at the allowable speed for the railroad crossing warning time. According to this configuration, the railroad crossing warning signal can be output when the vehicle enters the warning start point, and an appropriate railroad crossing warning time can be secured for the vehicle.

The second vehicle detector is provided near the alarm end point, detects the vehicle passing through the alarm end point, and
The detection signal of is output. The speed detector is provided near the warning end point, detects the speed at which the vehicle passes the warning end point, and outputs a passing speed signal. The control circuit stores the distance from the warning end point to the closed boundary in front of the route and the leveling warning time to be given to the following vehicle.
When the detection signal is input, the predicted passage time until the vehicle passes the block boundary is obtained from the passage speed signal and the distance. In actual vehicle control, it is not allowed for two vehicles to enter the one block section at the same time, so that the following vehicle cannot enter the crossing block section when the vehicle is in the crossing block section, and thus the following vehicle cannot cross the crossing block section. You must stop in the closed section behind the track. The following vehicle is allowed to enter the crossing block section when the vehicle crosses the blockage boundary of the crossing block section and the traffic signal of the crossing block section is updated from “red” to “yellow”. is there. According to this configuration, when the predicted passage time of the vehicle is longer than the leveling warning time of the following vehicle, even if the leveling warning signal is stopped for the time of the difference, an appropriate leveling warning time is set for the following vehicle. It is possible to secure and increase the time required for the railroad crossing.

The station section is provided one forward of the crossing block section and includes a third vehicle detector. The third vehicle detector detects a preceding vehicle existing in the section, and the third detection is performed. Output a signal. The control circuit stores the time at the station between when the preceding vehicle enters the station section and when it exits the station section, the vehicle type identification signal of the preceding vehicle is input, and the content of the vehicle type identification signal is "the preceding vehicle is the station section". If it is a vehicle that stops at, "the first time from the input of the third detection signal to the input of the second detection signal is counted, and the remaining time between the station presence and the first time is counted. If the first addition time of the predicted passage time and the residual time is longer than the railroad crossing warning time, the railroad crossing warning signal is stopped only for the time of the difference. According to this configuration, when the preceding vehicle is in the station section, the vehicle decelerates after entering the railroad crossing warning section, and the actual passing time of the vehicle becomes longer than the predicted passage time. In addition, the passage time can be corrected by the first addition time of the estimated passage time and the residual time. Therefore, in consideration of the operation status of the preceding vehicle, it is possible to secure an appropriate leveling warning time for the following vehicle and increase the leveling door opening time.

[0012] The control circuit outputs a rear protection signal that makes the traffic light of the crossing block closed section red when the crossing alarm signal is stopped. According to this configuration, the rear protection signal is used to prevent the traffic signal from being raised again, and the following vehicle is prevented from entering the closed crossing section, so that the safety of the following vehicle can be ensured.

The control circuit continuously outputs the rear protection signal from the time the stop of the railroad crossing warning signal is released until the railroad crossing warning time elapses. According to this configuration, when the vehicle advances into the railroad crossing block section earlier than the predicted passage time, and the ATS device tries to update the traffic signal of the railroad crossing block section from “red” to “yellow”. However, it is possible to prevent the notice from being raised until the railroad crossing warning time has elapsed. For this reason, it is possible to ensure the leveling warning time for the following vehicle, and to ensure the safety of the leveling for the following vehicle.

The control circuit receives the departure signal of the preceding vehicle, stores the estimated advance time from the departure of the preceding vehicle to the departure of the station section, and outputs the departure signal from the input of the second detection signal. Count the second time until input,
When the second addition time of the time of (1) and the estimated advance time is longer than the residual time, the difference time is calculated with the residual time as the second addition time. According to this configuration, when the actual station on-line time becomes longer than the stored station on-line time due to a delay in customer treatment at the station, the residual time can be corrected by the second addition time. Therefore, it is possible to increase the time for the level crossing door in consideration of the operation status of the preceding vehicle.

The control circuit stores a predicted arrival time at which the succeeding vehicle will reach the crossing from a closed section at the rear of the crossing of the crossing closure section, and predicts a predicted passage time, a residual time, and a predicted arrival time at the crossing. If the addition time of 3 is longer than the railroad crossing warning time, the railroad crossing warning signal is stopped only for the time difference. The shortest estimated time to reach the level crossing of the following vehicle is assumed to be the maximum power running from any position in the stop pattern in the stop pattern assuming that the following vehicle will stop before the crossing block section. It is the minimum time for the following vehicle to reach the railroad crossing. According to this configuration, when the vehicle passes the warning end point, the following vehicle is obtained by obtaining the third addition time of the estimated passage time of the vehicle, the residual time, and the estimated arrival time of the shortest crossing of the following vehicle. The shortest time to reach the railroad crossing can be predicted. This makes it possible to increase the crossing door opening time in consideration of the predicted arrival time of the following vehicle at the crossing.

The control circuit continuously outputs the rear guard signal until the guard time corresponding to the difference between the railroad crossing warning time and the shortest railroad crossing arrival predicted time elapses after the stop of the railroad crossing warning signal is released. According to this configuration, even if the level crossing door time is increased in consideration of the shortest predicted level crossing arrival time of the following vehicle, it is possible to secure the level crossing warning time for the following vehicle, and the safety of the level crossing for the following vehicle. Can be secured.

The speed detector is provided at a distance shorter than the vehicle length of the vehicle in the traveling direction of the vehicle from the second vehicle detector. According to this configuration, the passing speed signal of the vehicle can be obtained even after the vehicle has advanced through the leveling warning section, and the predicted passage time can be obtained finely.

When the passage speed signal is input within the difference time, the control circuit obtains the passage prediction time corresponding to the passage speed signal, and updates the difference time corresponding to the obtained passage prediction time. . According to this configuration, since the predicted passage time can be appropriately calibrated, it is possible to secure an appropriate leveling warning time for the following vehicle and increase the leveling door opening time.

The speed detector comprises at least a pair of axle detectors, and the axle detectors are provided at intervals in the traveling direction of the vehicle. According to this configuration, since the passage speed signal is obtained every time one axle passes, the passage predicted time can be obtained finely. Further, the railroad crossing control device can be constructed at low cost.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION The railroad crossing control device according to the present invention is used to give an appropriate railroad crossing warning to a vehicle passing through railroad crossings one after another. Details will be described based on examples.

FIG. 1 is a block diagram showing the configuration of a railroad crossing control device according to the present invention. The railroad crossing control device according to the present invention,
It includes a railroad crossing warning section L1, a first vehicle detector 1, a second vehicle detector 2, a speed detector 3, a station section 4, and a control circuit 5. Reference numeral 6 is a railroad crossing, 7 is a track, 81 is a preceding vehicle, 82 is the vehicle concerned, and 83 is a following vehicle. Orbit 7
Includes closed sections 1T to 6T. The preceding vehicle 81, the vehicle 82, and the following vehicle 83 travel in the X direction.

The level crossing warning section L1 is composed of a plurality of closed sections 3T.
.About.6T, an alarm start point P1, and an alarm end point P2. The closed section 3T located in front of the route includes the level crossing 6 and constitutes a leveled crossing section. The alarm start point P1 is provided in one of the closed sections located behind the track of the level crossing closed section 3T. In the embodiment, the alarm starting point P1 is the level crossing closed section 3
It is provided in the closed section 6T located behind the three paths of T. The warning end point P2 is provided in front of the route of the railroad crossing 6 in the railroad crossing block section 3T.

The first vehicle detector 1 is provided near the alarm starting point P1 and the preceding vehicle 8 passing through the alarm starting point P1.
1, the vehicle 82 and the following vehicle 83 are detected, and the first detection signal S1 is output. The second vehicle detector 2 is provided in the vicinity of the warning end point P2 and detects the preceding vehicle 81, the vehicle 82, and the following vehicle 83 that pass through the warning end point P2,
The second detection signal S2 is output. The first vehicle detector 1 and the second vehicle detector 2 can be composed of a level crossing controller, a closed section, or the like. The embodiment is composed of a level crossing controller. For the configuration of the level crossing controller, refer to page 9 to 1 of the above-mentioned "Level crossing protection device".
See page 4 for details. As a railroad crossing controller provided at the alarm starting point P1, a closed circuit type railroad crossing controller is used from the viewpoint of fail-safe. Similarly, as the railroad crossing controller provided at the alarm end point, an open circuit type railroad crossing controller is used. First
In the vehicle detector 1 of No. 1, the control section is set in the vicinity of the warning start point P1, and the preceding vehicle 81, the relevant vehicle 82, and the following vehicle 83 are set.
Outputs a first detection signal S1 indicating that the vehicle has entered the control section, and when the preceding vehicle 81, the vehicle 82, and the following vehicle 83 pass (exit) the control section, the first vehicle determines that the vehicle has passed the first section. The detection signal S1 of is output. In the second vehicle detector 2, the control section is set near the alarm start point P2,
When the preceding vehicle 81, the vehicle 82, and the following vehicle 83 enter the control section, the second detection signal S2 indicating that the vehicle has entered
To output the preceding vehicle 81, the preceding vehicle 82, and the following vehicle 8
When 3 passes through the control section, it outputs the second detection signal S2 which is said to have passed.

The speed detector 3 is provided near the warning end point P2, and the preceding vehicle 81, the relevant vehicle 82 and the following vehicle 83 are provided.
Detects the speed when the vehicle passes the alarm end point P2, and outputs a passing speed signal S3. The speed detector 3 can be configured by an axle detector that detects the passage speed of the axle, a Doppler type speed detector that detects the passage speed of the vehicle body, and the like. Passing speed signal S3
The form (1) may be any form that can specify the speed, and can take forms such as numerical data of analog, digital, frequency, etc., or the timing of passing between two points.

The station section 4 is provided one ahead of the railroad crossing block section 3T. In the embodiment, the closed section 2T constitutes the station section 4. The station section 4 includes a third vehicle detector 41,
The third vehicle detector 41 detects the preceding vehicle 81 existing in the station section 4 and outputs the third detection signal S4. In the embodiment, the track relay 2TR in the closed section 2T constitutes the third vehicle detector 41. The track relay 2TR drops when the preceding vehicle 81 enters the closed section 2T (contact opening).
Then, when the preceding vehicle 81 advances in the closed section 2T, it is lifted (contact closed).

The control circuit 5 controls the distance L2 from the warning end point P2 to the closed boundary in front of the route, the level crossing warning time Ts to be given to the following vehicle 83, and the preceding vehicle 81 entering the station section 4. The station on-line time Tf from the time when the station section 4 is advanced to the station section 4 is stored. The station stay time Tf is the preceding vehicle 8
Set in consideration of the time from when 1 enters the station section 4 until it stops at the station 42, the time required for passenger treatment, and the time from when the preceding vehicle 81 leaves the station 42 until it exits the station section 4 To be done. The time to stop at station 42 is, for example,
It is set based on the stop pattern of the ATS device. The time required to advance to the station section 4 is set, for example, based on the traveling time when the vehicle is running at the maximum distance L4.

The control circuit 5 is a first circuit for the vehicle 82.
If the detection signal S1 is input, the railroad crossing warning signal S7
Is output. The control circuit 5 receives the vehicle type identification signal S5 of the preceding vehicle 81, and when the content of the vehicle type identification signal S5 is “a vehicle in which the preceding vehicle 81 stops in the station section 4”, the third
The first time T1 from the input of the detection signal S4 to the input of the second detection signal S2 is counted. The vehicle type identification signal S5 is provided from, for example, a train selection device.
When the second detection signal S2 for the vehicle 82 is input, the vehicle 8 is detected from the passing speed signal S3 and the distance L2.
Predicted passage time Ta until 2 passes through the closed boundary, and station on-track time Tf and first time T1 for the preceding vehicle 81.
Residual time Tx of

When the first addition time of the predicted passage time Ta and the residual time Tx is longer than the railroad crossing warning time Ts, the control circuit 5 stops the output of the railroad crossing warning signal S7 only for the time Tc of the difference. To do.

The control circuit 5 includes the preceding vehicle 81 and the preceding vehicle 8
2 and the following vehicle 83 enter the warning start point P1, advance the warning start point P1, stay in the level crossing warning section L1, enter the warning end point P2, advance the warning end point P2 (SQ control) Is used to determine the presence / absence of a vehicle in the level crossing warning section L1. For example, when the vehicle 82 enters the warning start point P1 and the first detection signal S1 indicating that the vehicle has entered is input, the vehicle counter that counts the number of vehicles that have entered the railroad crossing warning section L1 is set to "1". It is determined that the vehicle 82 has entered the railroad crossing warning section L1. When the vehicle 82 passes the warning end point P2 and the second detection signal S2 indicating that the vehicle 82 has passed is input, the vehicle counter is set to "0", and it is determined that the vehicle 82 has passed the railroad crossing warning section L1. To do. When the following vehicle 83 enters the alarm start point P1 before the vehicle 82 passes the alarm end point P2 and the first detection signal S1 indicating that the vehicle has entered is input, the vehicle counter is set to "2". To do. Then, the vehicle 82 passes the warning end point P2, and the second detection signal S
When 2 is input, the vehicle counter is set to "1". Therefore, the condition that the vehicle 82 or the following vehicle 83 is in the railroad crossing warning section L1 can be determined by the vehicle counter being “1” or more. SQ control is
This is described in detail on page 99 of the above-mentioned "railroad crossing security device".

In the embodiment, each of the closed sections 1T to 5T is provided with traffic signals 91 to 95 for displaying the signal indication given to each of the closed sections 1T to 5T.
The signal indication is determined according to the traveling positions of the preceding vehicle 81, the relevant vehicle 82, and the following vehicle 83. For example, when the vehicle 82 is in the railroad crossing closed section 3T, a red signal is given to the traffic light 93. When the vehicle 82 has advanced the railroad crossing closed section 3T, the traffic light 93 is given a yellow light.

FIG. 2 is a time chart explaining an example of the operation of the level crossing control device shown in FIG. The figure shows the vehicle 8
Immediately after 2 has left the railroad crossing warning section L1, the following vehicle 83
Shows the operation when entering the crossing warning section L1. In the figure, the same reference numerals as those in FIG. 1 denote the same components. Hereinafter, the operation of the railroad crossing control device according to the present invention will be described with reference to FIG. Vehicle type identification signal S
It is assumed that the content of 5 is “vehicle in which the preceding vehicle 81 stops in the station section 4”.

At time t1, the vehicle 82 enters the alarm start point P1. The first vehicle detector 1 outputs a first detection signal S1 indicating that the vehicle 82 has entered the alarm start point P1. The control circuit 5 sets the vehicle counter to "1".
Then, the railroad crossing warning signal S7 for the vehicle 82 is output. Railroad crossing 6 is closed. Therefore, the control circuit 5 can output the railroad crossing warning signal S7 when the vehicle 82 enters the warning start point P1 and secure an appropriate railroad crossing warning time for the vehicle 82.

At time t11, the vehicle 82 passes (advances) the alarm start point P1. First vehicle detector 1
Outputs a first detection signal S1 indicating that the vehicle 82 has passed the warning start point P1. The control circuit 5 maintains the railroad crossing warning signal S7 for the vehicle 82.

At time t12, the preceding vehicle 81 enters the station section 4 (closed section 2T). Third vehicle detector 4
1 outputs a third detection signal S4 indicating that the preceding vehicle 81 has entered the closed section 2T. The control circuit 5 receives the third detection signal S4 and starts counting the first time T11 for the preceding vehicle 81.

At time t13, the vehicle 82 enters the railroad crossing closed section 3T.

At time t2, the vehicle 82 enters the warning end point P2. The second vehicle detector 2 outputs a second detection signal S2 indicating that the vehicle 82 has entered the warning end point P2. The speed detector 3 outputs a passing speed signal S3 when the vehicle 82 enters the warning end point P2 (the head portion of the vehicle).

At time t21, the vehicle 82 passes (advances) through the warning end point P2. Second vehicle detector 2
Outputs a second detection signal S2 indicating that the vehicle 82 has passed the warning end point P2. The speed detector 3 outputs a passing speed signal S3 when the vehicle 82 passes the warning end point P2 (the rear portion of the vehicle). The control circuit 5 sets the vehicle counter to "0" and stops the leveling warning signal S7 for the vehicle 82.

The control circuit 5 controls the passing speed signal S3 and the warning end point P when the vehicle 82 passes the warning end point P2.
2 and the predicted passage time T until the vehicle 82 passes through the closed boundary based on the distance L2 from the forward path to the closed boundary.
Find a1. In the actual vehicle control, it is not allowed for two vehicles to enter the one block section at the same time.
Cannot enter the railroad crossing block section 3T when the vehicle 82 is in the railroad crossing block section 3T, and must stop at the block section 4T behind the railroad crossing block section 3T. The following vehicle 83 is allowed to enter the crossing block section 3T because the vehicle 82 passes through the blockage boundary of the crossing block section 3T and the traffic light 93 of the crossing block section 3T changes from "red" to "yellow". It was time to be shown up. Therefore, the predicted passage time Ta1 of the vehicle 82 is the succeeding vehicle 83.
If it is longer than the railroad crossing warning time Ts, the difference time T
Even if the level crossing warning signal S7 is stopped by c1, the following vehicle 83
It is possible to secure an appropriate railroad crossing warning time Ts for and to increase the railroad crossing door time.

The control circuit 5 finishes counting the first time T11, and sets the station on-line time Tf1 for the preceding vehicle 81 and the first time T11.
The residual time Tx1 from the time T11 of is calculated. Control circuit 5
When the first addition time of the predicted passage time Ta1 and the residual time Tx1 is longer than the railroad crossing warning time Ts, the output of the railroad crossing warning signal S7 is stopped only for the time Tc1 of the difference.
For this reason, since the preceding vehicle 81 is in the station section 4, the vehicle 82 decelerates after entering the railroad crossing warning section L1, and the actual passing time of the vehicle 82 is the estimated passage time T.
When it becomes longer than a1, the actual passage time can be corrected by the first addition time of the estimated passage time Ta1 and the residual time Tx1. Accordingly, in consideration of the operation status of the preceding vehicle 81, it is possible to secure an appropriate leveling warning time Ts for the following vehicle 83 and increase the leveling door opening time.

When stopping the railroad crossing warning signal S7, the control circuit 5 outputs a rear protection signal S8 which makes the traffic light 93 of the railroad crossing closed section 3T show red. Therefore, the rear guard signal S8 is used to prevent the traffic signal 83 from being raised again, and the following vehicle 83 is prevented from entering the crossing block section 3T. Therefore, the safety of the level crossing for the following vehicle 83 can be ensured. it can.

At time t22, the following vehicle 83 enters the warning start point P1. The first vehicle detector 1 outputs a first detection signal S1 indicating that the following vehicle 83 has entered the warning start point P1. The control circuit 5 sets the vehicle counter to "1", but since the difference time Tc1 has not elapsed, the control circuit 5 maintains the output stop state of the railroad crossing warning signal S7. For this reason, even if the following vehicle 83 enters the railroad crossing warning section L1 immediately after the vehicle 82 has left the railroad crossing warning section L1, the railroad crossing breaker is not lowered. This allows
It is possible to prevent the railroad crossing barrier from being raised and lowered unnecessarily.

At time t23, the following vehicle 83 passes the warning start point P1. The first vehicle detector 1 outputs a first detection signal S1 indicating that the following vehicle 83 has advanced to the alarm start point P1. The control circuit 5 maintains the output stop state of the level crossing warning signal S7.

At time t24, the difference time Tc1 elapses. The control circuit 5 releases the output stop state of the railroad crossing warning signal S7 and outputs the railroad crossing warning signal S7 to the following vehicle 83.

At time t3, the preceding vehicle 81 advances into the station section 4 (closed section 2T). At time t4, the predicted passage time Ta1 elapses.

At time t41, the vehicle 82 enters the station section 4. The third vehicle detector 41 detects the vehicle 8
The third detection signal S4, which indicates that 2 has entered the closed section 2T
Is output. The control circuit 5 receives the third detection signal S4 and starts counting the first time T12 for the vehicle 82.

At time t42, the vehicle 82 advances in the railroad crossing closed section 3T in agreement with the first addition time.

At time t43, the following vehicle 83 enters the railroad crossing closed section 3T.

At time t5, the following vehicle 83 enters the warning end point P2. The second vehicle detector 2 outputs a second detection signal S2 indicating that the following vehicle 83 has entered the warning end point P2. The speed detector 3 outputs a passing speed signal S3 when the following vehicle 83 enters the warning end point P2 (the leading portion of the vehicle).

At time t51, the following vehicle 83 passes the warning end point P2. The second vehicle detector 2 outputs a second detection signal S2 indicating that the following vehicle 83 has passed the warning end point P2. The speed detector 3 outputs a passing speed signal S3 when the following vehicle 83 passes the warning end point P2 (the rear portion of the vehicle). The control circuit 5 sets the vehicle counter to "0" and stops the leveling warning signal S7 for the following vehicle 83.

The control circuit 5 controls the passing speed signal S3 and the warning end point P when the following vehicle 83 passes the warning end point P2.
Predicted passing time T until the succeeding vehicle 83 passes through the closed boundary based on the distance L2 from 2 to the closed boundary in front of the route.
Find a2.

The control circuit 5 finishes counting the first time T12, and sets the station on-line time Tf2 for the vehicle 82 and the first time T12.
The residual time Tx2 with respect to the time T12 is calculated. Control circuit 5
When the first addition time of the predicted passage time Ta2 and the residual time Tx2 is longer than the railroad crossing warning time Ts, the output of the railroad crossing warning signal S7 is stopped only for the time Tc2 of the difference.

Although not shown, if the following vehicle 83 enters the railroad crossing warning section L2 while the vehicle 82 is in the railroad crossing warning section L2, the control circuit 5 sets the vehicle counter to "2", Level crossing warning signal S for the following vehicle 83
7 can be output in an overlapping manner, and appropriate leveling control can be performed on the vehicle 82 and the following vehicle 83. in this case,
The stop of the leveling warning signal S7 at time t21 means interruption.

FIG. 3 is a time chart showing another operation of the railroad crossing control device shown in FIG. In the figure, the same reference numerals as those in FIGS. 1 and 2 denote the same components.

The control circuit 5 continuously outputs the rear protection signal S8 from time t24 when the stop of the railroad crossing warning signal S7 is released to time t42 when the railroad crossing warning time Ts elapses.
Therefore, the vehicle 82 advances the railroad crossing block section 3T earlier than the predicted time (first addition time), and the ATS device at the time crossing T411 signals the railroad crossing block section 3T.
Even when an attempt is made to increase the indication of “from red” to “yellow”, the indication of the ATS device can be suppressed until time t42 when the leveling warning time Ts elapses. Therefore, the following vehicle 83 cannot enter the railroad crossing block section 3T until the time Te has elapsed. As a result, the railroad crossing warning time Ts can be secured for the following vehicle 83, and the safety of the railroad crossing for the following vehicle 83 can be secured.

FIG. 4 is a time chart showing still another operation of the railroad crossing control device shown in FIG. In the figure,
The same reference numerals as those in FIG. 3 denote the same components.

The control circuit 5 controls the departure signal S of the preceding vehicle 81.
6 is input, the estimated advance time Txa from the departure of the preceding vehicle 81 from the station 42 to the station section 41 is stored, and the departure signal S6 is input after the second detection signal S2 is input.
The second time T21 until the input is counted, and the second addition time T of the second time T21 and the estimated advance time Txa
When xb1 is longer than the residual time Tx1, the residual time Tx1 is set as the second addition time Txb1 and the difference time Tc1.
Ask for. The departure signal S6 is provided from, for example, the departure detection train detector 96.

At time t21, the control circuit 5 starts counting the second time T21 for the preceding vehicle 81.

At time t221, the departure signal S6 of the preceding vehicle 81 is input. The control circuit 5 controls the preceding vehicle 81.
Counting of the second time T21 with respect to the second addition time Txb of the second time T21 and the estimated advance time Txa
If 1 is longer than the residual time Tx1, the residual time Tx
The difference time Tc11 is obtained by setting 1 to the second addition time Txb1. Therefore, when the station on-line time Tf1 is longer than the stored station-on-line time Tf1 due to a delay in customer treatment at the station 42, the residual time Tx1 is set to the second addition time Tx.
It can be corrected by b1. Therefore, in consideration of the operation status of the preceding vehicle 81, the level crossing door time can be increased.

At time t31, the preceding vehicle 81 advances into the station section (closed section 2T).

At time t51, the control circuit 5 starts counting the second time T22 for the vehicle 82.

At time t521, the departure signal S6 of the vehicle 82 is input. The control circuit 5 controls the vehicle 82
Counting of the second time T22 with respect to the second addition time Txb of the second time T22 and the estimated advance time Txa
2 is longer than the residual time Tx2, the residual time Tx
The difference time Tc21 is obtained by setting 2 to the second addition time Txb2.

FIG. 5 is a time chart showing still another operation of the railroad crossing control device shown in FIG. In the figure,
The same reference numerals as those in FIG. 3 denote the same components.

The control circuit 5 stores a predicted arrival time Tb at which the succeeding vehicle 83 reaches the crossing 6 from a closed section at the rear of the crossing of the crossing closed section 3T to reach the crossing 6, and predicts the passage time T.
If the third addition time of a1, the residual time Tx1, and the shortest predicted level crossing arrival time Tb is longer than the level crossing warning time Ts,
Only at the time Tc1 which is the difference, the level crossing warning signal S7 is stopped. The shortest level crossing arrival predicted time Tb until the succeeding vehicle 83 reaches the level crossing 6 is the maximum from an arbitrary position of the stop pattern in the stop pattern on the assumption that the following vehicle 83 stops before the level crossing closed section 3T. This is the shortest time until the succeeding vehicle 83 reaches the railroad crossing 6 on the assumption that the vehicle has performed powering. The shortest railroad crossing arrival predicted time Tb is the following vehicle 8 when the vehicle 82 advances in the railroad crossing warning section L1.
It is a fixed time regardless of whether the train 3 is in the railroad crossing warning section L1 or not.

At time t21, if the third addition time of the predicted passage time Ta1, the residual time Tx1, and the shortest predicted crossing arrival time Tb is longer than the leveling warning time Ts, the control circuit 5 gives the difference time. Only Tc1 is the level crossing warning signal S
Stop 7.

At time t44, the following vehicle 83 arrives at the level 6 at the predicted time.

Therefore, when the vehicle 82 passes through the warning end point P2, the control circuit 5 determines whether the estimated passage time Ta1 of the vehicle 82, the residual time Tx1 and the predicted arrival time Tb of the shortest railroad crossing of the following vehicle 83 will be reached. By determining the addition time of 3, it is possible to predict the shortest crossing arrival time until the succeeding vehicle 83 actually reaches the crossing 6. Thereby, the crossing door opening time can be increased in consideration of the shortest predicted crossing arrival time Tb of the following vehicle 83.

Further, the control circuit 5 starts the protection time Td1 corresponding to the difference between the level crossing warning time Ts and the shortest level crossing arrival predicted time Tb from the time t24 when the stop of the level crossing warning signal S7 is released.
The rear protection signal S8 is continuously output until is passed.
For this reason, even when the level crossing door time is increased in consideration of the shortest predicted leveling time Tb of the following vehicle 83, the leveling warning time Ts can be secured for the following vehicle 83.
It is possible to ensure the safety of the level crossing for the following vehicle 83.

FIG. 6 is a time chart showing still another operation of the railroad crossing control device shown in FIG. In the figure,
The same reference numerals as those in FIG. 5 denote the same components.

The speed detector 3 is provided at a distance L6 shorter than the vehicle length L5 in the traveling direction X of the vehicles 81 to 83 from the second vehicle detector 2. The speed detector 3 includes at least a pair of axle detectors 31 and 32, and the axle detectors 31 and 32 are provided at intervals in the traveling direction X of the vehicle. Each of the axle detectors 31 and 32 outputs a timing signal forming a passage speed signal S3 when each axle passes. Therefore, the passing speed signals S311 to S31n according to the number of axles of the vehicle 82 can be obtained even after the vehicle 82 has advanced through the railroad crossing warning section L2, and the predicted passage times Ta11 to Ta1n can be finely obtained. .

At time t21, the control circuit 5 obtains the predicted passage time Ta11 and the difference time Tc11 based on the passage speed signal S311 when the vehicle 82 passes through the level crossing warning section L2. After that, when the passage speed signal S312 is input within the difference time Tc11, the estimated passage time Ta12 and the difference time Tc12 are obtained in consideration of the traveling distance from the alarm end point P2 and the elapsed time from the time t21. . Similarly, when the passing speed signal S313 is input within the difference time Tc12, the predicted passage time Ta13 is calculated.
And the difference time Tc13 is calculated. Difference time Tc1 (n-
When the passing speed signal S31n is input in 1),
The predicted passage time Ta1n and the difference time Tc1n are obtained.
When the passage speed signal S31n is obtained and the elapsed time from the time t21 is larger than the difference time Tc1 (n-1), the predicted passage time Ta1n and the difference time Tc1 are obtained.
Don't ask for n. Therefore, the predicted passage times Ta11 to Ta
Since 1n and the difference times Tc11 to Tc1n can be appropriately calibrated, it is possible to secure an appropriate leveling warning time for the following vehicle 83 and increase the leveling door opening time.

FIG. 7 is a time chart showing still another operation of the level crossing control device shown in FIG. In the figure,
The same reference numerals as those in FIG. 6 denote the same components. This embodiment has all of the features of the embodiment shown in FIGS.

In the embodiment shown in FIG. 1, the short section U1T constitutes a section in which the stop of the leveling warning signal S7 is prohibited. The starting point of the short section U1T is determined in consideration of the distance to the level crossing 6 and the traveling speed of the vehicle. In the illustrated example, the start point is the block boundary of the block section 4T, and the end point is the alarm end point P2. The short and short section U1T constitutes a non-insulated track circuit, and when the vehicle 82 and the following vehicle 83 are in the short and short section U1T, the relay UTR drops (contact opening),
When the line is not present, the relay UTR goes up (contact is made). The control circuit 5 does not stop the railroad crossing warning signal S7 when the relay UTR is dropped when the second detection signal S2 for the vehicle 82 is obtained. If the following vehicle 83 enters the short section U1T while the crossing warning signal S7 is stopped and the relay UTR falls, the stop of the crossing warning signal S7 is released. Therefore, higher safety can be ensured for the following vehicle 83.

In the embodiment, the alarm start point P1 is one point, but a plurality of alarm start points may be set according to the type of vehicle such as an express vehicle and a slow vehicle.

FIG. 8 is a block diagram showing the configuration of another embodiment of the railroad crossing control device according to the present invention. In the figure,
The same reference numerals as in FIG.

In this embodiment, the first vehicle detector 1 is composed of the closed section 6T. The closed section 6T constitutes a track circuit, and the vehicle 82 or the succeeding vehicle 83 is closed by the closed section 6T.
When the vehicle is at T, the track relay 6TR drops (contacts open), and the vehicle 82 or the following vehicle 83 closes the section 6
When the line is not at T, the track relay 6TR is lifted (contact conduction). The open contact of the track relay 6TR constitutes a first detection signal S1 indicating that the conducting vehicle 82 and the following vehicle 83 have entered the warning start point P1. In this case, the alarm start point P1 is the closing boundary behind the course of the closing section 6T.
The conduction contact of the track relay 6TR constitutes a first detection signal S1 indicating that the vehicle 82 and the following vehicle 83 have passed the warning start point P1. The closed sections 5T to 3T have track relays 5TR to 3TR. Orbital relay 5TR-3TR
Is sequentially dropped as the vehicle 82 and the following vehicle 83 progress, and its open contact constitutes a vehicle detection signal for the closed sections 5T to 3T. Contact outputs of the orbital relays 5TR to 3TR are supplied to the control circuit 5.

The second vehicle detector 2 is composed of a short section U1T. The relay UTR is configured to drop when the vehicle 82 and the succeeding vehicle 83 enter the short and short section U1T, and form a second detection signal S2 that the vehicle 82 and the succeeding vehicle 83 enter the short and small section U1T by the open contact. Then, when the vehicle 82 and the following vehicle 83 pass through the warning end point P2, the vehicle 82 is lifted up, and the vehicle 82 is raised by the conduction contact.
And a second detection signal S2 indicating that the following vehicle 83 has passed the warning end point P2.

The control circuit 5 determines that the vehicle 82 and the following vehicle 83 have entered the railroad crossing warning section L1 when the track relay 6TR falls and the open contact of the track relay 6TR is formed. After that, the track relays 5TR to 3TR are sequentially dropped, and it is determined that the vehicle 82 and the following vehicle 83 are in the closed sections 5T to 3T in which the dropped track relays 5TR to 3TR are provided. When the relay UTR is lifted and the conduction contact of the relay UTR is configured, the vehicle 82 concerned
And it is determined that the following vehicle 83 has advanced to the level crossing warning section L1.

FIG. 9 is a time chart for explaining the operation of the level crossing control device shown in FIG. In the figure, the same reference numerals as those in FIG. 8 denote the same components. Hereinafter, the operation of another embodiment of the railroad crossing control apparatus according to the present invention will be described with reference to FIG.

At time t1, the vehicle 82 enters the closed section 6T. The track relay 6TR forms a first detection signal S1 that indicates that the vehicle 82 has entered the alarm start point P1 due to its fall contact and its open contact. The control circuit 5 outputs a railroad crossing warning signal S7 for the vehicle 82. Railroad crossing 6 is closed.

At time t11, the vehicle 82 advances in the closed section 6T and enters the closed section 5T. The orbit relay 6TR is lifted and the orbit relay 5TR is dropped. The control circuit 5 includes the open contact of the track relay 5TR so that the railroad crossing warning signal S for the vehicle 82 is generated.
Maintain 7.

At time t12, the preceding vehicle 81 enters the station section 4 (closed section 2T). Third vehicle detector 4
The track relay 2TR that constitutes No. 1 constitutes a third detection signal S4 which indicates that the preceding vehicle 81 has entered the closed section 2T due to its fall contact. The control circuit 5 is the third
Detection signal S4 is input to the first vehicle 81
The time T11 is counted.

At time t121, the vehicle 82 is
The closed section 5T is advanced and the closed section 4T is entered (at the same time, the short section U1T is entered). The orbit relay 5TR is lifted and the orbit relay 4TR is dropped. In the control circuit 5, the open contact of the track relay 4TR is configured,
The railroad crossing warning signal S7 for the vehicle 82 is maintained. The relay UTR forms a second detection signal S2 which indicates that the vehicle 82 has entered the short and short section U1T by its open contact.

At time t13, the vehicle 82 enters the railroad crossing closed section 3T.

At time t21, the vehicle 82 passes the warning end point P2. The second vehicle detector 2 outputs a second detection signal S2 indicating that the vehicle 82 has passed the warning end point P2 (progresses the short and short section U1T). The speed detector 3 outputs a passing speed signal S311 when the vehicle 82 passes the warning end point P2. The control circuit 5 stops the railroad crossing warning signal S7 for the vehicle 82. The control circuit 5 finishes counting the first time T11 and starts counting the second time T21. The control circuit 5 obtains the predicted passage time Ta11, the residual time Tx1, and the difference time Tc11. After that, within the difference time Tc11, the passing speed signal S
When 312 is input, the estimated passage time Ta12 and the difference time Tc12 are calculated in consideration of the traveling distance from the alarm end point P2 and the elapsed time from the time t21. Similarly, when the passage speed signal S313 is input within the difference time Tc12, the predicted passage time Ta13 and the difference time T are obtained.
Find c13.

At time t22, the following vehicle 83 enters the closed section 6T. Orbital relay 6TR falls,
The open contact constitutes a first detection signal S1 indicating that the following vehicle 83 has entered the alarm start point P1. Since the difference time Tc1 has not elapsed, the control circuit 5 maintains the output stop state of the level crossing warning signal S7.

At time t221, the departure signal S6 of the preceding vehicle 81 is input. The control circuit 5 controls the preceding vehicle 81.
Counting of the second time T21 with respect to the second addition time Txb of the second time T21 and the estimated advance time Txa
If 1 is longer than the residual time Tx1, the residual time Tx
The difference time Tc1 is obtained by setting 1 to the second addition time Txb1. Specifically, the predicted passage time Ta1i is calculated based on the immediately preceding passing speed signal S31i, and the predicted passage time Ta1 is calculated.
The difference time Tc1i is obtained by subtracting the level crossing warning time Ts from the third addition time of i, the second addition time Txb1 and the shortest predicted level crossing arrival time Tb.

At time t23, the following vehicle 83 advances into the closed section 6T and enters the closed section 5T. The orbit relay 6TR is lifted and the orbit relay 5TR is dropped. Since the difference time Tc1 has not elapsed, the control circuit 5 maintains the output stop state of the level crossing warning signal S7.

At time t24, the difference time Tc1 elapses. The control circuit 5 releases the output stop state of the railroad crossing warning signal S7 and outputs the railroad crossing warning signal S7 to the following vehicle 83.

At time t31, the preceding vehicle 81 advances into the closed section 2T. Orbital relay 2TR goes up.
The control circuit 5 controls the level crossing warning signal S7 for the following vehicle 83.
To maintain.

At time t4, the predicted passage time Ta1 elapses. At time t40, the following vehicle 83 enters the short and short section UTR. The relay UTR forms a second detection signal S2 which indicates that the following vehicle 83 has entered the short and short section U1T due to the fall of the relay UTR. Control circuit 5
Maintains the leveling warning signal S7 for the following vehicle 83.

At time t41, the vehicle 82 enters the closed section 2T. The track relay 2TR forms a third detection signal S4 which indicates that the vehicle 82 has dropped and its open contact has entered the closed section 2T. Control circuit 5
Starts counting the first time T12 for the vehicle 82.

At time t42, the vehicle 82 advances in the railroad crossing closed section 3T in agreement with the first addition time.
At time t43, the following vehicle 83 crosses the crossing section 3T
Enter. At time t44, the following vehicle 83 reaches the railroad crossing 6 in accordance with the predicted time.

At time t51, the following vehicle 83 passes the warning end point P2. The second vehicle detector 2 outputs a second detection signal S2 indicating that the following vehicle 83 has passed the warning end point P2 (advance the short and short section U1T). The speed detector 3 outputs a passing speed signal S321 when the following vehicle 83 passes the warning end point P2. The control circuit 5 stops the leveling warning signal S7 for the following vehicle 83. The control circuit 5 finishes counting the first time T12 and starts counting the second time T22. The control circuit 5 obtains the predicted passage time Ta21, the residual time Tx2, and the difference time Tc21. After that, within the difference time Tc21, the passing speed signal S
When 322 is input, the estimated passage time Ta22 and the difference time Tc22 are calculated in consideration of the traveling distance from the alarm end point P2 and the elapsed time from the time t51. Similarly, when the passing speed signal S323 is input within the difference time Tc22, the predicted passage time Ta23 and the difference time T are obtained.
Find c23.

FIG. 10 is a time chart for explaining another operation of the level crossing control device shown in FIG. In the figure, FIG.
And the same reference numerals as those in FIG. 9 denote the same components.

At time t411, the vehicle crosses the railroad crossing block section 3T earlier than the time predicted by the vehicle 82 (first added time). The ATS device tries to increase the indication of the traffic light 93 of the crossing block section 3T from “red” to “yellow”, but since the control circuit 5 outputs the rear protection signal S8, the crossing warning time Ts is A until time t42 which elapses
It is possible to prevent the TS device from showing up. Therefore, the following vehicle 83 cannot enter the railroad crossing block section 3T until the time Te has elapsed. As a result, the railroad crossing warning time Ts can be secured for the following vehicle 83, and the safety of the railroad crossing for the following vehicle 83 can be secured.

FIG. 11 is a block diagram showing the configuration of still another embodiment of the railroad crossing control device according to the present invention. In the figure, the same reference numerals as those in FIG. 1 denote the same components.

This embodiment shows a case where a conventional level crossing control device is used. The railroad crossing control device 4 uses the vehicle 82
Alternatively, the conventional control circuit 5A that generates the warning signal S71 when the following vehicle 83 is present in the railroad crossing warning section L1
And a control circuit 5B for generating a stop signal S72 for stopping the alarm signal S71 and a rear protection signal S8 for the following vehicle 83.

The control circuit 5A generates the warning signal S71 from the time when the vehicle 82 and the succeeding vehicle 83 enter the railroad crossing warning section L1 to the time when the vehicle crosses the railroad crossing warning section L1.

In the control circuit 5B, the preceding vehicle 81 is connected to the station section 4
Third detection signal S4 for entering (closed section 2T)
From the input of the second detection signal S2 indicating that the vehicle 82 has passed the warning end point P2
The time T1 is counted. When the second detection signal S2 is input, the estimated passage time Ta from the passage speed signal S3 and the distance L2 until the vehicle 82 passes through the block boundary, the station stay time Tf of the preceding vehicle 81 and the first time. If the residual time Tx with respect to T1 is obtained and the first addition time of the predicted passage time Ta and the residual time Tx is longer than the leveling warning time Ts, the warning signal S71 is stopped only for the time Tc of the difference. The stop signal S72 is generated. The control circuit 5A takes the logical sum of the alarm signal S71 and the stop signal S72.

FIG. 12 is a time chart for explaining the operation of the level crossing control device shown in FIG. In the figure, FIG.
The same reference numerals as those in FIGS. 10 and 11 denote the same components.

At time t1, the control circuit 5A issues an alarm signal S71 to issue a railroad crossing alarm to the vehicle 82.
Is generated and a level crossing warning signal S7 is output.

At time t21, the control circuit 5A causes the warning signal S71 to stop the leveling warning for the vehicle 82.
To occur. The control circuit 5B generates a stop signal S72 for stopping the leveling warning for the following vehicle 83 and a rear protection signal S8 for the following vehicle 83. The control circuit 5A takes the logical sum of the warning signal S71 and the stop signal S72, and outputs a leveling warning signal S7 to stop the leveling warning for the vehicle 82 and the following vehicle 83. At the same time, the following vehicle 8
The rear protection signal S8 for 3 is output.

At time t22, the control circuit 5A issues an alarm signal S7 to issue a level crossing alarm to the following vehicle 83.
1 is generated. Since the difference time Tc has not elapsed, the control circuit 5B maintains the stop signal S72 and the rear protection signal S8 for the following vehicle 83 in order to stop the leveling alarm for the following vehicle 83. The control circuit 5A controls the vehicle 82.
And the crossing warning signal S7 for stopping the leveling warning for the following vehicle 83 and the rear protection signal S for the following vehicle 83
8 is output.

At time t24, the control device B cancels the stop signal S72 for the following vehicle 83 because the difference time Tc1 has elapsed. The control circuit 5A controls the following vehicle 83.
A crossing warning signal S7 is output to issue a crossing warning.

At time t411, the vehicle crosses the railroad crossing block section 3T earlier than the time predicted by the vehicle 82 (first addition time). The control circuit 5B outputs the rear protection signal S8. The ATS device uses the traffic signal 9 in the crossing section 3T
3 tries to increase the indication of "3" from "red" to "yellow", but since the control circuit 5A outputs the rear protection signal S8, the indication is increased until the time t42 when the railroad crossing warning time Ts elapses. Is suppressed.

At time t42, the control circuit 5B stops the rear protection signal S8. The ATS device raises the indication of the traffic light 93 of the crossing closed section 3T from "red" to "yellow" so that the following vehicle 83 can enter the crossing closed section 3T.

At time t51, the control circuit 5A causes the warning signal S71 to stop the leveling warning for the following vehicle 83.
To occur. The control circuit 5B generates a stop signal S72 for stopping the leveling warning for the following vehicle of the following vehicle 83 and a rear protection signal S8 for the following vehicle of the following vehicle 83. The control circuit 5A outputs a leveling warning signal S7 to stop the leveling warning for the following vehicle 83 and the following vehicle. At the same time, the rear protection signal S8 for the following vehicle of the following vehicle 83 is output.

[0108]

As described above, according to the present invention, the following effects can be obtained. (A) To provide a railroad crossing control device capable of increasing the railroad crossing door opening time while ensuring an appropriate railroad crossing warning time for the following vehicle in consideration of the operation status of the preceding vehicle. (B) To provide a railroad crossing control device capable of ensuring the safety of a railroad crossing for a following vehicle. (C) To provide a railroad crossing control device capable of increasing the railroad crossing door opening time in consideration of the shortest railroad crossing arrival predicted time of the following vehicle.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a railroad crossing control device according to the present invention.

FIG. 2 is a time chart explaining an example of the operation of the railroad crossing control device shown in FIG.

FIG. 3 is a time chart showing another operation of the railroad crossing control device shown in FIG. 1.

FIG. 4 is a time chart showing still another operation of the railroad crossing control device shown in FIG. 1.

FIG. 5 is a time chart showing still another operation of the railroad crossing control device shown in FIG. 1.

FIG. 6 is a time chart showing still another operation of the railroad crossing control device shown in FIG. 1.

FIG. 7 is a time chart showing still another operation of the railroad crossing control device shown in FIG. 1.

FIG. 8 is a block diagram showing the configuration of another embodiment of the railroad crossing control device according to the present invention.

9 is a time chart explaining the operation of the railroad crossing control device shown in FIG. 8. FIG.

10 is a time chart explaining another operation of the level crossing control device shown in FIG. 8. FIG.

FIG. 11 is a block diagram showing the configuration of still another embodiment of the railroad crossing control device according to the present invention.

FIG. 12 is a time chart explaining the operation of the level crossing control device shown in FIG. 11.

[Explanation of symbols]

1 First vehicle detector 2 Second vehicle detector 3 speed detector 4 station section 5 control circuit 6 level crossings 7 orbits L1 crossing warning section L2 distance P1 alarm start point P2 alarm end point S1 First detection signal S2 Second detection signal S3 passing speed signal S4 Third detection signal S5 Vehicle type identification signal S6 departure signal S7 Crossing warning signal S8 rear protection signal 3T railroad crossing block section 93 traffic light Tf station time Predicted Ta transit time Tb Shortest railroad crossing arrival prediction time Ts Level crossing warning time Tc time difference Td protection time T1 first time T2 second time Tx residual time Predicted time to advance to Txa

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Toshio Kato 1-13-8 Kamikizaki, Urawa-shi, Saitama Nihon Signal Co., Ltd. Inside the Yono Works (56) Reference JP-A-8-318856 (JP, A) JP-A-10-6995 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61L 29/32

Claims (9)

(57) [Claims] 1. A railroad crossing warning section, a first vehicle detector,
A railroad crossing control device including a second vehicle detector, a speed detector, a station section, and a control circuit, wherein the railroad crossing warning section includes a plurality of closed sections, a warning start point, and a warning end point. Including, the closed section located in the front of the track is a railroad crossing closed section including a railroad crossing, the alarm start point is provided in one of the closed sections located behind the track of the railroad crossing closed section, the alarm end point is The first vehicle detector is provided in front of the route of the railroad crossing in the railroad crossing closed section, the first vehicle detector is provided near the alarm start point, detects a vehicle passing through the alarm start point, and The second vehicle detector is provided near the alarm end point, detects the vehicle passing through the alarm end point, and outputs a detection signal.
The speed detector is provided in the vicinity of the warning end point, and detects the speed when the vehicle passes the warning end point,
It outputs a passage speed signal, and the station section is provided one forward of the railroad crossing closed section, includes a third vehicle detector, and the third vehicle detector is present in the section. Detecting a preceding vehicle of the vehicle and outputting a third detection signal, wherein the control circuit has a distance from the alarm end point to a closed boundary in front of the route,
A railroad crossing warning time to be given to a vehicle following the vehicle and a station-on-line time from when the preceding vehicle enters the station section to when the preceding vehicle exits the station section are stored. When the detection signal is input, a crossing warning signal is output, the vehicle type identification signal of the preceding vehicle is input, and the content of the vehicle type identification signal is “the vehicle in which the preceding vehicle stops in the station section”. In this case, the first time from the input of the third detection signal to the input of the second detection signal is counted, and when the second detection signal is input, the passing speed is From the signal and the distance, the estimated transit time until the vehicle passes the block boundary and the residual time between the station time and the first time are calculated, and the estimated transit time and the residual time Addition time of 1 is at the level crossing warning The railroad crossing control device that stops the railroad crossing warning signal only for the time difference when the time is longer than the time. 2. The railroad crossing control device according to claim 1, wherein the control circuit, when stopping the railroad crossing warning signal,
A railroad crossing control device that outputs a rear protection signal that makes the traffic light of the crossing closed section red. 3. The railroad crossing control device according to claim 2, wherein the control circuit continues the rear protection signal until the railroad crossing warning time elapses after the suspension of the railroad crossing warning signal is released. Crossing control device that outputs the output. 4. The crossing control device according to claim 1, wherein the control circuit receives a departure signal of the preceding vehicle,
An estimated advance time from the departure of the preceding vehicle to the advance of the station section is stored, and a second time from the input of the second detection signal to the input of the departure signal is counted. If the second addition time of the second time and the estimated advance time is longer than the residual time, the railroad crossing control device that obtains the difference time by using the residual time as the second addition time . 5. The railroad crossing control device according to claim 1, wherein the control circuit controls the following vehicle until the trailing vehicle reaches the railroad crossing from a closed section behind the crossing of the railroad crossing closed section. If the third addition time of the predicted passage time, the residual time and the predicted arrival time of the shortest railroad crossing is longer than the railroad crossing warning time, only the time of the difference is stored. Railroad crossing control device that stops the railroad crossing warning signal. 6. The railroad crossing control device according to claim 5, wherein the control circuit sets a difference between the railroad crossing warning time and the shortest railroad crossing arrival predicted time from when the stop of the railroad crossing warning signal is released. A level crossing control device that continuously outputs the rearward protection signal until the protection time corresponding to the time elapses. 7. The railroad crossing control device according to claim 1, wherein the speed detector is closer to a vehicle traveling direction of the vehicle than the vehicle length of the vehicle from the second vehicle detector. The level crossing control device is also provided at a short interval. 8. The level crossing control device according to claim 7, wherein the control circuit responds to the passage speed signal when the passage speed signal is input within the difference time. A railroad crossing control device that obtains a predicted passage time and updates the difference time corresponding to the obtained predicted passage time. 9. The railroad crossing control device according to claim 7, wherein the speed detector is at least a pair of axle detectors, and each of the axle detectors is spaced apart in a traveling direction of the vehicle. Railroad crossing control device installed at