JP5350990B2 - Wireless level crossing alarm control device and system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an alarm time shortage or an alarm stop during train pass-by even if a time interval of wireless communication is extended. <P>SOLUTION: An in-vehicle device 51 transmits the position and the length of a train 10 by radio. A wireless crossing alarm control device 52 is configured to execute the following operations whenever acquiring the train position. A crossing alarm start timing calculation means 53 calculates a train speed from a change in train position, estimates the earliest arrival time to a crossing alarm starting-point position ADC by using the train speed, the maximum acceleration &alpha; of the train, and the maximum speed Vmax in the section. A crossing alarm end timing calculation means 54 estimates the latest pass-by time from a crossing alarm end-point position BDC by using the train speed, the train length, and the maximum deceleration &beta; of the train. An alarm control means 55 for alarm time shortage starts or stops an alarm output of a crossing alarm 23 by timeout with respect to the estimated time. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a railroad crossing warning control device and a railroad crossing warning system for controlling a railroad crossing output of a railroad crossing alarm installed at a railroad crossing, and more particularly, to wirelessly notify train information from an onboard device to a railroad crossing warning control device. The present invention relates to a type crossing warning control device and a wireless level crossing warning system.

The most common railroad crossing warning device 20 is a wired type (see, for example, Non-Patent Document 1), and FIG. 5 (a) showing a schematic configuration thereof in a schematic diagram is a comparison explanation with the railroad crossing warning system of the present invention. It is drawn by scratching the useful parts. For simplicity, an example of a single line is shown.
A level crossing alarm 23 is installed at a level crossing 12 (crossing road) crossing the railroad track 11, and at a distance from the level crossing 12, a level crossing controller 21 (train detection device) that detects the train 10 traveling to the level crossing 12. ) Is added, and between them, train presence line information is input from the level crossing controller 21, and the warning light of the level crossing alarm device 23 and the warning sound generator alarm according to the approach and passage of the train 10 to the level crossing 12 A railroad crossing warning control device 22 for controlling the output is provided. In many cases, a pair of level crossing alarms 23 are installed separately at both ends of the level crossing road.

  These level crossing control elements 21, level crossing alarm control device 22 and level crossing alarm device 23 are connected by a signal cable to complete a level crossing alarm device 20. However, a crossing device is installed at level crossing 12 to raise and lower the crossing bar. Thus, the railroad crossing warning control device 22 is expanded to a railroad crossing control device that performs lifting / lowering control of the blocking rod in addition to the alarm output. That is, a level crossing control device that performs lifting control of the crossing bar corresponds to a level crossing warning control device if the level crossing warning output control is performed. In the track 11, the position where the alarm should be started when the train 10 approaches the railroad crossing is called a railroad crossing alarm start point position ADC, and the position where the alarm should stop immediately after passing the railroad crossing is the railroad crossing alarm end point position BDC. The position where the monitoring state is to be initialized after that is called the railroad crossing alarm reset point position CDC.

A crossing warning device 30 that introduces radio is also known (see, for example, Patent Document 1), and FIG. 5 (b) showing a schematic configuration thereof in a schematic diagram is useful for comparison with the crossing warning system of the present invention. Is redrawn.
The railroad crossing warning device 30 is different from the railroad crossing warning device 20 described above in that the train control device 31 mounted on the train 10 transmits train position information wirelessly instead of the railroad crossing controller 21. The base station 32 that has received the information is wirelessly transferred, and the railroad crossing control device 33 in place of the railroad crossing warning control device 22 wirelessly acquires the train position and outputs the level crossing warning, that is, the railroad crossing warning control. It is a point that came to do. Specifically, the train speed is calculated from the change in the train position, the stoppable position is calculated from the train speed and the deceleration, and if the stoppable position reaches a point before the railroad crossing 12 by a marginal distance, it is shut off The descent control of the machine is started, and there is no mention of the above-described fixed railroad crossing alarm starting point position ADC.

A railroad crossing control system 40 using both wireless and wired communication is also known (see, for example, Non-Patent Document 2), and FIG. 5 (c) showing a schematic configuration thereof in a schematic diagram is compared with the railroad crossing alarm system of the present invention. It is drawn by extracting parts useful for explanation.
This level crossing control system 40 is obtained by extracting only a level crossing control part and a related part thereof from a radio train control system (ATACS), and this level crossing control system 40 is different from the above level crossing alarm device 20. Is that the onboard device 41 mounted on the train 10 wirelessly transmits the train position and the train length to the base device 42 in place of the railroad crossing controller 21, and the base device 42 that has received the information is This is the point that the railroad crossing alarm device 23 and the switch are controlled while communicating with the railroad crossing control device 43 and the interlocking device by wire. With regard to the level crossing control function, the arrival time of the train on the level crossing is calculated based on the train position, speed information, vehicle performance, and train traveling mode, and the level crossing control is performed.

  Although not shown in the figure, the communication between the on-road device of the tram and the ground equipment of the stop is performed by a low-power radio, or the communication between the stop and the operation management center is performed by a mobile phone or the Internet. A streetcar position detection system has also been developed that reduces costs (see, for example, Patent Document 2). Due to the use of inexpensive and simple equipment, the communication interval is longer than 1 second. However, the calculation method for estimating the position has been devised and implemented. However, since it is a technique for detecting the position of a tram, it does not take into account control of a railroad crossing alarm.

Japanese Patent Laid-Open No. 11-20702 Japanese Patent Laid-Open No. 2006-240478

Introduction to Electricity for Railway Engineers Signal Series 8 “Level Crossing Security Device” Japan Railway Electrical Engineering Association October 30, 1997 4th edition issued Takeichi Koichi, “Train Control System by Wireless (ATACS)”, Japan Railway Electrical Engineering Association, April 2006 “Railway and Electrical Technology” Vol. 17, No. 4, pp. 24-27

In such a conventional radio level crossing warning system, in the case of the level crossing warning device 30, the stoppage position is determined by calculating the stop possible position from the train position, speed and deceleration, and the level crossing control system 40 is used. Calculates the level crossing arrival time from the position and speed of the train and controls the level crossing, but all calculation methods are based on the premise that the train speed is reliable.
By the way, in trains, the train position is measured by an axle meter (see, for example, Patent Document 1), so the train speed is obtained from the train position by calculation such as difference or differentiation, so it is more than the train position. Reliability and accuracy will be inferior.

Of course, the “train control system using radio (ATACS)” including the above-mentioned railroad crossing control system 40 is monitored by East Japan Railway Company, but it has a radio communication rate of 16 slots in less than 1 second. The information is updated between the ground and the vehicle.
And during such a short cycle, not only the train position but also the train speed does not fluctuate greatly. In terms of reduction and optimization of the level crossing warning time, the performance improvement over the current equipment has been obtained.
However, facilities with good performance are required for securing radio frequency allocation, terrestrial (concentrated) wireless station arrangement, information distribution to ground devices by optical LAN, and the like.

  On the other hand, in order to cope with the aging of special automatic blockade and electronic blockage currently used in local traffic lines, train control (blockage management) using radio is being studied. Since it is not suitable for a budget unless it is a cheap facility, a high-function and high-performance wireless information transmission facility such as ATACS cannot be adopted in order to reduce the cost of ground facilities and wireless facilities. For this reason, the frequency of information update between the ground and the vehicle by wireless communication is required to be suppressed to about once every several seconds per ground facility. In order to simplify the ground equipment, the equipment of the level crossing controller 21 in FIG. 5A is eliminated, but the level crossing alarm starting point position ADC which has been determined in advance and has been proven in many level crossing warning devices 20. It is desirable to use the position information of the crossing warning end point position BDC.

However, when updating information once every few seconds, it is not always possible to update information at or near the level crossing alarm starting point position ADC or level crossing alarm end point position BDC. However, since the accuracy and reliability of the train speed are reduced, it is difficult to obtain an accurate time with the conventional calculation method. In such a case, the alarm time may be broken or the alarm time may be too long, which may cause an undesirable situation.
Therefore, it is a basic technical problem to improve the level crossing alarm start timing calculation method so that the alarm time does not break even if the radio communication time interval for each facility is greatly expanded. Moreover, in addition to breaking the alarm time, it is a further technical problem to prevent the alarm from stopping while the train passes through.

  The wireless railroad crossing warning system of the present invention (Solution 1) was created to solve such a problem, and is mounted on a train and transmits on-board information including the train position wirelessly. And a railroad crossing alarm installed on the railroad crossing the train travels, and a train installed on the ground side and receiving the train information wirelessly from the on-board device and included in the train information A wireless level crossing warning system comprising: a wireless level crossing warning control device that determines the approach and passage of the train to and from the level crossing based on a position and controls a warning output of the level crossing alarm device, the wireless level crossing warning system The alarm control device holds data of the level crossing alarm starting point position, the section maximum speed, and the train maximum acceleration related to the level crossing, and trains to the level crossing based on the train position each time the train position is acquired wirelessly Approach And the alarm output control of the railroad crossing alarm, in that case, calculate the train speed from the change in the train position, using the train speed, the train maximum acceleration and the section maximum speed, the train of the train The earliest arrival time to the level crossing alarm starting point position is estimated, and when the time-out occurs with this estimated time as the level crossing alarm start time, the level crossing alarm device starts alarm output. .

  The wireless railroad crossing warning control device of the present invention (Solution 1) specifies the part of the wireless crossing warning control device of this system. The level crossing warning starting point position, the section maximum speed and the train maximum acceleration related to the level crossing are stored as data, and whenever the train position is acquired wirelessly from the on-board device of the train, the train crossing is based on the train position. Train approach judgment and alarm output control of the railroad crossing alarm, but at that time, calculate the train speed from the change of the train position, using the train speed, the train maximum acceleration and the section maximum speed Estimating the earliest arrival time to the railroad crossing alarm starting point position of the train, and when the time-out occurs with this estimated time as a railroad crossing alarm start time, the railroad crossing alarm device starts alarm output. Toi It is intended.

  The wireless railroad crossing warning system according to the present invention is (solution 2), the wireless railroad crossing warning system of solution 1 described above, wherein the onboard device includes the train length in the train information transmitted wirelessly. The wireless railroad crossing warning control device holds data on the railroad crossing alarm end point position and the train maximum deceleration related to the railroad crossing, and after starting the alarm output to the railroad crossing alarm, Every time the train position is obtained, the train crossing determination and the alarm output control of the crossing alarm are performed based on the train position, and at that time, the train speed is calculated from the change in the train position, Using the train speed, the acquired train length, and the maximum train deceleration, the latest passing time from the railroad crossing alarm end point position of the train is estimated, and the time-out occurs with this estimated time as the railroad crossing alarm end time. Said step The alarm output in the alarm device is adapted to stop, is that.

  The wireless railroad crossing warning control apparatus of the present invention (Solution means 2) specifies the part of the wireless crossing warning control apparatus in this system. It is an alarm control device, which also stores data on the railroad crossing alarm end point position and the maximum train deceleration associated with the railroad crossing, and after starting the alarm output to the railroad crossing alarm, each time the train position is acquired wirelessly In addition, the train passage determination and the warning output control of the railroad crossing warning device are performed based on the train position, and at that time, the train speed is calculated from the change in the train position, and the train speed and the acquired Estimating the latest passing time from the train crossing alarm end point position of the train using the train length and the maximum train deceleration, and using the estimated time as a crossing alarm end time, the crossing alarm Alarm output to the machine Are adapted to sealed, is that.

In such a wireless level crossing warning control device and system of the present invention (Solution 1), a basic level crossing warning device (20) that performs output control of a level crossing warning in accordance with the progress of a train is used as a model. In addition to the wireless operation, the calculation at the start of the alarm is performed using the train position and the maximum train acceleration, etc., and the operation on the safe side is performed when the time expires. Compared to the system (30, 40) that uses the train position and deceleration or the train position and train speed to calculate the alarm at the premise of controlling the speed, the equipment is greatly simplified and wireless Alarm time cracking occurs not only when the time interval of wireless communication is expanded by strengthening the ability to withstand deterioration of communication, but even when wireless communication is asynchronous or when wireless communication is interrupted for a short period of time Rukoto is not.
Therefore, according to the present invention, it is possible to realize a radio level crossing alarm control device and system that does not cause alarm time cracking even if the time interval of radio communication per facility is greatly expanded.

  Further, in the radio level crossing alarm control device and system of the present invention (Solution means 2), the time interval of radio communication per facility is reduced by improving the alarm stop when the alarm is started. It is possible to realize a wireless level crossing warning control device and a wireless level crossing warning system that do not cause alarm time breaks or stop alarms while passing through a train crossing even if greatly expanded.

About Example 1 of this invention, the structure of a radio | wireless crossing warning control apparatus and a system is shown, (a) is a schematic diagram, (b) is a detailed block diagram. (A) is an explanatory diagram of a level crossing alarm start timing calculation method and a level crossing alarm start operation, and (b) is an explanatory diagram of a level crossing alarm end timing calculation method and a level crossing alarm end operation. It is a block diagram which shows the structure of a radio | wireless crossing warning control apparatus and system about Example 2 of this invention. It is a block diagram which shows the structure of a radio | wireless crossing warning control apparatus and system about Example 3 of this invention. (A)-(c) are schematic diagrams showing a conventional level crossing warning system, where (a) is a wired level crossing warning device, (b) is a wireless level crossing warning device, and (c) is a level crossing combined with wireless cable. It relates to the control system.

With respect to such a wireless railroad crossing warning control device and system of the present invention, specific modes for carrying out this will be described with reference to the following first to third embodiments.
The embodiment 1 shown in FIGS. 1 and 2 embodies the above-described solution 1 (claims 1 and 2) and solution 2 (claims 3 to 4), and the embodiment shown in FIG. 2 and Example 3 shown in FIG. 4 are modifications thereof.
In addition, since the same reference numerals are given to the same constituent elements as those in the past in the illustration thereof, and what is described in the background art section is also common to the following embodiments, it is redundant. The description of this will be omitted, and the following description will focus on differences from the prior art.

A specific configuration of the wireless railroad crossing warning control device and the wireless railroad crossing warning system of the present invention will be described with reference to the drawings.
Here, the case of a single wire is also shown, and FIG. 1A is a schematic diagram of a radio level crossing warning system 50, and FIG. 1B is a more detailed block diagram. 2A is an explanatory diagram of a method for calculating a crossing alarm start time, and FIG. 2B is an explanatory diagram of a method for calculating a crossing alarm end time.
In the following description referring to FIG. 2, P is a generic name of P1 to P5, t is a generic name of t1 to t5, Ls is a generic name of Ls1 to Ls2, and ts is a generic name of ts1 to ts2. Yes, Lx is a generic term for Lx3 to Lx4, and tx is a generic term for tx3 to tx4.

This wireless level crossing warning system 50 is different from the conventional level crossing warning device 20 described above in that an onboard device 51 is introduced in place of the level crossing controller 21 and wirelessly in place of the level crossing warning control device 22. This is the point at which the type crossing warning control device 52 is introduced.
The wireless level crossing warning control device 52 is installed on the ground side like the level crossing warning control device 22 and is wired to the level crossing warning device 23. The on-board device 51 includes the train control device 31 and the on-board device 41 described above. Similarly, it is mounted on the train 10. The level crossing alarm 23 may be the same as the conventional one, and a level crossing breaker may be provided in parallel. When a level crossing breaker is provided in parallel with the level crossing alarm 23, the wireless level crossing warning control device 52 is expanded in function as in the conventional case to become a level crossing control device.

  The on-board device 51 is formed by connecting a radio to a fail-safe computer. The on-board device 51 acquires a head position of the own train from the axle meter of the destination train 10 and the train length of the preset destination train 10. And the non-volatile memory that holds the information related to each level crossing, and the train position is defined by adding appropriate data such as the train length and the train identification number to the train position and the train position as the train position. A wireless communication program for transmission. In addition, as the information related to the level crossing, the position of the level crossing 12 in the line section, the level crossing alarm start point position ADC, the level crossing alarm end point position BDC, and the like described above are defined in so-called kilometers indicating the distance from the base point. Yes.

  The wireless level crossing warning control device 52 is also configured by connecting a radio to a fail-safe computer, and when train information is transmitted from the on-board device 51 of the train 10 that has entered the wireless communication range, it tries to receive it. When it can be normally received, it has a wireless communication program that wirelessly returns a reception ACK to that effect. This wireless communication program is also configured to transmit a crossing warning start event and a crossing warning stop event related to the control of warning output of the crossing warning device 23 to the on-board device 51 wirelessly. It is sufficient that the wireless devices of the wireless level crossing warning control device 52 and the on-board device 51 can communicate at a frequency of at least once every few seconds, whether it is synchronous communication or asynchronous communication, and the crossing warning device 30 and the crossing control system 40 described above. It may be a low-priced version of the radio, a low-power radio or a mobile phone of the streetcar position detection system described above, or another radio.

  Further, the wireless level crossing alarm control device 52 includes a program such as a level crossing alarm start timing calculation means 53, a level crossing alarm end timing calculation means 54, and a time limit alarm control means 55, a preset train maximum acceleration α and a section maximum speed Vmax. And a non-volatile memory holding data on the train maximum deceleration β and information related to the alarm target level crossing. Here, the alarm target level crossing refers to a level crossing where the level crossing alarm device 23 that is connected and controlled is wired, and information related to the alarm target level crossing includes the above-described level crossing alarm start point position ADC, A level crossing alarm end point position BDC, a level crossing alarm reset point position CDC, and the like are defined in kilometres.

  The railroad crossing warning start time calculation means 53 is wireless before the start of the crossing warning so that the approach of the train 10 to the warning target crossing 12 can be determined based on the train position included in the received train information. Every time the train position P is acquired, the estimated train speed V is calculated by dividing the change in the train position P, that is, the difference between the currently acquired train position and the previously acquired train position by the elapsed time Δt. Using the train speed V, the train maximum acceleration α, and the section maximum speed Vmax, the earliest arrival time when the head of the train 10 reaches the railroad crossing alarm starting point position ADC in the shortest time is calculated, and this is the railroad crossing alarm start time The time-out warning control means 55 is handed over as ts.

  A procedure for calculating the level crossing alarm start timing ts will be described in detail using a specific example (see FIG. 2A). For example, when the train position P2 is acquired at time t2, first, the current estimated train speed V2 is calculated from the difference (P2-P1) between the train position P1 and the previously acquired train position P1 and the elapsed time Δt = (t2-t1). P2-P1) / (t2-t1)]. Then, assuming that the train 10 increases its speed at the maximum train acceleration α and maintains the speed when it reaches the section maximum speed Vmax, the railroad crossing alarm starting point distance which is the distance from the train position P2 to the railroad crossing alarm starting point position ADC. The time when driving at Ls2 at the assumed speed is calculated. This time is the earliest arrival time, which is the level crossing warning start time ts2. Such a calculation is performed both when the train position P1 is acquired at time t1 and when the train position P is acquired at another time.

  The level crossing alarm end time calculating means 54 (see FIG. 1B) can determine the passage of the train 10 related to the alarm target level crossing 12 based on the train position and the train length included in the received train information. Therefore, after the level crossing alarm is started, that is, after the time-out warning control means 55 starts alarm output to the level crossing alarm 23, every time the train position P is acquired wirelessly, the change in the train position P is calculated. That is, the estimated train speed V is calculated by dividing the difference between the currently acquired train position and the previously acquired train position by the elapsed time Δt, and the train speed V, the acquired train length, and the maximum train deceleration β are used. Thus, the latest passage time when the last tail of the train 10 passes the railroad crossing warning end point position BDC in the longest time is calculated, and this is passed to the time-out warning control means 55 as the crossing warning end time tx. Yes.

  A procedure for calculating the level crossing alarm end time tx will be described in detail using a specific example (see FIG. 2B). For example, when the train position P4 is acquired at time t4, first, the current estimated train speed V4 is calculated from the difference (P4-P3) between the train position P3 and the previously acquired train position P3 and the elapsed time Δt = (t4-t3). P4-P3) / (t4-t3)]. Then, assuming that the train speed is decreased at the maximum train deceleration β, the train travels at the above-mentioned assumed speed at the railroad crossing alarm end point distance Lx4, which is the distance from the train position P4 to the railroad crossing alarm end point position BDC plus the train length. The time is calculated. This time is the latest passage time, which is the crossing warning end time tx4. Such a calculation is performed both when the train position P3 is acquired at time t3 and when the train position P is acquired at another time.

  The time-out alarm control means 55 (see FIG. 1B) performs time-out determination based on the calculation results of the crossing alarm start timing calculation means 53 and the crossing alarm end time calculation means 54, and according to the determination result. Specifically, it controls the alarm output of the level crossing alarm 23. Specifically, before starting the level crossing alarm, new train information is received by the level crossing alarm start time ts calculated by the level crossing alarm start time calculation means 53. However, if no new train information is received before the crossing alarm start timing ts, it is determined that the time has expired, and when the time has expired, an alarm output is output to the crossing alarm 23. It is supposed to start. Further, after the start of the crossing alarm, it is determined that a time-out has occurred unless new train information is received before the crossing alarm end time tx calculated by the crossing alarm end time calculation means 54, and at that time, the crossing alarm 23 is warned. Output is stopped.

  The use mode and operation of the wireless railroad crossing warning system 50 according to the first embodiment will be described with reference to the drawings. 1A is an installation state diagram of the wireless level crossing alarm system 50, FIG. 2A is an explanatory diagram of a level crossing alarm start operation, and FIG. 2B is an explanatory diagram of a level crossing alarm end operation.

  A railroad crossing 12 is formed on the track 11 on which the train 10 travels. A railroad crossing warning device 23 is installed facing the railroad crossing 12, and a wireless level crossing warning control device 52 is connected to the railroad crossing (FIG. 1). (See (a)), when the train 10 equipped with the on-board device 51 travels on the track 11 toward the railroad crossing 12, and the on-vehicle device 51 enters the wireless communicable range of the wireless level crossing warning control device 52. The train position (the head position of the own train) and the train length (the length of the own train) are transmitted from the onboard device 51 and transmitted to the wireless level crossing warning control device 52 by radio communication at a frequency of about once every few seconds. . Each time (see FIG. 2 (a)), a railroad crossing alarm start timing ts is calculated from the train position P, the maximum train acceleration α, and the section maximum speed Vmax. Alarm control is performed.

  More specifically, first, at time t1 when the train 10 has reached the position P1 (see the left part of FIG. 2A), the train position P1 at that time is changed from the onboard device 51 to the wireless level crossing warning control device 52. Be notified. Then, in response to this, the wireless railroad crossing warning control device 52 calculates the estimated train speed V1, and assumes that the railroad crossing warning starting point distance Ls1 from the train position P1 to the railroad crossing warning starting point position ADC is advanced in the shortest time. The crossing warning start time ts1 is calculated using the estimated train speed V1, the train maximum acceleration α, and the section maximum speed Vmax. The wireless level crossing warning control device 52 runs out of time until a new wireless notification is not received from the onboard device 51 until the time reaches the level crossing warning start timing ts1, but the wireless level crossing warning control device 52 runs out of time. .

  Then, at the time t2 earlier than the level crossing alarm start timing ts1 (see the central portion of FIG. 2A), the train position P2 at that time is notified from the onboard device 51 to the wireless level crossing alarm control device 52. In response, the wireless railroad crossing warning control device 52 calculates the estimated train speed V2, and assumes that the railroad crossing warning starting point distance Ls2 from the train position P2 to the railroad crossing warning starting point position ADC is advanced in the shortest time. The level crossing warning start time ts2 is calculated using the estimated train speed V2, the maximum train acceleration α, and the section maximum speed Vmax. Then, the waiting for the time-out is resumed, and the wireless level crossing warning control device 52 will time out unless a new notification is received from the onboard device 51 until the time has passed until the time reaches the level crossing warning start time ts2. Become. Now, let ’s say this is the case.

As soon as it is determined that a time-out has occurred, the wireless level crossing warning control device 52 controls the start of alarm output to the level crossing warning device 23. At the level crossing warning device 23, the warning light blinks and the warning sound generator A warning sound is emitted. When level crossing barriers are installed side by side, the crossing bar lowers and the level crossing 12 (crossing road) is closed.
Thus, the crossing warning is started at the crossing warning start timing ts2, but at this time, the train 10 is between the train position P2 and the crossing warning starting point position ADC or has reached the crossing warning starting point position ADC. Since the railroad crossing alarm starting point position ADC is not exceeded, the railroad crossing warning is appropriately started. Moreover, an undesired situation in which the start of the crossing warning is delayed until the time t3 when the train 10 reaches the position P3, that is, until the next wireless communication does not occur.

  Train information including the train position (the head position of the own train) and the train length (the length of the own train) is transmitted from the onboard device 51 by wireless communication at a frequency of about once every few seconds after the start of the railroad crossing warning. The wireless level crossing warning control device 52 is reached. Then (see FIG. 2 (b)), after the start of the railroad crossing alarm, each time the train information arrives, the wireless level crossing alarm control device 52 searches for the train position P and the train to find an appropriate time to stop the railroad crossing alarm. The level crossing alarm end timing tx is calculated from the maximum deceleration β, and the level crossing alarm control for stopping the level crossing alarm is performed after the time expires.

  This will also be described in detail. First, at the time t3 when the train 10 has reached the position P3 (see the left part of FIG. 2B), the train position P3 at that time is controlled by the radio level crossing warning control from the onboard device 51. The device 52 is notified. Accordingly, in the radio level crossing warning control device 52, the estimated train speed V3 is calculated, and the level crossing warning end point distance from the tail of the train 10 at the head of the train position P3 to the level crossing warning end point position BDC. The level crossing warning end time tx3 when it is assumed that the vehicle travels through Lx3 in the longest time is calculated using the estimated train speed V3 and the maximum train deceleration β. The wireless level crossing warning control device 52 runs out of time until a new wireless notification is not received from the onboard device 51 until the time reaches the level crossing warning end time tx3. .

  Then, at time t4 earlier than the level crossing alarm end time tx3 (see the center portion of FIG. 2B), the train position P4 at that time is notified from the onboard device 51 to the wireless level crossing warning control device 52. In response, the wireless railroad crossing warning control device 52 calculates the estimated train speed V4, and assumes that the railroad crossing warning end point distance Lx4 from the train position P4 to the crossing warning end point BDC is the longest time. Is calculated using the estimated train speed V4 and the maximum train deceleration β. Then, the waiting for the time-out is resumed, and the wireless level crossing warning control device 52 will time out unless a new notification is received from the onboard device 51 until the time has passed and the time reaches the level crossing warning end time tx4. Become. Now, let ’s say this is the case.

As soon as it is determined that the time has expired, the wireless level crossing alarm control device 52 controls the level crossing alarm 23 to stop the alarm output, and the level crossing alarm 23 turns off the alarm light and generates an alarm sound generator. Becomes quieter. When level crossing barriers are installed side by side, the crossing bar rises and the level crossing 12 (crossing road) is opened.
Thus, the level crossing alarm is stopped at the level crossing alarm end time tx4. At this point, the train 10 passes the level crossing alarm end point position BDC, so that the level crossing alarm is appropriately stopped. Moreover, the end of the railroad crossing alarm is hardly delayed until the time t5 when the train 10 reaches the position P5, that is, until the next wireless communication, and in that case, the railroad crossing alarm is immediately stopped, so the alarm time is short.

Then, after the train 10 passes the railroad crossing warning reset point position CDC, when the train position P at that time is notified from the onboard device 51 to the wireless railroad crossing warning control device 52, the wireless crossing warning control device 52 The monitoring state based on the wireless communication with the on-board device 51 of the train 10 that has passed is reset, and the on-board device 51 of another train 10 waits for the wireless communication to enter the wireless communication range.
As described above, in the radio level crossing warning system 50, when estimating the level crossing warning start time and the level crossing warning stop time, the estimated train speed V is calculated only for a moment using a calculation method different from the conventional one. As a result, even if the time interval of wireless communication is greatly increased as compared with the prior art, a railroad crossing alarm is appropriately output.
Further, by performing a consistency check between the information on the level crossing alarm start and level crossing alarm stop received by the on-board device 51 and the train position and holding data, traveling on the train 10 side becomes more appropriate.

The radio level crossing warning system 60 of the present invention shown in the block diagram of FIG. 3 is different from the system 50 of the first embodiment described above in the train information transmitted by the onboard device 61 instead of the onboard device 51 in the train information. The type is also included, and the wireless level crossing warning control device 62 instead of the wireless level crossing warning control device 52 uses several pieces of retained data depending on the type of train.
Typical types of trains are ordinary trains and limited express trains, which are indicators that are useful for classifying train travel modes and are easily and clearly determined from train schedules. It is easy.

The wireless railroad crossing warning control device 62 holds data for each train type regarding the train maximum acceleration α, the section maximum speed Vmax, and the train maximum deceleration β, and a crossing warning start timing instead of the railroad crossing warning start timing calculation means 53. The calculating means 63 and the level crossing alarm end time calculating means 64 instead of the level crossing alarm end time calculating means 54 are used when there is retained data corresponding to the train type received wirelessly. When there is no corresponding data or when the train type cannot be obtained, the largest value among the stored data is used.
In this case, since the earliest arrival time and the latest passage time are calculated more accurately according to the traveling mode of each train, the alarm time can be further shortened while the occurrence of alarm time cracking is prevented.

The wireless railroad crossing warning system 70 of the present invention shown in the block diagram of FIG. 4 is different from the system 50 of the first embodiment described above in that the on-board device 71 instead of the on-board device 51 automatically transmits train information transmitted by radio. The train maximum acceleration, the train maximum speed, and the train maximum deceleration of the train are included, and the train information and retention data received wirelessly by the wireless railroad crossing warning control device 72 instead of the wireless crossing warning control device 52 It is a point that came to use properly.
Since the maximum train acceleration, maximum train speed, and maximum train deceleration of the own train are easily and clearly determined from the train specifications, it is easy to set the on-board device 71.

In the wireless railroad crossing warning control device 72, a railroad crossing warning start timing calculation unit 73, which replaces the level crossing warning start timing calculation unit 53, preferentially adopts the received data for the maximum train acceleration, but the received data and retained data for the maximum speed. The one with the smaller value is adopted. Further, a railroad crossing alarm end timing calculation means 74 instead of the railroad crossing alarm end time calculation means 54 preferentially adopts the received data for the train maximum deceleration. Further, when any data cannot be accurately acquired by wireless reception, the retained data is used for the calculation.
In this case, since the earliest arrival time and latest passage time are calculated more accurately in accordance with the traveling performance of each train, the alarm time can be further shortened while the occurrence of alarm time cracking is prevented.

[Others]
The wireless level crossing alarm system 50, 60, 70 of the present invention has been developed in response to the equipment update of the wired level crossing alarm device 20, but can also be used in combination. For example, the crossing where the crossing warning device 20 is installed and the crossing where the wireless crossing warning control devices 52, 62, 72 are installed may be mixed on the same route. Alternatively, if the railroad crossing warning control device 21 is still obsolete even if the railroad crossing warning control device 22 is old, the output of the railroad crossing warning control device 21 is also taken into the wireless level crossing warning control devices 52, 62, and 72 to ensure safety. It may be possible to cooperate with facilities related to one railroad crossing by preferentially adopting.

  The radio level crossing warning control device and the radio level crossing warning system of the present invention are not limited to the case of the single line shown in the above-described embodiment, but the level crossing where multiple lines are used and where multiple lines run in parallel It can also be applied to railway crossings.

10 ... Train, 11 ... Track, 12 ... Railroad crossing,
20 ... Railroad crossing warning device (railroad crossing warning system), 21 ... Railroad crossing controller (train detection device),
22 ... Crossing warning control device (crossing control device), 23 ... Crossing warning device,
30 ... Crossing warning device (crossing warning system), 31 ... Train control device (on-board device),
32 ... Base station, 33 ... Crossing control device (crossing warning control device),
40 ... Crossing control system (crossing warning system),
41 ... on-board device, 42 ... base device, 43 ... crossing control device (crossing warning control device),
50 ... Wireless level crossing warning system,
51: On-board device, 52 ... Wireless crossing warning control device (crossing control device),
53 ... level crossing alarm start time calculating means, 54 ... level crossing alarm end time calculating means,
55. Time-out alarm control means,
60 ... Wireless level crossing warning system,
61: On-board device, 62 ... Wireless level crossing warning control device (crossing control device),
63 ... level crossing alarm start time calculation means, 64 ... level crossing alarm end time calculation means,
70 ... Wireless level crossing warning system,
71 ... on-board device, 72 ... wireless crossing warning control device (crossing control device),
73 ... level crossing alarm start time calculation means, 74 ... level crossing alarm end time calculation means,
ADC ... railroad crossing alarm starting point position,
BDC: Crossing alarm end point position, CDC: Crossing alarm reset point position,
Vmax ... Section maximum speed, P1 to P5 ... Train position, t1 to t5 ... Time,
V1 to V4: Estimated train speed, α: Maximum train acceleration, β: Maximum train deceleration,
ts ... Railroad crossing alarm start timing, Ls ... Railroad crossing alarm start point distance,
tx: Railroad crossing alarm end time, Lx: Railroad crossing alarm end point distance

Claims (4)

  A vehicle-mounted device that wirelessly transmits train information including the train position mounted on the train, a railroad crossing alarm installed facing the railroad crossing that the train travels, and a vehicle installed on the ground side A wireless railroad crossing alarm that receives train information wirelessly from a device and determines the approach and passage of the train to the railroad crossing based on the train position included in the train information and controls the alarm output of the railroad crossing alarm A radio level crossing warning system comprising a control device, wherein the wireless level crossing warning control device holds data of a level crossing alarm starting point position, a section maximum speed and a train maximum acceleration relating to the level crossing, Each time the train position is acquired, the train approach determination to the railroad crossing and the alarm output control of the railroad crossing alarm are performed based on the train position, and at that time, the train speed is calculated from the change in the train position, The train Is used to estimate the earliest arrival time of the train at the railroad crossing alarm starting point position using the train maximum acceleration and the maximum speed of the section. A wireless level crossing alarm system, characterized in that the level crossing alarm starts alarm output.   The data of the crossing alarm starting point position, the section maximum speed, and the maximum train acceleration related to the installed level crossing alarm of the controlled object are held, and whenever the train position is acquired wirelessly from the onboard device of the train A wireless railroad crossing warning control device that performs train approach determination to the railroad crossing based on the train position and alarm output control of the railroad crossing alarm, and calculates the train speed from a change in the train position obtained wirelessly Then, using the train speed, the train maximum acceleration, and the section maximum speed, the earliest arrival time of the train at the level crossing alarm starting point is estimated, and the estimated time is taken as the level crossing alarm start time. When the train crossing alarm is started, the wireless railroad crossing alarm is configured to perform a train approach determination to the railroad crossing and a warning output control of the railroad crossing alarm by starting alarm output. The control device.   The on-board device includes a train length in the train information transmitted wirelessly, and the wireless railroad crossing warning control device also stores data on the railroad crossing alarm end point position and the maximum train deceleration associated with the crossing. In addition, after starting the alarm output to the railroad crossing alarm, every time the train position is acquired wirelessly, based on the train position, the train passage determination related to the railroad crossing and the alarm output control of the railroad crossing alarm At that time, the train speed is calculated from the change in the train position, and the latest train speed, the acquired train length, and the maximum train deceleration are used to calculate the latest train from the railroad crossing alarm end point position. 2. The wireless system according to claim 1, wherein a passing time is estimated, and when the time-out occurs with the estimated time as a crossing alarm end time, the crossing alarm stops the alarm output. Railroad crossing warning system.   The data of the railroad crossing warning end point and the maximum train deceleration associated with the railroad crossing are also retained, and after starting the alarm output to the railroad crossing alarm, each time the train location is acquired wirelessly, it is based on the train location. The train crossing judgment and the alarm output control of the railroad crossing alarm are performed, and at that time, the train speed is calculated from the change of the train position, the train speed, the acquired train length, and the maximum train decrease The latest passing time from the level crossing alarm end point position of the train is estimated using the speed, and when the time-out occurs, the level crossing alarm is stopped when the estimated time is taken as the level crossing alarm end time. The wireless railroad crossing warning control device according to claim 2, wherein:

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