JP6192344B2 - Railroad crossing object detection device - Google Patents

Description

  The present invention relates to a crossing object detection device that detects an object on a railroad crossing incorporated in a railroad crossing safety device installed in a railway crossing or a single rail crossing, and more specifically, a railroad crossing obstacle whether the detected object is a train. The present invention relates to a crossing object detection device that enhances the so-called squealing countermeasure related to the alarm end point by performing the determination up to what is happening, and contributes to the improvement of the quality of the crossing alarm control.

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

  Hereinafter, a schematic configuration of such a crossing safety device will be described with reference to the drawings. 6A is a layout diagram of level crossing controllers and the like in a double track section, FIG. 6B is a schematic block diagram of the level crossing control device 20 and the level crossing obstacle detection device 30, and FIG. It is a relay circuit diagram of the control part 23 and the alarm control part 21 of both the down side and the up side.

  In the crossing safety device relating to the crossing 13 in the double track section (see FIG. 6 (a)), for the down line 11 of the line 10, the start point crossing controller is located at the down start point ADC of the near side on the starting point side of the crossing 13. In addition to being installed, an end point crossing controller is installed at the end point BDC at the end point side of the crossing 13 at the down end point BDC after the train has passed. In addition, for the up line 12 of the track 10, a start point crossing controller is installed at the upstream start point CDC at the front position on the end point side of the crossing 13, and the ascending end of the position after passing the train on the starting point side of the crossing 13. An end point crossing controller is installed at the point DDC. In order to prevent the train detection section of any railroad crossing controller from entering the railroad crossing, any railroad crossing controller is installed at a location away from the railroad crossing, but the alarm start point ADC, CDC, that is, the downward start point ADC and the uphill The separation distance from the crossing 13 is different between the start point CDC and the alarm end points BDC, DDC, that is, the down end point BDC and the up end point DDC.

  More specifically, when the train length is 20 to 600 m, the alarm starting points ADC and CDC are used to ensure the time from when the railroad crossing alarm is issued until the train reaches the railroad crossing 13, for example, In the case of 100 km / H, it is set to a distance of about 650 to 850 m from the level crossing 13. The starting point level crossing controller installed there is separated from the level crossing 13 installed on the railroad track 10 to the train approaching side and further away from the train detection length, that is, farther than the width of the train detection sections Sa and Sc. Train detection related to the alarm starting point installed in In addition, the alarm stop points BDC and DDC are set near, for example, about 20 to 25 m from the crossing 13 in order to quickly detect the passage of the train while avoiding a malfunction due to a crossing crossing or the like. It is set farther than about 15 m, which is half the train detection length of the railroad crossing controller, that is, the half of the width of the train detection sections Sb and Sd. The end point crossing controller installed there performs train detection related to the alarm end point set on the track 13 away from the railroad crossing 13 closer to the train length.

  Furthermore, based on the installation status of such a level crossing controller, the level crossing safety device related to the level crossing 13 in the double track section, in particular the level crossing control device 20 (see FIG. 6B), is the starting point installed at the downward starting point ADC. The start detection result APR (lower start R) related to the lower start point ADC is obtained by inputting the train detection result output from the railroad crossing controller by the relay as it is or via the appropriate relay relay. By the same relay output / input, the end point detection result BPR (down end R) related to the down end point BDC from the respective crossing controllers installed at the down end point BDC, the up start point CDC, and the up end point DDC, The start point detection result CPR (upper start R) related to the up start point CDC and the end point detection result DPR (upper end R) related to the up end point DDC are acquired, and the logical judgment based on them is obtained. It is adapted to perform.

  Specifically, the railroad crossing control device 20 determines the approach of the train to the railroad crossing 13 by detecting the train approach to the alarm start points ADC and CDC, and subsequently the train approach to the alarm end points BDC and DDC. By detecting the train advance, the train passing through the subsequent level crossing 13 is determined, and further, the train driving direction is also detected, and the train enters the alarm starting points ADC and CDC which are the starting points of the level crossing control section. During the period from when the train crosses the alarm stop points BDC, DDC at the end of the railroad crossing control section, the warning lamp 14 etc. is controlled to issue an alarm by the output of the railroad crossing alarm R relay. (Refer FIG.6 (b)), The alarm control part 21, the upstream control part 22, and the downstream control part 23 are provided.

  The down-side control unit 23 (see FIGS. 6B and 6C) is configured by a self-holding circuit of a down SR relay that is conditional on the relay output of the start point detection result APR and the end point detection result BPR, When the starting point detection result APR falls (de-energized), the down SR relay falls (de-energized), and when the end point detection result BPR operates (excites), the down SR relay operates (excites). The output of this descending SR relay is in the fall (non-excited) state only from the start of the descending train ADC to the descending end point BDC, and is otherwise in the actuated (excited) state. Used as a driving direction instruction. Similarly, the upstream control unit 22 (not shown in detail circuit) falls (de-energized) when the starting point detection result CPR falls (de-energized) and operates according to the operation (excitation) of the end-point detection result DPR (excitation). It consists of a self-holding circuit for the upstream SR relay that is excited. The output of this up SR relay is in the fall (de-energized) state only during the period from the ascending start point CDC approach of the ascending train to the ascending end point DDC, and is otherwise in the actuated (excited) state. Used as a driving direction instruction.

  The alarm control unit 21 (see FIGS. 6 (b) and 6 (c)) is based on the conditions of the output of the down SR relay, the relay output of the end point detection result BPR, the output of the up SR relay, and the relay output of the end point detection result DPR. Crossing alarm R relay, and when the down SR relay is in the fall (de-energized) state or when the end point detection result BPR is in the operating (excited) state, and the up SR relay is in the fall (de-energized) state Or when the end point detection result DPR is in the operating (excited) state, the railroad crossing alarm R relay falls (de-energized), so that the train is in the train detection sections Sa and Sc at the alarm starting points ADC and CDC. A railroad crossing warning is issued until the vehicle ends in the train detection sections Sb and Sd of the warning end points BDC and DDC after entering the station. At other times, the railroad crossing alarm R relay is in an activated (excited) state, so that the railroad crossing alarm R relay operates (excited) when the train advances to the train detection sections Sb and Sd at the alarm end points BDC and DDC. In addition, since a relay having a preset predetermined time, for example, 1 to 4 seconds, is used for the railroad crossing alarm R relay, the predetermined time elapses. The level crossing alarm R relay is activated (excited) to stop the level crossing alarm.

  In addition to the level crossing control device 20 and the level crossing controllers installed at the alarm start points ADC and CDC and the alarm end points BDC and DDC described above, the level crossing safety device (see FIGS. 6A and 6B). ), An alarm lamp 14 for issuing an alarm by flashing, a speaker (not shown) for issuing an alarm by sound, and a railroad crossing barrier (not shown) for the first type of railroad crossing. These warning lights 14 and the like are arranged on both sides of the crossing 13 (only the up line side is shown in FIG. 6A), and according to the output of the crossing warning R relay of the crossing control device 20. An alarm is issued. Further, the railroad crossing safety device also includes a railroad crossing obstacle detection device 30 that detects an obstacle related to the crossing 13. Here, the sensitive part 31 is shown as a combination of a projector 32 and a light receiver 33 (see FIGS. 6A and 6B), but other sensitive methods are also used.

  That is, the railroad crossing obstacle detection device 30 may be any device that can detect an obstacle such as a person or a vehicle passing through a road crossing without contact, and whether or not there is an interruption related to transmission / reception with infrared light / laser light ( For example, refer to Non-Patent Document 2), installed in front of the level crossing 13 (crossing road) to detect obstacles in the crossing according to the distance measured by the radar method (for example, see Patent Document 1). Responsive unit 31, a notification unit that outputs the condition to other devices (not shown in the description) for displaying a stop signal to the train approaching the level crossing 13, and logic for controlling the operation thereof Part (control part). Among them, the sensitive unit 31 includes the infrared light / laser light transmitting / receiving unit (see, for example, Non-Patent Document 2) and a radar-type distance measuring unit (see, for example, Patent Document 1). Discrimination results (obstacle detection results, object detection results) based on blockage detection and perspective measurement for (objects) are sent to the logic unit (control unit) by the output of the fault detection R relay (obstacle detection output, object detection output) It is like that. In addition, the logic unit (control unit) generates an alarm control signal BZ according to the output of the fault detection R relay, and sends the alarm control signal BZ to the alarm unit, so that an alarm by the alarm unit is generated. Start and stop are controlled. The reporting unit displays a stop signal on the train approaching the railroad crossing via another device (details are omitted).

  Further, the logic unit (control unit) of the level crossing obstacle detection device 30 detects the train (object) passing through the installation level crossing 13 as an obstacle and outputs the above-described downlink SR relay. The end point detection result BPR is input, and the down train operation direction instruction, which is the output of the down SR relay, is used as a downside window for crossing obstacle detection, and the end point detection result BPR is used as a crossing when the down train arrives. By using the downward mask for obstacle detection, the train detection section Sb related to the downward end point BDC is set as the downward obstacle detection mask section. And when the down train arrives, that is, when the down train enters the down crossing control section and the down SR relay falls (no excitation), if the end point detection result BPR falls (no excitation) The alarm control signal BZ corresponding to the fault detection R relay is generated. However, when the down train enters the down fault detection mask section and the end point detection result BPR operates (excites), the fault detection R relay is in the state. First, the alarm control signal BZ is kept in the no alarm state without setting the alarm control signal BZ in the alarm state.

Although the detailed description which will be repeated is omitted, the logic unit (control unit) of the level crossing obstacle detection device 30 displays the upward train operation direction instruction, which is the output of the up SR relay, as an upward window for level crossing obstacle detection. In addition, the end point detection result DPR is used as an upstream mask for level crossing obstacle detection, so that the train detection section Sd related to the upstream end point DDC is used as an upstream obstacle detection mask section. When entering the up crossing control section, the generation control signal BZ is generated as in the down train.
Further, when the logic unit (control unit, logic determination unit) of the level crossing obstacle detection device 30 generates the alarm control signal BZ according to the output state of the fault detection R relay, it slowly moves for a preset predetermined time. It also shows the nature (time element for obstacle detection, delay means). Obstacle detection timepieces are used in order to make it easy to distinguish a car that stays in a railroad crossing due to an engine stall etc. The time is set to about 6 seconds.

The operation of such a railroad crossing safety apparatus will be described with reference to the drawings. FIG. 7A is a time chart of the relay signal when the detection of the down train is normally performed, and FIG. 7B is a time chart of the relay signal when the train detection at the down end point BDC is not good. It is. Note that the length of the time axis in both time charts, in other words, the time per unit length is different, and the total length of the time axis in (b) is an enlargement of the portion of time t7 in (a).
Here, only the case of a down train will be described, but the same applies to an up train.

  First, the operation when train detection is normal will be described (see FIG. 7A). In a state where there is no train on the level crossing control section of the level crossing 13 (see the left end of FIG. 7A), the start point detection result APR operates in response to the failure of train detection at the down start point ADC ( Excitation) continues, and the end point detection result BPR continues to fall (non-excitation) in response to the failure of train detection at the down end point BDC. Accordingly, since the descending SR relay continues to operate (excited) accordingly, the descending train operation direction instruction indicates that there is no train crossing passing, the level crossing alarm R relay continues to operate (excited), and the warning light 14 Etc. do not issue a railroad crossing warning, so that the railroad crossing 13 maintains an open state and a road-passable state. Even if a person or a vehicle passes through the railroad crossing, since the descending SR relay is in an operating (excited) state, the alarm control signal BZ is maintained in a falling (non-excited) state regardless of the state of the fault detection R relay. In addition, a fault detection alarm, which is an alarm for a crossing obstacle, is not issued.

  When the down train travels there and the down train enters the train detection section Sa of the down start point ADC (see the center of FIG. 7A), it corresponds to the establishment of the train detection at the down start point ADC. Then, the starting point detection result APR falls (de-energized), the descending SR relay falls (de-energized) accordingly, and the railroad crossing alarm R relay also falls (de-energized) accordingly. The direction indication indicates that the train crossing has been passed, and the warning light 14 and the like give a crossing warning in response to the drop (de-energization) of the crossing warning R relay, so that the crossing 13 enters a blocking state / traffic prohibition state. At this time, when an obstacle such as a person or a vehicle enters the railroad crossing, the obstacle detection R relay falls (de-energized). At this time, the descending SR relay falls (de-energized). Since the alarm control signal BZ is activated (excited) when the time, and thus the falling duration of the fault detection R relay exceeds the obstacle detection time, the fault detection alarm is issued. The obstacle detection alarm continues until the obstacle exits the railroad crossing.

  Then, the traveling of the down train continues, and when the head of the down train passes through the railroad crossing 13 and further enters the train detection section Sb of the down end point BDC (see the right side portion of FIG. 7 (a)), the down end point The end point detection result BPR operates (excitation) in response to the establishment of train detection at the BDC, and the down SR relay operates (excitation) accordingly, but according to the operation (excitation) of the end point detection result BPR Since the level crossing alarm R relay continues to be in the fall (de-energized) state, the warning lamp 14 and the like continue to issue the level crossing alarm, and the level crossing 13 maintains the cut-off state and the traffic prohibition state. In addition, while the down train is passing the railroad crossing, the fault detection R relay falls (de-energized), but unless the speed of the down train is too slow, Since the stoppage detection result BPR use of the downside mask is suppressed before the elapse of time, the alarm control signal BZ remains in the fall (non-excited) state. No extra trouble alarm is issued after detection.

When the last train of the descending train passes through the railroad crossing 13 and further advances from the train detection section Sb of the descending termination point BDC, the termination point detection result BPR falls in response to the failure of the train detection at the descending termination point BDC ( When the alarm stop time further passes, the railroad crossing alarm R relay is activated (excited) and the warning light 14 etc. stops the railroad crossing alarm. Return to state.
In this way, if a train approach to the descending start point ADC, a train approach to the descending end point BDC, and a train advance are accurately detected, both a railroad crossing alarm and a fault alarm are appropriately issued.

  Next, an operation when a train detection failure occurs at the descending end point BDC will be described (see FIG. 7B). Here, a train that can occur even if the railroad crossing controller is normal is not touched in the case of a serious situation that requires repair because the railroad crossing controller at the descending end point BDC fails and train detection is not established at all. The detection failure will be described. The above-mentioned railroad crossing controller and other general track circuits, which are frequently used as train detection devices for railroad crossing control, are in a short-circuit state where the train wheel and rail of the rail come into contact with each other and become electrically conductive. Since train detection is performed as a premise, if a temporary contact failure occurs irregularly depending on the position or state of train travel, even if there is no abnormality in the level crossing controller, and there is a train in the train detection section Sb of the end point BDC In spite of this, the end point detection result BPR, which should be in the operation (excitation) state indicating the establishment of the train detection, exhibits a fluctuation to the fall (non-excitation) state indicating the failure in the train detection (Fig. (See * and ** part of BPR waveform in 7 (b)). This is so-called “scoring”, and attempts to alleviate the adverse effects are called countermeasures against resentment.

  If such a stop point detection result BPR is temporarily dropped (de-energized) for a short time (see the * part of the BPR waveform in FIG. 7B), the crossing warning R relay of the crossing control device 20 is also Since the alarm control signal BZ of the level crossing obstacle detection device 30 is also restrained (masked) by the action of the time set for each, it continues to maintain an appropriate fall (non-excitation). On the other hand, if the temporary drop (de-energization) of the end point detection result BPR is longer than the time required for alarm stop or obstacle detection (the ** part of the BPR waveform in FIG. See), the railroad crossing alarm R relay of the railroad crossing control device 20 is activated (excited) before the train crossing is completed, and stops when the railroad crossing warning is too early, or the end point detection result BPR is used while the train crosses the railroad crossing. Since the obstacle mask temporarily loses its function and the train is erroneously detected as a railroad crossing obstacle, the alarm control signal BZ of the railroad crossing obstacle detection device 30 operates (excites) and excessive fault alarms are issued. It will be.

  However, the occurrence of such an undesired situation is prevented / avoided by setting the time element for stopping the alarm and the time element for detecting the obstacle to appropriate values. As described above, “swing”, that is, failure of temporary train detection related to the alarm end point, rust is generated on the rail tread surface (tread surface) or fat from the body of insects is attached, Furthermore, most of the time is caused by the wheels floating from the rails due to the shaking of the train, etc. Since it is so short that it cannot be assumed that it takes a long time to exceed each time element, it is relatively easy to determine and adjust the setting value of each time element.

JP 2006-216961 A JP 2007-015645 A

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

However, with the progress of lighter trains and faster train operation, the ability to destroy and remove rust, fat, and other insulators from the rail tread surface with the weight of the vehicle is reduced. Wheel levitation tends to increase both in frequency and duration.
For this reason, the alarm stop timing and level crossing obstacle detection device of the level crossing control device used to prevent and avoid the occurrence of undesired situations due to temporary failure of the train detection related to the alarm end point Since measures to increase the length of time are taken for obstacle detection, there is a tendency for adjustment costs to be reduced, and it may be difficult to set an appropriate value by relying only on it. Also, if the alarm stop time is lengthened, it will extend to the time from when the train passes the railroad crossing until the railroad crossing opens, which is against the demand for smooth crossing. Furthermore, if the obstacle detection time is lengthened, an obstacle detection alarm for a true level crossing obstacle is delayed, which is also not preferable.

For this, a train detection device that does not depend on a short circuit between the wheel and the rail is required. For example, an axle detection device has been put to practical use. This is because the equipment cost is high and a detector is attached to the rail. It is not so popular because it has a problem in maintenance work for track maintenance. As for other train detection devices, devices that do not rely on rail short-circuiting are still not popular for almost the same reason.
Further, there has been proposed a railroad crossing train passage detection device that detects a train with a non-contact sensor and determines the crossing train passage based on the sensor output state and the end point condition. However, this device was developed for the purpose of quickly detecting the end of the train passing through the railroad crossing, so a non-contact sensor is installed at a location off the railroad crossing. The train crossing is immediately determined according to the fall of the detection output of the non-contact sensor, that is, the state transition from the establishment to the failure of the train detection.

  In addition, in this device, the end point condition has a non-functional role except that the end point condition indicates the presence of a train when determining whether a railroad crossing train has passed when the detection output of the non-contact sensor falls. It has been changed to contact sensor failure judgment, and as a condition for crossing warning stoppage, the sequence check for entering and advancing the train to the level crossing is performed based on the detection output of the non-contact sensor instead of the end point condition. The failure of train detection related to the end point condition is no longer used for confirming the complete passage of a railroad crossing. In this way, since the adverse effects due to the temporary failure of train detection related to the alarm end point are not taken into account, when train detection by the end point crossing controller is struck, when the non-contact sensor detects the train If the train detection at the end point of the alarm is temporary but is not established for a time longer than the time, an erroneous determination that the non-contact sensor has failed is made.

Furthermore, in this device, when the axle detection device described above has to install an additional detector, a crossing obstacle detection device that can detect an obstacle passing through a railroad crossing without contact is installed at the crossing. However, a non-contact sensor must be provided separately.
Therefore, even if train detection is based on the premise of a short circuit between the wheel and the rail, a crossing object detection device that enables level crossing control with little adverse effects due to temporary failure of train detection related to the alarm end point is detected. It is a technical problem to realize simply by using the detection result.

  The crossing object detection device of the present invention (Solution means 1) was created to solve such a problem, and detects an object staying on the crossing road as an obstacle that obstructs the traveling of the train. A crossing object detection device that exhibits a function as a crossing obstacle detection device for detecting an obstacle by displaying a stop signal to a train approaching the crossing, wherein the train has passed the crossing road By detecting this and providing this to the railroad crossing control device as a railroad crossing alarm stop condition, the railroad crossing alarm control support function is exhibited.

  Further, the level crossing object detection device of the present invention (Solution means 2) includes a sensitive unit for detecting the presence or absence of an object on a level crossing road installed on a railroad track, and from the level crossing to the train approach side and far from the train length. Means for obtaining a starting point detection result which is a train detection result relating to an alarm starting point set on the track away from the vehicle, and relating to an alarm end point set on the track away from the railroad crossing closer to the train length Means for acquiring a stop point detection result that is a train detection result, and an approach to the alarm start point based on the object detection result of the sensitive part, the start point detection result, and the stop point detection result, and the subsequent A crossing object detection device comprising: an object detection logic determination unit that detects a train approaching a railroad crossing and a train advancement from the level crossing thereafter, wherein the object detection logic determination unit is a train to the alarm start point Entry detection Until the detection of the train approach to the railroad crossing, the object detected by the sensitive unit is determined as an obstacle, and from the detection of the train entrance to the railroad crossing until the detection of the train advancement from the railroad crossing, the sensitivity is detected. It is characterized by discriminating whether the object detected by the sensitive part is an obstacle or a train by determining the object detected by the part as a train.

  Furthermore, the crossing object detection device of the present invention is (solution means 3), the crossing object detection device of the solution means 2, wherein the object detection logic determination unit relates to the alarm end point based on the end point detection result. Detecting the train approach to the crossing on the condition that the establishment of the train detection and the establishment of the object detection related to the crossing based on the object detection result are established, and after detecting the train approach to the crossing The detection of train advancement from the railroad crossing is performed on the condition that the failure of train detection related to the alarm end point based on the end point detection result continues for a predetermined time for eliminating the influence. And

  Further, the crossing object detection device of the present invention (Solution means 4) is a crossing object detection device of the above solution means 1 to 3, and the train approach to the crossing is detected first, and then the train from the crossing. Only when advancing is detected, a level crossing warning stop condition is provided to the level crossing control device.

  In such a crossing object detection device of the present invention (Solution 1), the crossing object detection device functioning as a crossing obstacle detection device is also provided with a crossing warning control support function, so that an object on the crossing road is displayed. If there is a crossing object detection device to detect, it is possible to detect a railroad crossing entry and railroad crossing entry by logical judgment without additionally installing a non-contact sensor or an axle detection device for detecting an object outside the crossing. . Since the sensors for level crossing obstacle detection devices are generally non-contact sensors and are not easily affected by train turn, only the end point detection result obtained by the contact type crossing controller that is easily affected by train turn is used. Compared with determining the alarm stop condition, it is possible to detect the train crossing advance more accurately without making the alarm stop time longer. Therefore, according to the present invention, a crossing object detection device that enables crossing control with little adverse effect due to temporary failure of train detection related to the alarm end point even in the case of train detection assuming a short circuit between the wheel and the rail. Can be easily realized by using the detection result of the presence or absence of an object on the railroad crossing.

  In the crossing object detection device according to the present invention (solution 2), the sensitive unit that detects an object on the crossing road causes a crossing trouble by discriminating in the logical determination based on the start point detection result and the end point detection result. It is used for both the detection of objects and the detection of trains passing through a railroad crossing, and the detection of a train approaching and advancing to a railroad crossing following the detection of a train approaching to a warning starting point based on the starting point detection result. In addition to the non-contact sensors and axle detection devices that detect objects outside the level crossing, the train level crossing approach and It is possible to accurately detect the level crossing advance.

  In other words, since the sensor of the sensitive part is also used to detect crossing obstacles, a non-contact sensor is generally adopted so as not to disturb the crossing of the crossing, so that the object detection result is not easily affected by the train turning. Compared to the conventional case where the level crossing alarm stop condition is determined only from the end point detection result obtained by the contact type level crossing controller, which is easily affected by rolling, in the present invention, the detection result of both types of heterogeneity is used as a logical judgment. Combined with the fact that the obstacles and trains are discriminated and the railroad crossing advance is confirmed, for example, the alarm stop time element for level crossing control and the obstacle detection time element for level crossing obstacle detection are conventional Even if it remains as it is, the detection accuracy of a railroad crossing advance will be improved. Therefore, according to the present invention, a crossing object detection device that enables crossing control with little adverse effect due to temporary failure of train detection related to the alarm end point even in the case of train detection assuming a short circuit between the wheel and the rail. Can be easily realized by using the detection result of the presence or absence of an object on the railroad crossing.

  Further, in the crossing object detection device of the present invention (Solution means 3), the preferred combination mode of the time element for countering the turn and the logic determination is subdivided and defined, so that the temporary stop point related to the alarm end point is obtained. An object detection logic determination unit capable of reducing the adverse effects due to failure to detect trains is realized, and a crossing object detection device can be realized more simply.

  Furthermore, in the level crossing object detection device of the present invention (solution 4), when providing a level crossing alarm stop condition to the level crossing control device, not only the detection of the train advance from the level crossing but also the level crossing preceding it By using the detection of train approach to the train, it is possible to accurately confirm the complete passage of the train at the railroad crossing. Even if it is the detection condition of the train advance, it is possible to accurately prevent the railroad crossing warning from stopping too early.

1 shows the structure of a crossing object detection device according to a first embodiment of the present invention, in which (a) is a schematic block diagram of a crossing control device serving as a part of the crossing object detection device, and (b) is a major part of the crossing object detection device. FIG. 2 is a schematic block diagram of a level crossing obstacle detection device, and FIG. 3C is a block diagram of a portion related to a down train in an object detection logic determination unit of the level crossing obstacle detection device. (A) is a relay circuit diagram of the descending control unit and the alarm control unit of the crossing control device, and (b) is a relay circuit diagram of the object detection logic determination unit of the crossing obstacle detection device. It is a time chart of the relay signal at the time of train detection normal. It is a time chart of a relay signal at the time of a train detection failure at an alarm end point. It is a general | schematic block diagram of the level crossing security apparatus which combined the one-sided control alternative apparatus which unitized the object detection logic determination part, the existing level crossing control apparatus, and a level crossing obstacle detection apparatus regarding Example 2 of this invention. A conventional level crossing safety device is shown, (a) is a layout diagram of level crossing controllers in a double track section, (b) is a schematic block diagram of a level crossing control device and a level crossing obstacle detection device, and (c) is a downhill in a level crossing control device. It is a relay circuit diagram of a side control unit and an alarm control unit. (A) is a time chart of a relay signal when train detection is normal, and (b) is a time chart of a relay signal when train detection is defective at an alarm end point.

About the crossing object detection apparatus of such this invention, the specific form for implementing this is demonstrated by the following Examples 1-2.
The embodiment 1 shown in FIGS. 1 to 4 embodies the above-described solution 1 to solution 4 (claims 1 to 4 at the beginning of the application) in a mode in which a crossing obstacle detection device is modified. In the second embodiment shown in FIG. 5, the above-described solving means 1 to 4 (claims 1 to 4 at the time of filing) are divided into a unit for going up and a unit for going down, and then a crossing control device and a crossing obstacle. It is embodied in a combination with a detection device.

  In the illustrations, for simplification and the like, the case and the mechanical part are omitted from the illustrations, and symbol diagrams and circuit diagrams are mainly used mainly for those necessary for explaining the invention and related ones. In addition, since the same reference numerals are given to the same components as those in the past in the illustration, what is described in the background art section is also common to the following embodiments, and therefore, overlapping. The description of this will be omitted, and the following description will focus on differences from the prior art.

  About the Example 1 of a level crossing object detection apparatus of this invention, the specific structure is demonstrated referring drawings. 1A is a schematic block diagram of a crossing control device 40 that forms part of a crossing object detection device 40 + 50, and FIG. 1B is a schematic block diagram of a crossing obstacle detection device 50 that forms a major part of the crossing object detection device 40 + 50. FIG. 4C is a block diagram of a portion related to a down train in the object detection logic determination units 56 to 59 of the crossing obstacle detection device 50. 2A is a relay circuit diagram of the descending control unit 43 and the alarm control unit 21 of the level crossing control device 40, and FIG. 2B is a diagram of the object detection logic determination units 56 to 59 of the level crossing obstacle detection device 50. It is a relay circuit diagram.

  The level crossing safety device according to this embodiment is different from the conventional device described above in that a new level crossing control device 40 is introduced instead of the above-described level crossing control device 20 or by slightly modifying it. (See FIGS. 1 (a) and 2 (a)), instead of the level crossing obstacle detection device 30, or by modifying its logic unit (object detection logic determination unit) and adding a level crossing alarm control support function. This is a point where a new level crossing obstacle detection device 50 is introduced (see FIGS. 1B, 1C, and 2B).

  In addition, the railroad crossing 13 is installed on the track 10, the warning light 14 is installed on the railroad crossing 13, and the down start point ADC and the up start point CDC (the level crossing) located in front of the crossing 13 when viewed from the traveling train. The start point crossing controller is installed on the track 10 at the alarm start point), and the down end point BDC and the up end point DDC (the crossing alarm end point) located at the crossing point of the crossing 13 as seen from the traveling train. The fact that the end point crossing controller is installed on the track 10 remains as it is (see FIG. 6A).

  The level crossing control device 40 having a small difference from the prior art among the level crossing object detection devices 40 + 50 will be described first. The difference between the level crossing control device 40 and the level crossing control device 20 described above is that the descending control unit 23 detects the end point. Instead of the result BPR, the downstream control unit 43 that inputs the downward warning stop R (crossing warning stop condition) of the relay output of the level crossing obstacle detection device 50 is used, and the upward control unit 22 determines the end point detection result. It is the point which becomes the up side control part 42 which replaces with DPR and inputs the up warning stop R (crossing warning stop condition) of the relay output of the level crossing obstacle detection device 50. The alarm control unit 21 is directly taken over from the level crossing control device 20, and receives the down SR relay and end point detection result BPR and the up SR relay and end point detection result DPR.

The down-side control unit 43 (see FIGS. 1A and 2A) is configured by a self-holding circuit of a down SR relay that is conditional on the start point detection result APR and the down alarm stop R. When the detection result APR falls (de-energized), the descending SR relay falls (de-energized), and when the descending alarm stop R operates (excites), the descending SR relay operates (excites).
The output of the descending SR relay is in a fall (non-excited) state only from the entrance of the descending train starting point ADC of the descending train to the operation (excited) of the descending alarm stop R, and is otherwise in the activated (excited) state. As will be described in detail later, when the railroad crossing obstacle detection device 50 detects that the train has advanced from the railroad crossing 13, the down alarm stop R relay is operated (excited). Function.

  Similarly, the upstream control unit 42 (detail circuit is not shown) falls (de-energized) when the start point detection result CPR falls (de-energized), and operates (activates) with an upward alarm stop R operation (excitation). The self-holding circuit of the upstream SR relay. The output of the up SR relay is in a fall (non-excitation) state only from the up train starting from the up start point CDC to the operation (excitation) of the up alarm stop R, and is otherwise in the operation (excitation) state. As will be described in detail later, when the railroad crossing obstacle detection device 50 detects that the train has advanced from the railroad crossing 13, the upward alarm stop R relay is operated (excited). Function as.

  As described above, the alarm control unit 21 detects the passage of the train related to the railroad crossing 13 after the train approach to the alarm start point ADC or CDC is detected by the control unit 42 or 43 on the up side or the down side. While the train detection related to the alarm end points BDC and DDC is established based on the end point detection results BPR and DPR in addition to the time until, the control for issuing the level crossing alarm related to the level crossing 13 is still performed. In response to the detection of the train advance from the level crossing 13 by the level crossing obstacle detection device 50, the down alarm stop R relay, the up alarm stop R relay, and the down SR relay and the up SR relay are operated (excited). Since the train passing can be understood, the advantage of the railroad crossing obstacle detection device 50 is indirectly enjoyed through the descending SR and the ascending SR, and the countermeasure against the hitting is enhanced. There.

The level crossing obstacle detection device 50 (see FIGS. 1B, 1C, and 2B) differs from the level crossing obstacle detection device 30 described above in that its logic part is enhanced in function. The detection logic determination units 56 to 59 are used.
A sensitive unit 31 that detects the presence or absence of an object on the level crossing of the level crossing 13, and a reporting unit that displays a stop signal for the train approaching the level crossing via another device (details omitted) The obstacle detection device 30 continues to the crossing obstacle detection device 50 as it is.

  The down end point signal input circuit 55 for acquiring the end point detection result BPR related to the down end point BDC and the up end point signal input circuit for acquiring the end point detection result DPR related to the end point detection result DDC The input circuit of the down mask and the up mask of the device 30 is diverted. Although the down end point signal input circuit 55 is shown as a relay relay in the same manner as the down start point signal input circuit 44 described above, this circuit 44 is also an up end point signal input circuit that is not shown. When no relay is required, the relay relay can be omitted, and the embodiment can be realized only by wiring and connection for inputting the output of the level crossing controller. The means for acquiring the object detection result from the sensitive unit 31 for detecting the object on the railroad crossing of the level crossing 13 is a circuit for inputting the output (object detection result) of the fault detection R relay of the sensitive unit 31 only by wiring or connection. However, similar to the signal input circuits 44 and 55 described above, it may be embodied by relaying with a relay relay.

  In addition to discriminating and detecting obstacles staying on the railroad crossing of the level crossing 13 at the installation destination, the object detection logic judgment units 56 to 59 also discriminate and detect a train passing through the level crossing 13, so that it is also a sequence. In order to accurately discriminate and detect by the check, the above-described output of the down / up SR relay, the end point detection results BPR and DPR and the fault detection R relay output from the sensitive unit 31 are input, and the down / up SR is input. Based on the alarm start point ADC, CDC and confirming that the train has entered the railroad crossing 13 based on the failure detection R relay output and the end point detection results BPR, DPR. Based on the end point detection results BPR and DPR, the down / up SR, and the fault R, the train advance from the level crossing 13 is confirmed. At that time, when an obstacle is detected, the alarm control signal BZ is output in the same manner as the railroad crossing obstacle detection device 30, and the train approach to the railroad crossing 13 and the train advance are detected after the train enters the alarm starting points ADC and CDC. In some cases, the upstream alarm stop R and the downstream alarm stop R, which were not conventionally, are relayed.

  To explain in terms of going up and going down, in the object detection logic determination units 56 to 59, the part relating to the detection of the down train is the train approach to the down start point ADC (alarm start point) based on the start point detection result APR. While grasping based on the descending SR relay output of the descending control unit 43 of the level crossing control device 40, the passing of the descending train related to the level crossing 13 and the termination point detection result BPR related to the descending termination point BDC (alarm termination point) and The detection is based on the output (object detection result) of the failure detection R relay of the sensitive unit 31, and particularly for the detection of the passage of the train related to the latter level crossing 13, the down stop point BDC based on the end point detection result BPR The detection of the train approach to the level crossing 13 is performed using the weighting condition of the establishment of the train detection related to the vehicle and the establishment of the object detection related to the level crossing 13 based on the object detection result of the fault detection R relay output. Based on the point detection result BPR, the failure detection of the train after the lapse of the lapse of time for eliminating the rolling effect related to the descending stop point BDC, the detection of the train approach to the level crossing 13 and the object detection result of the fault detection R relay output Based on the fact that the object detection related to the level crossing 13 is not established, the detection of the advance of the descending train from the level crossing 13 is performed.

  Similarly, in the object detection logic determination units 56 to 59, the part related to the detection of the upward train is configured to enter the train to the upward start point CDC (warning start point) based on the start point detection result CPR. Ascertaining based on the upstream SR relay output of the side control unit 42, and the subsequent detection of the upstream point DDC (alarm stop point) for the passage of the upstream train related to the level crossing 13 and failure detection of the sensitive unit 31 The detection is based on the output of the R relay (object detection result), and in particular, with regard to the detection of the passage of the train related to the latter level crossing 13, the establishment of the train detection related to the upstream end point DDC based on the end point detection result DPR And the detection of train entry to the level crossing 13 based on the object detection result of the fault detection R relay output and the establishment of the object detection related to the level crossing 13 is detected, and based on the end point detection result DPR. Object detection related to the railroad crossing 13 based on the detection failure of the train after the elapse of the lapse of time for eliminating the rolling effect related to the climbing end point DDC, the detection of the train approach to the railroad crossing 13 and the object detection result of the fault detection R relay output As a weighting condition, the inbound train advance from the level crossing 13 is detected.

As described above, the part related to the detection of the down train and the part related to the detection of the up train are different for the down line 11 or the up line 12, but the same applies to the train traveling on the track 10 where the railroad crossing 13 is installed. Since the circuit configuration may be the same, the part relating to the detection of the down train illustrated in the block diagram and the relay circuit will be described in detail below.
Of the object detection logic determination units 56 to 59, the part related to the down train (see FIG. 1 (c) and FIG. 2 (b)) is a stop signal input circuit 55 including a relay circuit and a faulty train entry detection. A circuit 56, an obstacle detection circuit 57, a row detection period reset circuit 58, and an alarm stop R relay circuit 59 are provided.

  The failure detection train approach detection circuit 56 is a relay circuit mainly composed of a failure detection train approach detection R relay that is constantly falling, that is, not excited in a normal state. As a condition, when the BPR of the BPR and the falling contact of the failure R relay are used as a condition, when the down train enters the train detection section Sb of the down end BDC and the end point detection result BPR operates (excites), At that time, if the sensitive unit 31 is already normal, the down train has been detected, and the fault detection R relay should have fallen (non-excitation), so the operation (excitation) of the end point detection result BPR and the fault detection R relay The failure detection train approach detection R relay operates (excites) when both fall (non-excitation) occurs. Such an obstacle detection train entry detection circuit 56 will check (exactly detect) that the down train has entered the railroad crossing more strictly than before. The circuit 56 is a self-holding circuit, and the operation (excitation) of the failure detection train approach detection R relay, which is a result of establishment of the entry detection to the railroad crossing 13 of the down train, is described later in the row inspection period reset R. This is maintained until the relay is activated (excited).

  The obstacle detection circuit 57 is a relay circuit mainly composed of an alarm control signal BZ relay which is always operated and has an obstacle detection time of about 6 seconds. The condition is that the upper relay contact of the R relay and the upper contact of the fault detection R relay are the conditions, and both failure of the fault detection train approach detection R (de-energization) and failure of the fault detection R relay (de-excitation) are obstructed. The alarm control signal BZ relay drops when the object detection is continued beyond the element detection time. Such an obstacle detection circuit 57 is used except for the period from when it is detected that the descending train has entered the railroad crossing of the railroad crossing 13 until when the advancing is detected, in other words, the downward train enters the railroad crossing of the railroad crossing 13. Until the entry is detected, the crossing obstacle is detected based on the object detection result of the sensitive unit 31. When the sensitive unit 31 detects that there is an object on the level crossing, there is a crossing obstacle. It is determined to be. In addition, since the detection of the crossing obstacle is not performed during the period from the entry detection to the crossing 13 of the descending train until the advance detection, if the sensing unit 31 detects that there is an object on the crossing road, the train 13 is determined to have passed.

  The line detection period reset circuit 58 is a relay circuit mainly composed of a line detection period reset R relay that is constantly falling, that is, not energized in a normal state. The upper contact is a condition, and after the descending train enters the descending start point ADC and the descending SR relay falls (de-energized), the descending train advances to the descending end point BDC and the end point detection result BPR falls ( If it is de-energized, the line detection period reset R relay operates (excites), but operates using a time element relay BPSLR with a time effect elimination time element of about 1 to 4 seconds or an appropriate time element BPSLUR. Because the timing is adjusted, the line inspection period reset R relay operates only for a moment after the descending train has entered the train detection section Sd of the end point BDC, and the squeezing effect elimination time (1 to 4 seconds) , It has become a thing to break the self-holding of Sawaken train entry detection R relay as described above.

  The alarm stop R relay circuit 59 is a relay circuit mainly composed of a descending alarm stop R relay that is constantly falling, that is, not excited in a normal state. The condition is the upper contact of the entry detection R and the upper contact of the failure detection R relay, and when all of these relays are activated (excited), the descending alarm stop R relay is activated (excited). Yes. When such an alarm stop R relay circuit 59 detects the passage of the down train relating to the railroad crossing 13, the down train stops at the down end point by the operation (excitation) of the time relay BPSLR that reacts behind the end point detection result BPR. In addition to checking that there is a line in the train detection section Sb of the BDC, in addition to checking that the descending train has entered the railroad crossing based on the output of the failure detection train approach detection R relay, the failure detection R Based on the output of the relay, it is checked until the descending train has advanced on the railroad crossing. Due to these triple conditions, the alarm stop R relay circuit 59 will strictly check (accurately detect) that the descending train has passed through the railroad crossing, and as a result, when the descending train approaches or passes. This contributes to the prevention of premature stop of the railroad crossing alarm due to the poor operation of train detection related to the descending stop point BDC.

About the crossing object detection apparatus 40 + 50 of this Example 1, the use aspect and operation | movement are demonstrated referring drawings. FIG. 3 is a time chart of the relay signal when the detection of the down train is normally performed, and FIG. 4 is a time chart of the relay signal when the train detection at the down end point BDC is not good.
In the time charts of both figures, the length of the time axis, in other words, the time per unit length is different, and the total length of the time axis in FIG. 4 is an enlarged portion of the time t3 in FIG.

In order to use the level crossing object detection device 40 + 50, the conventional level crossing control device 20 and the level crossing obstacle detection device 30 may be replaced with a new level crossing control device 40 and a level crossing obstacle detection device 50, respectively (FIG. 1A). (See (b)). Otherwise, the level crossing security device described above is used as it is (see FIG. 6 (a)). A railroad crossing controller and a warning light 14 are also installed in the same manner as before, and wiring connections between the devices are made in the same manner as before.
The update from the level crossing obstacle detection device 30 to the level crossing obstacle detection device 50 may be performed only by updating the logic unit to the object detection logic determination units 56 to 59. In this case, the sensitive unit 31 and the reporting unit may be used. The thing of the level crossing obstacle detection device 30 can be continuously used.

As for the update from the level crossing control device 20 to the level crossing control device 40, the input of the end point detection result DPR among the inputs of the ascending control unit 42 is changed to the input of the ascending alarm stop R of the level crossing obstacle detection device 50. At the same time, by changing the input of the end point detection result BPR among the inputs of the descending control unit 43 to the input of the descending alarm stop R of the level crossing obstacle detection device 50, the old level crossing control device 20 becomes a new level crossing control device 40. Therefore, it can be said that the railroad crossing control device 20 can be used substantially continuously because it is usually necessary to change the connection of the signal lines or add a few input circuits.
Hereinafter, those operations will be described only in the case of a down train as in the conventional example, but the same applies to the case of an up train. In addition, the explanation of the operation is similar to that already described, but if it is omitted, a series of operations will be difficult to understand.

  First, the operation when train detection is normal will be described (see FIG. 3). When there is no train on the level crossing control section of the level crossing 13 (see the left end of FIG. 3), the start point detection result APR operates (excites) in response to the failure of train detection at the down start point ADC. Subsequently, the end point detection result BPR continues to fall (de-energized) in response to the failure of train detection at the down end point BDC. Correspondingly, since the descending SR relay continues to operate (excited), the descending train operation direction instruction indicates that there is no train crossing passing, and the level crossing alarm R relay continues to operate (excited) and the warning light Since 14 etc. do not give a level crossing warning, the level crossing 13 maintains an open state and a road-passable state. Since the railroad crossing alarm R relay continues to operate (excited), the alarm control signal BZ operates (excited) even if a person or vehicle passes through the railroad crossing and the state of the fault detection R relay (object detection result) changes. Since the state is maintained, a fault detection alarm, which is an alarm for a crossing obstacle, is not issued. In addition, the row inspection period reset R relay newly introduced similarly to the failure detection train approach detection R relay continues to maintain the fall (non-excitation) state.

  When the descending train travels there and the descending train enters the train detection section Sa of the descending start point ADC (see the central part of FIG. 3), it starts in response to the establishment of the train detection at the descending start point ADC. The point detection result APR falls (de-energized), the descending SR relay falls (de-energized) accordingly, and the railroad crossing alarm R relay also falls (de-energized) accordingly. In addition to indicating that a railroad crossing has passed, the warning light 14 and the like issue a railroad crossing alarm in response to the drop (non-excitation) of the railroad crossing alarm R relay, so that the railroad crossing 13 enters a blocking state and a traffic prohibition state. At this time, when an object such as a person or a vehicle enters the railroad crossing, the sensitive unit 31 detects this and the failure detection R relay falls (de-energized). At this time, the failure detection train entry detection R relay drops ( When the object stays longer than the obstacle detection time when the obstacle detection R relay falls longer than the obstacle detection time, the object is regarded as an obstacle and the alarm control signal BZ drops. Since it is de-energized, a fault detection alarm is issued. The obstacle detection alarm continues until the obstacle exits the railroad crossing. The failure detection train approach detection R relay and the row inspection period reset R relay maintain a fall (non-excitation) state.

  Then, when the descending train continues and the head of the descending train enters the railroad crossing 13 (see the right side of FIG. 3), the sensing unit 31 detects the descending train and the fault detection R relay falls ( De-energized). Then, when a further down train runs and the head of the down train passes through the crossing 13 and further enters the train detection section Sb of the down end point BDC, the end point corresponds to the establishment of the train detection at the down end point BDC. The detection result BPR operates (excites). The time from when the obstacle detection R relay is dropped (de-energized) until the end point detection result BPR is activated (excited) is shorter than the time for obstacle detection unless the speed of the descending train is too slow. Therefore, it is possible to accurately prevent the detection of the down train as an obstacle and the occurrence of an extra obstacle alarm as usual.

Then, when the end point detection result BPR operates (excitation) as described above, the fault detection train approach detection R relay operates (excitation) for the first time under the weighting condition that the fault detection R relay is in the fall (non-excitation) state. ) As described above, the operation (excitation) of the end point detection result BPR indicating the establishment of the train detection related to the descending end point BDC and the failure detection R relay falling (non-excitation) indicating the establishment of the object detection related to the crossing 13 are detected. Since the failure detection train approach detection R relay operates (excitation) on condition that both are satisfied, the alarm control signal BZ continues to operate (excitation) even if the failure detection R relay falls due to a down train. The level crossing obstacle detection function is suppressed (masked), and it is possible to accurately prevent the detection of a down train as an obstacle and the occurrence of an extra obstacle detection alarm as usual.
In other words, the fault detection train approach detection R relay accurately indicates that the object detected by the sensitive unit 31 is a train that has entered a railroad crossing rather than a person or a car, and that the train is passing through the railroad crossing. It will be. Further, during the period in which the failure detection train approach detection R relay is operating (excited), the failure detection R of the sensitive unit 31 is used not only for checking the presence or absence of a person or a vehicle but for checking the presence or absence of a train.

  Therefore, unlike the conventional case, even if the end point detection result BPR operates (excitation), the down SR relay does not operate (excitation) immediately, but the end point detection result BPR operates (excitation), and the BPSLR operates. (Excitation) Further, the descending train travels, and the rear end of the train passes through the railroad crossing of the railroad crossing 13, so that the fault detection R relay of the sensitive unit 31 that cannot detect the train operates (excitation). When the failure of train detection (object detection) is indicated, the descending alarm stop R is activated on condition that the fault detection train entry detection R relay is in the operating (excited) state and is monitoring the train passing through the level crossing. (Excitation), and this causes the down SR relay to operate (excitation). In this way, since the descending SR relay operates (excites) after the descending train has completely passed the railroad crossing, the output of the descending SR relay is used as the descending train driving direction indication to approach the descending train crossing. It is possible to more accurately indicate the period from the start to the railroad crossing. Even if the down SR relay is operated (excited), while the end point detection result BPR is still in the operating (excited) state, the railroad crossing alarm R relay continues to fall (de-energized) as usual. The light 14 and the like continue to issue a level crossing alarm, and the level crossing 13 maintains a blocking state and a traffic prohibition state.

  When the last train of the descending train advances from the train detection section Sb of the descending termination point BDC, the termination point detection result BPR falls (de-energized) in response to the failure of the train detection at the descending termination point BDC, and then the railroad crossing warning R When the alarm stop time of the relay elapses, the railroad crossing alarm R relay is activated (excited) and the warning light 14 and the like stop the railroad crossing alarm, so that the railroad crossing 13 returns to the open state and the road-passable state. In addition, the line detection period reset R relay operates (excites) for a moment after timing adjustment at BPSLR and BPSLUR according to the fall of the end point detection result BPR (non-excitation), which causes the fault detection train entry detection R relay to fall Since it is (non-excited), the period for monitoring the presence / absence of the train by the sensitive unit 31 ends, and the next train approaches or approaches. In this way, if the train approach to the descending start point ADC, the train approach to the descending end point BDC, and the train advancement are accurately detected, both a railroad crossing alarm and a fault alarm are appropriately issued.

  Next, an operation when a train detection failure occurs at the descending end point BDC will be described (see FIG. 4). Here, for comparison with the conventional case, a train detection failure that may occur even if the level crossing controller is normal will be described. As in the case of the conventional example, the railroad crossing controller that detects the down train at the descending end point BDC performs the train detection on the assumption that the train wheel and the rail of the train come into contact with each other to be in a short-circuit state that allows electrical conduction. Even if a temporary contact failure occurs irregularly depending on the position and state of the train travel, there is no abnormality in the level crossing controller, and even if the train is in the train detection section Sb of the end point BDC, It is assumed that the end point detection result BPR that should be in the operation (excitation) state indicating the establishment of the detection has a fluctuation to the falling (non-excitation) state indicating the failure in the train detection (first from the top in FIG. 4). (See the * and ** parts of the BPR waveform).

  Even in the situation where such a temporary contact failure occurs in the end point detection result BPR, the descending train enters the railroad crossing, which is detected by the railroad crossing obstacle detection device 50 and the fault detection R relay falls. Even if (de-energized) (refer to the second fault detection R waveform from the top in FIG. 4), the train is detected by the descending stop BDC before the obstacle detection time related to the fault detecting R relay passes. When the train detection relating to the descending stop point BDC is established by proceeding to the section Sb and the stop point detection result BPR is further activated (excited), the failure detection train entry detection R relay is activated (excited) (from top to bottom in FIG. 4). The second obstacle detection train approach detection R waveform), it is determined that what is on the railroad crossing is a descending train, and the level crossing obstacle detection function is suppressed (masked) (see below in FIG. 4). From the second fault detection R suppression (mask) waveform), fault detection alarm is triggered Is (see first alarm BZ waveform from below in FIG. 4) without, so that the train passes the crossing road is monitored. This monitoring is continued until the tail of the descending train advances into the train detection section Sb of the descending stop point BDC and the time required for removing the influence of the BPSLR is removed. Specifically, the train detection at the sensitive unit 31 is no longer established and continues until the failure detection R relay operates (excites) (see the second failure detection R waveform from the top in FIG. 4). It will be confirmed that has completely advanced from the railroad crossing.

  The fault detection R relay operates (excitation), and the fault detection train entry detection R relay and stop point detection result BPR also operate (excitation), so that the down train completely advances from the railroad crossing. The down alarm stop R relay is activated when it has been carefully confirmed that it has moved to the train detection section Sb at the end point BDC, and this causes the down SR relay to operate (excitation) (fifth from the top in FIG. 4). In this case, the down train operation direction instruction will give an accurate instruction until the down train passes through the railroad crossing. When the last train of the descending train advances from the train detection section Sb of the descending termination point BDC, the termination point detection result BPR falls (de-energized) in response to the failure of the train detection at the descending termination point BDC, and then the railroad crossing warning R When the alarm stop time of the relay elapses, the railroad crossing alarm R relay is activated (excited) and the warning light 14 and the like stop the railroad crossing alarm, so that the railroad crossing 13 returns to the open state and the road-passable state. In addition, after both the down SR relay and the end point detection result BPR are activated (excited), further waiting for the lapse of time for eliminating the influence of the BPSLR turning effect (the seventh BPSLR from the top in FIG. 4). Since the row inspection period reset R relay operates (excites) for a short time corresponding to the time element of the relay BPSLUR (see the eighth row inspection period reset R waveform from the top in FIG. 4), The failure detection train entry detection R relay falls (de-energized), the period for monitoring the presence / absence of the train by the sensitive unit 31 is completed, and the next train approaches or approaches.

  In this way, even if a temporary drop (de-excitation) occurs in the end point detection result BPR operated (excited) by entering the down end point BDC of the down train (* of the first BPR waveform from the top in FIG. 4) Or **), until the completion of crossing of the railroad crossing is confirmed by the train detection result at the fault detection R relay or the train entrance detection at the fault detection train entry detection R relay, In order to maintain the falling (non-excited) state without operating (exciting), the level crossing alarm R relay operates (excited) before the train has completely passed through, preventing the level crossing alarm from stopping undesirably early. (See the sixth level crossing alarm R waveform from the top in FIG. 4). Further, the obstacle detection circuit 57 responsible for the level crossing obstacle detection function replaces the end point detection result BPR that becomes defective as the obstacle detection suppression (mask) (second obstacle detection suppression from the bottom in FIG. 4). (See the comment above the waveform and the downward arrow in the mask.) Because the output of the fault detection train approach detection R relay that maintains a good state without interruption is used to suppress (mask) the obstacle detection (Figure) 4 (see the second obstacle detection suppression (mask) waveform from the bottom in Fig. 4), and when the failure detection R relay train detection (object detection) is established, the alarm control signal BZ does not operate (excitation) (lower in Fig. 4) The first alarm BZ waveform is referred to), and no fault alarm is issued undesirably.

  About the Example 2 of a level crossing object detection apparatus of this invention, the specific structure is demonstrated referring drawings. FIG. 5 shows the signal input circuit and object detection logic of the crossing obstacle detection device 50 and the one-sided control alternative device 60 for downhill which unitizes the signal input circuit and object detection logic determination unit of the crossing obstacle detection device 50 described above. It is a general | schematic block diagram of the level crossing security apparatus which combined the existing one-way control alternative apparatus 70 for the going up which unitized the determination part, the above-mentioned level crossing control apparatus 40, and the existing level crossing obstacle detection apparatus 30 slightly modified.

  This level crossing safety device is a slightly modified version of the level crossing obstacle detection device 30 with the one-sided control alternative devices 60 and 70 in which the main parts of the solution means 1 to 4 described above are divided into units for upstream and downstream. The existing level crossing obstacle detection device 30 configured to send the state of the fault detection R relay to the one-side control alternative devices 60 and 70 and the level crossing control device 40 obtained by slightly modifying the existing level crossing control device 20 are additionally installed. By embodying the present invention in a form, the countermeasures against the rolling related to the crossing obstacle detection and crossing control are strengthened.

  The one-side control alternative device 60 includes the above-described downward start point signal input circuit 54, downward end point signal input circuit 55, fault detection train approach detection circuit 56, line detection period reset circuit 58, and alarm stop R relay circuit 59. The stop point detection result BPR, the descending SR, and the fault detection R are input, and the down alarm stop R is performed in the same manner as described for the part relating to the detection of the descending train in the crossing obstacle detection device 50 described above. Is output. The one-side control alternative device 70 is also similar, but in connection with the detection of the up train, the end point detection result DPR, the up SR and the fault detection R are input, and the up warning stop R is output. Yes.

In this case, a detailed description that will be repeated is omitted, but the functions and operations are almost the same as those of the first embodiment. There is no direct change in the logic part of the level crossing obstacle detection device 30, but since the countermeasures for turning up and down SR that are used as the upstream and downstream windows for level crossing obstacle detection are strengthened, the level crossing obstacle The performance of the object detection device 30 is also improved.
Further, the modification from the level crossing control device 20 to the level crossing control device 40 is a simple change of the wiring, and the output of the fault detection R relay is taken out from the level crossing obstacle detection device 30 such as a wiring change or addition of a relay relay. The level crossing obstacle detection device 30 and the level crossing control device 20 (40) can continue to use existing ones, and all the new ones only need to be added to the one-side control alternative devices 60 and 70. The existing facilities can be improved at low cost.

[Summary of each example]
In the crossing object detection apparatus of the present invention, the detection of the passage of a railroad crossing, alarm stop conditions, and obstacle detection suppression (masking) conditions are processed according to the following concept.
First, it detects that the train has reached the railroad crossing by detecting the train with the existing alarm end crossing controller (the output relay of the controller operates).
Secondly, “object detection output” from the level crossing obstacle detection device, that is, the presence of the own train is detected thereafter.
Third, the AND condition that the railroad crossing controller for the alarm end point detects the train (the output relay of the controller is operating) when the “object detection output” from the railroad crossing obstacle detection device disappears Thus, it is determined that the train has passed the railroad crossing.
Fourthly, the railroad crossing controller for the alarm end point detects the advance of the train (the output relay of the controller is dropped), and stops the alarm after the alarm is stopped (element when it is slow).

And by such a process, the crossing object detection apparatus of this invention has the following effects.
First, the object detected by the level crossing obstacle detection device is obtained by combining the object (train) detection condition by the existing level crossing obstacle detection device and the condition of the train car detection by the existing end point crossing controller. In addition, it is possible to strictly determine whether a car staying on a railroad crossing is an obstacle or a train.

  Secondly, by combining the conditions for detecting an object (train) that is not caused by a rail short circuit with the existing level crossing obstacle detection device and the condition for detecting a train due to a rail short circuit with the existing end crossing controller, By crossing the railroad crossing obstacle with the crossing obstacle detection device, it is strictly checked that the train has entered the railroad crossing road and then has advanced (passed) through the railroad crossing road. Since it is possible to eliminate stopping in the middle, safety in level crossing control is improved.

Third, by omitting the fourth process from the first to fourth series of processes described above and stopping the railroad crossing alarm in the first to third series of processes, the train quickly crosses the railroad after passing the level crossing road. Can be configured to reduce the frustration and frustration of road passers who are waiting for a warning stop. Respond to social demands.
Fourth, by utilizing an existing level crossing obstacle detection device as a train detection device, it is possible to provide a means for detecting a train that is not caused by a short circuit of a rail at a low cost.

Fifth, a proven optical fiber type obstacle detection device (general fault detection) can be used, but it can be used at a level crossing already installed, so it can be realized at low cost.
Sixth, other train detection devices that do not rely on rail short-circuits such as axle detectors have only a train detection function and no function as a level crossing obstacle detection device. The object detection device can play both roles (functions) and has a very high cost performance.

[Others]
In the above embodiment, the level crossing object detection device 40 + 50 is distributed and implemented in the level crossing control device 40 and the level crossing obstacle detection device 50. For example, the downside control unit 43 of the level crossing control device 40 or the down start point signal input It is also possible to mount the circuit 44 only on the level crossing obstacle detection device 50 by moving or juxtaposing the circuit 44 to the level crossing obstacle detection device 50.
In the above embodiment, a railroad crossing controller, which is a track circuit with a short train detection length, is given as a train detection at the alarm start points ADC, CDC and alarm stop points BDC, DDC. A simple track circuit can also be used.
In the above embodiment, the crossing object detection device is embodied by a relay circuit, but the relay may be an electromagnetic relay or a semiconductor relay. Further, the crossing object detection device may be embodied by an electronic circuit such as a digital circuit or a programmable microprocessor.

  The crossing object detection device of the present invention is not limited to a crossing safety device related to a crossing in a double track section, but can also be applied to a crossing security device related to a crossing in a single track section. In the case of a single track section, the alarm start point is set on each side far from the railroad crossing, and one alarm stop point is set close to either one or both sides of the railroad crossing. The crossing object detection device of the present invention is applied to one alarm start point and only one alarm end point, and the crossing object of the present invention is applied to the same alarm end point as the other alarm start point of the two. A detection device is applied. In general, ascending and descending are used as a set. However, the present invention is not limited to use in the upper and lower sets, and the crossing object detection device of the present invention may be used only for ascending and descending. You may use only for.

10 ... Track, 11 ... Down line, 12 ... Up line, 13 ... Railroad crossing, 14 ... Warning light,
ADC ... down start point, BDC ... down end point, CDC ... up start point,
DDC ... up end point, Sa, Sb, Sc, Sd ... train detection section (detection length),
20 ... Railroad crossing control device, 21 ... Alarm control unit, 22 ... Upward control unit, 23 ... Downward control unit,
30 ... Crossing obstacle detection device, 31 ... Sensitive unit, 32 ... Floodlight, 33 ... Light receiver,
40 ... Crossing control device (crossing object detection device),
42 ... Upward control unit, 43 ... Downward control unit, 44 ... Downward starting point signal input circuit,
50. Crossing obstacle detection device (crossing object detection device),
55 ... Down end signal input circuit, 56-59 ... Object detection logic determination unit,
56 ... obstacle detection train entry detection circuit, 57 ... obstacle detection circuit,
58 ... row inspection period reset circuit, 59 ... alarm stop R relay circuit,
60, 70 ... one-sided control alternative device

Claims (2)

A sensing unit for detecting the presence or absence of an object on a railroad crossing installed on a railroad track, and a train detection related to an alarm starting point set on the railroad track from the railroad crossing to the train approach side and far from the train length Means for obtaining a starting point detection result that is a result, means for obtaining a stop point detection result that is a train detection result related to an alarm stop point set on the track away from the train crossing closer to the train length, and Based on the object detection result of the sensitive part, the start point detection result, and the end point detection result, the train approach to the alarm start point, the train approach to the subsequent level crossing, and the train advance from the level crossing thereafter A crossing object detection device including an object detection logic determination unit for detecting, wherein the object detection logic determination unit is configured to detect a train approach to the railroad crossing from detection of a train approach to the alarm start point. Sensitive The detected object is determined as an obstacle, and from the detection of the train approach to the railroad crossing until the detection of the train advancement from the railroad crossing, the sensitive unit determines the detected object as a train. In order to discriminate whether the detected object is an obstacle or a train , further, the detection of the train related to the alarm end point based on the end point detection result and the object detection result The detection of the train approach to the railroad crossing is detected on the condition that the object detection related to the railroad crossing is established, and the alarm stop based on the end point detection result after the detection of the train entrance to the railroad crossing crossing object detection instrumentation, characterized in that is adapted to perform detection of the train advances from the crossing on condition that does not hold the train detection according to point was continued for a predetermined time for tilt effects eliminated . The railroad crossing warning stop condition is provided to the railroad crossing control device only when a train approaching the railroad crossing is detected first and a train advance from the railroad crossing is subsequently detected. The crossing object detection device according to 1.

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