JP6631969B2 - Level crossing train entry / exit detection circuit and level crossing security device - Google Patents

Description

  The present invention relates to a railroad crossing security device installed at a railroad crossing or a single-track crossing, and a railroad crossing control device that is one of the devices, and enables a train to enter and exit a railroad crossing. More specifically, the present invention relates to a crossing train entry / exit detection circuit and a level crossing safety device suitable for a so-called point-control type level crossing alarm control.

  The point control type level crossing alarm control system detects check-in, that is, the train enters the alarm start position by the starting level crossing controller provided at the level crossing alarm start position set away from the level crossing. A crossing warning is started, and a checkout is performed by a terminal crossing controller provided in the vicinity of the crossing road, that is, the detection that the train has advanced (passed) through the crossing road and the crossing warning is stopped. This is a level crossing alarm control method. In general, both the crossing controller for starting and the crossing controller for ending are rail-short type non-insulated track circuits, each of which has a train detection section of about 30 m longer than one car. This is a short and short track circuit having a shorter train detection section than a general closed circuit track circuit that is frequently used in a track section. Note that a closed-circuit-type train detection device is used as the starting railroad crossing controller, and an open-circuit-type train detection device is used as the terminal railroad crossing controller. There is no other track circuit between the start level crossing controller and the end level crossing controller in a mode connected to them, so train control using the connected track circuit is referred to as “continuous closed circuit control (continuous On the other hand, a railroad crossing alarm control system using a separated railroad crossing controller is called a point control system (for example, see Non-Patent Document 1).

In this point-control-type level-crossing alarm control, when a traffic signal is present in a “level crossing control section (alarm control section)” from the alarm start position almost before the level crossing to the alarm end position near the level crossing, Since a plurality of trains may be present on the railroad crossing control section, in this case, it is necessary to clearly detect the continuation train following the preceding train.
Therefore, when the railroad crossing alarm control is implemented by a relay circuit, in addition to the railroad crossing controller for starting the alarm start position, the second and third railroad crossing controllers are provided near the traffic signal, and the trains for continuing trains are provided. The warning is started based on the detection results of the second and third level crossing controllers (for example, see Non-Patent Documents 1 and 2).

  On the other hand, the “electronic level crossing control device” that embodies the level crossing alarm control using a fail-safe computer and software can easily manage the number of trains on the level crossing control section. No level crossing controller is required. Specifically, every time the starting railroad crossing controller detects a train entering the railroad crossing control section, the number of trains existing in the railroad crossing control section is incremented by "1", and the railroad crossing controller for termination is added. The number of trains is decremented by “1” each time a train advance from the railroad crossing control section is detected, and the alarm stops when the number of trains in the railroad crossing control section becomes “0”. (For example, see Non-Patent Document 1).

  In the point control type level crossing alarm control system, an on-board signal receiving device that operates in response to a constant oscillation signal from an ATS on-board device may be provided in parallel at an alarm start point or an alarm end point (for example, in some cases). Non-Patent Document 1 (P201) and Patent Document 1). In that case, the arrival of the train to the alarm starting point or the alarm ending point can also be caused by the oscillation signal reaching from the on-board child of the ATS on-board equipment mounted under the floor of the leading car of the train to the on-board child of the on-board signal receiving device. Is detected. This on-vehicle signal receiving device is also called a railroad crossing backup device from the viewpoint of compensating for detection omission of the starting railroad crossing controller or the end railroad crossing controller.

  With respect to such a level crossing security device and a level crossing train entry / exit detection circuit provided in the level crossing control device, a specific configuration will be described with reference to the drawings. FIG. 5A is a symbol diagram showing the arrangement of level crossing controllers ADC, BDC, etc. in the down line of the double track section in the level crossing safety device, and FIG. 5B is a diagram of the level crossing train entry / exit detection circuit 20 constituted by a relay. It is a circuit diagram.

  The railroad crossing safety device exemplified here relates to the railroad crossing 13 in a double track section, but for simplicity, a portion related to a downline will be described (see FIG. 5A). If the description of the level crossing breaker is omitted, a warning light 14 is installed on the level crossing 13 of the track 10, and a level crossing control device (not shown) is provided near the level crossing 13 to start and stop the warning of the warning light 14. In order to detect the train required for the railroad crossing control, a warning railroad crossing controller is installed at the alarm start point ADC, and a railroad crossing controller is installed at the alarm end point BDC. In addition, an on-board signal receiving device BBu is installed near the alarm end point BDC. Also, in order to allow the presence of a plurality of trains in a descending railroad crossing control section extending from the start end of the alarm start point ADC to the end of the train detection section Sb of the end railroad crossing controller of the alarm end point BDC, the alarm start point ADC and the railroad crossing are allowed. The traffic signal 12 is also provided between the road 13 and the railroad crossing alarm control. When the railroad crossing alarm control is realized by a relay circuit, the second railroad crossing controller ADC2 and the third railroad crossing controller ADC3 in the vicinity are provided as described above. However, in the following, for simplicity and simplicity, a description will be given of an “electronic level crossing control device” that does not require the second level crossing controller ADC2 and the third level crossing controller ADC3 as an example.

  Then, the railroad crossing control circuit 20 incorporated in the railroad crossing control device in such a railroad crossing safety device (see FIG. 5B) describes a configuration example of a relay circuit. From the starting point detection result acquisition unit 21 that outputs the starting point detection result APR indicating the entry of the train into the railroad crossing control section and the train detection result from the railroad crossing controller for ending the alarm end point BDC. An end point detection result obtaining unit 22 that obtains and outputs an end point detection result BPR indicating the entry of a train into the train detection section Sb related to the alarm end point BDC, and obtains a train detection result from the on-board signal receiving device BBu. On-board signal reception result acquisition unit 23 that outputs on-board signal reception result BBuR indicating that the train has entered the reception range of on-board signal reception device BBu, and output signals BPR and BBuR based on those output signals. And a warning light 14 based on the detection of the advance of the train from the level crossing 13 by the level crossing train entry / exit detection circuits 25 to 26 for detecting the approach / entry of the train to the level crossing 13. A level crossing alarm control logic circuit (not shown) for stopping the alarm is provided.

The railroad crossing train entry / exit detection circuits 25 to 26 (see FIG. 5B) include a railroad crossing train entry detection unit 25 that detects the entrance of the train to the railroad crossing 13 and a railroad crossing that detects the entry of the train from the railroad crossing 13. Since this is combined with the train advance detection unit 26, each will be described in detail.
The railroad crossing train entry detection unit 25 (see FIG. 5B) performs a downstream train advance detection R (or a downstream warning stop signal of a railroad crossing alarm control logic circuit), the above-mentioned end point detection result BPR, and the above-mentioned on-board signal. It is composed of a circuit mainly composed of a relay for a down train entry detection R signal, which is conditioned on the reception result BBuR and the down train entry detection R of (25).

  Then, the railroad crossing train entry detection unit 25 (see FIG. 5B) determines that one or both of the downstream end detection result BPR and the downstream backup detection result BBuR, which are indicated by, for example, a relay operation, are satisfied (that is, the on-rail line). The logical sum of the positive logic that sets the state to true = 1 and the non-present state to false = 0 is true = 1, in other words, the negative logic that sets the present state to false = 0 and sets the non-present state to true = 1. When the logical product is false = 0, the detection of the train approaching the railroad crossing 13 and the detection of the approach of the downstream train are performed by establishing the downstream train entry detection R when all the conditions are satisfied. The state in which R is established is maintained until the time when the detection of a descending train advance R (or the down alarm stop signal of the level crossing alarm control logic circuit) is established.

  The railroad crossing train advance detection unit 26 (see FIG. 5 (b)) includes a circuit mainly including a downstream train advance detection R signal relay on the condition of the above-described downstream train entry detection R and the end point detection result BPR, It is after the train entry to the railroad crossing 13 is detected based on the fact that the down train entry detection R is established (for example, the relay operation), and the down end point detection result BPR is not established (for example, the relay falls). When all of the above conditions are satisfied, a train advance from the railroad crossing 13 is detected, and a downstream train advance detection R is established (for example, a relay operation).

With respect to such a railroad crossing safety device, an operation and the like when not only a preceding train but also a continuation train have entered a downstream railroad crossing control section on the railroad crossing 13 will be described.
FIGS. 5 (c) and 6 (a) to 6 (c) are symbolic diagrams showing the running states of the preceding train and the continuation train in the descending railroad crossing control section in time series. The upper signal receiving device BBu is illustrated as being in the train detection section Sb.
FIG. 6D is a time chart of each detection result and the like when the end level crossing controller at the alarm end point BDC is not tilted.

  At time T1, when the preceding train enters the train detection section Sa at the warning start point ADC, the number of trains in the railroad crossing control section becomes “1” accordingly (see FIG. 6D), and the warning light 14 issues a warning. To start. At the subsequent time T2, when the continuation train also enters the train detection section Sa of the alarm start point ADC (see FIG. 5C), the number of trains in the railroad crossing control section becomes “2” (FIG. 6D )reference). Further, at time T3, when the preceding train enters the train detection section Sb of the railroad crossing controller for the end point of the alarm end point BDC (see FIG. 6A), the end point detection result BPR is established. As described above, the down train entry detection R is established based on the fact that the train is on the railroad crossing control section and the number of trains on the railroad crossing control section is “1” or more (FIG. 6D). It is detected that the preceding train has entered the crossing 13.

  When the preceding train further travels and the on-board device of the preceding train enters the reception range of the on-board signal receiving device BBu at time T4 (see FIG. 6B), the on-board signal receiving result BBuR is established. (See FIG. 6D.) As described above, when the end point detection result BPR is established first, other signals such as the down train entry detection R are not affected. On the other hand, if the end point detection result BPR is delayed or lost for some reason unlike the above, the down train entry detection R is established based on the onboard signal reception result BBuR established. (Refer to the dashed line in FIG. 6 (d).) Even if there is a malfunction or failure in the train detection by the railroad crossing controller at the alarm end point BDC, it is accurately detected that the preceding train has entered the railroad crossing road 13. Is done.

  Then, when the on-board device of the preceding train advances from the reception range of the on-board signal receiving device BBu, the on-board signal receiving result BBuR becomes unsatisfied, and furthermore, the crossing control for terminating the alarm end point BDC until the preceding train reaches the end. When the child advances from the child's train detection section Sb (see FIG. 6C), the end point detection result BPR is not established. Then (see FIG. 6D), based on that fact and the fact that the downstream train entry detection R is established, the downstream train entry detection R is established only temporarily. Also, accordingly (see the dashed line in FIG. 6D), the number of trains on the railroad crossing control section becomes “1”, but the number of trains on the railroad crossing control section is not “0”. Even if the preceding train advances into the railroad crossing control section, the warning of the warning light 14 continues appropriately without stopping in response to the fact that the continuation train is still on the railroad crossing control section.

JP 2015-140130 A Japanese Patent Application No. 2006-004870 [Application]

"Detailed description of railroad crossing safety devices covering both JR and private railway equipment" Japan Railway Electric Technology Association, May 31, 2007, first edition, P61, P76, P309 Introduction to Electricity for Railway Engineers Signal Series 8 "Level Crossing Safety Device" Published by Japan Railway Electrical Engineers Association on October 30, 2007, 4th edition, P50-51, P128-130

  However, in such a conventional level crossing safety device and a level crossing train entry / exit detection circuit, when a so-called "flick" occurs in the train detection by the level crossing controller, the preceding train advances from the level crossing depending on the occurrence status. It has been found that there is a possibility that the train may be mistaken as having entered the level crossing even to the continuation train.

First of all, the details of train detection are described in detail. Lightning shortage of the vehicle, floating rust on the rail, fallen leaves, body fluids of insects, and volcanic ash accumulate on the rail. Due to the occurrence, agitation occurs that impairs train detection.
Even if the swaying occurs, if it is a momentary or temporary swaying, there is a delay of 2 to 4 seconds before stopping the alarm by taking measures such as adding graduality to the final relay that controls the alarm. This prevents unauthorized stopping of alarms.

However, the delay time of 2 to 4 seconds is so versatile that it can be effective for all the triggering that occurs for various reasons, because if the delay is so severe that the delay becomes invalid, it is not possible to avoid illegal alarm suspension. This is not an absolute measure.
Then, when the preceding train is on the train detection section of the terminal crossing controller or trying to advance into the train detection section, if the above-mentioned delay becomes invalid, and the same level crossing occurs at that time, If a continuation train was on the control section, the crossing train entry / exit detection circuit mistakenly recognized that the continuation train in addition to the preceding train had also entered the railroad crossing road due to the flutter that occurred at that time, and therefore a railroad crossing warning was undesirable. There is concern that it will stop.

Such a situation will be specifically described using the above example. FIG. 6E is a time chart of the detection results and the like when the end of the alarm crossing point controller at the alarm end point BDC is raised.
Since the operation is the same as described above during the time T1 to T5 (see FIG. 6D for the time T1 and T2 and FIG. 6E for the time T3 and T5), the time T1 is briefly described. In response to the fact that the preceding train has entered the train detection section Sa of the alarm start point ADC, the number of trains on the train has become “1”, and at time T2, the continuation train has entered the train detection section Sa of the alarm start point ADC. Accordingly, the number of trains on the train becomes “2”, and the time T3 at which the preceding train enters the train detection section Sb related to the alarm end point BDC, or the time at which arrival of the preceding train is detected by the onboard signal receiving device BBu at the latest. At T4, a down train entry detection R is established, and it is detected that the preceding train has entered the crossing 13.

Then, when the on-board device of the preceding train advances from the reception range of the on-board signal receiving device BBu, the on-board signal receiving result BBuR becomes unsatisfied, and the preceding train travels and the end point detection result BPR is not established at time T5. When the state is reached, the down train entry detection R is temporarily established based on the fact and the establishment of the down train entry detection R, and the number of trains in the railroad crossing control section becomes "1". This is as described above.
However, if the end point detection result BPR failure at the time T5 is not due to the complete advance of the preceding train from the railroad crossing control section, but to the insufficiency, at the subsequent time T6, the temporary, but resumable, end. The point detection result BPR may be satisfied (see the mark * in FIG. 6E).

Then, the establishment of the subsequent end point detection result BPR is not based on the fact that the continuation train has entered the train detection section Sb of the railroad crossing controller for the end of the alarm end point BDC, but based on the rumbling of the preceding train. Despite that, the downstream train entry detection R is established based on the establishment of the end point detection result BPR and the establishment of the downstream train entry detection R at that time. 13 will be mistakenly recognized.
Since the end point detection result BPR is not maintained for a long time due to the swing, the downstream train advance detection R is temporarily established due to the failure of the immediately following end point detection result BPR, and the number of trains in the railroad crossing control section is accordingly set. Is further reduced to "0" (see the two-dot chain line in FIG. 6 (e)).

In such a situation, the alarm of the alarm lamp 14 stops even though the continuation train is present in the railroad crossing control section, which is inconvenient. Therefore, measures to avoid it are required.
Then, when various measures are being sought, in the prior invention (see solution means 3 of Patent Document 2), in addition to the end crossing controller installed at the alarm end point, the vehicle faces the crossing. When using the railroad crossing obstacle detection device as a railroad crossing object detection device, he further came to think that he also used a railroad crossing backup device (on-vehicle signal receiving device) and sought to stricter the judgment contents again by using the usage mode. Was.

  In this improvement plan, it is assumed that the railroad crossing backup device using the ATS is installed on the track in a state that it is within the train detection section of the railroad crossing controller for the end point of the alarm end point. , On the condition that all of the object detection result of the level crossing object detection device, the train detection result of the level crossing controller, and the train detection result of the level crossing backup device after the detection of the train entry to the alarm starting point are established, Entry of a train to a train is detected. In this way, by setting the railroad crossing backup device within the train detection section of the terminal railroad crossing controller, the installation environment can be easily prepared. Then, the train detection result of such a railroad crossing backup device is added to the detection condition of the train entry to the railroad crossing, and at this time, the train detection result is added to the AND condition (the same as the other object detection result and the end point detection result). With the use of positive logic (logical product), the logic is simple and clear even though the determination content is strict.

Then, when the environment in which the prior invention of this improvement was applied to the above situation was repeatedly examined, it was determined that the above-mentioned inconvenience could be avoided.
However, since this improvement is based on the use of a level crossing object detecting device different from a level crossing controller and a level crossing backup device, it cannot be immediately applied to a level crossing without a level crossing object detecting device. In addition, the additional installation of the railroad crossing object detection device causes a heavy burden of cost increase.
Therefore, it is an object to improve the system so that a crossing advance of a plurality of trains can be accurately and inexpensively detected using a railroad crossing controller and an on-board signal receiving device without a railroad crossing object detecting device.

The railroad crossing train entry / exit detection circuit of the present invention (Solution 1) is designed to solve such a problem.
Railroad crossing control for acquiring a train detection result from a starting railroad crossing controller, an end railroad crossing controller, and an onboard signal receiving device attached to a railway track and controlling the start and stop of an alarm related to the railroad crossing road. A railroad crossing train entry / exit detection circuit that is incorporated into the device and detects a train entry and a train entry pertaining to the level crossing,
A railroad crossing train entry detection unit that detects a train entry to the railroad crossing in response to both the train detection result of the terminal railroad crossing controller and the train detection result of the on-board signal receiving device being in the on-rail state. After the detection of the train entry to the railroad crossing, from the railroad crossing in response to both the train detection result of the terminal railroad crossing controller and the train detection result of the on-board signal receiving device became non-railing state And a railroad crossing train advance detection unit for detecting the train advance.

Further, the level crossing train entry / exit detection circuit of the present invention (Solution 2) is the level crossing train entry / exit detection circuit of Solution 1 described above,
In response to the on-board signal receiving device outputting a plurality of systems as a train detection result, when any one or a plurality of the plurality of systems of the reception results is in the on-rail state, When the train detection result of the on-board signal receiving device is in the on-rail state, and when the reception results of the plurality of systems are all in the non-on-rail state, the train detection result of the on-board signal receiving device is in the on-rail state. The present invention is characterized in that detection of train entry and train entry related to the railroad crossing is performed.

Further, the railroad crossing safety device of the present invention (solution 3) is provided with the characteristic portion of the solution 2 in addition to the crossing train entry / exit detection circuit of the solution 1;
In particular,
A starting railroad crossing controller, an end railroad crossing controller, an onboard signal receiving device, and a train detection result obtained from them, and controlling the start and stop of an alarm related to the railroad crossing road provided on the railway track. In a level crossing security device having a level crossing control device,
The level crossing train entry / exit detection circuit of the above solution 1 is incorporated in the level crossing control device, and an overlapping portion exists between the train detection section of the terminal crossing controller and the reception range of the on-board signal receiving device. The on-vehicle signal receiving device outputs a plurality of systems as a train detection result, and combines the plurality of systems into a single train detection result and combines the train detection results with the on-vehicle signal. A reception result integration unit that outputs a signal instead of the train detection result of the signal reception device is provided, and the reception result integration unit sets any one or a plurality of the reception results of the plurality of systems to the on-rail state. When it is, the train detection result to be output instead is in the on-rail state, and when the reception results of the plurality of systems are all in the non-on-rail state, the train detection result to be output instead is in the on-rail state. Nana And wherein the are.

  Also, the railroad crossing safety device of the present invention (Solution 4) is the railroad crossing protection device of the above-mentioned Solution 3, wherein the width of the crossing road falls within the train detection section of the terminal crossing controller. And

Further, the railroad crossing safety device of the present invention (solution 5) is provided with the characteristic section of the solution 4 in addition to the crossing train entry / exit detection circuit of the solution 1 and solution 2,
In particular,
A starting railroad crossing controller, an end railroad crossing controller, an onboard signal receiving device, and a train detection result obtained from them, and controlling the start and stop of an alarm related to the railroad crossing road provided on the railway track. In a level crossing security device having a level crossing control device,
The crossing train entry / exit detection circuit of the above solution 1 or 2 is incorporated in the level crossing control device, and there is an overlapping portion between the train detection section of the terminal crossing controller and the reception range of the on-board signal receiving device. The width of the railroad crossing is within the train detection section of the terminal railroad crossing controller.

  In such a level crossing train entry / exit detection circuit of the present invention (solution 1), the on-board signal receiving device is moved to the end level crossing controller, and the reception range of the on-board signal receiving device and the end level crossing control are controlled. By overlapping with the child's train detection section, desirably, the reception range of the on-board signal receiving device falls within the train detection section of the terminal railroad crossing controller, so that the installation environment on the track facility side can be easily adjusted. Can be trimmed. The train detection result of the on-board signal receiving device is added to the detection condition of the train entering the crossing road based on the train detection result of the railroad crossing controller for termination, and an AND condition (both lines are in positive logic. By using the product, the judgment contents of the train entry to the railroad crossing are strict, but the logic is simplified and clarified.

In addition to this, the train detection result of the on-board signal receiving device is added to the detection condition of the train advance from the crossing road based on the train detection result of the railroad crossing controller for termination. Is used under the same AND condition as the condition after detection of a train entering a railroad crossing (here, both are non-resident lines and the logical product of negative logic). Even though it is stricter, the logic is still simplified and clarified. And, in this way, the judgment requirements at each stage of the sequence check for both entry and exit are strictly determined by the logical product of the results of detection of different trains, so that multiple train entry and exit are detected when one train crosses a railroad crossing. Can be easily and accurately prevented.
Therefore, according to the present invention, there is provided a railroad crossing train entry / exit detection circuit which can detect a railroad crossing advance of a plurality of trains inexpensively and accurately using a railroad crossing controller and an on-board signal receiving device without a railroad crossing object detection device. Can be realized.

  In the level crossing train entry / exit detection circuit and the level crossing security device of the present invention (solution means 2 and 3), the role of the on-board signal receiving device is equivalent to that of the level crossing controller from the backup of the level crossing controller. It has become important to increase the reliability and operation rate of the onboard signal receiving device as a result of being raised to a certain level. For each part of the receiving device multiplexed in order to obtain the reception results of a plurality of systems, after fail-safe technology is used in general in railroad technology, a failure-free state on the safety side is output by failure. If at least one of the reception results of multiple systems is in the on-rail state, the train detection result of the on-board signal receiving device is assumed to be in the on-rail state, and the entry and exit of the train to the railroad crossing are detected. As a result, an accurate train detection result can be obtained if at least one of the multiplexed portions of the on-board signal receiving device multiplexed to obtain the reception results of a plurality of systems can be obtained. -The operating rate is improved.

Furthermore, in the railroad crossing safety device of the present invention (solutions 4 and 5), the method of straddling the crossing road in the train detection section of the railroad crossing controller is adopted, so that the train of the railroad crossing controller is used. Compared to a general mode in which the end crossing controller is installed away from the level crossing to the train exit side so that the detection section does not cross the level crossing, the level crossing controller is closer to the level crossing, so the level crossing Since the timing of detecting the advance of the train from the road is advanced, the waiting time for opening the railroad crossing is reduced.
In addition, the role of the on-board signal receiving device has been raised to the same level as the terminal crossing controller, and the train detection result of the terminal crossing controller alone does not detect train entry to the railroad crossing, Even if a short circuit occurs between the left and right rails at a ski edge or the like at a crossing, there is no risk of erroneous detection or malfunction.

FIG. 1A is a diagram illustrating a structure of a railroad crossing train entry / exit detection circuit and a railroad crossing protection device according to a first embodiment of the present invention, and FIG. FIG. 2B is a block diagram of a railroad crossing train entry / exit detection circuit, and FIG. 2C is a circuit diagram of a railroad crossing train entry / exit detection circuit configured by a relay. (A) to (c) are symbolic diagrams showing a train running state in a railroad crossing control section in a time series, and (d) is a terminal crossing controller for a crossing train entry / exit detection circuit and a railroad crossing safety device. FIG. 7E is a time chart of each detection result when there is no tilt, and FIG. 9E is a time chart of each detection result and the like when the end railroad crossing controller is tilted. FIG. 6 shows the structure of a level crossing train entry / exit detection circuit and a level crossing security device according to the second embodiment of the present invention, wherein (a) is a symbol diagram showing an arrangement of level crossing controllers and the like on a down line of a multiple track section of the level crossing security device, ( b) is a relay circuit of a railroad crossing train entry detection unit, and (c) is a relay circuit of a railroad crossing train entry detection unit. FIG. 9 is a symbol diagram and a block diagram illustrating a structure of a level crossing security device according to a third embodiment of the present invention. 1A shows a conventional railroad crossing safety device, FIG. 2A is a symbol diagram showing an arrangement of a railroad crossing controller and the like on a down line of a double track section of the railroad crossing safety device, and FIG. 2B is a crossing train entry / exit detection circuit including a relay. FIG. 4C is a circuit diagram, and FIG. 4C is a symbol diagram illustrating a running state of a train in a railroad crossing control section. (A) to (c) are symbolic diagrams showing a train running state in a railroad crossing control section in a time series, and (d) is a terminal railroad crossing controller. FIG. 7E is a time chart of each detection result when there is no tilt, and FIG. 9E is a time chart of each detection result and the like when the end railroad crossing controller is tilted.

Specific embodiments for carrying out the crossing train entry / exit detection circuit and the level crossing safety device of the present invention will be described with reference to Examples 1 to 4 below.
The first embodiment shown in FIGS. 1 and 2 embodies the above-described solution 1 (claim 1 at the beginning of the application), and the second embodiment shown in FIG. Embodiment 3 shown in FIG. 4 is an embodiment of the present invention (claims 2 and 5 at the beginning of the application). Embodiment 3 shown in FIG. The fourth embodiment, which is not shown, is a modification of the software.

In the drawings, for the sake of simplicity and the like, symbol diagrams and block diagrams are frequently used, and those necessary and related to the description of the invention are mainly shown.
In the drawings, the same components as those in the related art are denoted by the same reference numerals, and what is described in the section of the background art is common to the following embodiments. The repeated description will be omitted, and the following description focuses on the differences from the related art.

  Embodiment 1 A specific configuration of a railroad crossing train entry / exit detection circuit and a railroad crossing protection device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1A is a symbol diagram showing an arrangement of level crossing controllers ADC, BDC, etc. in a down line of a double track section in a level crossing safety device, and FIG. 1B is a block diagram of a level crossing train entry / exit detection circuit 40, (C) is a circuit diagram of a railroad crossing train entry / exit detection circuit 40 constituted by a relay.

The difference between the level crossing security device of FIG. 1 and the level crossing security device of FIG. 5 described above is that the level crossing train entry / exit detection circuits 25 to 26 are replaced with the level crossing train entry / exit detection circuit 40, and the on-board signal receiving device. BBu is explicitly installed inside the train detection section Sb of the railroad crossing controller for terminating the alarm end point BDC, and the receiving range of the on-board signal receiving device BBu falls within the train detection section Sb.
The railroad crossing train entry / exit detection circuit 40 differs from the aforementioned railroad crossing train entry / exit detection circuits 25 to 26 in the following two points.

That is, the first difference is that when detecting a train entry to a railroad crossing (entrance determination), the railroad crossing train entry detection unit 25 uses the end point detection result BPR (train detection result) and the on-board signal reception result BBuR (train It is sufficient that either of the detection results BPR and BBuR must be in the on-rail state in the railroad crossing train entry / exit detection circuit 40.
Further, the second difference is that when detecting the train advance from the crossing road (entering determination), the railroad crossing train advance detection unit 26 does not consider the on-board signal reception result BBuR, This is the point that both the detection results BPR and BBuR have to be in the non-present state in the advance detection circuit 40.

  Then, the crossing train entry / exit detection circuit 40 (see FIG. 1 (b)) detects that the end point detection result BPR of the end point crossing controller for the alarm end point BDC is in the on-rail state and that the on-board signal receiving device BBu A railroad crossing train entry detection unit (see AND in the upper part of FIG. 1 (b)) for detecting a train entering the railroad crossing road 13 when both of the on-vehicle signal reception result BBuR being in the on-rail state are satisfied; That the entry of the train to the railroad crossing road 13 has already been detected, that the end point detection result BPR of the railroad crossing controller for ending the alarm end point BDC has become non-railing, and that the on-board signal receiving device BBu has A railroad crossing train advance detection unit (see AND in the lower part of FIG. 1 (b)) that detects a train advance from the railroad crossing road 13 when both of the signal reception result BBuR being in the non-present state are satisfied; It is provided with.

  To describe the configuration example of the relay circuit in detail (see FIG. 1 (c)), first, the railroad crossing train entry detection unit 45, which is an improved version of the railroad crossing train entry detection unit 25, outputs the downstream train advance detection R (or the downstream of the railroad crossing alarm control logic circuit). It consists of a circuit mainly composed of a relay for a descending train advance detection R signal on the condition that an alarm stop signal), an end point detection result BPR, an on-vehicle signal reception result BBuR, and a descending train entry detection R, all of which are constantly dropped. The end point detection result BPR and the on-vehicle signal reception result BBuR, which are the lifting contacts of the relay, are changed from a parallel connection as described above to a serial connection.

  Then, the railroad crossing train entry detection unit 45 detects the entry of the train into the train detection section Sb related to the alarm end point BDC by the operation of the end point detection result BPR and the on-board signal by the operation of the down backup detection result BBuR. It is determined that the train has entered the reception range of the receiving device BBu (that is, the logical product of positive logic in which the on-line state is true = 1 and the off-line state is false = 0 is true = 1, in other words, the on-line state When all the conditions are false, the logical OR in the negative logic that the state is false = 0 and the non-present state is true = 1 becomes false = 0, the down train entry detection R is operated to be established. By setting the state, the train entry to the railroad crossing 13 is detected, and the establishment state of the downstream train entrance detection R is determined when the downstream train advance detection R (or the downstream warning stop signal (not shown in the railroad crossing alarm control logic circuit) is established). In is adapted to maintain.

  The railroad crossing train advance detection unit 46 is a circuit mainly composed of a downstream train advance detection R signal relay that is conditioned on the downstream train entry detection R, the end point detection result BPR, and the onboard signal reception result BBuR. The fact that the train entry to the railroad crossing 13 has been detected based on the fact that the train entry detection R has been activated to be in the established state, and that the end point detection result BPR has fallen into the unestablished state; The fact that the on-vehicle signal reception result BBuR has fallen into an unsatisfied state (in other words, the logical product of negative logic in which the on-line state is false = 0 and the non-on-line state is true = 1 has become true = 1, in other words, (If the logical sum of the positive logic, where the on-line status is true = 1 and the non-on-line status is false = 0, becomes false = 0), the downstream train advance detection R is activated. From the railroad crossing 13 It is adapted to detect the car advance.

Regarding the level crossing train entry / exit detection circuit 40 of the first embodiment and the level crossing safety device including the level crossing control device incorporating the same, not only the preceding train but also the continuing train has entered the down level crossing control section of the level crossing 13. The operation at the time will be described.
FIGS. 2A to 2C are symbolic diagrams showing the running states of the preceding train and the continuation train in the descending level crossing control section in a time series, and FIG. 2D is a level crossing controller for terminating the alarm end point BDC. 7E is a time chart of each detection result and the like when there is no tilting, and FIG. 9E is a time chart of each detection result and the like when a tilting occurs at the railroad crossing controller for terminating the alarm end point BDC.

  First, an operation or the like in a situation in which no tilt occurs in the end level crossing controller at the alarm end point BDC will be described. When the preceding train enters the train detection section Sa of the starting railroad crossing controller at the alarm start point ADC at time T1, the number of trains in the railroad crossing control section becomes “1” accordingly (see FIG. 2D). , The warning of the warning light 14 is started. Further, at the subsequent time T2, when the continuation train also enters the train detection section Sa of the alarm start point ADC, the number of trains in the railroad crossing control section becomes “2” (see FIG. 2D). Up to this point, the operation is the same as the conventional example described above. However, at time T3, the preceding train enters the train detection section Sb of the crossing controller for ending the alarm end point BDC (see FIG. 2A), and the ending is performed. Even if the point detection result BPR is established (see FIG. 2 (d)), at this time, since the onboard signal reception result BBuR has not been established yet, the down train entry detection R is not established, and the preceding train is Detection of entry into the level crossing 13 is delayed.

From there, the preceding train travels a little further, and at time T4, when the on-board device of the preceding train enters the reception range of the on-board signal receiving device BBu (see FIG. 2 (b)), the on-board signal receiving result BBuR becomes Since it is established (see FIG. 2D), the down train entry detection R is operated based on that fact and the fact that the end point detection result BPR has been established earlier, so that the state is established. It is detected that the preceding train has entered the crossing 13.
This detection timing is the same as the timing at the time of delay of the establishment of the end point detection result BPR described above (see the broken line portion in FIG. 6D), and there is no inconvenience.

  Then, when the on-board device of the preceding train advances from the reception range of the on-board signal receiving device BBu, the on-board signal receiving result BBuR becomes unsatisfied, and furthermore, the crossing control for terminating the alarm end point BDC until the preceding train reaches the end. When the child advances from the child train detection section Sb (see FIG. 2C), the end point detection result BPR is not established. Then (see FIG. 2D), based on the fact that both of the detection results BPR and BBuR have become unsatisfied and that the down train entry detection R has been established, the down train entry detection R operates only temporarily. And it becomes a state of establishment. Further, accordingly (see the dashed line in FIG. 2D), the number of trains in the level crossing control section becomes “1” but does not become “0”, so that even if the preceding train advances through the level crossing control section, In response to the fact that the continuation train is still on the railroad crossing control section, the warning of the warning light 14 continues appropriately without stopping.

  Next, an operation and the like in a situation in which the end of the warning crossing point BDC is raised at the warning end point BDC will be described. Since the same operation as described above is performed between the times T1 and T2 (see FIG. 2 (e)), in short, in response to the preceding train entering the train detection section Sa of the alarm start point ADC at the time T1. As a result, the number of trains on the train becomes "1", and at time T2, the number of trains on the train becomes "2" in response to the passing of the alarm starting point ADC of the continuation train. Then, at time T3, the preceding train enters the train detection section Sb of the railroad crossing controller at the alarm end point BDC (see FIG. 2A), and the end point detection result BPR is established (FIG. 2 ( e)), since the on-vehicle signal reception result BBuR has not been established yet from this time to the next time T4, even if the noise α due to the noise appears in the end point detection result BPR, the effect is reduced. It does not extend to the train entry detection R.

  At the subsequent time T4, the arrival of the preceding train is detected by the on-board signal reception device BBu, and the on-board signal reception result BBuR is established (see FIG. 2E), and the end point detection result BPR is maintained. When it is established in the meantime or in the middle of the fluttering, the down train entry detection R is established, and it is detected that the preceding train has entered the crossing 13 (see FIG. 2B). Thereafter, as long as the on-vehicle signal reception result BBuR is satisfied (see FIG. 2E), even if the end point detection result BPR includes noise β caused by sway, the condition for establishing the down train entry detection R is satisfied. Is not satisfied, the effect of the noise β does not extend to the downstream train entry detection R.

  Then, when the on-board device of the preceding train advances from the reception range of the on-board signal receiving device BBu, the on-board signal receiving result BBuR is in an unsatisfied state. At the subsequent time T5, the end point detection result BPR is in an unsatisfied state. (Refer to FIG. 2 (e)), based on that fact, the fact that the on-board signal reception result BBuR has not been established, and that the downstream train entry detection R has been maintained in the established state, the descending train exiting. Since the detection R is temporarily established and the number of train lines in the railroad crossing control section becomes “1” but is not “0” (see the dashed line in FIG. 2 (e)), a railroad crossing warning required for the continuation train is issued. It is issued continuously.

  By the way, the main reason that the end point detection result BPR is not established at the above-mentioned time T5 is that the preceding train travels and the time T5 completely stops from the train detection section Sb of the end point crossing controller of the alarm end point BDC. The normal factor that has advanced (see FIG. 2 (c)) and the fraudulent factor due to the tilting γ and δ that appeared before and after that (see FIG. 2 (e)) can be cited. Is made at an optimal timing. On the other hand, if the fraud γ of the fraudulent factor appears before the normal factor, the downstream train advance detection R is temporarily established earlier than the optimal timing, but by that time the preceding train has at least Since the device mounting part has finished passing through the reception range of the on-board signal receiving device BBu, the fatal inconvenience of detecting the advance of the preceding train from the railroad crossing 13 when the downstream train advance detection R is temporarily established is as follows. There is no.

  Furthermore, even if the fraud δ due to a fraudulent factor appears after the temporary establishment of the downstream train advance detection R, since the on-vehicle signal reception result BBuR is already in an unsatisfied state, the end point detection result BPR causes noise due to the flaring. Even if δ appears, the condition for establishing the downstream train entry detection R is not satisfied, so that the influence of the noise δ does not affect the downstream train entry detection R. As a result, the occurrence of the above-described inconvenience, that is, the temporary detection of the outbound train advance detection R is temporarily prevented, is reliably prevented. It is properly prevented that the user crosses the railroad crossing.

Embodiment 2 A specific configuration of a railroad crossing train entry / exit detection circuit and a railroad crossing protection device according to a second embodiment of the present invention will be described with reference to the drawings.
FIG. 3A is a symbol diagram showing an arrangement of level crossing controllers ADC, BDC and the like in a down line of a double track section in the level crossing safety device, and FIG. 3B is a symbol diagram of a level crossing train entry detecting unit 55 constituted by a relay. It is a circuit diagram, (c) is a circuit diagram of the railroad crossing train advance detection part 56 comprised by the relay.

  This level crossing safety device differs from that of the first embodiment in that the position of the alarm end point BDC is shifted to the level crossing road 13 until the width of the level crossing 13 falls within the train detection section Sb, The on-board signal receiving apparatus BBu, which has output only the on-board signal reception result BBuR as the detection result, outputs two-system reception results of the on-board signal reception result BBu1R and the on-board signal reception result BBu2R as the train detection result. (See FIG. 3 (a)), and the railroad crossing train entry / exit detection circuit 40 becomes the railroad crossing train entry / exit detection circuit 50 by a partial modification corresponding thereto. The difference between the level crossing train entry / exit detection circuit 50 and the level crossing train entry / exit detection circuit 40 is that the level crossing train entry detection unit 45 is replaced with a level crossing train entry detection unit 55 (see FIG. 3B). The point is that the railroad crossing train advance detection unit 46 has become a railroad crossing train advance detection unit 56 (see FIG. 3C).

  The new on-board signal receiving device BBu (see FIG. 3 (a)) takes over the ground child BBuA and the receiver BBu1 from the previous on-vehicle signal receiving device BBu, and then performs a receiver BBu2 similar to the receiver BBu1. When the ground child BBuA receives the oscillation signal from the vehicle child, the receivers BBu1 and BBu2 respectively output the result of receiving the vehicle signal. The grounding element BBuA is mainly composed of a passive element such as a coil antenna protected by a robust casing, and has a sufficiently high operation rate. On the other hand, the receivers BBu1 and BBu2 mainly composed of active elements such as semiconductors and relays are inferior in operation rate to the ground terminal BBuA by themselves, but suppress the output in the event of a failure. When a failure is detected by a built-in failure diagnosis circuit or the like, only the non-presence state on the safe side is output, and the presence state on the non-safe side is not output.

  The railroad crossing train entry detection unit 55 (see FIG. 3B) takes over the railroad crossing train entry detection unit 45, and receives the on-board signal reception result BBuR incorporated in the condition part by the lifting contact of the continuous fall relay. Is replaced by the following parallel connection circuit. The parallel connection circuit includes a lifting contact according to the on-vehicle signal reception result BBu1R obtained from the receiver BBu1 by the continuous fall relay, and a lifting contact related to the on-vehicle signal reception result BBu2R obtained from the receiver BBu2 by the continuous fall relay. This is a circuit in which the upper contact and the upper contact are connected in parallel. Such a railroad crossing train entry detection unit 55 outputs an on-board signal if at least one of the two-system reception results BBu1R and BBu2R acquired as a train detection result from the on-board signal reception device BBu is in the on-rail state. It is assumed that the train detection result of the receiving device BBu is in the on-rail state, and that the train detection result of the on-board signal receiving device BBu is in the non-on-rail state when both the two-system reception results BBu1R and BBu2R are in the non-on-rail state. , And detects the approach of the train on the railroad crossing 13.

The railroad crossing train advance detection unit 56 (see FIG. 3 (c)) takes over the railroad crossing train advance detection unit 46, and adds the onboard signal reception result BBuR incorporated in the condition part with the falling contact of the continuous fall relay. Such a part is replaced by the following series connection circuit. Then, the series connection circuit includes a falling contact related to the on-vehicle signal reception result BBu1R obtained from the receiver BBu1 by the always-fall relay, and a falling contact related to the on-board signal reception result BBu2R obtained from the receiver BBu2 by the always-fall relay. And is connected in series. Such a railroad crossing train advance detection unit 56 also outputs an on-board signal if at least one of the two-system reception results BBu1R and BBu2R acquired as a train detection result from the on-board signal reception device BBu is in the on-rail state. It is assumed that the train detection result of the receiving device BBu is in the on-rail state, and that the train detection result of the on-board signal receiving device BBu is in the non-on-rail state when both the two-system reception results BBu1R and BBu2R are in the non-on-rail state. , The detection of the train advance related to the railroad crossing 13 is performed.
As a result, the on-board signal receiving device BBu continues to operate normally even when both of the two systems of the receivers BBu1 and BBu2 are normal and when one of them fails.

Also, when the alarm end point BDC is relocated to the railroad crossing 13 and the width of the railroad crossing 13 is within the train detection section Sb of the railroad crossing controller for the alarm end point BDC, the train enters the railroad crossing 13. However, even when the train advances, the detection timing is advanced by the time required for the train to travel the relocation distance.
When the train detection section Sb of the end crossing controller related to the determination of the alarm end timing overlaps the level crossing 13, the conductive level crossing passing through the level crossing 13 such as a dog chain, a ski edge, and a tractor. When the left and right rails are short-circuited by a metal object such as a crawler, the end crossing controller responds to the short circuit and the end point detection result BPR is established. There is a risk that the alarm may be undesirably stopped because it is erroneously recognized as having entered (reached) the vehicle.

  On the other hand, both the detection of the train entering the crossing road 13 and the detection of the exit, not only the end point detection result BPR of the end point crossing controller of the alarm end point BDC but also the on-board signal reception result of the on-board signal receiving device BBu In the crossing train entry / exit detection circuit 50 (or 40) that also uses BBuR1 and BBuR2 (or BBuR) as the determination conditions, the on-board signal receiving device BBu is turned off when the left and right rails are short-circuited at the on-road crossing road 13. Even if the condition is satisfied, the on-vehicle signal reception results BBuR1 and BBuR2 (or BBuR) do not enter the on-rail state when the rail is short-circuited at the on-rail crossing 13, so that the above-described erroneous recognition and undesired stoppage can be accurately avoided.

  The difference between the railroad crossing safety device whose symbolic diagram and block diagram is shown in FIG. 4 and that of the above-described second embodiment is that the railroad crossing train entry / exit detection circuit 50 of the second embodiment is the railroad crossing train entry / exit detection circuit of the first embodiment. 40 and the point where the reception result integration unit 60 is interposed between the crossing train entry / exit detection circuit 40 and the on-board signal receiving device BBu of the second embodiment.

The reception result integration unit 60 is provided in a form incorporated in or externally attached to the railroad crossing control device at the destination of the railroad crossing train entry / exit detection circuit 40. The reception result output from the reception result receiver BBu1 and the reception result The reception result output from the receiver BBu2 is input, and the logical sum (OR) of both reception results is output. This output is used as the on-board signal reception result BBuR in the railroad crossing train entry / exit detection circuit 40. Is done. Since the above-mentioned logical sum is a logical sum of positive logic in which the on-line state is true = 1 and the non-on-line state is false = 0, the reception result integrating unit 60 outputs any one of the input reception results of the two systems. If it is in the on-line state, the substitute on-vehicle signal reception result BBuR is in the on-line state, and if none of the input two-system reception results is in the off-line state, the substitute on-vehicle signal reception result BBuR is off-line. An output is generated that results in a state.
Also in this case, the on-board signal receiving device BBu continues to operate normally even when both of the two systems of the receivers BBu1 and BBu2 are normal or when one of them fails.

  Although illustration of flowcharts and the like has been omitted, if the above-described FIG. 1B is programmed as a functional block diagram, a level crossing train entry / entry detection program equivalent to the level crossing train entry / entry detection circuit 40 is completed. For example, the number of trains on the railroad crossing control section, the on-board signal reception result BBuR, the end point detection result BPR, the down train entry detection R, and the down train entry detection R corresponding to the respective flags and counter data are allocated to the memory. Every time, the value of the on-board signal reception result BBuR and the end point detection result BPR are updated at any time according to the input, and the on-board signal reception result BBuR and the end point detection result BPR are checked, and all of them are in the on-rail state. If it is, the down train entry detection R is set to the ON value, the down train entry detection R, the on-board signal reception result BBuR, and the end point detection result BPR are checked, and the on-board signal reception result is obtained when the down train entry detection R is the ON value. When both the BBuR and the end point detection result BPR become non-existent, a process of temporarily turning the down train entry detection R to an ON value and updating the number of existing trains in the railroad crossing control section is performed. Programs, such as repeat is completed. Similarly, a program for generating the on-board signal reception result BBuR by taking the logical sum of the on-board signal reception result BBuR1 and the on-board signal reception result BBuR2 is also created, and is incorporated in the acquisition portion of the on-board signal reception result BBuR.

[Others]
In each of the above embodiments, the case where the crossing train entry / exit detection circuits 40 and 50 and other circuits are constituted by relays has been described in detail. However, the relays may be electromagnetic relays or semiconductor relays. When a digital circuit, a programmable microprocessor, or the like is provided as in an electronic level crossing control device, an equivalent logic unit is embodied by a computer program or the like.
In each of the embodiments described above, the crossing train entry / exit detection circuit and the like related to the down level crossing control section have been described. However, the same level crossing train entry / exit detection circuit and the like are provided for the up level crossing control section, and any of the level crossing control If a train is present in the section, the common warning light 14 sounds.

In the above embodiment, the application example to the crossing of the down track of the double track section has been described.However, the application of the crossing train entry / exit detection circuit and the crossing protection device of the present invention is not limited to this, Railroad crossing, and railroad crossings in a single track section.
The railroad crossing train entry / exit detection circuit and the railroad crossing safety device of the present invention have been devised so that they can be applied without the railroad crossing obstacle detection device. The present invention can also be applied to equipment having an obstacle detection device.

10 ... track, 12 ... traffic light, 13 ... railroad crossing, 14 ... warning light,
20: railroad crossing control circuit, 21: starting point detection result acquisition unit, 22: end point detection result acquisition unit,
23 ... on-vehicle signal reception result acquisition unit, 25-26 ... railroad crossing train entry and advance detection circuit,
25: Railroad crossing train entry detection unit, 26 ... Railroad crossing train entry detection unit,
40: Railroad crossing train entry / exit detection circuit,
45: Railroad crossing train entry detection unit, 46: Railroad crossing train entry detection unit,
50: Level crossing train entry / exit detection circuit
55: railroad crossing train entry detection unit, 56: railroad crossing train advancement detection unit 60: reception result integration unit, ADC: alarm start point (starting railroad crossing controller),
APR: start point detection result, Sa: train detection section (starting crossing controller),
BDC: alarm end point (end level crossing controller),
BPR: end point detection result, Sb: train detection section (end crossing controller),
BBu: On-board signal receiving device (railway crossing backup device),
BBuA ... ground child (railway crossing backup device),
BBu1, BBu2 ... receiver (railway crossing backup device),
BBuR: on-vehicle signal reception result (backup detection result),
BBu1R, BBu2R ... Reception result of on-board signal (backup detection result)

Claims (5)

Railroad crossing control for acquiring a train detection result from a starting railroad crossing controller, an end railroad crossing controller, and an onboard signal receiving device attached to a railway track and controlling the start and stop of an alarm related to the railroad crossing road. A railroad crossing train entry / exit detection circuit that is incorporated into the device and detects a train entry and a train entry pertaining to the level crossing,
A railroad crossing train entry detection unit that detects a train entry to the railroad crossing in response to both the train detection result of the terminal railroad crossing controller and the train detection result of the on-board signal receiving device being in the on-rail state. After the detection of the train entry to the railroad crossing, from the railroad crossing in response to both the train detection result of the terminal railroad crossing controller and the train detection result of the on-board signal receiving device became non-railing state A railroad crossing train entry / exit detection circuit, comprising:   In response to the on-board signal receiving device outputting a plurality of systems as a train detection result, when any one or a plurality of the plurality of systems of the reception results is in the on-rail state, When the train detection result of the on-board signal receiving device is in the on-rail state, and when the reception results of the plurality of systems are all in the non-on-rail state, the train detection result of the on-board signal receiving device is in the on-rail state. The crossing train entry / exit detection circuit according to claim 1, wherein detection of the entry of the train and the entry of the train pertaining to the level crossing is performed. A starting railroad crossing controller, an end railroad crossing controller, an onboard signal receiving device, and a train detection result obtained from them, and controlling the start and stop of an alarm related to the railroad crossing road provided on the railway track. In a level crossing security device having a level crossing control device,
The level crossing train entry / exit detection circuit according to claim 1 is incorporated in the level crossing control device, and an overlapping portion exists in a train detection section of the end level crossing controller and a reception range of the on-board signal receiving device. The on-vehicle signal receiving device outputs a plurality of systems as a train detection result, and combines the plurality of systems into a single train detection result and combines the train detection results with the on-vehicle signal. A reception result integration unit that outputs a signal instead of the train detection result of the signal reception device is provided, and the reception result integration unit sets any one or a plurality of the reception results of the plurality of systems to the on-rail state. When it is, the train detection result to be output instead is in the on-rail state, and when the reception results of the plurality of systems are all in the non-on-rail state, the train detection result to be output instead is in the on-rail state. Become Crossing safety device, characterized in that there.   The railroad crossing safety device according to claim 3, wherein a width of the railroad crossing road is included in a train detection section of the terminal railroad crossing controller. A starting railroad crossing controller, an end railroad crossing controller, an onboard signal receiving device, and a train detection result obtained from them, and controlling the start and stop of an alarm related to the railroad crossing road provided on the railway track. In a level crossing security device having a level crossing control device,
A railroad crossing train entry / exit detection circuit according to claim 1 or 2, is incorporated in the railroad crossing control device, and overlaps with a train detection section of the terminal crossing controller and a reception range of the onboard signal receiving device. A railroad crossing safety device, characterized in that there is a part, and the width of the railroad crossing road is within the train detection section of the terminal railroad crossing controller.

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