JPH11192950A - Railroad crossing control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad crossing control device whereby even in the case of a short distance from a crossing to a block boundary in the forward of a course thereof, a proper crossing alarming time is ensured relating to the following vehicle, a crossing gate opening time can be increased. SOLUTION: In a control circuit 4 of a railroad crossing control device, when a second detection signal S2 representing the leading vehicle 71 to pass through an alarming ending point P2 is input, in the case of the following vehicle 72 existing in a line in a crossing alarming section L, for only a difference time of a crossing arrival estimated time, till arrives to a crossing 5 for the following vehicle 72, longer than a minimum crossing alarming time, a crossing alarm signal S4 is stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a railroad crossing control device.

[0002]

2. Description of the Related Art A conventional railroad crossing control device is described in "General Electricity for Railway Engineers, Signal Series No. 8, Railroad Crossing Safety Device" (published by Japan Railway Electrical Technology Association), pp. 94-10.
It is described on page 4. Such a railroad crossing control device includes a railroad crossing warning section, a railroad crossing controller, and a control circuit. The railroad crossing warning section is usually configured to include a plurality of closed sections, and has a warning start point and a warning end point. The alarm start point is
Of the plurality of closed sections, the closed section is provided in one of the closed sections located behind the crossing closed section where the level crossing is provided. The alarm end point is provided ahead of the path of the railroad crossing in the railroad crossing blockage section. At an alarm start point, a railroad crossing controller that detects that the vehicle has entered a railroad crossing warning section and outputs a first detection signal is provided. At the alarm end point, a railroad crossing controller that detects that the vehicle has passed the railroad crossing warning section and outputs a second detection signal is provided. The control circuit outputs a level crossing warning signal to each passing vehicle based on the first detection signal, and stops the level crossing warning signal based on the second detection signal. Therefore, when two vehicles are simultaneously on the railroad crossing warning section, a railroad crossing warning signal is output from the time when the first vehicle enters the railroad crossing warning section until the last vehicle advances into the railroad crossing warning section.

In general, vehicles are controlled by an automatic train stopping device (ATS device) so that two vehicles do not enter the same closed section. Therefore, when the preceding vehicle is on the railroad crossing block, the following vehicle must stop in the block before the railroad crossing block. When the preceding vehicle has advanced through the level crossing block, the following vehicle can enter the level crossing block.

[0004]

However, when a plurality of vehicles enter the railroad crossing warning section one after another, the conventional railroad crossing control device starts the last railroad crossing from the time when the first vehicle enters the railroad crossing warning section. Since the railroad crossing warning signal is output until the vehicle enters the warning section, the time from when the preceding vehicle passes through the warning end point to when the vehicle crosses the railroad crossing closed section, and after the preceding vehicle advances through the level crossing closed section, In some cases, the addition time to the time required for the following vehicle to enter the crossing blockage section and reach the level crossing is longer than the minimum level crossing warning time to be given to the following vehicle. For this reason, the warning time of the railroad crossing for the following vehicle becomes unnecessarily long, and the morning and evening commuting hours are not opened, and the railroad crossing may occur, resulting in traffic jam.

[0005] In addition, if a following vehicle enters the level crossing warning section immediately after the preceding vehicle has advanced through the level crossing warning section, the level crossing barrier will be lowered immediately after being raised.

Japanese Unexamined Patent Publication No. 8-318856 discloses a railroad crossing control device for predicting a predicted passage time from when a preceding vehicle advances at an alarm end point to when the vehicle advances into the railroad crossing blockage section, and performs a railroad crossing warning suppression control. However, in this method, if the distance from the alarm end point (or the level crossing) to the boundary ahead of the path of the level crossing block section is short, the predicted time to pass is short, and in such a case, appropriate level crossing control is consequently performed. There is a problem that it is difficult to achieve the effect.

It is an object of the present invention to secure an appropriate level crossing warning time for a following vehicle even when the distance from the warning end point (or level crossing) to the boundary ahead of the path of the level crossing block section is short, and to open the level crossing. An object of the present invention is to provide a railroad crossing control device capable of increasing a door time.

[0008]

In order to solve the above-mentioned problems, a railroad crossing control device according to the present invention comprises a railroad crossing warning section, a first vehicle detector, a second vehicle detector, and a control circuit. Including. The level crossing warning section includes a plurality of closed sections, a warning start point, and a warning end point, and the closed section located in front of the path is a level crossing closed section including a level crossing, and the alarm start point is located behind the path of the level crossing closed section. The warning end point is provided in one of the located closed sections, and the alarm end point is provided in front of the crossing path in the crossing closed section. The first vehicle detector is provided near the alarm start point, detects a vehicle passing through the alarm start point,
It outputs a first detection signal. The second vehicle detector is provided near the alarm end point, detects a vehicle passing through the alarm end point, and outputs a second detection signal. The control circuit stores a minimum level crossing warning time to be given to the following vehicle, and outputs a level crossing warning signal when the first detection signal for the preceding vehicle is input. If the subsequent vehicle is present in the railroad crossing warning section when the second detection signal for the preceding vehicle is input, the control circuit determines that the predicted crossing arrival time until the following vehicle reaches the railroad crossing is longer than the minimum railroad crossing warning time. Only during the time is the level crossing warning signal stopped.

[0009] In a preferred embodiment, the control circuit is arranged such that, based on the green indication of the traffic light, a vehicle entering the predetermined blockage section indicates that the traffic light from the forward blockage section to the railroad crossing blockage section indicates yellow. The shortest running pattern that minimizes the time to reach a railroad crossing when the vehicle runs at the maximum power under the following conditions is stored, and the subsequent vehicle at the time when the second detection signal for the preceding vehicle is input becomes the shortest running pattern. Accelerated traveling to the indicated position and speed, and then subtracting the minimum railroad crossing warning time from the time taken when traveling to the railroad crossing along the shortest running pattern as the difference time, and only the difference time When the level crossing warning signal is stopped, the traffic signal in the closed section where the following vehicle does not enter from the closed section in front of the course to the level crossing closed section is indicated in yellow. The rear protection signal to be output from the time when the preceding vehicle has advanced a crossing block section. For example, the control device outputs the rearward protection signal from a time when the preceding vehicle advances into the level crossing block section to a time when the following vehicle advances to the alarm end point. The control circuit, in a preferred example,
The time required for the vehicle existing in the predetermined block section to perform the maximum power running up to the position and speed indicated in the shortest running pattern and then travel to the crossing along the shortest running pattern becomes the minimum crossing warning time. The travel limit pattern is stored, and the time required for the following vehicle to reach the position and speed indicated in the travel limit pattern at the time when the second detection signal for the preceding vehicle is input is defined as the difference time.

[0010] In another preferred example, a speed detector that detects a speed at the time of passing of the vehicle and outputs a passing speed signal is provided near a maximum speed point near a railroad crossing indicated by a travel limit pattern in the predetermined closed section. And the control device calculates the acceleration of the following vehicle based on the passing speed signal, and calculates the required time in consideration of the acceleration.

In another preferred embodiment, the control circuit calculates the required time when the subsequent vehicle accelerates from the time when the acceleration is positive, and calculates the required time when the acceleration is negative or zero when the acceleration is negative or zero. The required time when traveling at a constant speed from that time is calculated.

In another preferred embodiment, the control circuit includes: an actual transit time from the input of the passing speed signal to the arrival of the vehicle at a railroad crossing; a time zone of the transit time; The time interval with the vehicle is stored, and the required time is calculated in consideration of the passing time and the time zone or the time interval.

[0013] In the level crossing warning section, the closing section located in front of the path is a level crossing closing section including the level crossing, the alarm start point is provided behind the path of the level crossing closing section, and the alarm end point is the path of the level crossing in the level crossing closing section. It is provided in front. The first vehicle detector is provided near the alarm start point, detects a vehicle passing through the alarm start point, and outputs a first detection signal.
The control circuit outputs a level crossing warning signal when the first detection signal for the preceding vehicle is input. Therefore, the control circuit outputs a level crossing warning signal when the preceding vehicle enters the warning start point, and can secure an appropriate level crossing warning time for the preceding vehicle.

The second vehicle detector is provided near the alarm end point, detects a vehicle passing through the alarm end point, and outputs a second detection signal. Therefore, the control circuit can determine that the preceding vehicle has passed the level crossing warning section.

The control circuit stores in a memory or the like a minimum railroad crossing warning time to be given to the following vehicle. The control circuit is configured such that, when the second detection signal for the preceding vehicle is input, when the following vehicle is on the railroad crossing warning section, the predicted crossing arrival time until the following vehicle reaches the railroad crossing is longer than the minimum railroad crossing warning time. The railroad crossing warning signal is stopped only for the difference time. For this reason, even when the distance from the level crossing to the closing boundary ahead of the course is short, an appropriate minimum level crossing warning time for the following vehicle can be secured, and the level crossing door time can be increased.

[0016] The control circuit determines that the vehicle entering the predetermined block section based on the green indication of the traffic signal has a maximum value under the condition that the traffic signal from the block section ahead of the course to the railroad crossing block section indicates yellow. The shortest running pattern that minimizes the time to reach a railroad crossing when powering is stored in a memory as a table or function of the position and speed of the vehicle. When the subsequent vehicle at the time of inputting the second detection signal for the preceding vehicle accelerates up to the position and speed indicated in the shortest traveling pattern, and then travels to the level crossing along the shortest traveling pattern, the time taken from the time it takes Stop the railroad crossing warning signal as the time of the difference after subtracting the railroad crossing warning time,
The crossing warning is suppressed and controlled. Thereby, the minimum level crossing warning time can be secured.

For example, the control circuit is activated when the vehicle existing in the predetermined block section runs maximum power until reaching the position and speed indicated by the shortest running pattern, and then runs to the level crossing along the shortest running pattern. The travel limit pattern such that the time becomes the minimum level crossing warning time is stored in the memory as a table or function of the position and speed of the vehicle, and the following vehicle at the time when the second detection signal for the preceding vehicle is input is stored. The time required to reach the position and speed indicated in the travel limit pattern is defined as the difference time.

The control circuit, when stopping the railroad crossing warning signal only for the time of the difference, sets the signal of the traffic signal of the blockage section where the following vehicle does not enter among the blockage section from the blockage section ahead of the course to the railroad crossing blockage section. By outputting the rearward protection signal that causes the current indication to turn yellow when the preceding vehicle has advanced into the railroad crossing blockage section, it is possible to secure the minimum railroad crossing warning time while performing the control to suppress the railroad crossing warning. For example, the control device outputs the rearward protection signal from a time when the preceding vehicle advances into the level crossing block section to a time when the following vehicle advances to the alarm end point.

The level crossing control device detects a speed at which the vehicle passes and outputs a passing speed signal to the vicinity of the maximum speed point near the level crossing indicated by the travel limit pattern in the predetermined block section. Prepare for. Since the characteristics of the traveling limit pattern appear from the maximum speed point closest to the level crossing to the level crossing side, by providing a speed detector near the maximum speed point closest to the level crossing, it is indicated in the traveling limit pattern for vehicles of various speeds. The time required to reach the position and speed can be predicted with high accuracy. The control device obtains the acceleration of the following vehicle based on the passing speed signal, and calculates the required time in consideration of the acceleration, so that the required time with higher accuracy can be obtained.

For example, when the acceleration is positive, the control circuit calculates the required time when the following vehicle accelerates from that time, and when the acceleration is negative or zero, the following vehicle runs at a constant speed from that time. By calculating the required time at the time of performing, the required time with higher accuracy can be obtained.

The control circuit includes: an actual passing time from when the passing speed signal is input to when the vehicle reaches a railroad crossing; a time zone of the passing time or a time interval between the vehicle and the preceding vehicle; By calculating the required time in consideration of the passing time and the time zone or the time interval, the actual passing time of the preceding vehicle and the like are stored, so-called self-learning. In addition, the required time can be obtained and reflected in the prediction control thereafter.

The speed detector is constituted by using an axle detector which detects a speed every time the vehicle passes through an axis, so that an accurate speed and acceleration of the vehicle can be detected, and an accurate level crossing control can be performed. Can be. More specific features and advantages of the present invention will be more specifically described with reference to the drawings.

[0023]

FIG. 1 is a simplified block diagram showing an example of the structure of a railroad crossing control device according to the present invention. This level crossing control device includes a level crossing warning section L1, a first vehicle detector,
It includes a second vehicle detector, a speed detector 3, and a control circuit 4. Reference numeral 5 is a railroad crossing, 6 is a track, 71 is a preceding vehicle,
72 is a following vehicle. The track 6 includes closed sections 1T to 5T. The preceding vehicle 71 and the following vehicle 72 travel in the closed section 1T → 5T.

The level crossing warning section L1 includes a plurality of closed sections 1T.
4T, an alarm start point P1, and an alarm end point P2. The closed section 4T located in front of the course includes the railroad crossing 5 and constitutes the railroad crossing closed section 4T. The alarm start point P1 is provided in one of the closed sections located behind the path of the railroad crossing closed section 4T. In the present embodiment, the alarm start point P1 is provided at the block boundary behind the path of the block section 1T located three tracks behind the railroad crossing block section 4T. The alarm end point P2 is provided in front of the path of the level crossing 5 and near the level crossing 5 in the level crossing closed section 4T.

The first vehicle detector is provided near the alarm start point P1, and the vehicles 71, 72 passing through the alarm start point P1.
And outputs a first detection signal S1. The second vehicle detector is provided near the alarm end point P2, detects vehicles 71 and 72 passing through the alarm end point P2, and outputs a second detection signal S2. The first vehicle detector and the second vehicle detector can be configured with a level crossing controller, a closed section, and the like. In the present embodiment, a track circuit including a closed section is configured, and the closed sections 1T to 4T have track relays (vehicle presence / absence determination condition relays) 1TR to 4TR.

The first vehicle detector is constituted by a track circuit including the closed section 1T. When the vehicle is on the closed section 1T (when the vehicle enters), the track relay 1TR falls, and the vehicle is on the closed section 1T. If not (when the vehicle advances), the track relay 1TR is lifted. The contact point of the fall due to the fall of the track relay 1TR is that the vehicle is at the alarm start point P1 (blocked section 1T).
A first detection signal S1 that the vehicle has entered the vehicle, and the operating contact point due to the lifting of the track relay 1TR indicates that the vehicle is in the closed section 1
The first detection signal S1 is assumed to have entered T. The track relays 1TR to 4TR sequentially fall as the vehicle advances, and the falling contacts constitute vehicle detection signals for the closed sections 1T to 4T. Contact outputs of the track relays 1TR to 4TR are supplied to the control circuit 4.

The second vehicle detector is composed of a vehicle detection circuit including a short section D4T in the railroad crossing block section 4T, and the short section D4T has a relay (alarm stop condition relay) DTR. The relay DTR falls when the vehicle enters the short and short section D4T, and the vehicle contacts the short and short section D4T due to the fall contact.
A second detection signal S2 that constitutes the entry into the T, the second detection signal that the vehicle lifts up when the vehicle passes the alarm end point P2, and that the vehicle has entered the alarm end point P2 by the operation contact point. S2 is output.

The control circuit 4 stores a minimum level crossing warning time Ts to be given to the following vehicle 72, and when the second detection signal S2 for the preceding vehicle 71 is input, the following vehicle 72 sets the level crossing warning section L1. , The predicted time T of the railroad crossing until the following vehicle 72 reaches the railroad crossing 5
The railroad crossing warning signal S4 is stopped (suppressed) only for a difference time (that is, the suppression time) td where b is longer than the minimum railroad crossing warning time Ts. In the present embodiment, the control circuit 4 determines that the vehicle that has entered the closed section 2T based on the green indication of the traffic signal 92 has a yellow traffic signal 93, 94 from the closed section 3T in front of the course to the railroad crossing closed section 4T. Is stored in such a manner that the time to reach the railroad crossing 5 when the vehicle runs at the maximum power under the condition that the vehicle runs at the maximum speed is minimized.
At the time when the detection signal S2 is inputted, the following vehicle 72 accelerates to reach the position and speed indicated in the shortest running pattern, and then travels to the level crossing 5 along the shortest running pattern. The time obtained by subtracting the time Ts is referred to as the difference time td.

More specifically, the control circuit 4 performs the maximum power running until the vehicle existing in the predetermined closed section 2T reaches the position and the speed indicated in the shortest running pattern, and thereafter moves to the level crossing 5 along the shortest running pattern. A travel limit pattern is stored such that the time required for traveling becomes the minimum level crossing warning time Ts, and the following vehicle 72 at the time when the second detection signal S2 for the preceding vehicle 71 is input is indicated in the travel limit pattern. The time required to reach the position and speed to be set is defined as the difference time td.

The speed detector 3 is connected to the predetermined closed section 2T.
Is provided near the maximum speed point P3 closest to the railroad crossing 5 indicated by the travel limit pattern in, detects the speed at which the vehicles 71 and 72 pass through the maximum speed point P3, and outputs a passing speed signal S3. In the present embodiment, the maximum speed point P
3 is near the boundary between the closed sections 1T to 2T. The speed detector 3 can be composed of an axle detector that detects the passing speed of an axle, a Doppler type speed detector that detects the passing speed of a vehicle body, and the like. The passing speed signal S3 may be in any form as long as it specifies the speed, and may take the form of numerical data such as analog, digital, or frequency, or the timing of passing between two points. Since the axle detector detects the speed every time the vehicle passes through the axle, it is effective in detecting the accurate speed and acceleration of the vehicle.

The control circuit 4 determines the actual passage time Tj from the input of the passage speed signal S3 to the arrival of the vehicle at the railroad crossing 5, the time zone Tt of the passage time Tj or the vehicle and its preceding vehicle. May be stored in the memory. For example, the actual transit time Tj
Is the second detection signal S after the passage speed signal S3 is input.
The time until 2 is input can be obtained by counting with a timer, and this value may be stored. For example, time zone T
t can be obtained by providing a clock in the control circuit 4 that outputs the time every 30 minutes or every hour. For example,
The time interval Tk can be obtained by counting the time from the input of the first detection signal S1 to the input of the next first detection signal S1 with a timer, and this value may be stored. Further, the time interval Tk may be stored in advance for each time zone based on the operation table (diamond) of the vehicle.

The control circuit 4 controls the first vehicle 71
When the detection signal S1 is input, the railroad crossing warning signal S4
Is output. When the passing speed signal S3 for the preceding vehicle 71 is input, the control circuit 4 calculates the required time in consideration of the travel limit pattern, the passing time Tj and the time zone Tt or the time interval Tk. You may.
For example, the time required for the succeeding vehicle 72 to reach the position and speed indicated by the travel limit pattern at the time when the second detection signal S2 for the preceding vehicle 71 is input is obtained, and the time when the second detection signal S2 is input is obtained. The passage time Tj in the time zone Tt and the time interval Tk, which are the same as the time interval between the preceding vehicle 71 and the succeeding vehicle 72, is read out from the memory of the control circuit 4, and the value obtained by subtracting the minimum railroad crossing warning time Ts from the passing time Tj is used. An average value with the required time is taken, and this average value is defined as the required time. At this time, the passing time Tj, time zone Tt, and time interval T
k is set and stored in the memory of the control circuit 4.

The control circuit 4 determines that the vehicles 71, 72 have entered the alarm start point P1, exited the alarm start point P1, and have a level crossing alarm section L
The presence or absence of a vehicle in the railroad crossing warning section L1 is determined using a series of sequence operations (SQ control) in which the vehicle is within 1, the vehicle enters the warning end point P2, and the vehicle exits the warning end point P2. For example, when the first detection signal S1 indicating that the preceding vehicle 71 has entered the warning start point P1 and the vehicle has entered is input, the vehicle counter for counting the number of vehicles that have entered the level crossing warning section L1 is set to “1”. It is determined that the preceding vehicle 71 has entered the level crossing warning section L1. When the second detection signal S2 indicating that the preceding vehicle 71 has advanced to the alarm end point P2 and has advanced has been input, the vehicle counter is set to "0", and it is determined that the preceding vehicle 71 has advanced to the level crossing warning section L1. I do. Before the preceding vehicle 71 passes the alarm end point P2, when the first detection signal S1 indicating that the following vehicle 72 has entered the alarm start point P1 and entered has been input, the vehicle counter is set to "2". I do. afterwards,
When the second detection signal S2 indicating that the preceding vehicle 71 has advanced to the alarm end point P2 and has advanced has been input, the vehicle counter is set to "1". For this reason, the condition that the preceding vehicle 71 or the following vehicle 72 is on the railroad crossing warning section L1 can be determined based on the vehicle counter being “1” or more. In the present embodiment, the case of point control is exemplified, but the same applies to the case of continuous control.

In each of the closed sections 1T to 5T, there are provided traffic lights 91 to 95 for displaying signal indications given to each of the closed sections 1T to 5T. The signal indication is determined by the presence or absence of a vehicle (train). In principle, yellow is displayed when one block is opened and green when two blocks are opened. The indication is determined based on the positions of the vehicles 71 and 72 and the like. For example, when the preceding vehicle 71 is on the railroad crossing closed section 4T, the traffic light 94 turns red. When the preceding vehicle 71 has advanced into the railroad crossing block section 4T, the traffic light 94 indicates yellow. In the actual vehicle control, two vehicles cannot enter the one closed section at the same time.
When the preceding vehicle 71 is on the railroad crossing blockage section 4T, the vehicle 2 cannot enter the railroad crossing blockage section 4T and must stop at the blockback section 3T behind the track of the railroad crossing blockage section 4T. The following vehicle 72 is allowed to enter the level crossing block section 4T because the preceding vehicle 71 advances through the block boundary of the level crossing block section 4T, and the traffic light 94 of the level crossing block section 4T changes from “red” to “yellow”. It's time to show up.

In this embodiment, when stopping the level-crossing warning signal S4 only during the time difference td, the control device 4 sets the following vehicle in the closed section from the closed section 3T ahead of the course to the level-crossing closed section 4T. A rearward protection signal S5 for turning the signal of the traffic light in the closed section where the vehicle 72 does not enter into yellow is output by using the Y display control relay (SGR) from when the preceding vehicle 71 has entered the crossing closed section 4T.

FIG. 2 is a simplified block diagram showing the configuration of the railroad crossing control device according to the present invention. The same reference numerals as those in FIG. 1 indicate the same components, and the control circuit 4 is omitted. FIG. 2 illustrates the position of the following vehicle 72 when the preceding vehicle 71 has passed the alarm end point P2 (at the time of advance).

When the preceding vehicle 71 passes the alarm end point P2,
FIG. 3 is a time chart illustrating an example of the operation of the railroad crossing control device shown in FIG. 2 when the following vehicle 72 is before entering the railroad crossing warning section L1 (that is, in the case of the train a in FIG. 2). . In this case, the control for suppressing the level crossing alarm is not performed.

When the preceding vehicle 71 passes the alarm end point P2,
FIG. 4 is a time chart illustrating an example of the operation of the railroad crossing control device illustrated in FIG. 2 when the following vehicle 72 is on the closed section 1T (that is, in the case of the train b in FIG. 2).

When the preceding vehicle 71 passes the alarm end point P2,
When the following vehicle 72 is passing through the maximum speed point P3 (position where the speed detector is installed) (that is, in the case of the c train in FIG. 2), a time chart illustrating an example of the operation of the railroad crossing control device illustrated in FIG. It is shown in FIG.

When the preceding vehicle 71 passes the alarm end point P2,
When the following vehicle 72 has already passed the maximum speed point P3 and is on the closed section 2T and has not reached the traveling limit pattern (that is, in the case of the d train in FIG. 2), the crossing control device shown in FIG. FIG. 6 is a time chart illustrating an example of the operation.
Is shown in

When the preceding vehicle 71 passes the alarm end point P2,
FIG. 7 is a time chart illustrating an example of the operation of the railroad crossing control device illustrated in FIG. 2 when the following vehicle 72 is on the closed section 3T (that is, in the case of the e-train in FIG. 2). In this case, the control for suppressing the level crossing alarm is not performed.

Next, referring to the time chart of FIG.
An example of the operation of the railroad crossing control device shown in FIG. 2 in the case of a train will be described.

At time t1, the preceding vehicle 71 enters the closed section 1T. The track relay 1TR falls, and the dropped contact constitutes a first detection signal S1 indicating that the preceding vehicle 71 has entered the alarm start point P1. Control circuit 4
Sets the vehicle counter to "1", drops the warning suppression control relay (WCR), and outputs a level crossing warning signal S4 for the preceding vehicle 71. Railroad crossing 5 closes. For this reason, the control circuit 4 outputs the level crossing warning signal S4 when the preceding vehicle 71 enters the warning start point P1, and can secure an appropriate level crossing warning time for the preceding vehicle 71.

At time t11, the preceding vehicle 71 enters the closed section 2T. The track relay 2TR falls, and the track relay 1TR lifts. The time difference between the fall and the lifting is related to the length of the vehicle (train). Control circuit 4
Keeps the railroad crossing warning signal S4 for the preceding vehicle 71 because the falling contact of the track relay 2TR is configured. At time t11, the preceding vehicle 71 enters the maximum speed point P3, and the speed detector 3
Outputs the passing speed signal S3 when the vehicle enters the maximum speed point P3.

At time t12, the preceding vehicle 71 advances to the maximum speed point P3, and the speed detector 3
Outputs the passing speed signal S3 when the vehicle has advanced to the maximum speed point P3. The speed detector 3 is constituted by using an axle detector, and outputs a passing speed signal for each axis from the time when the vehicle enters the maximum speed point P3, which is effective in detecting an accurate speed and acceleration of the vehicle. It is. Each passing speed signal is collectively referred to as a passing speed signal S3. Subsequently, the track relay 3TR falls, and the track relay 2TR lifts.

At time t2, the preceding vehicle 71 enters the level crossing block section 4T. The track relay 4TR falls, and the track relay 3TR lifts. The control circuit 4 maintains the railroad crossing warning signal S4 for the preceding vehicle 71 by configuring the falling contact of the track relay 4TR.

At time t21, the preceding vehicle 71 enters a short section D4T in the railroad crossing block section 4T. Relay D
TR falls.

At time t22, the preceding vehicle 71 advances in the short section D4T in the railroad crossing block section 4T, and advances in the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 indicating that the preceding vehicle 71 has advanced to the alarm end point P2. At this time, since the following vehicle 72 is not on the railroad crossing warning section L1, the warning suppression control relay (WCR) is lifted, and the railroad crossing warning signal S
Stop # 4. Further, the vehicle counter is set to “0”. Railroad crossing 5 opens.

At time t23, the preceding vehicle 71 advances into the level crossing block section 4T, and the track relay 4TR lifts.

At time t3, the following vehicle 72 enters the closed section 1T. The track relay 1TR falls, and the dropped contact constitutes a first detection signal S1 indicating that the following vehicle 72 has entered the alarm start point P1. Control circuit 4
Sets the vehicle counter to "1", drops the warning suppression control relay (WCR), and outputs a level crossing warning signal S4 for the following vehicle 72. Railroad crossing 5 closes. For this reason, the control circuit 4 outputs the level crossing warning signal S4 when the following vehicle 72 enters the warning start point P1, and can secure an appropriate level crossing warning time for the following vehicle 72.

At time t31, the following vehicle 72 enters the closed section 2T. The track relay 2TR falls, and the track relay 1TR lifts. The control circuit 4 includes the track relay 2
Since the falling contact point of the TR is configured, the level crossing warning signal S4 for the following vehicle 72 is maintained. At time t31, the following vehicle 72 enters the maximum speed point P3, and the speed detector 3 detects that the following vehicle 72 has reached the maximum speed point P3.
3 is output.

At time t32, the following vehicle 72 advances to the maximum speed point P3, and the speed detector 3
Outputs the passing speed signal S3 when the vehicle has advanced to the maximum speed point P3.

At time t4, the following vehicle 72 enters the crossing block section 4T. The track relay 4TR falls, and the track relay 3TR lifts. The control circuit 4 maintains the level crossing warning signal S4 for the following vehicle 72 by forming the falling contact of the track relay 4TR.

At time t41, the following vehicle 72 enters a short section D4T in the railroad crossing block section 4T. Relay D
TR falls.

At time t42, the following vehicle 72 advances through the short section D4T in the railroad crossing block section 4T, and advances through the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 that the following vehicle 72 has advanced to the alarm end point P2. At this time, since the following vehicle of the following vehicle 72 is not on the railroad crossing warning section L1, the warning suppression control relay (WCR) is lifted and the railroad crossing warning signal S4 is stopped. Also, set the vehicle counter to "0".
To Railroad crossing 5 opens.

At time t43, the following vehicle 72 advances into the railroad crossing block section 4T, and the track relay 4TR lifts.

Next, using the time chart of FIG.
An example of the operation of the railroad crossing control device shown in FIG. 2 in the case of a train will be described. Times t1 to t12 are the same as those in FIG. 3, and a description thereof will be omitted.

At time t2, the preceding vehicle 71 enters the level crossing block section 4T. The track relay 4TR falls, and the track relay 3TR lifts. The control circuit 4 maintains the railroad crossing warning signal S4 for the preceding vehicle 71 by configuring the falling contact of the track relay 4TR.

At time t3, the preceding vehicle 71 enters a short section D4T in the railroad crossing block section 4T. Relay DT
R falls. At time t3, the following vehicle 72
Enters the closed section 1T. The orbit relay 1TR falls, and the following vehicle 72 is moved to the alarm start point P by the fall contact.
1 constitutes a first detection signal S1 which is assumed to have entered the first detection signal S1. The control circuit 4 sets the vehicle counter to “2”.

At time t30, the preceding vehicle 71 advances in the short section D4T in the railroad crossing block section 4T, and advances in the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 indicating that the preceding vehicle 71 has advanced to the alarm end point P2. At this time, since the following vehicle 72 is present in the closed section 1T, the warning suppression control relay (WCR) is lifted, and the level crossing warning signal S4 is stopped for the suppression time td. Also, set the vehicle counter to “1”.
To Railroad crossing 5 opens.

At time t31, the preceding vehicle 71 advances into the level crossing block section 4T, and the track relay 4TR lifts.
The Y-presentation control relay (SGR) of the control circuit 4 falls, and a rearward protection signal S5 for turning the presentities of the traffic lights 93 and 94 to yellow is output. At time t31, the following vehicle 72 enters the closed section 2T. The orbit relay 2TR falls,
The track relay 1TR is lifted. At time t31, the following vehicle 72 enters the maximum speed point P3, and the speed detector 3 outputs a passing speed signal S3 when the following vehicle 72 enters the maximum speed point P3.

At time t32, the following vehicle 72 advances to the maximum speed point P3, and the speed detector 3
Outputs the passing speed signal S3 when the vehicle has advanced to the maximum speed point P3.

At time t33, the suppression time td elapses, the alarm suppression control relay (WCR) of the control circuit 4 falls, and the level crossing alarm signal S4 is output. Railroad crossing 5 closes.

At time t4, the following vehicle 72 enters the level crossing block section 4T. The track relay 4TR falls, and the track relay 3TR lifts. The control circuit 4 maintains the level crossing warning signal S4 for the following vehicle 72 by forming the falling contact of the track relay 4TR.

At time t41, the following vehicle 72 enters the short section D4T in the railroad crossing block section 4T. Relay D
TR falls.

At time t42, the following vehicle 72 advances through the short section D4T in the railroad crossing block section 4T and advances through the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 that the following vehicle 72 has advanced to the alarm end point P2. At this time, since the following vehicle of the following vehicle 72 is not on the railroad crossing warning section L1, the warning suppression control relay (WCR) is lifted and the railroad crossing warning signal S4 is stopped. Railroad crossing 5 opens. The vehicle counter becomes "0". Further, the control circuit 4 lifts the Y-presentation control relay (SGR) and stops the rear protection signal S5.

At time t43, the following vehicle 72 advances into the level crossing block section 4T, and the track relay 4TR lifts.

Next, using the time chart of FIG.
An example of the operation of the railroad crossing control device shown in FIG. 2 in the case of a train will be described. Times t1 to t12 are the same as those in FIG. 3, and a description thereof will be omitted. From time t4 to t43,
This is the same as the case of FIG. 4, and the description thereof will be omitted.

At time t3, the preceding vehicle 71 enters the level crossing block section 4T. The track relay 4TR falls, and the track relay 3TR lifts. The control circuit 4 maintains the railroad crossing warning signal S4 for the preceding vehicle 71 by configuring the falling contact of the track relay 4TR. At time t3, the following vehicle 72 enters the closed section 1T. The orbit relay 1TR falls, and by the fall contact,
This constitutes a first detection signal S1 indicating that the following vehicle 72 has entered the alarm start point P1. The control circuit 4 sets the vehicle counter to “2”.

At time t30, the preceding vehicle 71 enters a short section D4T in the railroad crossing block section 4T. Relay D
TR falls.

At time t31, the preceding vehicle 71 advances in the short section D4T within the railroad crossing block section 4T, and advances in the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 indicating that the preceding vehicle 71 has advanced to the alarm end point P2. At time t31, the following vehicle 72 enters the closed section 2T. The track relay 2TR falls, and the track relay 1TR lifts.
At time t31, the following vehicle 72 enters the maximum speed point P3, and the speed detector 3 outputs a passing speed signal S3 when the following vehicle 72 enters the maximum speed point P3. At this time, since the following vehicle 72 is passing through the maximum speed point P3, the warning suppression control relay (WCR) is lifted, and the level crossing warning signal S4 is stopped for the suppression time td. Further, the vehicle counter is set to “1”. Railroad crossing 5 opens.

At time t32, the following vehicle 72 advances to the maximum speed point P3, and the speed detector 3
Outputs the passing speed signal S3 when the vehicle has advanced to the maximum speed point P3. Also, at time t32, the preceding vehicle 71 advances into the railroad crossing block section 4T, and the track relay 4TR lifts. The rear protection signal S which turns off the display of the traffic lights 93 and 94 when the Y display control relay (SGR) of the control circuit 4 falls.
5 is output.

At time t33, the suppression time td elapses, the alarm suppression control relay (WCR) of the control circuit 4 falls, and the level crossing alarm signal S4 is output. Railroad crossing 5 closes.

Next, using the time chart of FIG.
An example of the operation of the railroad crossing control device shown in FIG. 2 in the case of a train will be described. Times t1 to t12 are the same as those in FIG. 3, and a description thereof will be omitted. From time t4 to t43,
This is the same as the case of FIG. 4, and the description thereof will be omitted.

At time t3, the following vehicle 72 enters the closed section 1T. The track relay 1TR falls, and the dropped contact constitutes a first detection signal S1 indicating that the following vehicle 72 has entered the alarm start point P1. Control circuit 4
Sets the vehicle counter to “2”.

At time t30, the preceding vehicle 71 enters the level crossing block section 4T. The orbit relay 4TR falls,
The track relay 3TR is lifted. The control circuit 4 maintains the railroad crossing warning signal S4 for the preceding vehicle 71 by configuring the falling contact of the track relay 4TR.

At time t31, the preceding vehicle 71 enters a short section D4T in the railroad crossing block section 4T. Relay D
TR falls. At time t31, the following vehicle 72 enters the closed section 2T. The track relay 2TR falls, and the track relay 1TR lifts. At time t31
, The following vehicle 72 enters the maximum speed point P3,
The speed detector 3 outputs a passing speed signal S3 when the following vehicle 72 enters the maximum speed point P3.

At time t32, the preceding vehicle 71 advances in the short section D4T in the railroad crossing block section 4T and advances in the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 that the preceding vehicle 71 has passed the alarm end point P2. At this time, the warning suppression control relay (WCR) is lifted, and the level crossing warning signal S4 is stopped for the suppression time td. Further, the vehicle counter is set to “1”. Railroad crossing 5 opens. At time t32, the following vehicle 72 advances at the maximum speed point P3, and the speed detector 3 outputs the passing speed signal S3 when the following vehicle 72 advances at the maximum speed point P3.

At time t33, the preceding vehicle 71 advances into the level crossing blockage section 4T, and the track relay 4TR lifts.
The Y-presentation control relay (SGR) of the control circuit 4 falls, and a rearward protection signal S5 for turning the presentities of the traffic lights 93 and 94 to yellow is output. At time t33, the suppression time td elapses, the alarm suppression control relay (WCR) of the control circuit 4 falls, and the level crossing alarm signal S4 is output. Railroad crossing 5 closes.

Next, using the time chart of FIG.
An example of the operation of the railroad crossing control device shown in FIG. 2 in the case of a train will be described. Times t1 to t12 are the same as those in FIG. 3, and a description thereof will be omitted. From time t4 to t43,
This is the same as in the case of FIG. 3, and a description thereof will be omitted.

At time t3, the following vehicle 72 enters the closed section 1T. The track relay 1TR falls, and the dropped contact constitutes a first detection signal S1 indicating that the following vehicle 72 has entered the alarm start point P1. Control circuit 4
Sets the vehicle counter to “2”.

At time t31, the following vehicle 72 enters the closed section 2T. The track relay 2TR falls, and the track relay 1TR lifts. At time t31, the following vehicle 72 enters the maximum speed point P3, and the speed detector 3 outputs a passing speed signal S3 when the following vehicle 72 enters the maximum speed point P3.

At time t32, the preceding vehicle 71 enters the level crossing block section 4T. The orbit relay 4TR falls,
The track relay 3TR is lifted. The control circuit 4 maintains the railroad crossing warning signal S4 for the preceding vehicle 71 by configuring the falling contact of the track relay 4TR. Also,
At time t32, the following vehicle 72 moves to the maximum speed point P3.
And the speed detector 3 outputs a passing speed signal S3 when the following vehicle 72 has advanced at the maximum speed point P3.

At time t33, the preceding vehicle 71 enters a short section D4T in the railroad crossing block section 4T. Relay D
TR falls.

At time t34, the preceding vehicle 71 advances into the short section D4T in the railroad crossing block section 4T, and advances into the alarm end point P2. The relay DTR lifts, and its operation contact constitutes a second detection signal S2 indicating that the preceding vehicle 71 has advanced to the alarm end point P2. At this time, since the following vehicle 72 is on the closed section 3T, the warning suppression control relay (WCR) is left falling, and the control for suppressing the level crossing warning is not performed. Further, the vehicle counter is set to “1”.

At time t35, the preceding vehicle 71 advances into the level crossing blockage section 4T, and the track relay 4TR lifts.

In the present embodiment, the number of alarm start points P1 is one. However, a plurality of alarm start points may be set according to the type of vehicle such as an express vehicle or a slow vehicle.

The speed detector 3 of the present embodiment includes at least a pair of axle detectors 31 and 32.
32 are provided at intervals in the traveling direction X of the vehicle. Each of the axle detectors 31 and 32 outputs a timing signal constituting the passing speed signal S3 when each axle passes. The control circuit 4 calculates the passing speed of the vehicle based on the timing signals of the axle detectors 31 and 32 and the arrangement intervals of the axle detectors 31 and 32. Therefore, the passing speed signal S3 corresponding to the number of axles is obtained, and the acceleration / deceleration of the vehicle can be easily obtained.

FIG. 8 is a simplified explanatory diagram showing the operation of the railroad crossing control device according to the present invention. Tables a to e show the cases of a to e trains.

When the preceding vehicle 71 has passed the alarm end point P2, the presence or absence of the following vehicle 72 in the section from the alarm start point P1 to the alarm end point P2 is determined in order to determine whether or not the control for suppressing the level crossing alarm is possible. Is determined. The determination of the presence or absence of the following vehicle 72 is made based on the track relay 1TR of the closed section 1T-4T.
This is performed based on 4TR. (1) When the following vehicle 72 is not in the closed sections 1T to 4T (in the case of the train a in FIG. 2), the suppression control is not performed. (2) When the following vehicle 72 is in the closed section 1T to 2T (in the case of the trains b, c, and d in FIG. 2), the suppression control is performed. (3) When the following vehicle 72 is in the closed sections 3T to 4T (in the case of the e-train in FIG. 2), the suppression control is not performed.

In the case of the above (2) in which the control for suppressing the level crossing control is performed, the alarm suppression control relay (WCR) is lifted. Also,
In order to secure the minimum level crossing warning time Ts for the following vehicle 72, the Y-presentation control relay (SGR) is dropped.

Depending on the position of the following vehicle 72 when the preceding vehicle 71 has passed the alarm end point P2, one of the following controls is performed. : When in the section from the alarm start point P1 to the installation position of the speed detector (detector) 3 (for example, the maximum speed point P3) (train b), the suppression control is performed unconditionally. FIGS. 3 to 7 show time charts when the speed detector 3 is installed near the boundary between the closed section 1T and the closed section 2T. : When the vehicle is in a section where the speed detector (detector) 3 can detect the following vehicle 72, that is, when the speed detector 3 detects the following vehicle 72 (in the case of the c train), the position of the following vehicle 72 and Suppression control is performed until the driving limit pattern is reached according to the speed and the acceleration / deceleration state. If the detected acceleration is positive and the vehicle is accelerating, the level crossing warning signal S4 is stopped for the time td1 (see FIG. 2) until the vehicle reaches the traveling limit pattern when accelerating, and the suppression control is performed. If the detected acceleration is negative or zero and the vehicle is in a deceleration state or a constant speed state, the railroad crossing warning signal S for a time td2 (see FIG. 2) from that time to the time when the vehicle travels at a constant speed until the travel limit pattern is reached.
4 and stop control is performed. : When the vehicle is in a section closer to the railroad crossing than the installation position of the speed detector (detector) 3, that is, when the following vehicle 72 has already passed through the speed detector 3 (d train), the following vehicle 72
When the inhibition time based on the last axis of the above remains, the inhibition control is performed only for the remaining time.

When the control for suppressing the level crossing alarm is performed, in order to secure the minimum level crossing alarm time Ts of the following vehicle 72, the Y display control relay (SGR) is dropped from the time when the preceding vehicle 71 enters the level crossing alarm section 4T. , The section 3T outside the level crossing,
The 4T traffic lights 93 and 94 are displayed in yellow. Subsequent vehicle 72
When the vehicle has passed the alarm end point P2 or the railroad crossing 5, lift the Y display control relay (SGR).

FIG. 9 is a simplified block diagram showing the configuration of a railroad crossing control device according to the present invention. The same reference numerals as those in FIG. 1 indicate the same components, and the control circuit 4 is omitted.

As a method for obtaining the inhibition time, the following vehicle 72
Is accelerated to the shortest running pattern, and then the time taken when the vehicle travels to the level crossing 5 along the shortest running pattern is the time obtained by subtracting the minimum level crossing warning time Ts. In the present embodiment, when the suppression control of the level crossing alarm is performed, the indication of the blocking signal 93 outside the level crossing 5 is set to yellow. Therefore, the shortest running pattern of the following vehicle 72 is a curve as shown in FIG. 9, and the following vehicle 72 runs at the position and speed indicated by the curve.

Further, when the vehicle travels along the shortest running pattern from the position and speed of the vehicle traveling to the level crossing 5 to the shortest running pattern and then runs along the shortest running pattern, the curve at the point where the minimum crossing warning time Ts is secured is limited to the running limit. Pattern. If the following vehicle 72 is traveling outside this curve, the minimum level crossing warning time Ts can always be ensured.

According to this control method, when the preceding vehicle 71 passes through the alarm end point P2 or the level crossing 5, the following vehicle 72 is controlled to a so-called yellow running. As a result, in the following vehicle 72, the control to suppress the level crossing warning can be performed up to the travel limit pattern. In addition, by installing the speed detector 3 outside the point of 95 km / h in the travel limit pattern, the time until the following vehicle 72 of various speeds reaches the travel limit pattern is predicted and suppressed for each passing axis. The time can be corrected and the accuracy of prediction can be improved by installing the vehicle at the maximum speed point P3 closest to the railroad crossing 5. In the case of acceleration determination, predict the railroad crossing arrival time when accelerating,
In the case of the constant speed / deceleration determination, it is possible to set the inhibition time suitable for the running state of the following vehicle 72 by predicting the railroad crossing arrival time during the constant speed running.

The contents of the above-mentioned JP-A-8-318856 can be referred to in various points. The crossing control device proposed in Japanese Patent Application Laid-Open No. 8-318856 and the crossing control device of the present invention may be configured to be switched according to the distance from the alarm end point P2 to the closing boundary ahead of the course. In the railroad crossing control device of the present invention, not only the passage prediction time is calculated in consideration of the time zone, the time interval of the vehicle, and the acceleration, but also the day of the week, holiday, and weather may be added.
The control circuit 4 generates a second detection signal S for the preceding vehicle 71.
2 is input, the passing speed signal S3 and the passing time T
The inhibition time td may be linearly predicted based on j, the time zone Tt or the time interval Tk, and the time zone at the time of this input or the time interval between the preceding vehicle 71 and the following vehicle 72. Further, the above embodiment is an example of the present invention, and the present invention is not limited to the above embodiment.

[0099]

As described above, according to the railroad crossing control device of the present invention, the railroad crossing control according to the traveling state of the following vehicle can be performed. Provided is a railroad crossing control device capable of securing an appropriate railroad crossing warning time for a following vehicle and increasing a railroad crossing opening time even when a distance from an alarm end point or a railroad crossing to a closed boundary in front of the course is short. Can be.

[Brief description of the drawings]

FIG. 1 is a simplified block diagram illustrating a configuration of an example of a railroad crossing control device according to the present invention.

FIG. 2 is a simplified block diagram illustrating a configuration of an example of a railroad crossing control device according to the present invention.

FIG. 3 is a time chart for explaining the operation of the railroad crossing control device in the case of the train a in FIG. 2;

FIG. 4 is a time chart for explaining the operation of the railroad crossing control device in the case of the train b in FIG. 2;

FIG. 5 is a time chart for explaining the operation of the railroad crossing control device in the case of the train c in FIG. 2;

FIG. 6 is a time chart for explaining the operation of the railroad crossing control device in the case of the d train in FIG. 2;

FIG. 7 is a time chart for explaining the operation of the railroad crossing control device in the case of the e-train of FIG. 2;

FIG. 8 is a simplified explanatory diagram showing the operation of the railroad crossing control device according to the present invention.

FIG. 9 is a simplified block diagram illustrating a configuration of an example of a railroad crossing control device according to the present invention.

[Explanation of symbols]

3: speed detector (detector), 4: control circuit, 5: railroad crossing,
6 orbit, 91, 92, 93, 94, 95 ... traffic light, 1
T, 2T, 3T: closed section, 4T: crossing closed section, L1
... A crossing warning section, P1 ... Start point of alarm, P2 ... End point of alarm, P3 ... Maximum speed point, S1 ... First detection signal, S2
... Second detection signal, S3: Passing speed signal, S4: Railroad crossing warning signal, S5: Rear protection signal, Ta: Expected passage time, T
b: Estimated time to reach railroad crossing, Ts: Minimum warning time for railroad crossing, td
... Time of difference, Tj ... Transit time, Tk ... Time interval, Tt ...
Time zone.

Claims (8)

[Claims] A level crossing warning section (L1), a first vehicle detector, a second vehicle detector, and a control circuit (4), comprising: a level crossing warning section (L1). Indicates a plurality of closed sections (1T to 4
T), the alarm start point (P1), and the alarm end point (P2), and the blockage section (4T) located in front of the course becomes the railroad crossing blockage section (4T) including the railroad crossing (5), and the alarm start point (P1) is provided in one of the block sections (1T) located behind the track of the railroad crossing block section (4T), and the alarm end point (P
2) is provided in the railroad crossing blockage section (4T) in front of the path of the railroad crossing (5), and the first vehicle detector is provided near the alarm start point (P1), and the alarm start point (P1) is provided. Detect vehicles passing through,
The second vehicle detector is provided near an alarm end point (P2), and detects a vehicle passing through the alarm end point (P2), and outputs a first detection signal (S1).
The control circuit (4) outputs a second detection signal (S2). The control circuit (4) stores a minimum railroad crossing warning time (Ts) to be given to the following vehicle (72). ), A level crossing warning signal (S4) is output, and when a second detection signal (S2) for the preceding vehicle (71) is input, the following vehicle (72) When the vehicle is present in the railroad crossing warning section (L1), the predicted time (Tb) of reaching the railroad crossing until the following vehicle (72) reaches the railroad crossing (5) is a time difference (Tb) longer than the minimum railroad crossing warning time (Ts). A railroad crossing control device which stops the railroad crossing warning signal (S4) only for td). 2. The control circuit (4) according to claim 2, wherein the vehicle that has entered the predetermined block section (2T) based on the green indication of the traffic signal (92) crosses from the block section (3T) ahead of the course. Traffic signal (9) up to blockage section (4T)
3, 94) stores the shortest running pattern that minimizes the time to reach the railroad crossing (5) when the vehicle runs at the maximum power under the condition showing yellow. This occurs when the following vehicle (72) at the time of inputting the detection signal (S2) accelerates to reach the position and speed indicated by the shortest running pattern, and then runs to the level crossing (5) along the shortest running pattern. The time obtained by subtracting the minimum railroad crossing warning time (Ts) from the time is defined as the difference time (td). When the railroad crossing warning signal (S4) is stopped only during the difference time (td), the time in front of the course is reduced. In the closed section from the closed section (3T) to the railroad crossing closed section (4T), the following vehicle (7
2) outputting a rearward protection signal (S5) for turning the indication of a traffic light in a blocked section where the vehicle does not enter into yellow from the time when the preceding vehicle (71) has advanced into the level crossing blocked section (4T). The railroad crossing control device according to claim 1. 3. The control circuit (4) performs a maximum power running until a vehicle existing in the predetermined closed section (2T) reaches a position and a speed indicated by a shortest running pattern, and then crosses along the shortest running pattern. The travel limit pattern is stored such that the time required when traveling to (5) is the minimum level crossing warning time (Ts), and at the time when the second detection signal (S2) for the preceding vehicle (71) is input. 3. The railroad crossing control device according to claim 2, wherein a time required for the following vehicle (72) to reach the position and speed indicated by the travel limit pattern is defined as the difference time (td). 4. The control device (4) controls a preceding vehicle (7).
3. The rear protection signal (S5) is output from the time when 1) enters the level crossing block section (4T) until the time when the following vehicle (72) advances through the alarm end point (P2). Or the railroad crossing control device according to 3. 5. A speed detector (3) for detecting a speed of a vehicle when passing and outputting a passing speed signal (S3) is connected to a level crossing (5) indicated by a travel limit pattern in the predetermined closed section (2T). ) The control device (4) is provided near the nearest maximum speed point (P3), and the control device (4) transmits the passing speed signal (S
The railroad crossing control device according to claim 3, wherein the acceleration of the following vehicle (72) is obtained based on (3), and the required time is calculated in consideration of the acceleration. 6. The control circuit (4) calculates the required time when the following vehicle (72) accelerates from the time when the acceleration is positive, and calculates the following time when the acceleration is negative or zero. The railroad crossing control device according to claim 5, wherein the required time when the vehicle (72) travels at a constant speed from that time is calculated. 7. The control circuit (4) comprises: an actual transit time (Tj) from the input of the passing speed signal (S3) to the arrival of the vehicle at a railroad crossing (5);
The time zone (Tt) of the passing time (Tj) or the time interval (Tk) between the vehicle and the preceding vehicle is stored, and the passing time (Tj) and the time zone (Tt) or the time are stored. 7. The railroad crossing control device according to claim 5, wherein the required time is calculated in consideration of an interval (Tk). 8. The railroad crossing control device according to claim 5, wherein the speed detector (3) is configured using an axle detector that detects a speed each time the vehicle passes through an axis.