JPS5878862A - Method of controlling railroad crossing between single track territory - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a level crossing control device using an uninsulated track circuit for a single track section, in which an overlapping section of an upper multi-directional control section and a downward direction control section is normally de-energized but is energized when a train arrives. This invention relates to a method of controlling railroad crossings using the detection conditions of a train detection device that provides a train detection device that detects the condition of a train.

A device that activates a warning device or barrier (hereinafter collectively referred to as a warning device) at a level crossing when a train approaches uses the rail as part of the electrical circuit to form a track circuit, and this circuit is short-circuited by the train's axle. There is an uninsulated track circuit device for level crossings that detects the presence of a train and controls a warning device. Therefore, audio frequency (abbreviated as AF) is generally used in uninsulated track circuits.
Since the following signals are used, this type of track circuit device will be referred to as an AP device hereinafter.

To detect a train approaching a level crossing using an AP device on a single-track section, as shown in Figure 1, the AP device must be placed at the level crossing H, which intersects the track consisting of one pair of rails. Transmitter A at the position of the track where you want to start the left and right alarms.
ST and BST, and receivers ARV and BRV are installed at the positions where you want to stop the alarm, and when there is no train T, each relay A of receiver ARV and BRV is installed.
T.R.

Keep the BTR in an excited state. That is, the transmitter AST
transmits a signal current shown by a 7-dot chain line in the figure to receiver ARV to form a normally closed track circuit AT and drive relay ATR. Similarly, the transmitter BST transmits the signal current shown by the dotted chain line to the receiver BRV to change the track circuit BT to -
and drives relay BTR. In addition, the transmitter AS
Of course, the frequencies of the signals transmitted by T and BST are different from each other, and means for separating these signals, etc.
The components of the AF device are publicly known.

Any explanation here will be omitted.

As described above, when the relays ATR and BTR are in the excited state, when the train T enters inside the transmission point of the transmitter AST to the track, the receiver ARV is short-circuited between the rails due to the low resistance of the axle. The received signal decreases, and the receiving relay ATR becomes de-energized and recovers. Under this recovery condition, the level crossing warning starts sounding. With such a normally closed circuit configuration, the level crossing alarm system will start sounding in the event of a failure such as a circuit failure or rail breakage, and the safety of the level crossing will be maintained.

Conventionally, private railways have generally controlled level crossings in single track sections using AF devices using the circuit shown in FIG. In other words, ATP in Figure (A) is a right direction alarm control relay that controls the alarm device when train T moves from left to right;
Similarly, P is the left direction alarm control relay, AM is the right direction memory relay, and BM is the left direction memory relay. When the train T is not present, the right direction alarm control relay ATP is the receiving relay A'l.
``H'' operating condition is energized via the operating contact ATR (contacts are indicated by the same symbol as the relay to which they belong, below), and the left direction alarm control relay BTP is energized under the operating condition of the receiving relay BTH. has been done. The right memory relay AM1 and the left memory relay BM are slow-release relays whose excitation is cut off by the operation of the receiving relays ATR and BTR, and both are in the restored state.

Now, in Figure 1, when train T enters the track circuit AT from the left, the receiving relay ATR is restored due to the axle short circuit, and the right direction alarm control relay ATP is restored in the circuit shown in Figure 1. An alarm control output is generated through its recovery contact shown in (B). In addition, the right direction memory relay AM operates via each recovery contact of the reception relay ATR and the left direction memory relay BM, and stores the rightward movement of the train T. Train T progresses and tracks circuits AT and BT
When entering the overlap section, the receiving relay BTR
is restored, but the left direction alarm control relay BTP maintains the excited state through the right direction memory relay AM and its own operation contact, and the left direction memory relay BM is not energized by the operation of the right direction memory relay. It has been disconnected and continues to be in a state of recovery.

As train T progresses further and leaves track circuit AT,
Receiving relay ATR operates, and right direction alarm control relay ATP operates via its operating contact ATR to stop alarm sounding. However, the right direction memory relay AM is the recovery contact BT.
R1 is excited through its own operating contact layer and maintains right direction memory.

When train T passes through track circuit BT to the right, receiving relay B
By operating TR, the right direction memory relay AM is restored, and each relay returns to the state when the train T was not present.

The above is an overview of the alarm control by the circuit in Figure 2 when the train T moves from left to right, but the same applies when the train T moves from right to left. The direction warning control relay BTP has been restored and is shown in Figure 2 (
The alarm control output is generated by the circuit 0) and the alarm device starts sounding.

In this way, under normal conditions, there is no problem in the operation of the circuit.

However, the control circuit shown in FIG. 2 has the drawback that a dangerous failure occurs when the following sequence of operations is performed. The sequence operation that causes this dangerous failure will be explained with reference to the time chart in Figure 3. The figure shows that the track circuit BT is affected by a decrease in the leakage resistance of the track circuit due to rainwater, etc., a pseudo disconnection of the circuit, and This shows the sequence of operations of each relay that occurs when train T enters track circuit AT from the left while receiving relay BTR has been restored due to a fault that occurs on a daily basis, such as a crowbar short circuit between rails due to caution. Chart (a) in the figure is an operation chart of the receiving relay ATR, and chart (b) l (C) below.

(d), (8), and (f) are operation charts of the receiving relay BTR, right direction alarm control relay ATP, left direction alarm control relay BTP, right direction memory relay AM, and left direction memory relay BM, respectively. Note that the numerical value / appended to each chart is the operation, and O is the logical value of the a value representing each of the eleven states.

In the case of the above-mentioned failure, the receiving relay BTR is activated before the train T enters the track circuit AT and the receiving relay ATR shown in chart (a) is restored.
As the left direction warning control relay DTP has already been restored at the time (b) shown in ), the left direction warning control relay DTP is restored as shown in (d), and the level crossing warning system starts the warning operation.
The left direction memory relay BM operates as shown in chart (f). While this operation continues, train T moves to track circuit A.
When the reception relay ATR is restored at time (a) (a), the operation of the left direction memory relay BM is activated via the restoration contact ATR, as shown in the circuit of Figure 2. Continuously retained. Therefore, even if the receiving relay ATR is restored, the right direction alarm control relay ATP maintains the excited state via the operating contact BM and its own operating contact ATP, and therefore does not perform alarm control. After that, when the fault in the track circuit BT is recovered and the reception relay BTR operates at the time of (c) in Fig. 3 (b) and then the left direction warning control relay BTP operates, the train T is transferred to the track circuit. Even though I was approaching the railroad crossing from the AT side, the warning control was canceled (c)
From the point in time, the train passes through the track circuit AT and the receiving relay AT
This causes an extremely dangerous erroneous operation in which there is no alarm for a period of time t until point (a) when R operates).

In order to prevent the risk of no warning due to the above-mentioned erroneous operation, the present invention is designed to prevent a train from arriving in an overlapping section of track circuits AT and BT in a normally de-energized state, as shown in Fig. 1. By providing a train detection device OT, such as a magnetically shielded wheel detector, which becomes excited when
This prevents no alarm from occurring due to the above-mentioned erroneous operation.

Next, an embodiment of the present invention will be described with reference to the drawings from FIG. 9 onwards.

Figure 7) is a conventional circuit shown in Figure 2 (A) with a 9
This is a level crossing control circuit to which the conditions of the present invention obtained by the circuits in Figures (B) and (0) are added. That is, the contact eaves inserted into the operating condition circuits of the right direction alarm control relay ATP and the right direction memory relay AM in FIG. 9(A) are the same (
This is the operating contact of the right direction train arrival detection relay AR having the series time element characteristics shown in B), and the contact inserted in the operating condition circuit of the left direction alarm control relay BTP and left direction memory relay BM shown in FIG. BR is an operating contact of the left direction train arrival detection relay BR having the series-time element characteristic shown in FIG. 2(B). Therefore, the train arrival detection relays AR and BR are both shown in Fig. 9 (0
) is driven by the train detection conditions of the non-directional train detection relay EIR. Also, relay SR is a train detection device OT.
The train detection device OT is a relay with series time element characteristics that operates under the following train detection conditions and at least one of the left and right alarm control conditions. It is normally in a non-excited state, but when a train arrives, it is detected and excited, and the relay SR is excited via the operating contact of its internal detection relay OTH.

Regarding the circuit shown in FIG. 9, the outline of the operation of the level crossing device during normal operation will first be explained with reference to the time chart shown in FIG. S. Fig. 3 is a time chart showing the trajectory when the train T enters the track circuit AT from the left.
When the train T enters the track circuit AT, the receiving relay ATR is restored at point (b) shown in chart (a) in Figure S due to an axle short circuit, and then the train starts moving in the right direction as shown in chart (b). When the alarm control relay ATP power 1 is restored, the alarm device starts an alarm operation, and the right direction memory relay AM operates to memorize the traveling direction of the train T, as shown in chart (c). In addition, in the circuit shown in FIG. 9(B), ((:), at this time, it is excited by the previous operating condition of the non-directional train arrival detection relay SR, and thereafter it is activated via the right direction alarm control relay ATP and its own operating contacts. The right direction train arrival detection relay AR, which had maintained its operating state, was
As shown in (d), the excitation is interrupted by the restoration of the control relay ATP and is restored after the series time element t1 that it has.

When the train T further advances and enters the overlap section of the track circuits AT and BT, the receiving relay BTR is restored at the point in time (b) as shown in (e).

However, the left direction alarm control relay BTP continues to maintain its operation as shown in chart (f) due to the right direction memory relay AM and the excitation circuit via its own operating contacts. Even if the receiving relay BTR is restored, the right direction memory relay AM
is operating, the left direction memory relay BM is not excited and maintains the recovery state as shown in (g). Further, the left direction train arrival detection relay BR is excited under the operating conditions of the previous non-directional train arrival detection relay SR, and then continues to be excited under the respective operating conditions of the left direction alarm control relay BTP and itself. Even after this time, there is no change in the relay BTPO operation, so the operating state is maintained as shown in chart (h).

Next, when the train T arrives at the train detection device OT installed in the overlap section, and the internal relay OTR that detects the train arrival operates as shown in chart (1),
As shown in chart (b), relay ATP is in the recovery state, so from the circuit conditions in Fig. 9 (C), non-directional train arrival detection relay SR is activated as shown in chart (j) in Fig. S. (d) While the relay ATP is restored, it maintains its operation via its recovery contact and its own operation contact, and the right direction train arrival detection relay AR is activated.
The train is operated as shown in Figure 2, and it is detected that the train T has arrived at the railroad crossing. Then, when the train T passes through the track circuit AT and the reception relay ATR operates at the point (c) in chart (a), the right direction alarm control relay ATP operates under that operating condition and the above operating condition of the detection relay. Char) operates as shown in (b) to stop the alarm control and self-maintain the operation of the right direction train arrival detection relay AR, while the non-direction train arrival detection relay SR operates as shown in Char) (j). , it is restored after its own series time element t1.

When the train T further advances and passes through the track circuit BT, the receiving relay BTR operates at the point in chart (e),
The "right direction memory relay" is de-energized and the chart (C
), the relay is restored after its own series time element t1, and the series of sequence operations of each relay shown in FIG. 9 is completed.

The above is an explanation of the circuit operation in Figure 1 when the train T moves from left to right, but the same explanation can be applied to the case where the train T moves from right to left by replacing symbols A and B. can.

Next, regarding abnormal operation, in this case, before the train T enters the track circuit AT from the left, a fault occurs in the track circuit BT and the receiving relay BTR is restored.

The operation of the control circuit shown in FIG. 9 in a case where the fault in the track circuit BT is recovered after the train T enters the track circuit AT from the left will be described with reference to the time chart shown in FIG. 6.

FIG. 4 is a time chart showing the operation sequence of each relay in FIG. 9 during the above abnormality.

The relays in charts (a) to (jl) are the same as those in charts (a) to (j) in Figure S.When train T enters track circuit AT, the relays in charts (a) to (jl) are shown in chart (a) in Figure 6. Because the receiving relay BTR has already been restored at the time (b) shown in the chart (θ) before the receiving relay ATR is restored (a), the left direction warning control relay BTP is activated at the time (f). When the level crossing warning system is restored as shown in chart (g), the level crossing warning system starts its alarm operation.Also, the left direction memory relay BM operates as shown in chart (g), and the left direction train arrival detection relay BR operates as shown in chart (h). So the series time prime t1
It will be restored after.

After that, the train T enters the track circuit AT from the left, and the reception relay ATR is fully restored at the point (b) in chart (a), but the left direction memory relay BM has been activated before that, so the train T enters the track circuit AT from the left. The alarm control relay ATP maintains the excited state through the relay BM and its own operating contacts and does not recover, and the level crossing alarm is maintained by the left direction alarm control relay BTP.

If the fault in the track circuit BT recovers normally under the above conditions,
Since the train TFi has not yet entered the section of the track circuit BT, the reception relay BTR operates at C→ of (1B), but the left direction memory relay BM and the reception relay ATR are restored. Left direction arrival detection relay B
Since R is not operating, the operation cannot be maintained, and as shown in (g), it is restored after the series time element t1 from the time (c).

Also, since relay BM has been restored and receiving relay ATR has also been restored, right direction alarm control relay ATP is on the chart (
Restore and start alarm as shown in b).

With the restoration of relay ATP, the right direction memory relay operates as shown in (c), and the right direction train arrival detection relay recovers as shown in (d).

When the train T advances and enters the track circuit BT which has returned to normal, the receiving relay BTR is restored again at the point in time (as shown in chart (e)). At this time, relay AM is operating, but since other operating conditions are not configured, left direction alarm control relay BTP continues in the recovery state, and left direction memory relay BM also continues to recover. When the train further advances and reaches the train detection device OT set in the overlap section of the track circuits AT and BT, and its internal detection relay OTR operates as shown in chart (1), an alarm will be issued for both left and right directions. Since both control relays ATP and BTP have been restored, the non-direction train arrival detection relay SR in the circuit of FIG. 9 (0) is activated as shown in chart (j).
It operates at point (e) and continues to maintain its operation until both relays ATP and BTP become operational.

When relay SR operates, the circuit shown in Figure 9(B) will cause
Right direction train arrival detection relay AR and left direction train arrival detection relay BR are respectively chart) ((1) % chart (
It operates as shown in h). When the train advances further and passes through the track circuit AT, the receiving relay ATR turns on (a)
The right direction warning control relay ATP operates as shown in char) (b) to stop the warning of the level crossing caused by the right direction train. However, the operating conditions for the left direction warning control relay BTP are not configured and it continues in the recovery state, and the train T passes through the track circuit BT to the right and the receiving relay BTR operates at the point in (g) of chart (e). It operates accordingly and stops control of the level crossing warning. Furthermore, when the reception relay BTR operates, the right direction memory relay report is restored after its series time element t1, as shown in chart (c), and the non-directional train arrival detection relay SR is also activated, as shown in chart (j). With the movement of the series time element 1
．． It will later recover and return to its pre-failure condition.

In the present invention, for example, when a fault as described above occurs in the track circuit BT, from the time chart of FIG. Pass through the BT to the right and connect to the relay BT.
A left direction railroad crossing alarm is generated during the time period 'btO until P is activated, and a right direction railroad crossing alarm control is also performed at the same time during the recovery time at of the right direction alarm control relay ATP shown in chart (b) of the same figure. According to the present invention shown in the above-mentioned embodiments, it is possible to prevent the above-mentioned erroneous operation in which a railroad crossing does not receive a warning.
Furthermore, even if the receiving relay ATR or BTR, which has been restored once due to a train approach, malfunctions due to a short circuit in the track circuit or noise, the alarm will continue as long as the detection relay OTR of the train detection device OT does not operate, so the level crossing warning will be issued. This has the effect of significantly improving control reliability.

The circuit of the embodiment shown in Fig. 9 is a minimum circuit showing the main part of the present invention, and when used for actual level crossing control, additional circuits such as a power failure recovery circuit and a failure detection circuit will be added. ,
Since it is not directly related to the present invention, its explanation will be omitted.

[Brief explanation of the drawing]

Figure 1 is an example diagram showing the state in which an AF device and train detection device are applied to control a single-track level crossing, Figure 2 is a conventional control circuit diagram for the same level crossing, and Figure 3 is above; 1. AF device failure FIG. 9 is an example diagram of a level crossing control circuit according to an embodiment of the present invention applied to the level crossing shown in FIG. 1, and FIG. FIG. 7 is a time chart showing the residual efficiency, and FIG. 6 is a time chart showing seven examples of the operation sequence at the time of the same failure. L: Track, H: Level crossing, ATS, BTS: Signal transmitter, ARV, BRV: Signal receiver, ATR, BTR:
Receiving relay, AT, BT: Non-insulated track circuit, OT: Train detection device. Patent applicant Kobe Electric Railway Co., Ltd. Nippon Signal Co., Ltd. Agent Osamu Ichikawa, -Kichi Figure 4 (A) (B) Figure 5 Figure 6

Claims (1)

[Claims] A signal current is supplied to the rail at the alarm start point of the track that intersects with the level crossing, and the current is received from the rail at the alarm stop point to keep the receiving relay in an excited state at all times. Non-insulated track circuits for detecting trains with relays in a de-energized state are provided independently in multiple directions above and in multiple directions below the track, and overlapped between the alarm stop points in the up and down directions, In level crossing control for a single track section in which a level crossing warning device is controlled using train detection conditions of the track circuit, a train detection device that is normally in a non-excited state and becomes an excited state when a train arrives is provided in an overlap section of the track circuit; A level crossing control method for a single track section, characterized in that the train detection conditions of this device are used in a level crossing control circuit.