JP2980946B2 - Railroad crossing fixed time control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a railroad crossing fixed time control device, and the number of axes of one formation N
Based on the assumption that (pieces) and one-piece growth l (m) are fixed values, the distance from the train head to the railroad crossing is calculated from the number of axes M (pieces) detected by the axle detector, and this calculation is performed. From the values, the train speed obtained from the detection signal of the axle detector, and the acceleration, constant speed, and deceleration running states detected from the train speed, a delay time according to the running state is obtained, and the train running state is determined. Accordingly, the level crossing control can be performed.

<Prior art> A conventional railroad crossing fixed time control device of this type is disclosed in
One described in Japanese Patent Application No. 60-4462 is known. According to this conventional technique, the time from when the railroad crossing device is activated to when the head of the train reaches the railroad crossing is obtained by the following means.

(A) A pair of axle detectors are provided at intervals shorter than the minimum axle interval of the train before the railroad crossing.

(B) The time required for the same axle to pass between the axle detectors is determined for each axle of the train based on the detection outputs of the pair of axle detectors, and based on the required time and the interval between the axle detectors. The train speed is calculated for each axle of the train.

(C) Based on the detection output of one of the axle detectors and the train speed, the axle interval between the preceding axle and the succeeding axle adjacent to each other is repeatedly calculated.

(D) Every time the axle passes one axis, the total length of the train is calculated by calculation based on the total of the axle intervals obtained in (c).

(E) From the train speed and the train length obtained as described above, the starting time from when the train passes through the axle detector to when the train crossing device is started is calculated.

<Problems to be Solved by the Invention> According to the above-described prior art, the time from when the railroad crossing device is activated to when the head of the train reaches the railroad crossing can be accurately and accurately fixed. Is obtained.

However, based on the detection output of the axle detector and the train speed, the axle spacing between the preceding and succeeding axles adjacent to each other is repeatedly calculated, and the total train length is calculated based on the cumulative axle spacing obtained in this manner. Therefore, the arithmetic processing for obtaining the train length is complicated, and the processing speed is required to be high. Therefore, there is a problem that the configuration of the apparatus is restricted.

Also, the conventional railroad crossing fixed time setting device takes into account the safety of railroad crossing control, and always makes sure that the train performs the highest power running, regardless of whether the train is in the acceleration, constant velocity, or deceleration state. As a premise, the starting time until the railroad crossing device is started was determined. For this reason, as the train decelerates, the gap between the prediction and the actual situation becomes larger, and there is a problem that it is impossible to perform reasonable delay time control.

Further, in the conventional delay control on the assumption that the train runs at the maximum power, when the train decelerates, the axle detection is not performed within a predicted time set in advance to detect the completion of train passage, and the train is not trained. There is also a problem that the delay control is interrupted halfway as the passage is completed.

Therefore, an object of the present invention is to solve the conventional problems described above, to simplify the device configuration within a range that does not hinder practical use, and to control the level crossing in accordance with the running state of acceleration, constant speed, and deceleration. To provide a railroad crossing fixed time control device capable of performing the following.

<Means for Solving the Problems> In order to solve the above-mentioned problems, the railway crossing fixed time control device according to the present invention has a mutual interval smaller than a minimum axle interval of a train along a track, and a minimum alarm time. A pair of axle detectors arranged in front of the level crossing with a distance that can be secured, a level crossing fixed time setting device to which a detection signal of the axle detector is input, and a signal given from the level crossing fixed time setting device. And a railroad crossing device that operates based on this.

Here, the railroad crossing fixed time setting device has the following configuration. First, a train speed and the number M of axes passing over the axle detector are detected based on a detection signal given from the axle detector.

Next, one train axis N (pieces) and one train growth l of the train
Assuming that (m) is a fixed value, a train head position IF based on the axle detector is obtained from these fixed values and the number M of axes passing over the axle detector, by using IF = (M / N) · l (m)

From the train head position IF and the obtained train speed, every time the train passes one axis on the axle detector, the time required for the train head to reach the railroad crossing is determined. Calculate the delay time with the alarm time reduced. A level crossing control condition for driving the level crossing device is output according to the obtained delay time.

<Operation> In a normal train, the number of axes of one train N (pieces) and the growth of one train l
(M) is fixed. For example, one knitting axis number N (pieces) is four, and one knitting growth l (m) is about 20 m. Therefore, assuming this, based on the detection signal of the axle detector,
The train head position IF after passing over the axle detector can be calculated only by counting the number M (axes) of axes passing over the detector.

The train speed can be detected from the time required for the same axle of the train to pass between a pair of axle detectors.

Further, by comparing the train speed obtained last time with the train speed obtained this time, it is possible to detect whether the train is in the running state of acceleration, constant speed, or deceleration.

From the train speed, the number of axes, and the running state of the train obtained as described above, the number of one set axis N (pieces) and the one-piece growth l
Assuming that (m) is a fixed value, every time the train passes one axis on the axle detector, the time required for the train head to reach the railroad crossing is determined according to the running state of the train, By subtracting the minimum warning time from this time, a delay time according to the traveling state is obtained.

Then, the crossing control condition is transmitted to the crossing device according to the delay time. This activates the railroad crossing device. At this time, the train head position is at a distance corresponding to the minimum warning time with respect to the railroad crossing, and therefore, the minimum warning time according to the traveling state can be secured.

In addition, when the vehicle is traveling at a reduced speed, the delay control corresponding to the deceleration is performed, so that the delay time can be increased. For this reason, it is possible to increase the estimated time of the completion of the passage, and it is unlikely that the delay control is interrupted halfway due to deceleration.

<Embodiment> Fig. 1 is a diagram showing a configuration of a railroad crossing fixed time control device according to the present invention, wherein 1 is a track, 2 is a train, 3 is a railroad crossing, 4 and 5,
Is a pair of axle detectors, 6 is a railroad crossing fixed time setting device, and 7 is a railroad crossing device.

The train 2 is displayed as an n-car train of one-piece growth l = l1 to ln. In a normal train 2, the number N (pieces) of one train is 4
The fixed length of one piece is 1 = l1〜ln, which is a fixed length of about 20 m.

The axle detectors 4, 5 have a mutual interval a along the track 1, which is smaller than the minimum axle interval d1 of the train 2, and have a minimum alarm time.
It is arranged in front of the railroad crossing 3 with a distance L1 at which Tmin can be secured.

The railroad crossing fixed time setting device 6 includes a train speed detecting unit 61, an axis number detecting unit 62, a train head position calculating unit 63, a running state determining unit 64, and a delay time setting unit 65. The railroad crossing fixed time setting device 6
The main part thereof can be constituted by a microcomputer. In such a case, the block displays 61 to 65 shown in the figure are not the circuit sections but the sections indicating the processing order.

The train speed detector 61 detects the train speed V based on the detection signals given from the axle detectors 4 and 5. The train speed V can be detected from the time required for the same axle of the train 2 to pass between the pair of axle detectors 4-5.

The number-of-axes detection unit 62 detects the number M (number) of axes that have passed over the axle detectors 4 and 5 based on the detection signals given from the axle detectors 4 and 5.

The train head position calculation unit 63 includes one train axis number N (pieces) and one train axis.
Assuming that the knitting growths l1 to ln are fixed, this is a part for obtaining the head position of the train 2 that has passed the axle detectors 4, 5 based on the number of axes obtained by the number-of-axes detector 62. In a normal train 2, the number N (units) of one formation axis is four, and the number of trains is 1
Assuming that l1 to ln are each 20 m and the number of axes M (pieces) has passed over the axle detectors 4 and 5, the train head position lF is lF = (M / 4) × 20 (m) 1) is calculated as For example, as shown in FIG. 2 (a), the train 2 running before the axle detectors 4, 5 becomes
As shown in FIG. 2 (b), the axle detector 4,
When the vehicle passes above 5, the number of axes detected by the number-of-axes detecting unit 62 is 4, and the train head position IF based on a certain point P0 of the axle detectors 4 and 5 is calculated as IF = l1. You. Train 2
Travels further, and as shown in FIG. 2 (c), when the two vehicles pass over the axle detectors 4, 5, the train head position IF
Becomes 1F = l1 + l2. As described above, when calculating the train head position IF, it is only necessary to count the number of axes M based on the detection signal of the axle detector 4 or 5, and calculate according to the above formula, and the processing is extremely easy. Become.

The train head position calculator 63 calculates the train head position IF from the number of axes M.
Is calculated by comparing the number of axes M obtained by the number-of-axes detection unit 62 with the table, or by executing the calculation of the expression (1), thereby obtaining the train head position.
IF can be calculated.

The traveling state determination unit 64 detects whether the train 2 is in the traveling state of acceleration, constant velocity, or deceleration from the detection signal of the train speed V given from the train speed detection unit 61. The running state of the train 2 can be detected by comparing the train speed V01 obtained last time with the train speed V02 obtained this time. The traveling state may be determined from a comparison between the train speed V00 obtained two times before and the train speed V02 obtained this time.

The delay time setting unit 65 calculates the train 2 based on the train speed V, the train head position IF, and the train running state obtained as described above.
After passing on the axle detectors 4 and 5, the train head
, And a delay time TD1 obtained by subtracting the minimum alarm time Tmin from the time TS. Or
It may be calculated in advance and stored in a table.

Here, the time required for the head of the train to reach level 3
The TS is calculated in consideration of the train running conditions of acceleration, constant speed, and deceleration. Therefore, from this time TS, the minimum alarm time Tmin
The delay time TD1 obtained by subtracting the time is a time corresponding to the traveling state.

In order to ensure the safety and practicality of the level crossing control, delay control should be performed on the assumption that the vehicle runs at the maximum speed when accelerating and at constant speed, and travel at constant speed when decelerating. It is preferable to perform delay control based on

First, a description will be given of delay control during acceleration running and constant speed running. In FIG. 1, when the head of the train 2 is located at a position P1 away from the position P0 of the axle detectors 4 and 5 by the train head position IF, the distance L2 from the head of the train 2 to the railroad crossing 3 is determined.
Becomes L2 = L1−1F. From the distance L2 and the train speed V, a time TS required for the head of the train 2 to reach the railroad crossing 3 is calculated. Next, the calculation of the time TS will be described with reference to FIG. In FIG. 3, F1 represents an acceleration traveling line, F2 represents a constant velocity traveling line, and F3 represents a deceleration traveling line. Distance L21 and the time T1 required for the initial speed V until it reaches the maximum speed Vmax ^{is, L21 = (Vmax 2 -V 2} ) /7.2α T1 = (Vmax-V) / α However, alpha is the acceleration. Next, after reaching the maximum speed Vmax, the time T2 required to travel to the level crossing 3 is T2 = (L22 × 3.6) / Vmax. Therefore, the time TS required for the head of the train to reach the level crossing 3 is obtained as TS = T1 + T2.

Although the train speed V changes, each time the axle of the train 2 passes over the axle detectors 4 and 5, the speed can be detected by the speed detecting unit 61. Is corrected. The difference between this time TS and the minimum warning time Tmin determined at the railroad crossing 3 is the delay time TD1. That is, TD1 = TS−Tmin. The railroad crossing fixed time setting device 3 calculates
Calculate the delay time TD1.

When the vehicle is traveling at a reduced speed, delay control is performed on the assumption that the vehicle travels at a constant speed. When traveling at the train speed V at a constant speed, the time TS required for the head of the train to reach the level crossing 3 is obtained as TS = L2 / V. The difference between this time TS and the minimum warning time Tmin determined at the railroad crossing 3 is the delay time TD1. That is, TD1 = TS−Tmin.

The railroad crossing fixed time setting device 3 outputs a railroad crossing control condition for driving the railroad crossing device 7 according to the delay time TD1 obtained by the above-described calculation. Thereby, the railroad crossing device 7 is activated. With the elapse of the delay time TD1, the train 2 travels a distance L4 according to the train speed V, and the beginning of the train 2 is the minimum alarm time
It is at the position of point P2 corresponding to Tmin. The distance L3 from the point P2 to the railroad crossing 3 is the minimum warning time when traveling at the train speed V
Corresponds to Tmin. Although the train speed V changes, each time the axle of the train 2 passes over the axle detectors 4 and 5, it is detected by the speed detection unit 61, and the time TS and the delay time TD1 are set. Therefore, the delay time TD1 corresponding to the change in the train speed V
Is set, and railroad crossing control suitable for the train speed V can be performed. Thus, the railroad crossing warning time can be made constant regardless of the train speed V.

The completion of passing of the train 2 is determined based on the train speed and the acceleration and the maximum axle interval, based on the estimated time required from the passage of one axis to the arrival of the next axis, and no axle detection was performed within the estimated time. Sometimes, it can be detected by judging that the train has passed.

Here, in the conventional delay control on the assumption that the train 2 runs at the maximum power, the predicted time cannot be increased, so that the axle is not detected within the predicted time due to the train decelerating. In some cases, the delay control is interrupted on the way.However, in the present invention, the delay control is performed on the assumption that the vehicle is traveling at a constant speed during deceleration. Is possible. For this reason, it is possible to increase the prediction time, and it is unlikely that a situation in which the vehicle is stopped halfway for deceleration traveling will occur.

FIG. 4 shows another embodiment of the railroad crossing fixed time control device according to the present invention. This embodiment shows an example in which a plurality of sets of axle detectors (41, 51) to (4n, 5n) are set to a plurality of sets n and the intervals are set in order to improve the accuracy of the level crossing fixed time control. And axle detectors (41, 51)-(4n,
Each set of 5n) is provided with a railroad crossing fixed time setting device 601 to 60n.

When one level crossing is controlled by a plurality of level crossing fixed time setting devices 601 to 60n, these level crossing fixed time setting devices 60
It is desirable to use a method in which the crossing control is performed independently for 1 to 60n from the viewpoint of standardization and standardization of the devices. However, when the railroad crossing fixed time setting devices 601 to 60n operate independently, for example, the delay time TD1 set by the railroad crossing fixed time setting device 601 cannot be corrected by the next railroad crossing fixed time setting device 602. Therefore, according to the level crossing fixed time setting device 602, even if the level crossing control delayed further than the delay time TD1 is possible, the level crossing control is performed with the delay time TD1 set by the level crossing fixed time setting device 601. Occurs. The above-mentioned problem can be solved by providing a control condition for stopping the level crossing alarm control from the level crossing constant time setting device 602 to the level crossing constant time setting device 601; however, in this case, the condition Cables are required, resulting in increased equipment costs.

As another means, a train speed V for performing a level crossing alarm control is allocated to each of the level crossing fixed time setting devices 601 to 60n. A method is considered in which the alarm control is not performed and the control is left to the next railroad crossing fixed time setting device. However, if the vehicle decelerates after passing at or above the assigned speed, there is a problem in that a warning time for a railroad crossing that is longer than an expected warning time is consumed. FIG. 4 shows an embodiment capable of solving such a problem.

Each of the railroad crossing fixed time setting devices 601 to 60n has output relays R1 to Rn for outputting railroad crossing control conditions. The respective contacts R11 to Rn1 of the output relays R1 to Rn are inserted and connected to the cable lines 81 and 82 using the same cable 8 so as to be in series with each other. 83 and 84 are power supply lines included in the cable 8.

The railroad crossing control conditions of the railroad crossing fixed time setting devices 601 to 60n are input to the railroad crossing device 7 via the respective contacts R11 to Rn1 of the output relays R1 to Rn. The output relays R1 to Rn are constantly operating, and the contacts R11 to Rn1 are always lifted and closed, and fall and open when the level crossing control condition is output.

Also, except for the level crossing fixed time setting device 601 that should output the level crossing control condition first, the level crossing fixed time setting devices 602 to 60n include:
Train detection relays S1 to Sm are provided which respond when the axle detectors (42, 52) to (4n, 5n) to which they belong detect an axle. The train detection relays S1 to Sm are always inactive and operate when a train is detected. The contacts S11 to Sm1 are always dropped and opened, and are lifted and closed when a train is detected.

The respective contacts S11 to Sm1 of the train detection relays S1 to Sm are
At the time of the train detection operation, the line 81-82 of the cable 8 is connected so that the contact condition of the output relay of the railroad crossing fixed time setting device that outputs the railroad crossing control condition one step ahead of the railroad crossing fixed time setting device to which it belongs can be ignored. Connect between. For example, the contact S11 of the train detection relay S1 provided in the railroad crossing fixed time setting device 602,
A train detection relay S provided in a railroad crossing fixed time setting device 603 (not shown) so that the contact condition of the contact R11 of the output relay R1 provided in the railroad crossing fixed time setting device 601 can be ignored.
The third contact S31 is connected between the lines 81 and 82 of the cable 8 so that the contact condition of the contact R21 of the output relay R2 provided in the fixed time setting device 602 can be ignored.

Each of the railroad crossing fixed time setting devices 601 to 60n performs the operation described with reference to FIG. 1, but further performs the following operation by the above-described contact configuration.

Before the output relay R1 of the railroad crossing fixed time setting device 601 which should output the railroad crossing control condition first out of two adjacent railroad crossing fixed time setting devices, for example, the railroad crossing fixed time setting device 601 and 602, Then, when the train 2 arrives on the axle detectors 42 and 52 provided in the later crossing fixed time setting device 602,
The contact S11 of the train detection relay S1 is lifted and closed. For this reason, the contact R of the output relay R1 of the level crossing fixed time setting device 601 is used.
The railroad crossing control condition by 11 is ignored, and the railroad crossing control is performed according to the railroad crossing control condition of the railroad crossing fixed time setting device 602 later. Thereby, the level crossing device 7 can be operated according to the level crossing control condition by the level crossing constant time setting device located closer to the level crossing 3, and high-precision level crossing constant time control can be performed. Become.

Furthermore, the respective contacts R11 to Rn1 of the output relays R1 to Rn and the respective contacts of the train detection relays S1 to Sm are connected to the same cable 8
Power supply lines 82 and 83
And wiring can be performed with a single cable 8 of 4 or 6 cores, and the cable laying cost is reduced.

<Effect of the Invention> As described above, in the present invention, in the railroad crossing constant time control device, the train starting position required for the railroad crossing constant time control is a fixed number of one knitting axis N (pieces) and one knitting growth. Assuming that there is, calculate from the number of axes detected based on the detection signal given from the axle detector, and from this calculated value, the train speed obtained from the detection signal of the axle detector, and the train speed From the detected acceleration, constant velocity, and deceleration traveling states, the delay time according to the traveling state is determined, so that the device configuration can be simplified within a range that does not hinder practical use, and
It is possible to provide a railroad crossing fixed time control device capable of performing railroad crossing control according to acceleration, constant speed, and deceleration running states.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a railway crossing fixed time control device according to the present invention, FIG. 2 is a diagram illustrating calculation of a train head position of the railway crossing fixed time control device according to the present invention, and FIG. FIG. 4 is a diagram for explaining a method of calculating a time required for the head of a train to reach a railroad crossing from a distance to a railroad crossing and a train speed,
FIG. 6 is a diagram showing another embodiment of the railway crossing fixed time control device according to the present invention. DESCRIPTION OF SYMBOLS 1 ... Track, 2 ... Train 3 ... Railroad crossing 4, 5 ... Axle detector 6 ... Railroad crossing fixed time setting device 7 Railroad crossing device

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Tetsuo Fukuda 1-13-8 Kamikizaki, Urawa-shi, Saitama Nihon Signal Co., Ltd. Yono Office (72) Inventor Toshio Kato 1-13, Kamikizaki, Urawa-shi, Saitama Ban No. 8 Date. this signal Corporation Yono workplace (56) reference Patent Sho 62-173369 (JP, a) JP flat 1-240363 (JP, a) (58 ) investigated the field (Int.Cl. ⁶ , DB name) B61L 1/00-29/32

Claims (3)

(57) [Claims] 1. A pair of axle detectors along a track, having a mutual interval smaller than a minimum axle interval of a train, and disposed in front of a level crossing with a distance capable of securing a minimum warning time; A railroad crossing constant time control device including a railroad crossing constant time setting device to which a detection signal of an axle detector is input, and a railroad crossing device that operates based on a signal given from the railroad crossing constant time setting device, The setting device detects a train speed and the number M of axes passing over the axle detector, based on a detection signal given from the axle detector, Based on the assumption that the knitting growth l (m) is a fixed value, the train head position IF based on the axle detector is determined from these fixed values and the number M of axes passing over the axle detector. , LF = (M / N) · l (m) From the train head position IF and the obtained train speed, the time required for the train head to reach the railroad crossing is determined every time the train passes one axis on the axle detector. A delay time obtained by subtracting the above, and outputting a railroad crossing control condition for driving the railroad crossing device according to the delay time. 2. A plurality of sets of said pair of axle detectors are provided at intervals, and said railroad crossing fixed time control device is provided for each set of said axle detectors. The railroad crossing fixed time control device according to claim 1. 3. The fixed level crossing time setting device according to claim 1, further comprising an output relay for outputting a level crossing control condition, and excluding a fixed level crossing time setting device for outputting the level crossing control condition first. Each has a train detection relay that responds to train detection by its own axle detector, the contacts of the output relay are connected in series via a cable line, and the contacts of the train detection relay are adjacent railroad crossings. Before the output relay of the railroad crossing constant time setting device that should output the railroad crossing control condition among the fixed time setting devices first outputs the railroad crossing control condition, the train detection relay provided in the railroad crossing constant time setting device that comes later outputs the train. When the detection operation is performed, it is connected between the lines of the cable so that the contact condition of the output relay provided in the preceding level crossing fixed time setting device can be ignored. 3. The railroad crossing fixed time control device according to claim 2, wherein the terminal is connected so as to input the contact condition to a position.