JP2007223465A - Train detection device and train detection system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train detection device 100 having a backup device 120 for reliably detecting a train even when thick rust, a large amount of ash fall, yellow sand, fallen leaves or the like is deposited on a rail 10 in a pulse track circuit 110 and a DC track circuit with a simple structure at low cost while using the present track circuit as much as possible. <P>SOLUTION: The power of the backup device 120 is transmitted without installing any new cable by using a cable 34 for transmitting the signal of a track circuit, and a crossing is operated by interrupting the signal of the track circuit when detecting a train by the backup device 120. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a device that more reliably detects a railroad crossing by a track circuit, and more particularly to a train detection device and a train detection system that can be realized without laying a new cable.

  Conventionally, various methods have been used as means for detecting the approach of trains in order to control alarms, breakers, etc. at railroad crossings. Trains can be trained by short-circuiting the rails with the train axle. The detection method has a simple configuration and has been widely used in various countries around the world as the most reliable method.

  In this method, a circuit for detecting a train including a rail and an axle is called a track circuit. Among them, a DC constant voltage of, for example, 5 volts to 7 volts is used as a power source for the track circuit. The traditional method used is called a DC track circuit (method). Moreover, in a quiet line area with a small number of trains or a track along the coast, rust is generated on the rail surface, and the train cannot be detected. Therefore, as a countermeasure, a high voltage is used as a power source for the track circuit, for example, 30 A pulse orbit circuit (system) that breaks insulation due to rust using a pulse voltage of volt to 100 volts is also used.

  However, in DC track circuits as well as pulse track circuits, train detection may be hindered when thicker rust, a large amount of ash fall, yellow sand, or fallen leaves accumulate on the rail. For this reason, a system for detecting a train by using an ATS device that can transfer information with the train in a non-contact manner without depending on a short circuit between the rails of the train is also introduced (for example, , See Patent Document 1).

The above train detection device is a method of installing a ground element at a point several hundred meters before the railroad crossing, detecting a train passing through the ground element separately from the track circuit, and controlling an alarm device, a breaker, etc. at the railroad crossing. It has been used for a long time and its reliability has been confirmed.
JP 2002-104192 A

  By the way, the power supplied to alarms and circuit breakers has been installed in the vicinity of railroad crossings, and it is necessary to collect and arrange the power supply targets in one place, and the same power supply for the track circuit is used. Or it was installed in the same place.

  However, if the train detection device described above is newly added as a backup device for the track circuit, the ground unit must be installed at a location several hundred meters away from the railroad crossing, and power is supplied to that location and detection is performed. This information needs to be received by the control device (crossing safety device) of the crossing, and there is a problem that construction work such as cable laying becomes large-scale and it takes too much time and cost.

  An object of the present invention is to realize a track circuit backup device that detects a train more reliably by using a current track circuit as it is, with a simple configuration and at a lower cost.

In order to solve the above problems, the invention described in claim 1
In the train detection section before the railroad crossing, each is a train detection device including a track circuit for performing train detection and its backup device,
The track circuit is
A pair of rails;
Cables installed across the train detection section, connected to the rails at the end of the railroad crossing far section in the train detection section,
A detection signal output means installed at the end of a section near the railroad crossing in the train detection section, and applies a voltage to each rail via the cable;
A detection signal receiving means that is installed at an end of a section near the railroad crossing in the train detection section, detects energization through the rails, and inputs a detection result to a crossing control means installed at the end of the crossing near the section; Prepared,
The backup device is
Train passage detection means for detecting the passage of the train at the end of the railroad crossing far section in the train detection section,
The backup device supplies power to the train passage detection means by using a part of a cable of the track circuit.

  According to the first aspect of the present invention, the track circuit backup device that detects the train more reliably and prevents uninterrupted crossing by using the power cable of the backup device together with the cable of the track circuit. The track circuit is used as much as possible, and it can be realized at a lower cost with a simple configuration.

Invention of Claim 2 is the train detection apparatus of Claim 1, Comprising:
The detection signal output means of the track circuit outputs a pulse voltage,
The track circuit includes a transformer for transforming the pulse voltage.

  According to the second aspect of the present invention, the transformer of the track circuit is used even if the DC voltage of the backup device is applied to the cable of the track circuit by using the pulse voltage for the detection signal and providing the transformer for transforming the pulse voltage. Therefore, it is easy to superimpose the DC power supply of the backup device on the track circuit cable.

Invention of Claim 3 is a train detection apparatus of Claim 2, Comprising:
The backup device supplies power to the train passage detection means by using a part of the cable and the rail.

  According to the third aspect of the present invention, it is easy to superimpose the DC power supply of the backup device on the cable of the track circuit by using the rail for supplying power. Although it is possible to use ground instead of using the rail, the use of the rail can prevent influences such as electrical corrosion of peripheral equipment.

Invention of Claim 4 is the train detection apparatus of Claim 1, Comprising:
The detection signal output means of the track circuit outputs a DC voltage,
The track circuit includes a transformer for transforming the DC voltage.

  According to the fourth aspect of the present invention, it is possible to use a DC voltage as a detection signal as a power supply for the backup device.

Invention of Claim 5 is a train detection apparatus as described in any one of Claim 1 to 4, Comprising:
As the train passage detection means,
An ATS device used as an emergency stop device for trains is used.

  According to the invention described in claim 5, since the conventional device can be used by using the ATS device as the train passage detecting means, the cost can be reduced.

Invention of Claim 6 is a train detection apparatus as described in any one of Claim 1 to 5, Comprising:
The backup device includes a detection signal blocking means capable of cutting off energization as a train detection signal of the track circuit,
The train passage detection unit has a function of operating the detection signal blocking unit to block a train detection signal to the detection signal receiving unit when a train is detected.

  According to the sixth aspect of the present invention, a backup device can be added to the track circuit without laying a cable for transmitting the information detected by the train passage detection means to the railroad crossing control means.

The invention according to claim 7 is a train detection system,
The train detection device according to any one of claims 1 to 6, wherein two train detection devices for detecting trains traveling in opposite directions are detected in a section between two railroad crossings,
The two train detection devices share one train passage detection means provided in the middle of the two railroad crossings, and the railroad crossing control means corresponding to each train detection device by the train detection of the train passage detection means. It is characterized in that control corresponding to the time of train detection is performed for each level crossing.

  According to the seventh aspect of the present invention, the track circuit sandwiched between the two level crossings can be backed up by one backup device.

  According to the present invention, by using the power cable of the backup device together with the cable of the track circuit, even when thick rust, a large amount of ash fall, yellow sand, fallen leaves, etc. are accumulated on the rail, the detection of the train is more reliably performed. The train detection device with the backup device to be used can be realized at a lower cost with a simple configuration by using the current track circuit as much as possible.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
Initially, the structure of the train detection apparatus 100 which concerns on 1st Embodiment in this invention is demonstrated using FIGS. 1-5.

  As shown in FIG. 1, the train detection device 100 according to the first embodiment includes a pulse track circuit 110 and a backup device 120 as track circuits that each perform train detection in the train detection section L before the railroad crossing 21. It has.

As shown in FIG. 1, the train detection section L is a section set for a predetermined distance (for example, 600 m) in front of the railroad crossing 21, and is used as a railroad crossing on the rail 10 laid in the train detection section L. The railroad crossing 21 is operated when the train enters.
A railroad crossing 21 is located on one side of the train detection section L. In the following description, the end of the train detection section L where the railroad crossing 21 is located is referred to as the “end near the railroad crossing”, and the train where the level crossing 21 is not located. The end of the detection section L is referred to as a “crossing far section end”.

  FIG. 2 is a configuration diagram in which the pulse track circuit 110, the crossing 21 and the crossing control device 22 are extracted from the train detection apparatus 100 according to the present embodiment.

  FIG. 2 shows a pair of rails 10, a pulse transformer 33 as a transformer connected to each rail 10 at the end of the railroad crossing far section, and the entire length of the train detection section L. Detection signal output means for transmitting a detection signal by applying a pulse voltage to each rail 10 through the cable 34 and the pulse transformer 33, installed on the cable 34 connected to each rail 10 and at the end of the section near the railroad crossing. And a pulse receiving device 32 serving as a detection signal receiving means for receiving a detection signal from the pulse transmitting device 31. The pulse trajectory circuit 110 provided, and the alarm 21 provided in the level crossing 21 based on information from the pulse receiving device 32, installed on the end side near the level crossing section. And crossing controller 22 as crossing control means for controlling the or breaker 21b, etc., are illustrated.

  As shown in FIG. 2, the pair of rails 10 is laid over the entire length of the train detection section L, and constitutes a “track” including rails further extending from both ends of the train detection section L. The rail 10 consists of a plurality of rails that are shorter than the train detection section L, and is electrically connected to detect the train within the range of the train detection section L. The rail that continues from both ends of the train detection section L is electrically insulated, and the left and right rails are also electrically insulated. The left and right rails are energized within the train detection section L by applying a pulse voltage from the pulse transformer 33.

  As shown in FIG. 2, the pulse transmission device 31 is installed on the side near the crossing section and is connected to an AC power source (not shown). In addition, the AC power source is a power source commonly used by the crossing 21 and the level crossing control device 22, and by collecting and arranging the AC power supply targets in the vicinity of the crossing 21, it is possible to supply power from outside such as drawing an electric wire. It is easy. For example, the pulse transmission device 31 outputs a detection signal with a pulse voltage of 300 volts and 5 Hz.

  As shown in FIG. 2, the cable 34 is laid along the rail 10 over the entire length of the train detection section L, and the pulse transmitting device 31 on the end section near the crossing and the end section on the far section of the crossing. Each rail 10 is connected via a pulse transformer 33.

  As shown in FIG. 2, the pulse transformer 33 is installed at the end of the railroad crossing far section, and the voltage applied by the pulse transmission device 31 at a higher voltage than the voltage required for train detection for voltage stabilization, Adjust to a voltage suitable for train detection. For example, 300 volts is transformed to 100 volts.

  As shown in FIG. 2, the pulse receiving device 32 is installed at the end of the section near the railroad crossing, and receives the detection signal transmitted from the pulse transmitting device 31 via the cable 34, the pulse transformer 33, and the rail 10. To do. That is, a potential difference is generated between one and the other of the pair of rails 10 by applying a pulse voltage, and a current flows through the pulse receiving device 32 connected therebetween. At that time, the pulse receiving device 32 detects an energized state (a state where a potential difference is generated between the rails) and a non-energized state (a state where no potential difference is generated between the rails), and outputs a detection signal to the level crossing control device 22. To do.

  As shown in FIG. 2, the level crossing control device 22 is installed on the end side near the level crossing, and receives a detection signal of a non-energized state (a state where no potential difference is generated between rails) by the pulse receiving device 32. Then, the alarm 21a of the level crossing 21 is sounded, and the operation control for lowering the barrier bar of the barrier 21b is performed.

  In the pulse track circuit 110 having the above configuration, when a train does not exist on the rail in the train detection section L, a signal flow as shown in FIG. First, the detection signal transmitted from the pulse transmission device 31 reaches the pulse transformer 33 through the cable 34. In the present embodiment, the detection signal transmitted from the pulse transmission device 31 uses an impulse signal of 300 volts and 5 Hz, and a transformer with a transformation ratio of 3: 1 is used as the pulse transformer 33. Therefore, the detection signal sent from the pulse transformer 33 to the rail 10 is an impulse signal of 100 volts and 5 Hz. The signal transmitted from the pulse transformer 33 is received by the pulse receiving device 32 through the rail 10.

  Next, when the train enters the rail, as shown in FIG. 4, the wheels and axles of the train electrically short-circuit the left and right rails 10, and the signal transmitted from the pulse transformer 33 is a pulse receiving device 32. It becomes impossible to receive in. That is, when it becomes impossible to receive a signal, it can be determined that there is a train on the rail 10, and the railroad crossing control device 22 performs a predetermined operation such as ringing of the alarm 21a and lowering of the barrier bar of the breaker 21b.

  However, at this time, if a large amount of fallen leaves accumulates on the rail and the wheel and the rail are insulative, the left and right rails will not be electrically short-circuited even though the train has entered the rail, and pulse reception will occur. The device 32 may continue to receive the detection signal. In that case, the train passes the level crossing 21 without the level crossing control device 22 operating. In order to avoid such a situation, the train detection device 100 is configured to perform train detection by the backup device 120 in addition to the train detection by the pulse track circuit 110.

  The backup device 120 is installed between a rail (not shown) mounted on a train and a rail at a railroad crossing far section end side as shown in FIG. 52, an ATS receiver 51 that receives the information when the train passes over the ground element 52, and a detection that interrupts energization as a train detection signal of the pulse track circuit 110 based on the reception information of the ATS receiver 51 Track circuit opening / closing switch 53 as signal blocking means, power source 43 of backup device 120 installed at the end of the section near the railroad crossing, and DC / DC installed at the end of the section near the railroad crossing to boost the power supply voltage The converter 41 includes a DC / DC converter 42 that steps down the voltage of the power supply 43 installed at the end of the railroad crossing far section and supplies the voltage to the ATS receiver 51. The ATS receiver 51, the ground element 52, and the vehicle upper element function as train passage detection means in the present invention.

  As shown in FIG. 1, the ATS receiver 51 and the ground unit 52 are installed at the end of the railroad crossing far section, and detect that the train has passed over the ground unit 52 by a function described later. In the present embodiment, the ATS receiver 51 operates with a DC 24 volt power supply, and a similar power source 43 exists on the end of the section near the crossing where the level crossing 21 is located. Since the rate of voltage drop is high when transmission is performed using the rail 10, a DC / DC converter 41 is installed on the end side near the railroad crossing to boost the voltage, and a DC / DC converter 42 is installed on the far end of the railroad crossing. The necessary voltage is secured by stepping down.

  As shown in FIG. 1, one of the two output terminals of the DC / DC converter 41 for boosting is connected to one conductor of the cable 34, and the other output terminal is connected to one rail of the rail 10. One of the two input terminals of the DC / DC converter 42 that performs step-down is connected to a conductor different from the DC / DC converter 41 of the cable 34, and the other input terminal is connected to one rail of the same rail 10. In other words, the power supply 43 of the backup device 120 installed near the end of the railroad crossing section supplies power to the ATS receiver 51 via a part of the cable 34 and one rail of the rail 10. Yes.

  Although a pulse voltage is also applied to the cable 34 of the track circuit 110, the current flowing through the cable 34 between the DC / DC converter 41 and the DC / DC converter 42 is a direct current, and therefore is connected via the pulse transformer 33. The pulse trajectory circuit 110 is not affected.

  As shown in FIG. 1, the track circuit open / close switch 53 is installed on the railroad crossing far section end side so as to open and close the connection between the pulse transformer 33 and the rail 10 constituting the pulse track circuit 110. When detecting that the train has passed over the ground element 52, the ATS receiver 51 sends the information to the track circuit open / close switch 53, and the track circuit open / close switch 53 blocks the track circuit for a certain period of time. Accordingly, the signal transmitted from the pulse transmitting device 31 does not reach the pulse receiving device 32, and the pulse trajectory circuit 110 is substantially in the same state as when a train is present on the rail. A predetermined operation such as ringing of the alarm device 21a or lowering of the circuit breaker 21b is performed.

  The ATS receiver 51, the ground element 52, and the vehicle upper element mounted on the train are conventionally used as an emergency stop device for a train called an "automatic train stop device", and usually receive an ATS before the traffic signal. A vessel and ground unit are installed. The ground unit and the vehicle upper unit include windings (coils) as main components, and the vehicle upper unit is always energized at a constant frequency (for example, 105 kHz), and the ground unit is standardized according to the signal of the signal device. It is energized at a frequency (for example, 123 kHz if the signal is red). Here, when the train passes over the ground unit and the vehicle top side is affected by the frequency of the ground unit due to electromagnetic induction, the ATS device Controls such as applying a brake.

  The backup device in the present invention also uses the above-described ATS device, and the vehicle upper unit uses an existing device mounted on a train as it is, and the ATS receiver 51 and the ground unit 52 are always emitted from the vehicle upper unit. A reception-only device for receiving the current frequency is newly installed as a train passage detection means.

  Here, as a comparative example, FIG. 5 illustrates a configuration of a train detection device 100A in which the track circuit 110 and the backup device 130 are individually provided in one train detection section. In addition, in this comparative example, the same code | symbol shall be attached | subjected about the same structure as the train detection apparatus 100 mentioned above.

  When it is going to satisfy the request | requirement to collect and arrange | position the power supply object around the level crossing 21 about each element of the track circuit 110 and the backup apparatus 130 which comprise the train detection apparatus 100A, as shown in FIG. The power supply to the device 51 needs to be supplied from a 24 VDC power supply 43 installed near the railroad crossing 21 by a newly installed cable 131. Further, when the train passes over the ground unit 52, the detection signal is similarly sent from the ATS receiver 51 to the railroad crossing control device 22 through the newly installed cable 132, and the alarm 21a, the breaker 21b, etc. Will be controlled.

  When the length of the train detection section L is set to, for example, 600 m, in the comparative example, two long cables having the same length are required, and further, the installation cost of these cables is also required.

  On the other hand, in the train detection device 100, the power supply for the backup device 120 is supplied using the existing cable 34 and the rail 10 already installed as the track circuit 110. Almost no cable installation cost is required. Further, the backup device 120 is provided with a track circuit open / close switch 53 and blocks the detection signal of the pulse receiving device 32 of the track circuit 110 for a certain period of time, thereby causing the level crossing control device 22 to operate the level crossing via the pulse receiving device 32. Therefore, a cable for sending the detection signal from the ATS receiver 51 to the railroad crossing control device 22 can be eliminated.

  In the train detection device 100 according to the embodiment described above, since the backup device 120 is provided, the pulse track circuit may cause a train detection failure such as when a large amount of deposits such as fallen leaves are generated on the rail 10. Even so, the train detection can be performed more reliably by complementing this.

  In the embodiment described above, the backup device 120 can be added to the pulse track circuit 110 without newly laying a power cable.

  Furthermore, in the embodiment described above, the backup device 120 can be added to the pulse trajectory circuit 110 without laying a cable for transmitting information detected by the ATS receiver 51 to the crossing control device 22.

  Further, in the backup device 120 according to the embodiment described above, an ATS device that has been used as a train emergency stop device called “automatic train stop device” is used as a train passage detection means. Further, since the reliability is high and the conventional apparatus can be used, the cost can be reduced, and since the train detection can be performed in a non-contact manner, a backup apparatus that is not easily affected by the deposit can be configured.

  In the embodiment described above, a ground may be used instead of a rail for supplying power to the backup device 120. However, by using the rail, it is possible to prevent influences such as electrical corrosion of peripheral equipment.

[Second Embodiment]
Next, the configuration of the train detection apparatus 200 according to the second embodiment of the present invention will be described with reference to FIGS. The train detection device 200 according to the present embodiment is a partial modification of the configuration of the train detection device 100 according to the first embodiment, and other configurations are substantially the same as those of the first embodiment. Are identical. For this reason, the changed configuration will be mainly described, and the same components as those in the first embodiment will be denoted by the same reference numerals and the description thereof will be omitted.

  As shown in FIG. 6, the train detection device 200 according to the second embodiment includes a DC track circuit 210 as a track circuit that performs train detection in the train detection section L before the railroad crossing 21 and a backup device thereof. 220.

  FIG. 7 is a configuration diagram in which the DC track circuit 210, the crossing 21 and the crossing control device 22 are extracted from the train detection device 200 according to the present embodiment.

  FIG. 7 shows a pair of rails 10 and a cable 34 that is connected to each rail 10 at the end of the railroad crossing far section, laid over the entire length of the train detection section L, and installed at the end of the section near the railroad crossing. A transmission device 61 (actually constituted by a DC voltage source) as detection signal output means for applying a DC voltage to each rail 10 through the cable 34 and transmitting a detection signal; A terminal is connected to each rail 10, and a DC track circuit 210 provided with a receiving device 62 as a detection signal receiving means for receiving a detection signal from the transmitting device 61, is installed on the end side near the railroad crossing section, The crossing control device 22 as a crossing control means for controlling the alarm 21a, the breaker 21b, and the like provided in the crossing 21 based on information from the receiving device 62 is illustrated.

  As shown in FIG. 7, the pair of rails 10 is the same as that of the first embodiment described above except that energization is performed within the range of the train detection section L by application of a DC voltage from the transmission device 61. .

As shown in FIG. 7, the transmission device 61 is installed on the end side near the railroad crossing and is connected to an AC power source (not shown). In addition, the AC power source is a power source commonly used by the crossing 21 and the crossing control device 22, and by collecting and arranging the AC power supply targets in the vicinity of the crossing 21, external power supply such as drawing an electric wire can be performed. It is easy.
In the general DC track circuit shown in FIG. 7, the transmitter 61 applies a DC voltage of, for example, 5 volts to 7 volts to the rail 10 via the cable 34. In FIG. Has been changed to output a DC voltage of 24 volts in order to supply power to the ATS receiver 51. Similarly, the DC / DC converter 71 as a transformer means shown in FIG. The voltage is stepped down and applied to the rail 10.

  The cable 34 is laid along the rail 10 over the entire length of the train detection section L, as shown in FIG. The rail 10 is connected.

  As shown in FIG. 7, the receiving device 62 is installed on the end of the section near the crossing, and receives the detection signal transmitted from the transmitting device 61 via the cable 34 and the rail 10. That is, a potential difference is generated between one and the other of the pair of rails 10 by application of the DC voltage, and a current flows through the receiving device 62 connected therebetween. At that time, the receiving device 62 detects an energized state (a state where a potential difference is generated between the rails) and a non-energized state (a state where no potential difference is generated between the rails), and outputs a detection signal to the crossing control device 22. .

  As shown in FIG. 7, the railroad crossing control device 22 is the same as the first embodiment described above except that the reception device 62 receives a detection signal.

  In the DC track circuit 210 having the above configuration, when a train is not present on the rail in the train detection section L, a signal flow as shown in FIG. First, the detection signal transmitted from the transmission device 61 is received by the reception device 62 through the cable 34 and the rail 10.

  Next, when the train enters the rail, as shown in FIG. 9, the wheels and axles of the train electrically short circuit the left and right rails 10, and the signal transmitted from the transmission device 61 is received by the reception device 62. It becomes impossible to receive. That is, when it becomes impossible to receive a signal, it can be determined that there is a train on the rail 10, and the railroad crossing control device 22 performs a predetermined operation such as ringing of the alarm 21a and lowering of the barrier bar of the breaker 21b.

  However, at this time, if a large amount of fallen leaves accumulates on the rails and the wheels and the rails are in an insulated state, the left and right rails will not be electrically short-circuited even though the train has entered the rails. 62 may continue to receive the detection signal. In that case, the train passes the level crossing 21 without the level crossing control device 22 operating. In order to avoid such a situation, the train detection device 200 is configured to perform train detection by the backup device 220 in addition to the train detection by the DC track circuit 210.

  The backup device 220 is installed between a rail (not shown) mounted on the train and a rail at the end of the railroad crossing far section as shown in FIG. 52, an ATS receiver 51 that receives the information when the train passes over the ground element 52, and a detection that interrupts energization as a train detection signal of the DC track circuit 210 based on the reception information of the ATS receiver 51 The track circuit opening / closing switch 53 as a signal blocking means and a DC / DC converter 71 installed on the end of the railroad crossing far section in order to step down the DC voltage applied from the transmission device 61 are provided.

  As shown in FIG. 6, the ATS receiver 51 and the ground unit 52 are installed at the end of the railroad crossing far section, and detect that the train has passed over the ground unit 52 by the function described above. In this embodiment, the ATS receiver 51 operates with a DC 24 volt power supply, but a power supply dedicated to the ATS receiver 51 is not prepared, and the 24 volt DC voltage sent through the cable 34 as described above is used. Thus, it is possible to secure the power supply of the ATS receiver 51.

  As shown in FIG. 6, the DC / DC converter 71 is installed at the end of the railroad crossing far section, and a DC voltage changed to 24 volts is supplied to the rail 10 for the purpose of supplying power to the ATS receiver. Is stepped down for transmission at, for example, 5 to 7 volts, which is a detection signal voltage of a general DC track circuit. By using the DC / DC converter 71 to lower the detection signal to a conventional voltage, a conventional device can be used without changing the subsequent receiving device 62 and the like.

  As shown in FIG. 6, the track circuit open / close switch 53 is installed at the end of the railroad crossing far section so as to open and close the connection between the DC / DC converter 71 and the rail 10. When detecting that the train has passed over the ground element 52, the ATS receiver 51 sends the information to the track circuit open / close switch 53, and the track circuit open / close switch 53 blocks the track circuit for a certain period of time. Therefore, the signal transmitted from the transmitting device 61 does not reach the receiving device 62, and the pulse trajectory circuit 210 is substantially in the same state as when a train is present on the rail. Predetermined operations such as ringing of 21a and lowering of the circuit breaker 21b are performed.

  Here, as a comparative example, FIG. 10 illustrates a configuration of a train detection device 200A in which a track circuit 210 and a backup device 230 are individually provided in one train detection section. In addition, in this comparative example, the same code | symbol shall be attached | subjected about the same structure as the train detection apparatus 200 mentioned above.

  When it is going to satisfy the request | requirement to gather and arrange | position the power supply object around the level crossing 21 about each element of the track circuit 210 and the backup apparatus 230 which comprise the train detection apparatus 200A, as shown in FIG. The power supply to the receiver 51 needs to be supplied by a cable 231 newly laid from a DC 24 volt power supply 233 installed in the vicinity of the railroad crossing 21. When the train passes over the ground element 52, the detection signal is similarly sent from the ATS receiver 51 to the railroad crossing control device 22 through the newly installed cable 232, and the alarm 21a, the breaker 21b, etc. Will be controlled.

  When the length of the train detection section L is set to, for example, 600 m, in the comparative example, two long cables having the same length are required, and further, the installation cost of these cables is also required.

  On the other hand, in the train detection device 200, the power supply of the backup device 220 is supplied using the existing cable 34 already installed as the track circuit 210. Therefore, the installation cost of the power supply cable in the backup device 220 is reduced. Can be made almost unnecessary. Further, the backup device 220 is provided with a track circuit opening / closing switch 53, and the detection signal of the receiving device 62 of the track circuit 210 is cut off for a certain period of time, so that the crossing control device 22 is operated through the receiving device 62. Therefore, a cable for sending the detection signal from the ATS receiver 51 to the railroad crossing control device 22 can be eliminated.

  In the train detection device 200 according to the embodiment described above, the backup device 220 is provided, so that the pulse track circuit may cause a train detection failure such as when a large amount of deposits such as fallen leaves are generated on the rail 10. Even so, the train detection can be performed more reliably by complementing this.

  In the embodiment described above, the backup device 220 can be added to the DC track circuit 210 without newly laying a power cable.

  Furthermore, in the embodiment described above, the backup device 220 can be added to the DC track circuit 210 without laying a cable for transmitting information detected by the ATS receiver 51 to the railroad crossing control device 22.

  Further, in the backup device 220 according to the embodiment described above, an ATS device that has been used as an emergency train stop device called “automatic train stop device” is used as the train passage detection means. Further, since the reliability is high and the conventional apparatus can be used, the cost can be reduced, and since the train detection can be performed in a non-contact manner, a backup apparatus that is not easily affected by the deposit can be configured.

  In the train detection device 100 or 200 according to each of the above embodiments, in a single track section where the train travels in both directions on the rail, when the two level crossings are close to about several hundred meters, As shown in FIG. 11, in a section between the two level crossings, a train detection system 300 including two train detection devices 200 and 200B that detect trains traveling in the opposite directions is arranged, and the two level crossings One ATS receiver 51 and the ground unit 52 provided in the middle of each other may be shared, and when the train is detected, both track circuit opening / closing switches 53 and 53B may be operated.

  At this time, the railroad crossing 21B and the track circuit opening / closing switch 53B in the train detection device 200B are equivalent to the railroad crossing 21 and the track circuit opening / closing switch 53 in the train detection device 200, but the transmission device 61B is different from the transmission device 61 in the ATS. Since there is no need to supply power to the receiver, the difference is that the output voltage is, for example, 5 to 7 volts DC.

  In the above-described train detection system 300, a train detection device (not shown) is further provided in the left direction and the right direction in the operation of the train. For example, when the train enters from the left direction, The train detector (not shown) detects the approach of the train and operates the railroad crossing 21B. Normally, the train passes the railroad crossing 21B, and the railroad crossing 21B finishes a predetermined operation after a predetermined time. In this case, since the ATS receiver 51 and the ground unit 52 are shared with the train detection device 200, the track The circuit opening / closing switch 53B cuts off the track circuit of the train detection device 200B, and continues to operate the railroad crossing 21B for a predetermined time.

  With this configuration, the operation time of the railroad crossing 21B is somewhat extended, but the ATS receiver 51 and the ground unit 52 can be omitted in one place, and a device for supplying power is also available. Since the location can be omitted, the backup device can be configured at lower cost. In addition, although the train detection system which provided the two train detection apparatuses 200 was illustrated in FIG. 11, it cannot be overemphasized that two train detection apparatuses 100 may be provided.

  In each of the above embodiments, the ATS device functioning as the train passage detection means is not limited to the above-described type, and any type may be used as long as it can detect the passage of the train.

  In each of the embodiments described above, the track circuit open / close switch 53 has a function of cutting off the signal of the track circuit, but may have a function of short-circuiting the cables.

It is a lineblock diagram of a train detection device concerning a 1st embodiment in the present invention. It is the block diagram which extracted the part regarding a pulse track circuit among the train detection apparatuses which concern on 1st Embodiment in this invention. It is explanatory drawing showing the signal flow of the pulse track circuit part of the train detection apparatus which concerns on 1st Embodiment in this invention. It is explanatory drawing showing the flow of the signal of the pulse track circuit part when a train approachs the train detection apparatus which concerns on 1st Embodiment in this invention. It is a block diagram of a comparative example with the train detection apparatus which concerns on 1st Embodiment in this invention. It is a block diagram of the train detection apparatus which concerns on 2nd Embodiment in this invention. It is the block diagram which extracted the part regarding a DC track circuit among the train detection apparatuses which concern on 2nd Embodiment in this invention. It is explanatory drawing showing the flow of the signal of the DC track circuit part of the train detection apparatus which concerns on 2nd Embodiment in this invention. It is explanatory drawing showing the flow of the signal of the DC track circuit part when a train approachs the train detection apparatus which concerns on 2nd Embodiment in this invention. It is a block diagram of a comparative example with the train detection apparatus which concerns on 2nd Embodiment in this invention. It is a lineblock diagram showing the train detection system formed by arranging two train detection devices concerning a 2nd embodiment in the present invention between two adjacent level crossings.

Explanation of symbols

10 Rail 21, 21B Railroad crossing 22 Railroad crossing control device (crossing control means)
31 Pulse transmitter (detection signal output means)
32 Pulse receiving device (detection signal receiving means)
33 Pulse transformer (transformer)
34 Cable 51 ATS receiver (Train passage detection means)
52 Ground unit (Train passage detection means)
53, 53B Track circuit open / close switch (detection signal cutoff means)
61, 61B Transmitting device (detection signal output means)
62 Receiving device (detection signal receiving means)
71 DC / DC converter (transformer)
100, 100A, 200, 200A, 200B Train detection device 110 Pulse track circuit (track circuit)
120, 220 Backup device 210 DC track circuit (track circuit)
300 Train detection system

Claims (7)

In the train detection section before the railroad crossing, each is a train detection device including a track circuit for performing train detection and its backup device,
The track circuit is
A pair of rails;
Cables installed across the train detection section, connected to the rails at the end of the railroad crossing far section in the train detection section,
A detection signal output means installed at the end of a section near the railroad crossing in the train detection section, and applies a voltage to each rail via the cable;
A detection signal receiving means that is installed at an end of a section near the railroad crossing in the train detection section, detects energization through the rails, and inputs a detection result to a crossing control means installed at the end of the crossing near the section; Prepared,
The backup device is
Train passage detection means for detecting the passage of the train at the end of the railroad crossing far section in the train detection section,
The backup device is configured to supply power to the train passage detection means by using a part of a cable of the track circuit. The detection signal output means of the track circuit outputs a pulse voltage,
The train detection device according to claim 1, wherein the track circuit includes a transformer that transforms the pulse voltage.   The train detection device according to claim 2, wherein the backup device supplies power to the train passage detection means using a part of the cable and the rail. The detection signal output means of the track circuit outputs a DC voltage,
The train detection device according to claim 1, wherein the track circuit includes a transformer for transforming the DC voltage. As the train passage detection means,
The train detection device according to any one of claims 1 to 4, wherein an ATS device used as an emergency stop device for a train is used. The backup device includes a detection signal blocking means capable of cutting off energization as a train detection signal of the track circuit,
The train passing detection means has a function of operating the detection signal blocking means to block a train detection signal to the detection signal receiving means when a train is detected. The train detection apparatus according to claim 1. The train detection device according to any one of claims 1 to 6, wherein two train detection devices for detecting trains traveling in opposite directions are detected in a section between two railroad crossings,
The two train detection devices share one train passage detection means provided in the middle of the two railroad crossings, and the railroad crossing control means corresponding to each train detection device by the train detection of the train passage detection means. A train detection system characterized in that control corresponding to a train detection is performed for each level crossing.

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