JP2001001900A - Tablet blocking ats system and method of controlling the system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tablet blocking ATS system capable of preventing such an accident that a train is collided due to failure to block a tablet by assembling an ATS into a tablet blocking system, and a method of controlling the tablet blocking ATS. SOLUTION: In a case where a train 20 stopped at a passing track 11 of A-station starts to a main line 13 and arrives at B-station, a tablet blocking device 5 is fully extracted by specified consultation and co-operation through the tablet blocking device 5 at A-station and a tablet blocking device 10 at B-station and a tablet is taken out and handed over to an operator of the train 20. Thus, the ATS 2 allows a ground unit depending on the requirements for full open of the tablet blocking device 5 and the requirements for the signal control relays of a relay interlocking device inside a signal device 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ATS used in a slip block system in which a train carrying a metal disk called a voucher (also referred to as a tablet) occupies the block section by making one block between stations on a single line. Automat
ic Train Stop) and an ATS control method.

[0002]

2. Description of the Related Art FIG. 4 is a diagram showing a configuration of a railway signal system using a conventional slip blocking system. In FIG. 4, a main line 13 connecting station A and station B constitutes one block section. The train 20 is escaping on the siding line 11 at the station A. The ticket blocker 24 at station A and the ticket blocker 29 at station B
Are connected by a signal line 16. The details can be left to the description of the embodiment to be described later. A ticket can be taken out at the station A by a meeting between the two stations via the signal line 16 and a joint operation. This slip is issued to the driver of the train 20 as proof of the permission of passage in the block section. Train 20
When the departure signal 22 controlled by the signal device 21 at the station A via the signal line 21-1 is in progress, the train departs from the escape line 11 with the above-mentioned slip, passes through the main line 13 and stops at the station B Turn to.

[0003] 23 is a signal line 21-from the signal device 21.
2 is a traffic signal controlled in the hall. The station B has the same configuration as the station A, and 27 is controlled by the signal device 26 via a signal line 26-1. In-field traffic signals 27 and 28 are controlled by the signal device 26 via a signal line 26-2. Departure signal.

[0004]

However, the signaling device and the ticket blocker at each station are not linked. For example, even if the departure signal 22 at the station A is displayed, it will not be possible to change the route at the station A. It just indicates that the station has been secured, and it does not mean that you can safely proceed to Station B. In order to proceed safely to Station B, the slip must be received from the slip block 24.

[0005] Therefore, even if the departure signal 22 is in progress, if the train 20 does not receive the slip, that is, if the train 20 forgets to handle the train and departs, it will collide with the oncoming train coming from the B station, There is a possibility that an accident such as a rear-end collision with a preceding train running toward Station B may occur.

SUMMARY OF THE INVENTION The present invention has been made under such a circumstance, and it is an object of the present invention to combine an ATS with a ticket-blocking system to prevent an accident such as lapse of a train due to forgetting to handle the train and collision of the train. AT for possible ticket blocking
It is an object of the present invention to provide an S system and a method of controlling an ATS for ticket blocking.

[0007]

In order to achieve the above object, according to the present invention, a slip blocking ATS system is configured as in the following (1) to (7), and a slip blocking ATS is used.
The system control method is configured as in the following (8).

(1) A slip blocking ATS system comprising a slip block, a first responsive device that responds to the full opening of the slip block, and an ATS device controlled by the first responsive device.

(2) A ticket blocking device, a first response device responsive to full opening of the ticket blocking device, a signaling device, a second response device responsive to the signaling device, and the first response device And an ATS device controlled by the second response device.

[0010] (3) The AT for closing a slip described in (1) above.
In the S system, the first responding device includes a first relay connected in series to a fully open coil of the ticket block, and a second relay connected to an output terminal of a pole switch of the ticket block. An ATS system for closing tickets.

(4) AT for blocking slips according to (2) above
In the S system, the first responding device includes a first relay connected in series to a fully open coil of the ticket block, and a second relay connected to an output terminal of a pole switch of the ticket block. An ATS system for closing tickets.

(5) The AT for closing a slip described in (3) above.
In the S system, the first response device is further connected in parallel to a make contact of the second relay, a make contact of the first relay, a series circuit of an ATS control relay, and a make contact of the first relay. The ATS device has a first make contact of the ATS control relay.
An ATS system for ticket blocking controlled by a signal passing through a second make contact of a TS control relay.

(6) The AT for closing a slip described in (4) above.
In the S system, the first response device is further connected in parallel to a make contact of the second relay, a make contact of the first relay, a series circuit of an ATS control relay, and a make contact of the first relay. A first make contact of the ATS control relay, and the second responsive device comprises:
A signal control relay of a relay interlocking device, wherein the ATS device is an ATS system for ticket closing controlled by a signal passing through a series circuit of a make contact of the signal control relay and a second make contact of the ATS control relay. .

(7) In the ATS system for ticket blocking according to any one of (1) to (6),
The device is a variable-speed ATS device.

(8) ATS in response to full opening of ticket-blocking device
A method for controlling a slip-blocking ATS, comprising: a step A for energizing a control relay; and a step B for controlling the ATS by a signal passing through a series circuit of a make contact of the relay interlocking device and a make contact of the ATS control relay.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of the present invention will be described in detail with reference to an embodiment of an ATS system for closing a slip.
Note that the present invention is not limited to the form of an apparatus such as an ATS system for slip blocking, but can be similarly implemented in the form of a control method of the ATS for slip blocking.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a block diagram showing the configuration of an "ATS system for closing slips" according to an embodiment. In FIG. 1, reference numeral 2 denotes a variable-speed ATS at Station A, which is linked to a ticket blocker 5 and a signaling device 1 at Station A. The slip blocking device 5
A conventional ticket blocker with a relay added is used.
Note that the ATS is not limited to the variable-speed type, and an appropriate ATS can be used.

Since the conventional ticket blocker is described in detail in the book "Signal" issued by Koyusha Co., Ltd., the description is incorporated herein by reference before the description of the embodiment. "Handling and operation of a ticket blocker" is an explanation of the operation of the book, and FIGS. 6 to 11 are drawings corresponding to the explanation. FIG. 5 is a perspective view showing a schematic configuration of a conventional slip blocking device.

<Handling and operation of slip blocking device> A telephone and a telephone signal are used for the meeting of the slip blocking device. The sign of the electric bell is defined as follows.

When the train can enter, 2 strokes ●● Call the phone 3 strokes ●●● Train arrival 4 strokes ●●●● Signal cancellation Several strokes ●●●●●●● If this signal is given approval, the same Repeat the signal,
The handling and operation when a train departs from Ima Station to Otsu Station will now be described.

(1) The transmission key of the station A is hit three times to signal that the station B should be called. When Otsu Station answers the phone, make a meeting about "What trains are blocked". If Otsu Station approves, give a two-stroke signal to signal that you can return to the phone and enter the train at Otsu Station.
Otsu Station gives the same two-stroke signal when consenting to enter the train.
FIG. 6 shows a case in which both Koga Station and Otsu Station are located. FIG. 7 shows a signal sent from Kobu Station to Otsu Station.

(2) After receiving the approved electric bell from Otsu Station, Ko Station depresses the transmission key as shown in FIG. 7 and sends the transmission current to Otsu Station. The needle of the detector at Kou station is fully open, the needle of Otsu station swings half open, and the contact point of the relay at Otsu station is connected to the half open coil.

(3) At this time, when the unlocking key is depressed at the station B as shown in FIG. 8, a local circuit of the half-open coil is formed, a current flows through the coil, the half-open hook is sucked, and the lower hook is localized. To unlock.

(4) At Otsu Station, the lower puller can be pulled out to the half-open point while holding down the unlocking electronic key. When the electric current disappears, the half-open hook falls into the groove of the lower handle, and the half-open lock is established.

(5) The pole changer at station Otsu changes from the localization contact to the half-open contact, and the polarity of the transmission circuit is reversed (see FIG. 9).

(6) When the lower handle at Otsu Station is half-opened, the slip is half visible but cannot be taken out. This state means that the train has been approved from Kou Station.

(7) When the transmission key is pressed in a state where the second station is half-open, the needle of the voltage detector is half-opened as before, as shown in FIG.
Kou station swings fully open. The relay at Kou station operates and its contacts are connected to the fully open coil.

(8) At the station A, when the unlocking key is pressed, a current flows through the fully opened coil and the fully opened hook is sucked. Accordingly, the fully open hook operates and the half open hook also operates (see FIG. 9).

(9) When Kou station pulls out the lower handle, "Fully open"
Then, the slip can be taken out for the first time (see FIG. 9).

(10) The train departing from the A station arrives at the station B with a slip as a driving permit for this section. Otsu Station receives the slip and delivers it to the upper puller.
The half hook can be mechanically unlocked by a vertical can as shown at 0, and the lower handle at Otsu Station can be positioned in a normal position (see FIG. 10).

(11) When Otsu Station is located, the train is signaled to arrive, and when the signal is transmitted as shown in FIG. 11, the detector at Kou Station swings half open and the relay operates. At this time, when the unlocking key is depressed, the half-open coil is actuated, the half-open hook is pulled up, the lower handle is fixed, and both stations return to the initial state and the handling is completed (see FIG. 11).

(12) Receipt and acceptance of slips A slip is placed in a carrier and given to a crew member. The transfer of carriers between the crew and the station manager is difficult when the train speed is high, so a ticket receiving / posting column will be provided at the boarding / alighting platform. Locomotives are also equipped with mechanized devices, as crews have difficulty receiving trains at higher train speeds, as has been the case recently.

<Structure of the slip blocking device used in the present embodiment>
FIG. 2 is a diagram showing the configuration of the slip blocking device used in the present embodiment. As shown in the drawing, in the conventional ticket blocker shown in FIGS. 5 to 11, a low-impedance current detection relay 201 (AR) is inserted in series with a fully open coil (also referred to as a horizontal coil) 202, and a polarizer 203 is provided. A high impedance polarized voltage detection relay (BR) 205 is inserted through a diode 204 at the output terminal of the IGBT.

<Control Line in the Present Embodiment> FIG.
It is a figure showing a control line in this example. As shown in the figure, an ATS control relay 303 for controlling the ATS is connected in series to a make contact 301 of the polarized voltage detection relay 205 and a make contact 302 of the current detection relay 201 and is connected to a power supply. The first make contact 304 of the ATS control relay 303 is connected. AT
The ground terminal 307 of S2 is connected in series to the make contact 305 of the signal control relay of the relay interlocking device in the signal device 1 and the second make contact 306 of the ATS control relay 303 and is connected to the power supply.

<Description of the operation of the present embodiment> In FIG.
On the siding line 11 of the station, a train 20 for station B is escaping. Using the ticket blocker 5 at station A and the ticket blocker 10 at station B, the train 20
A meeting and a cooperative operation as described above are performed. At station B, train 2
When it is approved that the number 0 has been reached, the lower handle of the ticket blocker 10 is half-opened, and when the transmission key is pressed, the fully open coil 202 of the ticket blocker 5 at the station A is energized and the lower handle can be fully opened.

Here, the station A corresponds to the station A in FIGS. 6 to 11, and the station B corresponds to the station B in FIGS. 6 to 11. Therefore, the description will be continued with reference to the above description.

As shown in the above (8) and (9), when the release key is depressed at the station A and the lower tab is pulled out, the slip blocker 5 at the station A is fully opened, and the slip can be taken out. At this time, on the station A side, the current detection relay 201 is energized by the operation of the release key, the make contact 302 is turned on, and the polarity of the output of the polarizer 203 is inverted by fully pulling out the lower pull, Since the polarized voltage detection relay 205 is energized via the diode 204 and its make contact 301 is turned on, the ATS control relay 303 in the signal device 1 is energized via the signal line 5-1 and its first Make contact 304 is turned on, and ATS control relay 303 is self-held.

When the ATS control relay 303 is energized, the second make contact 306 is also turned on.

When the signal control relay of the relay interlocking device in the signal device 1 is activated, the departure signal 3 becomes the signal line 1-2.
, And the make contact 305 of the signal control relay is turned on, so that the ATS control relay 30
The ATS 2 is controlled via the third second make contact 306 and the signal line 1-1, and the ATS grounding element 307 is controlled to be able to travel.

At the station A, the slip is taken out from the slip blocker 5 and passed to the driver of the train 20. At the departure time, the driver checks the progress of the departure signal 3 and
Depart 0 from station A. At this time, the route from the siding line 11 to the main line 13 is secured by the relay interlocking device in the signaling device 1, and the ATS 2 can advance according to the fully open condition of the ticket blocker 5 and the progress condition of the relay interlocking device. Has become. That is, the ATS 2 is linked to the slip block 5 and the signaling device 1.

Reference numeral 4 denotes an on-site traffic signal for presenting a signal to a train entering station A from the main line 13 and is controlled by a relay interlocking device in the signal device 1 via a signal line 1-3.

Station B is configured similarly to station A. 10
Is a ticket blocker at station B, which is connected to a ticket blocker 5 at station A via a signal line 16; 6 is a relay interlocking device, etc .;
A signaling device controlled via 2, 6-3, 7 is an ATS connected to the ticket blocker 10, the signaling device 6 via signal lines 10-1, 6-1. Is controlling.

As described above, according to the present embodiment,
The ATS becomes the advance condition only after the slip can be taken out and the course in the hall is secured, so that it is possible to prevent an accident such as losing the treatment of the route, leaving the train and colliding the train.

[0044]

As described above, according to the present invention,
In the ticket blocking system, it is possible to prevent an accident such as forgetting to handle the route and starting the train and causing the train to collide.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of an embodiment.

FIG. 2 is a diagram showing a configuration of a slip block used in the embodiment.

FIG. 3 is a diagram showing a control line in the embodiment.

FIG. 4 is a diagram showing a configuration of a conventional example.

FIG. 5 is a perspective view showing the structure of a conventional slip blocking device.

FIG. 6 is an explanatory diagram of the operation of the slip blocking device (FIG. 6A).

FIG. 7 is an explanatory diagram of the operation of the slip blocking device (FIG. B).

FIG. 8 is a diagram for explaining the operation of the slip blocker (FIG. C).

FIG. 9 is an explanatory diagram of the operation of the slip blocking device (FIG. 9D).

FIG. 10 is an explanatory diagram of the operation of the slip blocker (FIG. 10E).

FIG. 11 is an explanatory diagram of the operation of the slip blocking device (f diagram).

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Signaling device 2 ATS 5 Voucher block

Claims (8)

[Claims] 1. A slip blocking device, comprising: a slip blocking device; a first responding device responsive to a full opening of the slip blocking device; and an ATS device controlled by the first responding device. ATS system. 2. A slip controller, a first responder responsive to a full opening of the slip protector, a signaling device, a second responder responsive to the signaling device, and the first responder. An ATS system for ticket blocking, comprising: an ATS device controlled by the second response device. 3. The ATS system for ticket blocking according to claim 1, wherein said first responding device comprises: a first relay connected in series to a fully open coil of said ticket blocking device; and a reversing pole of said ticket blocking device. Having a second relay connected to the output end of the container.
TS system. 4. An ATS system for a ticket block according to claim 2, wherein said first responding device includes a first relay connected in series to a fully open coil of said ticket block, and a reversal of said slip block. Having a second relay connected to the output end of the container.
TS system. 5. The ATS system for ticket closing according to claim 3, wherein said first responsive device further comprises a series contact circuit of a make contact of said second relay, a make contact of said first relay and an ATS control relay. And a first of the ATS control relays connected in parallel to a make contact of the first relay.
ATS system for ticket blocking, characterized in that the ATS device is controlled by a signal passing through a second make contact of the ATS control relay. 6. An ATS system for ticket closing according to claim 4, wherein said first responding device further includes a series contact circuit of a make contact of said second relay, a make contact of said first relay, and an ATS control relay. And a first of the ATS control relays connected in parallel to a make contact of the first relay.
The second responding device has a signal control relay of a relay interlocking device, and the ATS device has a make contact of the signal control relay and a second make of the ATS control relay. An ATS system for ticket blocking controlled by a signal passing through a series circuit of contacts. 7. The slip-blocking ATS according to claim 1, wherein said ATS device is a variable-speed ATS device.
S system. 8. A step of energizing the ATS control relay in response to the full opening of the ticket blocker, and controlling the ATS by a signal passing through a series circuit of a make contact of the relay interlocking device and a make contact of the ATS control relay. A method for controlling a slip blocking ATS, comprising: step B.