JP2011116272A - Train protective method when installing set-off equipment, and train protective device for set-off equipment - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To ensure the safety on a main line when set-off equipment is installed on the main line. <P>SOLUTION: A train protective device for the set-off equipment has a key lock mechanism. The key lock mechanism uses a common key for controlling the protective function of the set-off equipment, starting a monitoring controller, and unlocking the set-off equipment prior to installation the set-off equipment on a main line. The controller is started by handling a start button 19 while the key is inserted in a key switch of the controller, and then, the draw-out of the key from a key hole of the key switch is invalidated during the estimated time in which the train passes the approach prohibition zone set on the main line. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a train protection method and apparatus for installing a pre-emption device to be installed between a service line and a main line.

  As shown in FIG. 7 (a), the pre-emption device 3 installs the pre-load rail 3a by connecting the lead-in rail 2 and the main rail 1, and opens the lead-in rail 2 to the main rail 1, and is detained on the maintenance base line. The maintenance vehicle 20 is moved from the lead-in rail 2 to the main rail 1, or conversely, the maintenance vehicle 20 on the main rail 1 is moved to the lead-in rail 2 (Patent Document). 1).

  Normally, the use of a maintenance vehicle is a promise to allow the maintenance vehicle 20 to enter the main line after confirming sufficient safety after the last train has passed or with the use of the main line rail 1 prohibited. However, due to unforeseen causes such as miscommunication and misunderstandings, it is extremely dangerous for both the train and ground workers when the train enters the main line even though the pre-emption device is in use.

  Various types of pre-emption devices are known, but in most cases, pre-storage rails are stored in a safe place when not in use, transported from the storage place when in use, and set in place. This is a method of storing again in a predetermined place after use.

  When using a pre-emption device, the safety of the trainer on the main line must be ensured as well as the safety of the trainer because it is installed and removed manually by the operator. . For the handler, safety measures are required from the stage of preparation before the pre-installation device is installed, and careful handling and security are also required for handling after installation.

  Conventionally, however, as a safety measure, a proximity switch is provided for each of the horizontal rails of the pre-installation device, and the proximity switch detects whether the pre-installation rail has been properly installed. Although safety measures were taken to alert the operators by ringing, it was considered that such measures were not sufficient for safety management for trains and operators on the main line. A train protection device has been developed that can ensure safety even if a situation occurs and a train enters the main line (see Patent Document 2).

  The train protection device described in Patent Document 2 uses a common key for starting the controller and unlocking the pre-emption device. When using a maintenance vehicle, the key is used after starting the controller as a preparation stage. The buzzer is sounded until the controller is returned to the controller, and with the key removed from the controller, the pre-emption device is unlocked and the pre-installation rail is properly set on the main line and the lead-in rail, or on the rail. A detection signal is generated when the machine is removed from the station, and the confirmation of work status and correctness of operation is displayed on the controller. During the handling of the pre-emption device, the train stop instruction device on the main line is operated and the main rail is stopped. Signals or warning signals are displayed and issued to ensure the safety of both workers and trains.

  In FIG. 7 (a), when the section from the traffic light 25 of the block circuit in front of the place where the pre-emption device 3 is mounted (referred to as a pre-installation base) to the pre-transmission base is defined as an entry prohibition section L, According to the protective device, when the train T is installed on the main rail 1 outside the traffic light 25 in front of the entry-prohibited section L for construction, the train T The driver of the train T can stop the train T by confirming the stop indication of the traffic light 25 in front of the entry prohibition section L or the notification of the light emitting device 7a. In FIG. 7A, reference numeral 20 denotes a maintenance vehicle. The maintenance vehicle 20 enters the main rail 1 through the pull-in rail 2 attached to the main rail 1 by the pre-emption device 3, moves on the main rail, mobilizes workers, and performs construction necessary for track maintenance. 10 'is a controller. The controller 10 'performs storage, installation management, and operation monitoring of the pre-emption device 3, and performs stop signal display control of the traffic light 25 which is a train stop instruction device on the main line, or issuance of a warning alarm by the light emitter 7a. It is for information control and management.

  Therefore, even if an unexpected situation occurs and a train enters the main line, according to the train protection device of Patent Document 2, the controller 10 monitors the train and instructs to stop the train on the main line. It is possible to operate the device, display a stop or warning signal, issue a warning, and issue a warning to the trainer and the operator of the ground pre-emption device.

  However, as shown in FIG. 7B, the train T enters the entry-prohibited section L of the main rail 1 before the pre-emption device 3 is mounted, and therefore when the traffic light 25 is in the progress indicator (blue indicator). In such a case, the train T travels in the entry prohibition section L without the driver being able to visually recognize the stop signal of the traffic light 25, so that the maintenance vehicle 20 on the pre-railing device 3 or the main rail 1 is obtained. There is a risk of accidents resulting in train accidents due to contact with or colliding with the vehicle, and causing personal injury to workers working on the main line.

Japanese Utility Model Publication No. 4-34161 Japanese Patent No. 3020117

  The problem to be solved is that when a train enters the prohibited entry section of the main line before the pre-emption device is attached to the main line, the driver of the main line train visually recognizes the stop signal of the traffic light in front of the prohibited entry section. Because there is a risk of train accidents and personal injury by contacting maintenance vehicles on the main rails, workers on the main rails, and pre-emption devices installed on the main rails. It is.

  In the present invention, after handling the start switch of the controller of the train protection device for the pre-emption device, the entry of the train into the entry prohibition section set on the main line is prohibited and the entry into the entry prohibition section has already been made. For trains that are running, the greatest feature is that the time required to pass through the section is estimated and the preemption device cannot be attached to the main line during that time.

  The pre-emption device is always locked in the storage place, and the lock of the pre-emption device is unlocked by the key removed from the keyhole of the key switch of the controller. The key cannot be removed from the controller for a certain period of time until it passes, and if the key removed from the controller is not used, the pre-emption device cannot be taken out of its storage location. Is absolutely impossible.

  Therefore, according to the present invention, as shown in FIG. 7C, if the train T accidentally enters the line entry prohibition section, the traffic signal 25 of the closed circuit that is the starting point of the entry prohibition section L Even if the train T is on the way, if the trainer 3 is to be mounted on the main rail 1, the train T cannot be handled until the train passes at least the entry prohibition section L. There is no danger of collision or contact with the pre-training device 3 or the maintenance vehicle 20 that has entered the main line, and it is possible to avoid personal injury due to contact between a worker working on the main line in the entry-prohibited section L and the train. be able to. Furthermore, even if the following train T1 reaches the starting point of the entry prohibition section L, it can be stopped before the entry prohibition section L by the stop indication of the traffic light 25 which is a train stop instruction device.

  In addition, a timer is used to set the time from the traffic light in front of the entry-prohibited section to the passage of the entry-prohibited section over the pre-emption section. Time that cannot be handled can be set.

It is a block diagram of the control circuit used for one Example of this invention. It is a figure which shows the example of installation of a pre-emption apparatus. It is a figure which shows the example of installation of a detector and a light-emitting device. It is a side view of a detector. It is a front view which shows the panel of a controller. It is a figure which shows one example of a timer circuit. (A) is an explanatory diagram when the train is stopped outside the entry-prohibited section after the preemption device is installed, and (b) is a signal signal at the start point of the entry-prohibited section when the train has already entered the entry-prohibited section. The figure which shows the state which cannot confirm confirmation, (c) is a method of this invention, even if the train has already entered the entry prohibition section, prohibiting the installation of a pre-emption device on the main line, and the following train to the entry prohibition section It is a figure which shows the example stopped before this.

  If a train enters the entry-prohibited section before the pre-emption device is installed on the main line, the driver of the main line train can visually check the stop signal of the traffic light in front of the entry-prohibited section that is the train stop instruction device. Even if it is not, the purpose of preventing train accidents and personal injury was set on the main line after displaying the train stop signal on the traffic light in front of the entry prohibited section L for construction set on the main line In anticipation of the time for the train to pass through the entry-prohibited section, it will be impossible to install a pre-emption device on the main line, in particular, management of the protective function of the pre-emption device, and a start switch provided for the monitoring controller. A certain time after handling was realized by making it impossible to take out the key necessary to unlock the pre-emption device from the controller.

  Hereinafter, an embodiment in which the present invention is applied to a movable preparatory apparatus will be described with reference to the drawings. The pretending device is a device that opens between the main rail and the lead-in rail, and has three sets of pre-installed rails 3a installed at three places where the main rail 1 and the lead-in rail 2 intersect as shown in FIG. It is. Note that there are two types of pre-emption devices: a movable pre-installation device and a portable pre-installation device. The movable pre-installation device is installed on the outside of the main rail 1 so that the pre-installation rail 3a can be reversed. Thus, it is installed across the main line rail 1 and the lead-in line rail 2.

  In this embodiment, an example in which the present invention is applied to a movable preemption apparatus will be described. FIG. 3 shows an arrangement example of detectors and light emitters. The detector is composed of three types of combinations of the first detector 4a, the second detector 4b, and the third detector 4c, and each detector has three positions where the main rail 1 and the lead-in rail 2 intersect. Each detector has a detection lever 5 as shown in FIG.

  The detection lever 5 has a first arm 5a and a second arm 5b that form a fixed angle, and is supported by a bracket 5d so as to be able to roll around a rotating shaft 5c. The horizontal rail 3a is a main rail. 1 and the lead-in rail 2 are normally installed across the intersection of the lead-in rail 2 and the weight of the pre-rail 3a acts on the first arm 5a and turns counterclockwise as shown in the figure. 5b operates the switch of the circuit controller 6, and outputs a detection signal from each detector 4a, 4b, 4c in the switch-off state.

  In FIG. 3, on the main line having the track circuit, a traffic signal 25 of a closed circuit including the installation position of the pre-emption device set as the start point of the entry prohibition section may be used as the train stop instruction device. Moreover, you may use the 1st light emission machine 7a and the 2nd light emission machine 7b which are installed in the up and down line side of the main line rail 1, and which light-emitted and displays an alarm. Furthermore, these may be used in combination.

  The train stop instruction device on the main line is operated, the stop or alarm signal is displayed, and the alarm is conventionally performed by operating the key switch of the controller, but in the present invention, the start provided separately from the key switch This is done by operating the switch. FIG. 1 is a circuit diagram of a controller 10 that is activated with the start switch being turned on as an input and indicates whether or not the traffic light 25 has stopped or outputs a current control signal to the light emitters 7a and 7b to indicate the light emission. It is. The controller 10 depressurizes the commercial power source with the transformer 8, converts it into direct current with the rectifier 9, and operates with direct current, but includes a battery 18 for emergency use.

  As described above, the controller 10 performs the display of the traffic light 25 or the current light emission control of the light emitters 7a and 7b by turning on the start switch, as well as the operation of the protective function, for example, the detectors 4a to 4c, the traffic light 25. , And confirmation of operation of the light emitters 7a and 7b, a function of sounding a buzzer, and a function of displaying a diagnosis result of the controller, the contents of these functions are not directly related to the present invention. Therefore, the description of the details is omitted. These functions are activated by the activation of the controller, but the activation key K1 of the controller 10 is used for the start of the protective function and the switch operation for the completion of the operation. This key K1 is shown in FIG. As shown, the locking keys K2 for storing the horizontal rails in the storage location are connected so that they cannot be separated from each other.

  That is, the key K1 is used to start the controller 10, and the pre-setting device 3 is locked at the storage location, or when the pre-setting device 3 is unlocked from the storage location, the key K2 is used. Since it cannot be separated from the key K2, unless the key K1 is removed from the controller 10, it is not possible to unlock or lock the preemption device using the key K2. However, a common key can be used for starting and locking the controller 10.

  FIG. 5 shows the control panel 10 a of the controller 10. The control panel 10a includes a power indicator lamp (green color) 11 of the controller 10, a normal indicator lamp (green color) 12 and an abnormal indicator lamp (red color) 21 of the controller 10, and excitation of each detector (no horizontal rail). Use) indicator lamp (OFF display) 13, detector non-excited (use of horizontal rail) indicator lamp (ON display) 14, and light emitting device alarm indicator lamp 15 are provided. Reference numeral 16 is a key switch, 17 is a buzzer, and 19 is a start switch which will be described later. Although not shown, detector terminals, light emitters, and power supply wires are connected to the terminal plates, respectively.

  In FIG. 1, the controller 10 includes a key lock mechanism 22. The key lock mechanism 22 is a mechanism that disables the key K inserted into the key hole of the key switch 16 from being pulled out of the key hole of the key switch 16 prior to mounting the pre-emption device to the main line. In this embodiment, a timer is used. FIG. 6 shows an example of the timer circuit.

  The key lock mechanism 22 includes a contact (PB) of the start switch 19, a timer start relay (S1R) 23, a timer (TM) 24, and a key lock solenoid (KSW) 26. The contact (PB) of the start switch 19 constitutes a contact by a push button operation, operates the timer start relay (S1R) 23, starts the timer (TM) 24, and starts counting time.

  The timer 24 closes the contact (TM) after the set time elapses, and supplies power to the key lock solenoid (KSW) 26 through the contact (TM). A key-lock solenoid (KSW) 26 locks the key K for unlocking the pretending device in the key hole of the key switch 16 for a set time by the timer 24, and after the set time by the timer has elapsed, the key is switched to the key switch. It is to be released from within the keyhole.

  Next, the operation procedure will be described step by step. In FIG. 6, in a state where the key K is inserted into the keyhole of the key switch 16, the key K is locked by the switch (KSW) of the solenoid (KSW) 26. First, when the start switch (PB) 19 is turned on, the contact (S1R) of the relay (S1R) 23 is lifted. A control signal is output to the short circuit (not shown) of the starting circuit that operates the traffic light 25 by raising the contact (S1R), and the display of the traffic light 25 is switched to the stop display (red current display). Do. Alternatively, the light emitting devices 7a and 7b may be directly controlled from the controller 10 to emit light.

  On the other hand, when the start switch (PB) 19 is turned on, the timer (TM) 24 starts and starts counting time. The count time of the timer (TM) 24 is set in accordance with the speed at which the train T traveling on the main line passes through the entry prohibition section L. When the timer (TM) 24 counts up, the contact (TM) is closed, and power is supplied to the key lock solenoid (KSW) 26 through the contact and the contact (S1R) of the relay (S1R) 23 to excite it. The switch (KSW) is switched from LOCK to ON to unlock the key K. As a result, the key K can be extracted from the key switch 16.

  The worker turns the unlocked key K by a predetermined angle and removes it from the key hole of the key switch 16 of the controller 10, goes to the storage location of the preload rail, and locks the storage location using the key K. After unlocking the three sets of horizontal rails 3a, mounting the horizontal rails 3a on the main rail 1 and installing them on the rail 2, the lead-in rail 2 to the main rail 1 as shown in FIG. The maintenance vehicle 20 is entered and a predetermined construction work is performed in a section set as a prohibited section.

  After the work is completed, the maintenance vehicle 20 is returned to the lead-in rail 2, the side rail 3a is removed from the main rail 1 and the lead-in rail 2, and inserted into the key hole of the key switch 16 of the controller 10 and rotated at a constant angle. To finish the operation of the protective function. This is a common handling for mobile and portable pre-emption devices.

  The present invention predicts a case where a train enters the entry prohibited section of the main line before the pre-emption device is attached to the main line, and the pre-emption apparatus cannot be attached to the main line unless the train passes through the entry prohibited section. As a reliable method for executing the above procedure, a key for unlocking the preload rail cannot be taken out from the keyhole of the key switch 16 of the controller 10 for a certain period of time. In the embodiment, the example in which the timer is used for setting the time that cannot be taken out from the keyhole of the key switch 16 of the controller 10 has been described. In addition, for example, a method of detecting the train in the entry prohibition section L and releasing the key lock by not detecting the train is also conceivable.

  In the present invention, even when an unexpected situation occurs and a train enters on the main line when installing a preemption device installed between the lead-in line rail and the main line rail, Sufficient safety for the equipment handler can be secured.

  1 main line rail, 2 lead-in line rail, 3 horizontal capture device, 3a horizontal rail, 4a-4c detector, 5 detection lever, 5a-5b arm, 5c rotating shaft, 5d bracket, 6 circuit controller, 7a-7b light emitter, 8 transformer, 9 rectifier, 10, 10 ′ controller, 10a control panel, 11 power indicator lamp, 12 normal indicator lamp, 13 detector excitation indicator lamp, 14 detector non-excitation indicator lamp, 15 alarm indicator lamp, 16 key switch, 17 buzzer, 18 battery, 19 start switch, 20 maintenance vehicle, 21 error indicator, 22 key lock mechanism, 23 relay, 24 timer, 25 traffic light, 26 solenoid, K key

Claims (6)

  The train stop instruction device in the entry prohibition section L for construction set on the main line is made to show the train stop, and the time for the train to pass through the entry prohibition section set on the main line is expected. Is a train protection method characterized by disabling the installation of a preemption device on the main line.   The common key is used to control the protection function of the pre-emption device, start the controller for monitoring, and unlock the pre-emption device.After the controller is started by key operation, the train enters the entry prohibited section set on the main line. 2. The train protection method according to claim 1, wherein the unlocking key of the preemption device is disabled during the time when the vehicle passes.   Using a non-separable key for starting the controller and unlocking the interceptor, operating the controller start button and starting the controller, then the train passes through the entry prohibition section set on the main line 2. The train protection method according to claim 1, wherein a key for locking the preemption device at the storage location is locked in the key hole of the key switch of the controller during the time.   3. A timer is set by a timer after the start button is handled and the controller is activated until the train passes the intercepting device from the traffic light in front of the entry prohibition section and passes through the entry prohibition section. Or the train protection method of any one of 3. A train protection device for a pre-emption device having a key lock mechanism,
The key lock mechanism uses a common key for managing the protection function of the pre-emption device, starting the monitoring controller and unlocking the pre-emption device prior to installing the pre-installation device on the main line. With the key inserted in, start the controller by handling the start button, then expect the time for the train to pass through the prohibited entry section set on the main line, and within that time from the keyhole of the key switch A train protection device for a pre-emption device, which is a mechanism that makes it impossible to remove a key. The key lock mechanism has a start switch contact, a timer start relay, a timer, and a key lock solenoid.
The start switch activates the timer start relay when the switch is turned on, starts the timer and starts counting time,
The timer start relay starts the timer after turning on the start switch.
The timer operates the key lock solenoid after the set time has elapsed.
The key lock solenoid locks the unlocking key of the pre-emption device in the key hole of the start switch for the set time by the timer, and opens the key from the key hole of the start switch after the set time by the timer has elapsed. The train protection device for a pre-emption device according to claim 5, wherein

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