JPS6028208B2 - Single line operation control method using electric power control - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a single-track operation control system using fin force control.
In particular, the present invention relates to a system for automatically driving each traveling vehicle on a single track with only electric power control, using a main electric circuit and a power circuit for the traveling vehicle, which are configured based on a desired priority order.

Through a series of patent applications such as Samurai Kao Sho 51 Ichizoku No. 314, the inventors have proposed various control methods for controlling the operation of a traveling body using only electric power control.

However, all of these electric power control-based vehicle control systems are intended for double-track tracks where vehicles are operated in only one direction, whereas single-track operation control where vehicles are operated in both directions on the same track is applicable. has not been sufficiently studied. Generally, when traveling on a single-track track, one of the directions is prioritized, a siding track is provided at the desired boarding and alighting facility, and a running vehicle with a lower priority is placed on this siding track. Traditionally, single-track operation control was achieved by installing track presence detectors in desired sections, and using the signals from these track presence detectors to control automatic operation with the help of electronic control equipment. That was considered.

However, separate from the electric power system that drives the traveling body,
Single-line control requires various signal equipment, electronic computer equipment for operation control, etc. Therefore, the equipment cost for the signal system is enormous, and it takes a considerable amount of time to maintain and manage the equipment. Single-track operation control systems that rely on signal systems have not yet been put into practical use, as it is labor-intensive and would be cheaper to double-track the tracks instead of single-track operation. This invention was devised in view of the problems of the conventional single-track operation control system that relies on the signal system, and the electric power of the traveling body power circuit is controlled by the front fin circuit configured in the T of the desired priority order. It is an object of the present invention to provide a single-track operation control system using electric power control that realizes single-track automatic operation of a traveling body under a desired entrainment pattern using only control.Embodiments of the present invention will be described below based on the drawings. do.

It should be noted that the following embodiment is only an example of the present invention under a specific entrainment pattern, but since this entrainment pattern can be arbitrarily determined depending on the priority order, It goes without saying that the present invention is not limited to the following embodiments, since it can be realized immediately by replacing the main electric circuit section in the following embodiments.

FIG. 1 shows an example of a single-track operating trajectory for a traveling vehicle that provides the single-track transfer control system of the present invention, which will be explained in the following embodiment. Side lines 3B and 3C for passing each other are provided at desired intervals along the boarding and alighting facilities IB and IC. Here, the direction from the boarding facility IA to ID is defined as "downbound", and the direction from boarding facility ID to IA is defined as "upbound". The priority order between the boarding and alighting facilities is as follows: IA-IB: downlink priority; IB-IC: downlink priority; IC-ID: uplink priority.

Of course, this prioritization can be done arbitrarily as needed. Also, for the sake of explanation, the up and down vehicles are assumed to stop at each station, so the above priority order is that the down vehicles stop on the up side of adjacent boarding and alighting facilities, and the up vehicles stop on the down side. This determines the departure priority when FIG. 2 is a circuit connection diagram showing an example of a power circuit and a traveling body power circuit for carrying out the single-track control of the present invention on the single-track track shown in FIG. 1.

Note that the symbols of each device shown in FIG. 2 represent the contents of the following table, where Table 1 shows the main electric circuit and Table 1 shows the running body power circuit.

Table-[(key electric circuit) Table-0 (traveling body movement circuit)
, j=1, 2, 3... indicate the same element in different usage locations.

First, looking at the configuration of the power supply circuit in FIG. 2, three contact wires FT, AT1, and AT2 for positive power supply and contact wire NT for negative power supply are provided along the track.

The contact wire FT is provided with a predetermined closing section or, if necessary, a separating device, for example, an air section a, . Contact wire ATI
and AT2 has sections such as air sections a, . , a, 2, . . . and objects, turtle 2, . . . are provided, and each contact wire is connected to AT, . ,A
It is insulated and divided into T, 2, . . . and AT21, AT22, . Each contact wire is divided for each control section, and a dividing device is installed for each block section, and also for each necessary control unit within this block section.
Each of the contact wires FT, AT1, and AT2 is connected to the positive power wire PT in the configuration described below, and the positive and negative power wires are connected to the positive power wire PF and the negative power wire NT from a substation (not shown). is being carried out. Although this embodiment will be explained using a DC constant voltage supply as an example, either a DC constant current supply or an AC constant current supply may be used as required.
Here, for convenience of explanation, the circuits along the trajectory are SC1 and SC2.
, SC3, and SC4.

First, regarding the segment control center SCI, if there is a traveling object in the FTII section, the tortoise relay CRII on the connection line 11 opens the contact CRI 1b on the connection line 12 and connects the contact wire A.
A block is applied to T212, and if there is no running object, a deceleration fin is applied to the contact wire AT212 from the constant voltage device SS12 to control the deceleration of the ascending running object.

The push-in switch STII inserted into the connecting wire 13 is a switch for starting the downhill vehicle while it is stopped, and the push-in switch STII
A self-hold circuit is provided which energizes the torrent relay CR12 and closes the contact 12a when is pressed. This starting of the traveling body is conditioned by the contact CR14b. That is, the departure condition is established under the condition that R14 is not excited in the torrent relay inserted into the connection line 17. This is the forward section in the down direction, that is, F
This means that there are no other traveling objects in the T2 section. The fin flow relay CR13 inserted into the connection wire 15 is connected to the Toro IJ
The contact CR13b inserted into the connecting wire 16 is opened by being excited by the electric current applied to the load of the traveling body of the wire FT12, and the contact wire A
Blocking T22, the upward traveling bodies are AT2 2, AT1 2
If the vehicle enters the area, the vehicle will be stopped in this area. Next, looking at the divisional control center SC2, there are trolley wires FT31B, FT32B and AT2318 for the side track where the upward traveling body retreats,
AT232B is provided.

It is not added to the dummy trolley line AT1 3D shown by a broken line, and therefore no power control is performed. First, looking at the front fin control section on the priority line side, there are contact wires FT3 1 and AT1 31 which are deceleration power sections, and contact wires FT32 and AT132 which are stop/start control sections. The torrent relay CR21 inserted into the connection line 22 is energized by the approach of the descending vehicle, and the contact CR2 inserted into the connection line 21 is excited.
1b is opened and a block is applied, and the following downhill vehicle is AT
If it enters section 12, it will be stopped. Attenuation of the contact wire AT131 is performed using a low voltage output from a constant voltage device SS21 inserted into the connection line 27. line striped line 2
The fin flow relay CR24 inserted in 8 is connected to the contact wire FT3.
2, the contact CR24b inserted into the connecting wire 21 is opened to close the contact wire AT12, and the contact wire AT12 is stopped when the descending vehicle enters the following downbound traveling body AT12 section. Since the contact wire AT132 is not pressurized when the descending vehicle enters, the traveling vehicle stops in this section. The traveling body that has stopped temporarily is started by a push button switch ST21 inserted into the connection line 29. When the push switch 21 is pressed, the tortoise relay CR25 is energized, and a self-hold circuit is provided that closes the contact 25a. This starting operation is conditioned by contact CR27b. Contact CR27
b is inserted into the connection wire 29, so if there is another running object on the contact wire FT4, R27 will be energized in the box relay.
Since the contact point 27b is opened, the departure of the downhill vehicle is prohibited. On the other hand, if we look at the side line trolley wires where the uphill traveling body retreats, we can see that the trolley wires FT32B and AT are in the deceleration section from the downhill side.
2328, and the contact wire FT which is the stop/start control section
31B, AT2318 exists.

When viewed from the deceleration section, the current relay CR26 inserted into the connection line 211 is energized when the upward traveling object enters, opens the contact CR26b inserted into the connection line 213, blocks the contact wire AT24, and blocks the contact wire AT24. The uphill traveling body of A
When entering the T24 section, the vehicle will be stopped. Contact wire AT2
The deceleration of the 32B is performed by a low voltage supply using a constant voltage device SS22 inserted into the connection line 26. For the stop/start control section, connect the fly current relay CR2 to the connection line 25.
3 is inserted, is excited by the approach of the traveling object, and connects the connecting wire 213.
Open the contact CR23b-2 inserted in the contact wire AT
24 and when another following upbound vehicle enters the AT24 section, it is stopped in this section. The up-traveling body that has stopped temporarily is started by pressurizing the contact wire AT231B with a push button switch ST22 inserted into the connection line 23. The operation of pushbutton switch ST22 forms a self-hold circuit that excites current relay CR22 and closes contact CR22a. The start of the train using this push switch ST22 is controlled by contacts CRI1b, CR13b-2, CR14b.
-2. Contact CRI 1b is
Control section SCI contact wire FTI I crab flow relay CR
It is opened by the excitation of I1 and prohibits the train from starting, and the condition for starting the train is that there are no other traveling objects in the section in the upward direction of the boarding facility IA. The contact CR13b-2 is also in the control category SCI. The relay CR13, which is excited by the current of the relay line FT12, is opened to prohibit the train from starting, and the condition for starting the train is that there are no other moving objects in the section of the boarding and alighting facility IA. Furthermore, contact CR14b-2 is opened by military relay CR14, which is excited by the feed current of contact wire FT2 between boarding and alighting facilities IA and IB. The condition is that there are no other running objects in the Toro/IJ line sections FT2, AT12, and AT22. In this way, the contacts CRI 1b-2, CR13b-2, CR1
Only when the three departure conditions given in 4b-2 are satisfied can the push-pin switch ST22 be used to control the departure, and the priority order of departure between the boarding and alighting facilities IA and IB becomes possible. Note that the contact wires AT23D and AT130 shown by broken lines are not required for the up- and down-only power control, so they are merely laid as dummy wires. Next, the classification control station SC3
Looking at the figure, we see that the relay VR31 is connected between the upstream contact wire AT24 and the negative power wire NT, and the downstream contact wire A
T1 6 is connected to the negative electric wire N-claw voltage relay VR32, and a contact VR31a is inserted into the connecting line 33 to provide the starting conditions for the upward traveling body, and a contact is inserted into the connecting line 39 to provide the starting conditions for the downward traveling body. Except for the VR 32a, the other circuit configuration is the same as that of the control section SC2.

The exposure relay VR31 is energized by the pressurization of the contact wire AT24, and provides a starting condition for the uphill traveling body that is stopped at the side edge of the control section SC3. When either the contact CR26b or the contact 23b-2 inserted into the connecting wire 213 of the vehicle is open, starting the vehicle is prohibited.

This occurs when there is another uphill vehicle on the side edge of the control section SC2. On the other hand, voltage relay VR32 is connected to contact wire A
The contact wire AT16 is energized by the pressurization of T16, and closes the contact VR32a to provide a starting condition to the stationary downhill vehicle.
When there are other traveling vehicles in the deceleration/acceleration zone or the stop zone, a stationary downhill vehicle is prohibited from starting without pressurization.

This military voltage relay VR32 is used between the boarding facility IC and ID.
This is used to determine the priority of upbound vehicles, and the open pressure relay VR31 is used to determine the priority of downbound vehicles between the boarding and alighting facilities IB and IC. Next, looking at the divisional control center SC4, we see the deceleration section of the descending vehicle determined by the position interval of the contact wire FT71, and the stop/stop section determined by the position of the contact wire FT72.
There is a departure section, and its circuit configuration is except that a contact CR37b, which is opened by the excitation of the current relay CR37 inserted in the connection line 312 of the divisional control center SC3, is inserted in order to give a departure command to the connection line 45. The circuit configuration is the same as that of the control section SCI.

This contact point CR37b prohibits the upbound vehicle stopped at the boarding and alighting facility ID from starting until the preceding upbound vehicle enters the upbound side track of the boarding and alighting facility IC. Next, an embodiment of a traveling body power circuit in which single-track operation is controlled by the yellow fin circuit configured as described above will be described.

The traveling body M shown in FIG. 2 represents a downward traveling body, and M2 represents an upward traveling body. The running body M, . . . shows a power circuit when a separately excited DC motor is mounted, m is an armature, and L is a field coil. The running bodies M, . . . have the same circuit configuration except for the connection state of the changeover switch.
Therefore, the running bodies M, and Mi (however, i=1, 2, 3,...)
The configuration of the power circuit will be explained as follows. First, the running body Mi has four Kuwa electrons P, . , P8, P,3, P,4.

Shubeko P,. A field coil L is connected between and P and 4,
It is constantly receiving a constant voltage from the contact wire FTi. The changeover switches S4 and M are linked to select up and down, and the changeover switch S4 selects the current collectors P, 2, P, and 3 from the contact wires AT,i and ALi, and the changeover switch Flea selects the armature m. Select and switch the polarity. Therefore, the selected connection state is shown when the traveling body M is going downhill and when the traveling body M is going uphill. The fly pressure relay ER is energized when it detects that the contact wire AT,i or the contact wire AT2i has a normal fin pressure, and closes the contact S and opens the contact S3. If the contact wire AT,i or ALi is not pressurized, the contacts S,
is opened, and contact S3 is closed. Voltage terminator eR
is excited when the speed of the running body Mi exceeds a certain value, for example, is excited by detecting the speed electromotive force of the armature m, always closes the contact S2, and applies a regular voltage to the armature m.
The traveling body Mi is operated at the maximum constant speed. The resistance R, is when the contact S, is closed by the crab pressure relay ER, which is excited by the pressurization of the contact wire AT,i or AT2i when the traveling body Mi starts moving.
This resistor R is used to supply a low-voltage current to the armature m, and the value of the resistor R is determined as appropriate depending on the starting characteristics of the shunt motor. Resistor insect 2 is a load resistance for dynamic braking when contact wire AT, i or AT2i is not pressurized, and voltage relay ER is de-energized when contact wire AT, i or AT2i is not pressurized.
Contact Si is connected and contact S3 is closed, so armature m→
An open circuit is formed from resistor R, contact S3, resistor R2, and armature m, and dynamic braking is applied to the traveling body Mi.

With such a traveling body power circuit, the traveling body Mi performs starting control, acceleration control, constant speed control, dynamic braking control, stop control, and up/down selection according to the power state of the contact wire AT, i or AT2i. It is.

Next, the operation of the present invention, which is operated on a single line under the priority order shown in FIG. 1, will be explained using the circuit diagram shown in FIG. First, an explanation will be given of the operation in which the traveling body Mi departs from the boarding/alighting facility IA and travels downhill to the boarding/alighting facility ID.

In addition, for the sake of clarity of explanation, the entrainment of the uphill vehicle is not included. In addition, the power control during downhill transport is carried out using the contact wire AT.
, i, of course. Assume that the traveling body M is currently stopped at the boarding facility IA.

The traveling body M is started by pressing the push pin switch STII. The starting condition at this time is that there are no other traveling objects on the downhill front contact wire AT12. If there is no other running object on contact wire AT12, connect R1 to crab flow relay.
4 is not energized and the contact CR14b remains closed, so when you press the push nail switch STI I, the current wire is connected to R12.
is excited, closes contact CR12a and self-holds,
Contact wire AT12 is pressurized. When the contact wire AT12 is pressurized, the voltage generator ER of the running body M is excited,
Contact S. At the same time as closing the contact S3, a low voltage determined by the resistor M is applied to the armature M, and the traveling body M starts moving. When the running body M, enters the contact wire AT12, R14 is excited in the box current relay, contact CR14b opens, and the self-hold of R12 is released to the current terminal, and the contact wire ATI
I returns to no pressure. In addition, there is a running body M at the boarding and alighting facility IA.
, is stopped, current relay CR13 is energized and contact CR
13. b is opened and the upward contact wire AT22 is left unpressurized. Further, since the contact CR140-2 on the connection line 23 is opened, the vehicle cannot start even if there is a traveling object on the side track AT23B. When the running body M enters the contact wire AT131, the leakage relay CR21 is energized and the contact CR21b
By opening the contact wire AT12, the contact wire AT12 that has come out is made unpressurized and the AT12 section is closed.

At the same time, the traveling body M receives a low voltage supply for deceleration from the constant fin pressure device SS21, and is therefore decelerated to a predetermined speed by applying low voltage, and enters the boarding and alighting facility IB. Note that when the traveling body M enters the contact wire AT131, the control section SCI
Since the flow relay CR14 returns to de-energized, the contact CR1
4b is closed, and the departure condition at the boarding facility IA is satisfied again. Next, when the running body M enters the contact wire AT132 from the contact wire AT131, since the contact wire AT132 is not pressurized, the voltage line ER of the running body M returns to de-energization.
By opening contact S and closing contact S3, dew generation control is applied and the system is stopped.

Traveling body M, is stopped at boarding and alighting facility IB, Sagi style relay CR2
Since contact wire AT131 is energized, contact CR24b-2 is opened to make contact wire AT131 non-pressurized, and contact CR2
4b is also opened to make the contact wire AT12 unpressurized, and the section of AT12 and AT131 is recited to the following downhill vehicle. Departure from the boarding/disembarking facility IB is performed using a push button switch ST21.

In this case, the departure condition is the contact wire FT4 in front of the downhill direction.
There is no other running object present, R27 in the turtle current relay is de-energized, and contact CR27b is closed. When pushplow switch SH21 is pressed, fin flow relay CR25 is energized, closes contact CR25a and self-holds, and pressurizes contact wire AT132. Therefore, the traveling body M, which is stopped,
departs from boarding facility IB. When the traveling body M is accelerated and moves from the contact wire FT32 to FT7, R2 is applied to the tortoise relay.
7 is energized, contact CR27 opens, and R2 is connected to the fin flow relay.
Release the self-hold in step 5 and make the contact wire AT132 non-pressurized.

Of course, R24 in the box-flow relay also returns to its original state as de-energized, and contact C
Close R24b-2 and connect contact wire AT131 to constant voltage device S.
At S21, a low voltage is applied, and the contact CR24b is closed to pressurize the contact wire AT12, thereby unblocking the sections AT12 and AT131 for the following downhill vehicle.
The traveling body M, travels on the contact wire FT14 on the condition that no other preceding traveling body exists at the boarding facility IC ahead of the descent, that is, on the condition that the contacts CR31b and CR34b are closed, and travels on the contact wire AT151. enter.

At the same time as the entry, current relay PR31 is energized and contact CR
31b is closed, contact wire AT14 is opened, and the vehicle is decelerated to a predetermined speed by the low voltage supply from constant voltage device SS31, and enters the boarding facility IC. When the contact wire AT151 enters AT152 while being decelerated, the contact wire AT15
2 is not pressurized, the traveling body M is subjected to electrical braking and stopped. In addition, when the traveling body M enters the contact wire AT152, the fly current relay CR34 is energized, and the contact CR3
4b-2 is opened to make the contact wire AT151 non-pressurized, contact CR34b is opened to make the contact wire AT14 non-pressurized, and at least two sections rearward of the stopping section of the traveling body M are closed. The departure condition for the traveling body M, which has stopped at the boarding/disembarkation facility IC, is that contact C, which closes by de-energizing R37, indicates that there is no other traveling body on the contact wire FT6 in the forward section.
In addition to setting the condition at R37b, the contact wire AT16 is pressurized and the tortoise relay VR32 is energized, so that the contact VR32a
is required to be closed. Tortoise relay VR32
The closing of contact VR32a due to the excitation of contact CR41b
and CR42b-2 are closed logical product conditions, and this logical product condition is given by the fact that no other traveling object exists in the deceleration zone and the stop zone of the boarding facility ID. When the push-button switch ST31 is pressed under the conditions for departure, the dew relay CR35 is energized and self-holds by closing the contact CR35a, the contact wire AT152 is pressurized, and the vehicle M departs from the boarding facility IC. do. Launched traveling body M
, advances from contact wire AT152 to AT16 while being accelerated, current relay CR37 is energized, contacts 37b are opened, the self-hold of current relay CR37 is released, and AT1
52 sections are closed.

Furthermore, when the traveling body M, exits the contact wire FT52, the turtle current relay CR34 returns to de-energized state, and the contact CR34b
-2, close CR34b, return contact wire AT151 to low voltage pressurization and contact wire AT14 to normal pressurization state, that is, unblock. Next, the traveling body M, connects the contact wire AT1.
When the vehicle enters AT171 from 6, it is decelerated by low voltage pressurization by constant voltage device SS41, and when it further enters contact wire AT172, since contact wire AT172 is not pressurized, dynamic braking is applied and it stops at boarding facility ID.

Of course, when contact wire FT71 is entered, contact wire CR41 is energized and contact CR41b is opened to make contact wire AT16 unpressurized, and when contact wire FT72 is entered, current relay C is activated.
Energize R42, open contacts CR42b-2 to make contact wire AT171 non-pressurized, and open contact CR42b2 to make contact wire AT16 non-pressurized, so that the following descending traveling body entering the vehicle is stopped. There is. Next, boarding facility I
The operation when the vehicle is taken uphill from D toward IA will also be described.

This uphill vehicle will be taken to boarding and alighting facilities at IC and IB along the way.
The vehicle enters the siding track and is stopped. First, an explanation will be given of the operation in which a traveling body parked at a boarding/disembarking facility ID departs. In the following uphill travel, power control of the traveling body M2 is performed exclusively by the contact wire AT2ij. There are the following two conditions for starting the traveling body M2.

The first is that there is no other running object on the front contact wire FT6, R37 of the fin flow relay is de-energized, and contact CR37b-2 is closed. The second reason is that there is no other upward running object on the contact wire FT51B in the siding stop section of the boarding/disembarkation facility IC, R33 of the open current relay of the segment control station SC3 is de-energized, and the contact CR33b is closed. If push nail switch ST42 is pressed under this starting condition, military style relay C will be activated.
R43 is excited, and contact CR43a is closed to self-hold, thereby pressurizing the contact wire AT172. The traveling body is started in the upward direction by pressurizing the contact wire AT172.
When the contact wire FT71 enters FT6, the current relay CR37 is excited, opens the contact CR37b, and releases the self-hold of the tortoise relay CR43.

In front of the boarding facility IC, the running body branches into a side track and enters the contact wire FT52B from the contact wire FT6. Upon entering the contact wire FT52B, the box current relay CR36 is energized, and the contact CR36b is opened to make the rear contact wire AT26 non-pressurized, and when another following upward traveling body enters,
Stop this. At the same time, the contact wire AT252B receives low voltage pressure from the constant voltage device SS32, so the running body is decelerated, and the contact wire AT252B is in an unpressurized state.
When approaching B, dynamic braking is applied and the vehicle is stopped. Also, when entering the contact wire FT51B, which is the stop section, the turtle flow relay CR3
3 is energized, contact CR33b is opened and voltage regulator SS is activated.
Stop the power supply to contact wire AT252B to make contact wire AT252B non-pressurized, and use contact CR33b-2 to connect contact wire AT26
is made unpressurized, the two sections behind the stop section are blocked, and when another following uphill vehicle enters, it is stopped in that section. The following three departure conditions are set by the push button switch ST32 of the upbound vehicle stopped at the boarding/disembarkation facility IC.

First, there is no other upward traveling body on the side edge of control section SC2, and R23 and CR26 of the box relay are de-energized and contact C
R26b and CR23b-2 are closed, Toro IJ line AT2
4, voltage relay VR31 is excited and contact VR3
1a is closed. Second, there were no downhill vehicles in the stop section (trolley wire FT32) of boarding and alighting facility IB.
The haze relay CR24 is de-energized and the contact CR24b-3 is closed. Third, there is no other contact wire FT4 in front, and the flow relay PR27 is de-energized and reaches the bush point CR.
27b-2 is closed. When the push-in switch ST32 is pressed while these starting conditions are satisfied, R32 is excited in the current relay, the contact CR32a is closed and self-held, and the contact wire AT251B is pressurized to close the traveling body M.
2 to depart. The launched running body M2 is the contact wire FT
4, the current relay CR27 is energized, and the contact CR27b-2 inserted in series with the up-start plow switch ST32 of the control section SC3 is opened, and the current relay CR27 is energized.
Release 32 self-holds. When reaching the boarding and alighting facility IB, the vehicle enters the side track, and the trolley wire FT32B, AT232
8, the speed is reduced by applying low voltage from the constant voltage device SS22, and then the contact wires FT318 and A
Entering the stop section consisting of T231B, contact wire AT23
Power generation is controlled and stopped due to no pressurization of 1B.

When the contact wire FL is exited, the fin flow relay CR27 returns to the de-energized state, so the contact CR27b-2 closes. Also, when the contact wire FT32B is entered, the tortoise relay CR26 is energized, and the contact CR26b is used to connect the rear contact wire AT2.
4 is depressurized and further enters the contact wire FT31B, the current relay R26 returns to de-energized, but the tortoise relay CR23 is energized and contacts CR23b are opened to cut off the power supply to the voltage regulator SS22 and the trolley wire is turned off. Make wire AT232B non-pressurized and open contact CR23b-2 to connect contact wire A.
T24 is made non-pressurized and the two sections behind the stop section are closed off. The following three conditions are required for the departure of the traveling body M2 that has stopped on the side track of the boarding and alighting facility IB.

First, there are no other running objects in the stop section (trolley wire FTI I) at the boarding facility IA of the classification control center SCI, the crab flow relay CRI I is de-energized, and the contact CRI 1b-2 is closed; Second, there is no other running object in the deceleration/acceleration section (trolley wire FT12) of the boarding facility IA, the open current relay CR13 is de-energized, and the contact CR13b-2 is closed; and third, the boarding facility IA Trolley wire FT in front of
There is no running object other than 2, so the leakage relay CR14 is de-energized and the contact CR14b-2 is closed. When these starting conditions are met, pressing the push-pin switch ST22 excites the leakage relay CR22, closes the contact CR22a to self-hold, pressurizes the contact wire AT231b, and starts the traveling body M2. Traveling body M departing from boarding and alighting facility IB
2 enters the contact wire FL, the tortoise flow joint fin device CR14 is energized, and the contact CR14b inserted in series with the push plow switch ST22 for starting the upward running body of the boarding facility IB is opened.
Release the self-hold of R22 on the turtle current relay.

When the vehicle enters the deceleration section consisting of the contact wires FT12 and AT212 of the boarding and alighting facility IA, the constant voltage device SS12
The traveling body M2 is decelerated by applying a lower voltage, and upon entering the unpressurized contact wire AT21, dynamic braking is applied, and the traveling body M2 stops at the boarding facility IA. When the traveling body M2 stopped at the boarding/disembarking facility IA is to be taken downhill toward the boarding/disembarking facility ID, a selector switch S in the power circuit of the traveling vehicle M2 is selected.
4, S5 may be selectively input to the downlink side.

In addition, in the main power circuit shown in Figure 2, boarding facilities IB, IC
Although the deceleration control is applied only after the uphill vehicle enters the siding track, the deceleration section may be provided in the single track section where the vehicle enters the siding track.

In addition, in the embodiment shown in Fig. 2, when starting the traveling vehicles parked at each boarding and alighting facility, the regular power supply voltage is directly applied, but Fig. 3 shows an example of the classification control center SC3. As shown in FIG. 3, the starting condition circuit for the connection line 39 may be configured such that the constant voltage device SS31 provided on the connection line 37 is switched by a contact CR35b to smoothly start with a low voltage supply. As explained in detail above, the present invention uses a key electric circuit configured based on an entrainment pattern determined under a desired priority order, and although some signal system is required,
It was possible to achieve single-line operation control using only electric power control, and achieved independent automatic operation, which had been considered difficult to put into practical use, at a cost that would require a slight increase in the cost of supporting power equipment. .

[Brief explanation of the drawing]

Figure 1 is an explanatory diagram showing an example of a single track track and its priority order.
FIG. 2 is a circuit diagram showing an example of the main power circuit and the traveling body power circuit in the single-track operation control system of the present invention for automatic operation on the single-track track shown in FIG. 1, and FIG. This is another example. IA, IB, IC, ID... Boarding and alighting facilities, 2...
...Single track, 38,3C...Side track,
SCI~3...Sectional control center, CRij...
・・Current relay, VRii・・・・Dragon pressure relay, S
Sii... Constant voltage device, STii...
Push-pin switch for departure, FTji, AT1ii, AT2i
i...Positive power contact wire, NT...Negative power wire, M. ...Downward running body, ground...
Uphill running body. Figure 3 Ship chart N Ship

Claims (1)

[Scope of Claims] 1. Three contact wires for main power control and a negative power wire are provided along the track, and three independent contact wires for main power control and a negative power wire are provided in a boarding and alighting facility having a side track. Each contact wire for the main power supply is provided with a classification device for each desired block section, and each boarding and alighting facility has a deceleration control section by applying low voltage and a deceleration control section without pressure in the direction of travel of the traveling body. A stop control section is provided that applies power generation control to the traveling body power circuit by pressure, and the stop control section also has a start control section in which the traveling body is started by being pressurized by a starting condition circuit given under a desired priority order. A single-track operation control method using electric power control. 2 Of the three contact wires for power control, the first one always receives regular power, one of the remaining contact wires for power control receives power control for upstream operation, and the other Claim 1 is such that it is subjected to electric power control for downhill operation.
Single-line operation control method using power control as described in Section 1. 3. When a traveling body exists in the deceleration control section of each boarding and alighting facility, the contact wire for the electric power in at least one rear section in the traveling direction of the traveling body is unpressurized and blocked. Single-line operation control method using power control as described in Section 1. 4. Claim 1, wherein when a traveling body exists in the stop control section of each boarding and alighting facility, at least two rear sections in the traveling direction of the traveling body are unpressurized and blocked.
Single-line operation control method using power control as described in Section 1. 5. Single-track operation control by power control according to claim 1, wherein the starting condition by the departure condition circuit is established when there is no other traveling vehicle between adjacent boarding and alighting facilities in front of the traveling vehicle in the traveling direction. method. 6. The single-line operation control system by power control according to claim 1, wherein the running body power circuit is equipped with a switch for selecting the armature polarity of the main electric control contact wire and the tower-mounted motor according to the traveling direction. 7. A single-line operation control system using power control according to claim 1, which is controlled by DC constant voltage power supply control or DC constant current power supply control. 8. A single-line operation control system using power control according to claim 1, which is controlled by AC constant voltage power supply control or AC constant voltage power supply control.