JPS6031361Y2 - point control train stopping device - Google Patents

Description

[Detailed description of the invention] This invention is based on a point-controlled train stop that sends an emergency brake command to the train when the speed of the train passing through two wayside tracks installed along the train path exceeds the speed limit. The purpose of this patent is to provide a device of this type that improves the ability to detect failures of the device and improves safe train operation.

As shown in FIG.
is installed so that it corresponds to the controlled speed of the train, and when the time taken by the train to pass through these ground lanes is shorter than the reference time of the timer on the onboard device, i.e. This is a device that sends an emergency brake command to the train when the speed limit is exceeded, and the beacon 2a and 2b have the same resonant frequency f1, and the C resonant circuit and the relay QR (not shown) of the signal R. It consists of contacts QR1 and QR2, and when the signal R is not indicating a stop, the relay QR operates and closes the contacts QRU and QR2, so the resonant circuit is short-circuited and no information is transmitted to the train. However, when the stop indication occurs, relay QR is restored, contacts QR1 and QR2 are both opened, and information is sent to the train.

On the other hand, as an on-board device, as shown in FIG.
A master relay 14 connected on the output side to a selective amplifier 13 for the constant oscillation frequency of the oscillator 12 that oscillates at f2).
, a circuit consisting of a timer 15 having a capacitor connected in parallel with the timer 15 and a time detection relay 16 operated by the output thereof, and a parallel circuit of the recovery contact 14a of the master relay 14 and the operation contact 16a of the time detection relay 16. a circuit of a slow-acting auxiliary relay 17 that operates;
Master relay 14. The auxiliary relay 179 consisted of a parallel circuit of operating contacts 14b, 17a, and 16b of the time detection relay 16, and a circuit of the emergency brake command relay 18 operating through a self-holding contact 18a.

As shown in the time chart of FIG. 3, in the above device, when the train 1 moves forward and the beacon 11 passes over the beacon 2a which sends out information, the oscillator 12 activates the oscillator 12 so that the beacon 11 passes over the beacon 2a. During this time, the frequency is changed to fl.

Therefore, the selective amplifier 13 has no output, and the timer 15
The input is removed, the timer is reset, and the time detection relay 16 is also restored following the restoration of the master relay 14, but the auxiliary relay 17 continues to operate due to the restoration contact 14a of the master relay 14.

When the onboard element 11 finishes passing over the ground element 2a, the oscillator 12 returns to the frequency f.

Since the signal oscillates, the selective amplifier 13 also outputs the output again, and the master relay 14 is activated.

On the other hand, the timer 15 also starts operating at the same time, but the relay 16 does not operate until a predetermined time f has elapsed, so the auxiliary relay 17 is restored.

When the train is below the speed limit, the timer 15 times up and the relay 1
6 operates again, relay 17 operates, so the emergency brake command relay 18 is not restored and train 1 is not affected in any way. However, if train 1 exceeds the speed limit, the time shown in Figure 4 will change. As shown in the chart, the relay 14 is restored by the onboard member 11 passing over the ground member 2b before the relay 16 operates, so the relays 14, 16 . 17 are both restored, and during this period the emergency brake command relay 18 is restored and sends out the emergency brake command.

As described above, conventional devices can ensure the safety of trains when all parts are normal, but there are no measures in place to deal with a device failure, which poses a problem in terms of safety in the event of a failure.

For example, a. If the master relay 14 is inoperable, when there is an output from the amplifier 13, if a failure occurs that causes the master relay 14 to recover, an emergency brake command will be issued because the time detection relay 16 and the auxiliary relay 17 are operating. Since the relay 18 does not recover, an emergency brake command is issued, and the output of the amplifier 13 on the ground element disappears, and even if the relay 16 recovers, the relay 17 is still operating, so the relay 18 also does not recover.

b If the time (timer time-up) detection relay 16 cannot be restored, the output of the amplifier 13 on the ground element disappears, and even if the master relay 14 is restored, the relays 16 and 17 continue to operate, so the same procedure as above is performed. Relay 18 does not recover.

If the C-timer capacitor burns out, when the amplifier 13 outputs after passing over the ground element, the master relay 14 and the relay 16 operate almost simultaneously, so the relay 18 does not recover as described above.

d Also, regarding the time span for restoring the relay 18 when the train exceeds the speed limit, it is the time from when the master relay 14 is restored on the beacon 2b until the auxiliary relay 17 operates, and is within the operating time of the relay 17. It is necessary to restore the relay 18 in a short time t2.

The above is not preferable from the viewpoint of fail-safe for railway safety equipment.

The present invention significantly improves the point-controlled train stopping device as described above by increasing its ability to detect failures and operating in a fail-safe manner in the event of a failure.

Embodiments of the present invention will now be explained based on the drawings. Figure 5 is a block diagram of the on-vehicle device of the device of the present invention, Figure 6 is a time chart when the speed is below the speed limit, and Figure 7 is a diagram when the speed limit is exceeded. This is a time chart of the case.

In Fig. 5, reference numeral 11 indicates an onboard coil consisting of a coil, O2
0 is a frequency f different from the resonance frequency f1 of the two ground elements 2a and 2b shown in FIG. 1 with the onboard element 11 as a return path.

An oscillator that constantly oscillates at , and SA is the oscillation frequency f of the oscillator O3C.

A timer T having a capacitor is connected to the output side of the amplifying amplifier IA, and a time detecting sensor operated by the output of the timer T is connected to the output side of the amplifying amplifier IA. A master relay can having a self-contact MRo and a recovery contact UR1 of the relay UR are connected in parallel.

SR is an auxiliary relay having a series time element, and its operating circuit is provided with the operating contact UR2 of the time detection relay UR and the operating contact ■□ of the master relay can in series, and further in parallel with these contacts, the relay UR and A self-holding circuit having a contact SRo is provided, which holds the relay when it is restored.

ER is an emergency brake command relay, and its operating circuit includes a self-holding contact ERo and an operating contact MR2 of master relay MR.
are provided in series, and furthermore, a series circuit of operating contact SR1 of auxiliary relay SR and recovery contact UR3 of time detection relay UR is connected in parallel with contact MR2.

This relay ER maintains an operating state at all times, and when restored, sends out an emergency brake command by outputting a contact (not shown).

Naori has ten power supplies, and C has one power supply.

In the device of the present invention configured as described above, oscillation@ps
c is a constant frequency f using the onboard child 11 as a feedback circuit.

The output of the selective amplifier SA constantly operates the master relay ■ and the time detection relay plate.

Now, in this state, when the train is moving and the onboard transducer 11 passes over the beacon 2a which sends out information, the oscillator O3C is activated because the beacon is operating as explained in connection with FIG.
While passing over the ground element 2a, its frequency is changed to fl.

Therefore, the output of the selection amplification @KA disappears, the master relay (■) recovers, the timer T loses its input and is reset, and the time detection relay UR also recovers.

The difference in recovery time between these two relays MR and UR is very small compared to the series time of auxiliary relay SR, so relay SR continues to operate through the circuit with self-contact SRo, and emergency brake command relay ER is also a relay. S
It continues to operate through the operation contact SR□ of R and the recovery contact IJR3 of the relay stock.

When the onboard element 11 finishes passing over the ground element 2a, the oscillator O3C oscillates again at the same frequency, so the amplifier SA outputs an output and operates the master relay MR.

On the other hand, the timer T also starts operating at the same time as the amplifier SA outputs, but the time detection relay does not operate until a certain time t□ has elapsed, so the auxiliary relay SR
will be restored as soon as the series time passes.

Here, when the train is below the speed limit, as shown in Fig. 6, the timer T times up before the onboard member 11 passes over the next beacon 2b, and the relay stock operates again to turn on the relay SR. Since it is operated, relays MR and U are connected on ground element 2b.
Even if R is restored together, relay ER will not be restored as above,
Therefore, trains are not affected in any way.

However, if the train exceeds the speed limit, as shown in FIG.
Since the onboard coil 11 passes over the ground coil 2b before R operates, relay MR will be restored while relay SU and relay SR are restored, and relay ER will connect its operating circuit to contact MR2.
and SR, the brake is opened and restored, and an emergency brake command is sent to the train.

As mentioned above, the device of the present invention not only ensures train operation safety that is superior to conventional devices during normal operation, but also operates safely even in the event of device failure as described above. It has a fail-safe function.

That is, a' When master relay MR is inoperable, master relay MR recovers when there is an output to selective amplifier SA.Even if a failure occurs, time detection relay Su continues to operate, so auxiliary relay SR recovers. to restore the emergency brake command relay ER and send out an emergency brake command.

b' If the time (timer time-up) detection relay stock cannot be recovered, the auxiliary relay SR is operating while the master relay ■ is operating, but the output of the amplifier SA on the ground wire disappears, and the master relay MR When the brake is restored, the relay ER is restored and sends out an emergency brake command.

C' If the timer capacitor opens, the master relay MR is equipped with a slow motion element, so when the amplifier SA is output after passing over the ground element, the time detection relay UR operates first, Since contact UR1 is opened, relay MR
continues to be in the recovery state and the auxiliary relay SR does not operate.
Relay ER is restored and sends out an emergency brake command when contacts MR2 and SR1 are opened.

d' Also, when the speed limit is exceeded, the time span for restoring the emergency brake command relay ER is the time from the time the master relay can is restored to operating on the ground element 2b, as shown in Figure 7. Since the time width from when master relay MR is restored to when it is disconnected from ground element 2b is effectively added, a sufficient time width can be obtained for the restoration of relay ER.

As mentioned above, this invention improves the conventional device, increases the ability to detect device failure, and has a fail-safe function, so it can be used not only in normal conditions but also in the event of a device failure. The safety of train operation can be sufficiently ensured, and the safety level of train operation using this type of device can be significantly improved.

[Brief explanation of the drawing]

Figure 1 is an explanatory diagram of the ground equipment of the point-controlled train stopping device, Figure 2
The figure is a block diagram of the conventional onboard device, FIGS. 3 and 4 are time charts of the onboard device, FIG. 5 is a block diagram of the onboard device of the point-controlled train stop device of the present invention, and FIG. and FIG. 7 is a time chart of the same device. 1... Train, 21, 22... Ground code,
11...Onboard child, OSC...Oscillator,
SA: Selection amplifier, T: Timer, MR: Master relay, Seed: Time detection relay, SR: Auxiliary Relay, ER...
...Emergency brake command relay.

Claims (1)

[Scope of utility model registration request] A ground element consisting of a plurality of LC tuned circuits installed along the train's route, an onboard element consisting of a coil that is inductively coupled to the ground element to detect information on the ground element, and the above car element is connected to the ground element. In a point-controlled train stopping device having an onboard device that performs a predetermined operation when detecting information of A timer T that is reset while the two are inductively coupled, starts operating after passing the ground coil, and outputs an output after a certain period of time has elapsed; a time detection relay UR that operates based on the output of the timer; and a time detection relay UR that is restored while the ground coil is passing. and relay U after passing
When the master relay ■, which has a slow motion element that operates after confirming the restoration of The auxiliary relay SR, which has a slow release time element, continues to operate when the recovery occurs with a recovery time difference of less than or equal to When the MR operation or time detection relay stock is restored, and the auxiliary relay SR
The system is equipped with an emergency brake command relay UR that continues to operate via self-contact when the master relay is operating, resumes operation when both the master relay SR and the auxiliary relay SR are restored, and sends an emergency brake command to the train. A point-controlled train stopping device characterized by: