JPS6256021B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to parallel operation of moving bodies, and includes stopping and
It is characterized in that at least two moving bodies coexist at the same time in a deceleration section (corresponding to a deceleration section inside a railway station) that has a starting position at its terminal end, so that only one moving object can exist within the deceleration section. Compared to the conventional method represented by railways, which does not allow simultaneous existence of
An object of the present invention is to provide an operation control device for a deceleration section and a nearby section that can reduce the time interval between moving bodies and increase the transportation capacity (persons/hour). Hereinafter, the parallel operation of the present application will be explained in the case of a typical moving object, for example, a railway.

In parallel railway operation, all running sections are usually divided into predetermined section lengths that take into account maximum speed, acceleration/deceleration, braking distance, stopping time, train size of one train (including single cars with independent functions), etc. Based on the presence or absence of a train in a given section, a predetermined rear section is blocked, the train stops within the same section, and then moves slowly in the rear section to ensure train safety. Train operation control is performed to maintain a predetermined train time interval (hereinafter referred to as a predetermined time interval) required for operation at a predetermined value or more (the minimum value in this case is hereinafter referred to as a minimum time interval). In other words, one section behind the section where the train is is a blocked (red light) section, and one section further behind is a slow-moving (yellow signal) section, and if a train enters the slow-moving (yellow signal) section,
The driver decelerates at the discretion of the driver and brakes to a stop within the blocked section, ie at a red light.

When the preceding train exits the section that caused this, the blockage condition is lifted, the signal changes from red to green or yellow, and the following train that has stopped can depart. In the case of electric railways, especially in the case of high-speed or high-density operation, so-called ATS and ATC are usually used in combination to automatically perform train blockage control in addition to the manned train control using the above-mentioned series of signal indications.

The present inventors have developed a system that integrates both the drive power supply system and the signal system, whereas the drive power supply system and signal system are independent in the ATS and ATC train operation systems of electric railways, which are the mainstream of conventional railways. We have proposed a train operation control system using only the main electric circuit that forms the electric power supply system, but the present invention further develops this and maintains a predetermined time interval including the minimum time interval for two or more trains at the same time in the deceleration section of the premises. Train operation in which the preceding train does not start even after a predetermined time has elapsed, so that even if the following train makes an emergency stop, the train can be restarted regularly while maintaining the predetermined time interval, including the minimum time interval. This provides a new control method. Incidentally, even in the case of conventional railways, especially electric railways (fixed section blockage system) where train operation is easy to control, there is no concept like the present invention, and each blockade section has one train. Therefore, in the case of a conventional railway including the above-mentioned electric railway, compared to the case of the present invention, other conditions other than the predetermined acceleration/deceleration within the deceleration section of the present invention or the low constant speed section speed within the section are the same. Even though
There is an undeniable disadvantage that the minimum time interval has to be large due to the structure of the blocked section, the number of trains per equivalent minute unit time is reduced, and the maximum transportation capacity (persons/hour) is also reduced.

The present invention has been made in view of this point.

(b) Each blockage unit (hereinafter referred to as section) that is divided into insulated electric currents of a predetermined length and is automatically blocked and released individually, and that should be the cause of automatic blocking and release.
A first deceleration section of at least one train length that decelerates to a predetermined speed in a predetermined time relative to each of the above-mentioned sections, and at least one train length that runs at the decelerated predetermined speed or less. Provide a station deceleration section consisting of a low constant speed section where the train runs at a constant speed of at least one train, and a second deceleration section with a length of at least one train that must stop at the station at a predetermined time,
Unlike the conventional system, when the preceding train (hereinafter referred to as the No. 1 train) regularly exits the second deceleration section (including the station stopping section provided at the end of the section for boarding and alighting), the following train (hereinafter referred to as the No. 2 train) enters the first deceleration section, which forms the entry end of the deceleration section within the same station, in a predetermined first deceleration pattern, and the No. 1
The train exits the second deceleration section, and as a result, the No. 2 train enters the second deceleration section at the predetermined speed through the low constant velocity section, and is controlled by the device to stop at the station at predetermined intervals. Related.

If the stopped No. 1 train does not exit the second deceleration section by the time train No. 2 enters the low constant speed section, the section will be blocked even if the No. 2 train enters the low constant speed section. Therefore, the vehicle does not shift to a predetermined low constant speed traveling, but continues to decelerate according to the first deceleration section deceleration pattern before entering the vehicle, and stops at a predetermined position within the low constant speed deceleration section. This position waits until the No. 2 train exits the second deceleration section, and then the restarted No. 2 train reaches the predetermined approach speed to the second deceleration section within the low constant speed section, that is, the above-mentioned low constant speed section. Any position may be used as long as the vehicle can return to the predetermined speed, enter the second deceleration section, stop at the station, and maintain a predetermined time interval including the minimum time interval therebetween. In addition, the No. 2 train stopped midway due to an abnormal stop.
The train one train behind the No. 2 train (hereinafter referred to as the No. 3 train) advances further and enters the section one place behind the first deceleration section in the yard while the No. 2 train is stopped. , since this section is blocked by the No. 2 train being in the section ahead, it decelerates and stops at a predetermined position within the same section. Furthermore, even if the No. 2 train stopped at an appropriate position in the low constant speed section restarts, the blockage in the adjacent rear section will not be released until it exits the low constant speed section, and the No. 3 train will not be able to restart. do not have. As mentioned above, when the No. 2 train passes through the low constant speed section, that is, when there is a predetermined time interval including the minimum time interval between it and the No. 2 train, the blockage is released and the train restarts. Within the section, the vehicle returns to the predetermined entry speed for the first deceleration section (speed before stopping).

As described above, the present invention provides a train parallel operation system (particularly when two or more trains are present in the same station deceleration section) that allows trains to run at predetermined time intervals including a predetermined minimum time interval on a regular basis. It is characterized by the fact that it can be For this purpose, the length of the deceleration section within the station, the length of the acceleration section, the length of other blocked sections, acceleration/deceleration speed, maximum constant speed, braking distance, train length,
Parameters that are correlated, such as a predetermined time interval including station stop time and minimum time interval, may be appropriately set as shown in the embodiments described below.

In addition, it goes without saying that in order to run trains in parallel in a predetermined running pattern as described above, appropriate means are required to realize this, and in particular, train weight, running road surface conditions, wind direction, etc. are always constant. Therefore, in order to control the speed, maintain the driving time interval, etc. without being affected by these disturbances, various inventions by the same inventors (A) Japanese Patent Application No. 108900/1983 -36809) Traveling body control system using electric power control Japanese Patent Application No. 51-109368 (Japanese Unexamined Patent Publication No. 53-36810) Fixed position stopping system of traveling body control system using electric power control Japanese Patent Application No. 51-21691 (Japanese Patent Application No. (Sho 52-105412) If the technical concept of the key electric circuit blockage control system for train drive power is adopted, the blockage section length is extended to match the length of the blockage section indicated in the automatic operation control system of vehicles using DC thyristor motors. good.

(B) Furthermore, in order to more reliably perform speed control, position stop, travel, and start using only the setting conditions on the ground side, Japanese Patent Application No. 51-69276 (Japanese Unexamined Patent Publication No.
No. 52-153584) Continuous transportation device, patent application No. 53-5236
(Unexamined Japanese Patent Publication No. 54-100071) A mobile traveling device, i.e., a belt conveyor line (mobile) consisting of magnetic belt conveyor units each having a predetermined set rotation speed installed at predetermined intervals on a vehicle-mounted field and on the ground side. The moving body is forced to synchronize with the rotating speed of the magnetic belt conveyor unit by the magnetic adsorption force generated between the magnetic belts, which rotate, stop, and restart at a predetermined speed when power is supplied or cut off to the conveyor unit (body drive mechanism). It would be better to use the method to do this together. Said special request
It goes without saying that the continuous transport device of No. 51-69276 does not require an on-board drive motor.
In addition, a ground primary type synchronous linear motor may be used in order to synchronize the moving speed of the ground equipment. In the present invention, these on-vehicle drive electric motors, belt conveyor lines, synchronous linear motors, etc. for driving the movable body are referred to as a movable body drive device.

Example (a) Fig. 1 shows the time (distance) to speed pattern of each train in the situation of parallel operation of at least two trains in the first deceleration section in the station premises of the present invention and the sections before and after the same, and Fig. 2 shows the same as above. A blockage unit section with an insulated trolley corresponding to the blockage section in which power supply/cutoff power is automatically controlled, and a simple model of blockage operation and release are shown.

(A-1) The No. 1 train with train length (D)m is in the second deceleration section at the end of the station deceleration section = (l')m = V _p
² /2α≧D, the predetermined stoppage time (t
_p ) sec After stopping, it is about to start...
At the time shown by (1A), the following No. 2 train (train length (D) m is at position 2A of the unblocked section (section length (l) m), and the high speed (Vm) m The train is traveling at a constant speed of /sec. The above high-speed running section length (l)m is when the section is blocked and the train automatically decelerates and stops at a predetermined deceleration (-α) m/sec ² . The ^length (V n ) 2 /α that can be automatically accelerated by a predetermined acceleration (α) m/sec ² and return to the original velocity (V _n ) _m /sec by solving the problem.
As mentioned above, in this simple model diagram, the minimum value is used. In FIG. 1, (l)m is expressed as the minimum value (Vm) ² /α.

(A-2) A preceding train in the acceleration section inside the station (not shown)
(If there is, the section is blocked and the No. 1 train cannot start.) The No. 1 train passes through the No. 2 deceleration section.
While the train is proceeding to position 1B by at least the train length (D)m, the first
It enters the deceleration section at a predetermined speed (Vm) m/sec, decelerates at a predetermined deceleration (-α) m/sec ² , reaches the induced low constant velocity (V _p ) m/sec, and occupies position 2B and remains at ( The No. 1 train was traveling through the low constant velocity section bd≧V _p ² /α of V _p ) m/sec, entered the second deceleration section, and was decelerated at the second deceleration (-α) m/sec ^2. Stop at position 1A,
It starts after a predetermined stoppage time (t _p )sec has elapsed. On the other hand, even in the case of an abnormal situation in which the No. 1 train, which has stopped for the predetermined stop time (t _p ) sec and is about to start, does not start, the following No. 2 train will move to the first deceleration section within the station at the predetermined speed (Vm )
m/sec and predetermined deceleration (-α) m/sec.
Approach speed (V _p ) m/sec to low constant velocity section at sec ²
There is no change in the fact that it will be decelerated to 2B and will proceed to the 2B position.

(B-3) If the preceding No. 1 train does not pass through the second deceleration section, that is, does not advance to position 1B, then the low constant speed section bd is blocked and the train will automatically move forward. deceleration to (-α)
Continuing to decelerate at m/sec ² (dotted line display), proceed to a predetermined point C in the low constant velocity section and stop...
Shown by (2C)…. In addition, because the No. 2 train stopped midway in the low constant speed section bd due to the above reason, the presence of the No. 2 train further blocks the section (l)m behind, and the following train of length (D)m Train No. 3 decelerates from the high speed (V) m/sec at a deceleration of (-α) m/sec ² and stops at a predetermined section point f, occupying position 3c.

(A-4) When the No. 1 train leaves the delayed start section ab, that is, advances to the 1D position, the blockage in the section is released, and the stopped No. 2 train
Predetermined acceleration (α) indicated by dotted line from position 2C
Accelerated at m/sec ² , low constant velocity section bd≧V _p
Predetermined speed (V _p )m/sec for the section within ² /α
The vehicle then returns to the second deceleration zone, decelerates at a predetermined second deceleration (-α) m/sec ² , and stops at a predetermined position, that is, 2E, and then stops for a predetermined stopping time (t _p sec). Start.

(A-5) On the other hand, when the restarted No. 2 train exits the section, that is, advances to the 2E position, the section is unblocked and the No. 3 train also moves (α)m/
It restarts with an acceleration of sec ² and returns to the original high velocity (V) m/sec within the section. During steady operation, it goes without saying that even if the following train stops midway and restarts, the train length and station stops are required to maintain the specified operating interval (T) sec, including the minimum operating interval (T _p ) sec. Conditions such as time and minutes, length and speed for each deceleration section within the station, each low constant velocity section, the rear blockage section, acceleration and deceleration may be set appropriately as follows.

(A-1) From the positional relationship of No. 1 train 1A and No. 2 train 2A, the predetermined time interval ( _TA ) sec including the minimum time interval is as follows. (t _p )sec When No. 1 train 1A is at the stop and about to depart, No. 2 train is at position 2A.

∴T _A -t _p ≧V _n -V _p /α+1/V _p (V _p ²
/α) +V _p /α =V _n +V _p /α ... ∴T _A ≧V _n +V _p /α+t _p ... (A-2) From the positional relationship of No. 1 train 1B and No. 2 train 2B,
The predetermined time interval (T _B )sec including the minimum time interval is as follows. The No. 2 train moves from the 2B position to the No.
In order to reach the position 1B where train No. 1 was, train No. 2 stops at the station for a predetermined time (to) seconds.

∴T _B ≧1/V _p (V _p ² /α)+V _p /α+t _p
+1/α√2 = 2V _p /α+t _p +√2 ... (A-3) The No. 1 train that started late caused the following No. 2 train to occupy the 2C position and stop at 1C.
When the No. 2 train exits the section from the stop position, that is, advances to the 1D position, the blockage in the section is released, and the No. 2 train automatically starts, proceeds to the No. 1 train's position 1C, and continues for a predetermined time (t). _p ) sec stop. like this
From the positional relationship of 1C and 2C, the predetermined interval (T _d ) sec including the minimum time interval is as follows.

T _d −t _p ≧V _p /α+V _p /α+1/α√2 ∴T _d ≧2V _p /α+t _p +√2 ..., which is the same as the right side of the equation.

Now, in order for T _A = T _B = T _d ,
, from the formula, T _A = T _B = T _d ≧V _n +V _p /α+t _p =2V _p /α+t _p
+√2 α ... In this embodiment, in Figure 1, D = = V _p ² /2 α, so T _A = T _B = T _d ≧ V _n + V _p /α + t _p = 3V _p /α + t _p ... and the equation From the right side, V _p = V _n /2... ∴The minimum time interval (T ₁₂ ) sec is, from the formula, T ₁₂ = (3/2) (V _n /α) + t _p ... (A-4) Subsequent No. The No. 2 train (position 2C), which caused the stoppage of the 3rd train, started at position 3C.
At the time of exiting the section, that is, [V _p /α+1/α (V _p −√ _p ² −2)]
After sec, the section will be unblocked and the train will depart automatically. The preceding No. 2 train occupies the 2E position and stops for a predetermined time (t _p ) sec, then starts, and when it leaves the section, that is, advances to the 1D position, the blockage in the section is resolved and the following train
Train No. 3 can come closest to the entrance position of the section (same as the relative position of 1B and 2B in E-2 above). That is, after restarting, it takes an additional time of V _n /α+V _n −V _p /α to advance to the section entry end position.

From this position (time difference) of No. 2 train (2F) and No. 3 train (3C), No. 2, No. 3
The predetermined time interval T _F including the minimum train time interval is as follows.

T _F ≧V _p /α+V _p /α+t _p +1/α√2 =V _p /α+1/α(V _p −√ _p ² −2
) +V _p /α+V _n −V _p /α From the above formula, T _F ≧2V _p /α+t _p +√2 =2V _n /α+1/α(V _p −√ _p ² −2
)......

In this embodiment, in FIG. 1, D==V _p ² /2α, so the equation is as follows.

T _F ≧3V _p /α+t _p =2V _n +V _p /α … If the minimum time interval of T _F is T ₂₃ , then from the formula T ₂₃ =3V _p /α+t _p = 3/2 (V _n /α) + t _p
... (From the formula, V _p = V _n /2), which is the same as the minimum time interval T ₁₂ of No. 1 and No. 2 trains in the formula.

In this case, from the right side of Eq. becomes. Therefore, the predetermined stop time t _p of the minimum time interval T ₁₂ (formula) between No. 1 and No. 2 trains can also be determined by the correlation in (11-2).

FIG. 2 shows the supply and distribution of motive power for each electricity classification unit, which is to embody the embodiment of the present invention shown in FIG. 1.
This is an example of closed section control using cutoff control. That is, current relays I' ₂ , I ₂ , I ₃ , I ₄ , etc. are provided corresponding to the unit length of the blocked section of each running section, and normally closed type switches are opened by the power load to the relays.
A sectional control center comprising S' ₂ , S ₂ , S ₃ , S ₄ ,...
Insulated and sectioned power lines 1 and 2 provided corresponding to the running section to be controlled by the section control center;
A current collection mechanism 5 that is in dynamic contact with other power lines 3, power supply lines 4, and the insulated power line 1 of the constant load, a current collection mechanism 6 that is in dynamic contact with the insulated power line 2 that is subjected to power control; A power circuit blocking system is shown, which consists of trains (1A, 2B) each having a driving motor (not shown) having an appropriate circuit that is energized by a current collecting mechanism 7 that is in dynamic contact with the power line 3.

This example is published in Japanese Patent Application No. 51-109368 (Japanese Patent Application No. 53-36810).
However, regarding the drive motor used, the motor (armature/field) as shown in the same application is connected to an appropriate circuit, that is, the steady power load to the motor is (i/ 2), the circuit is configured such that a dynamic braking force is automatically generated when the electric power load is reduced, and a driving force is generated when the electric load is restored, so the No. 1 train is currently at the 1A position. , relay I ₂ is tripped, normally closed switch S ₂ is turned off,
Since the insulated electric wire 2 is not pressurized,
The section becomes a blocked braking section, and when the No. 2 train enters the blocked section, the electric load on the train's motor decreases to (i/2), so a dynamic braking force is generated and it occupies position 2C and decelerates to a stop. do. If the No. 1 train occupying position 1A above, which caused the blockage, leaves the section, the blockage in the section will be lifted and the stopped No. 2 train will restart. In other words, the normally closed contact type switch _S2 , which had been turned off due to the loss of power load to the relay _I2 , was closed and the main power line 2 in the insulated section was pressurized, and the No. 2
In order to restore the electric power load to the train, it is restarted and accelerated, and within the section, it reaches the steady low constant speed V _p of the same section, enters the second deceleration section, and returns to position 1A where No. 1 train was. It occupies the same 1C position and decelerates to a stop.

This section is the first deceleration section in which a predetermined deceleration should always be performed regardless of whether or not there is a train intervening in the section ahead, so the electric power load that generates braking force on the train motor in this section is set to (i/2). Two of the insulated main wires 1 and 2 in the section are set to be unpressurized.

When there is a train in the section, No. 2 train occupying position 2B, relay I ₃ is activated and normally closed switch S ₃ is activated.
Since the section is turned off, the section is also closed, and of the insulated and sectioned main electric wires 1 and 2, the main electric wire 2 becomes unpressurized and becomes a braking section. Therefore, when the following train No. 3 (not shown) enters the blocked section, the electric wire 2 is not pressurized, so the power load on the train motor decreases to (i/2). Dynamic braking force is generated, and the vehicle decelerates and stops at position 3C. When No. 2 train, which had stopped at position 2B in the section that caused the section blockage, exits the section, the blockage in the section will be lifted, and No. 3 train, which had stopped at position 3C, will be released. The train restarts. In other words, since the power load to relay _I3 is eliminated, the normally closed contact type switch _S3 , which had been off, is closed, and the main power line 2 in the insulated section is pressurized, and the power to the No. 3 train is reduced. Since the load also returns to steady state, it is restarted and accelerated, and within the section, the speed reaches the steady speed V _n and enters the first deceleration section.

The train speed is V _p between the on-off switch S ₂ and the power supply line 4 in the low constant speed section district control center.
Insert a voltage dividing resistor _R2 with an appropriate value to maintain the voltage.

In reality, even if the train motor output is maintained at the desired value, there are changes in running resistance, etc., making it difficult to operate according to the planned running pattern, and trains must always be operated in high-density and frequent operations at minimum intervals. In such cases, in order to eliminate fluctuations in the running pattern caused by disturbances, it is possible to forcibly guide the vehicle at a synchronous speed in each section of the on-site deceleration section. No. 153584) Magnetic belt conveyor units each having a predetermined rotation speed as shown in the continuous transportation device are provided, and on the train side, in addition to a driving electric motor, a field to be attracted to the magnetic belt conveyor unit is provided to maintain the planned speed. Things are terrible. It is also possible to replace the continuous transport device of the above-mentioned Japanese Patent Application No. 51-69276 along the entire track length. In this case, the train would be equipped with an attractive field instead of an electric motor. Also, although not particularly shown in the figure, among the main power wires 2 which are insulated and sectioned to constitute the block section unit in Fig. 2, a similar blockage The electric wires of the section are extended across the section so as to constitute a section unit, and are rotated at a predetermined rotational speed and decelerated so that the predetermined speed patterns of the first deceleration section, low constant velocity section, and second deceleration section are achieved. A magnetic belt conveyor unit with force and acceleration power connects the power supply line 4 via normally closed switches S ₁ , S ₂ , S ₃ , S ₄ .
and another electrical wire 3 or ground. Alternatively, instead of the power supply line 4 and other power lines 3, it may be connected or grounded to, for example, a three-phase AC power supply line (not shown) and a power line (not shown) that are provided separately. In this case, the current collecting mechanism 6, section resistance R ₂ , and power line 2 shown in Fig. 2 are no longer necessary, and the current collecting mechanisms 5 and 7 are used for section closing, setting release conditions, train field, train air conditioning, and lighting. etc. It will be for. Similarly, the magnetic belt conveyor units of the sections are electrically connected to the power supply line (not shown) and the power main line (not shown).

Figure 3 is an explanatory diagram of the conventional train parallel timetable operation, that is, the train operation method in which only one train is interposed in the station deceleration section, and is compared with the case of Figure 1 with the other conditions being the same except for this operation method. It is shown as follows.

Now, when the No. 1 train is about to start from the station where it stopped at the designated stop time _tp ...shown at position 1A...
The following No. 2 train is two seats behind the section _fh high speed (V
_n ) m/sec and one backward higher velocity (V
_n ) The interval _ef of m/sec is closed. Normally No.
When the 1st train starts and leaves the station deceleration section _ac , the No. 2 train is proceeding at position 2B until the end of _{the CF} section, where the blockage has been cleared, and it continues on its way to the station deceleration section _ac. Predetermined approach deceleration (-α)
m/sec ² decelerate and stop.

When the No. 1 train does not start after a predetermined period of time, _{the cf} section remains blocked, and the No. 2 train that has entered decelerates at a predetermined variable speed (-α) m/sec ² and stops within the same section. It stops at a suitable position e, occupying position 2C. When the No. 1 train started late and passed through the deceleration section _ac inside the station and proceeded to at least the 1D position, _{the cf} section was unblocked and the No. 2 train (position 2C)
can start. At this appropriate position, the restarted No. 2 train has a predetermined acceleration (α) m/sec ²
Within the _cf section where _the vehicle _was accelerated at
The train enters the train, decelerates at a predetermined deceleration (-α) m/sec ² , is able to stop at the station, and has a predetermined time interval (T) between it and the preceding No. 1 train, including the station stopping time (t _p )sec. Any position that can maintain sec is sufficient.

In this case, the predetermined time interval (T)sec minimum time interval ( _Tp )sec may be set to an appropriate value as follows.

If the conditions are the same as in Figure 1 above except for the 1 train in the station deceleration section, then from the positional relationship between No. 1 train 1A (just before the start) and No. 2 train 2A, T _p - t _p ≧ V _n /2α+V _n /α+V _n /α = 5/2 (V _n /α) ... ∴ T _p = 5/2 (V _n /α) + t _p ....

As is clear from the above embodiment, even when a minimum of two trains are present in the station deceleration section according to the present invention, the minimum operation time interval (t _p )sec is (3/2・V _n /α+t _p )=( 5/2) (V _n /α
) sec… (〓From formula 11-2, t _p =V _n /α) Previous ==
On the other hand, in the conventional case of one train within a station, the minimum operating time interval T _p is (5/2・V _n /α+t _p )=(7/2) (V _n / α
) sec...(from formula 11-2, t _p =V _n /α), which is 40% larger than the former.

In general, transportation capacity Q (person/hour) in the case of parallel operation performed with a predetermined operation interval (T) hours = 3600
(MD/T), and assuming other things are constant, Q
is inversely proportional to the driving time interval. However, M is the capacity (persons/m) per m of train length D.

The simple model of the embodiment of the present invention shown in FIG. 1 has a transport capacity 40% higher than that of the conventional system described above.

In the above case, which is an example of the present invention, the values of the deceleration, first and second deceleration section lengths, high speed section length, train length, stopping time, etc. when the blocked section into which the train entered is blocked are changed. By doing so, it goes without saying that the predetermined time intervals including the minimum time interval will be different, and each of the above operating conditions may be set as necessary.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram showing one embodiment of the present invention, and FIG.
The figure is an electric circuit diagram showing an example of the power supply/cutoff control circuit for parallel operation of trains within the station premises using the electric power division shown in Figure 1. Figure 3 shows an example of train blockage on railways including conventional electric railways. It is an explanatory diagram. 1 and 2 are power wires, 3 is a negative power wire, 4 is a power supply line, 5 and 6 are current collection mechanisms, and 7 is a power supply line.

Claims (1)

[Scope of Claims] 1. The station deceleration section includes a first deceleration section of at least one length of the moving body in which the moving body is decelerated to a predetermined speed in a predetermined time, and a first deceleration section in which the moving body is made to travel at the reduced speed or less. A low constant velocity section of at least one moving body length or more, and a second deceleration section of one moving body length or more including a station stop section for boarding and alighting at the end thereof are provided sequentially in the moving direction of the moving body, and the moving body existing in the predetermined section When the moving body driving device in one section ahead receives a power load, the power supply is cut off, each section is controlled to be blocked, and the moving body driving device driving the preceding moving body (hereinafter referred to as No. 1 moving body Regardless of whether or not the No. 2 moving object (hereinafter referred to as No. 2 moving object) is in the second deceleration section, the following moving object (hereinafter referred to as No. 2 moving object) moves into the first deceleration section,
If the No. 1 mobile object enters the predetermined first deceleration pattern and exits the second deceleration section before entering the low constant velocity section, the No. 2 mobile object moves through the above low constant speed section in the predetermined manner. The vehicle enters the second deceleration zone at a constant speed, stops at a station at a predetermined interval, and the stationary No. 1 moving object exits the second deceleration zone by the time the No. 2 mobile object enters the low constant speed zone. If not, even if the No. 2 moving object enters the above-mentioned low constant velocity section, since the same section is blocked, it will not shift to the predetermined low constant speed traveling, but will continue to decelerate according to the predetermined deceleration pattern, and will continue to decelerate according to the predetermined deceleration pattern. Stop at a predetermined position within the constant speed deceleration section,
Waiting for the No. 1 mobile object to exit the second deceleration zone, restart the vehicle, return to the predetermined approach speed to the second deceleration zone within the low constant velocity zone, and then enter the second deceleration zone, The No. 1 mobile object stops at the station at predetermined intervals, and as a result of the No. 1 mobile object remaining at an abnormal stop in the second deceleration zone, the No. ) enters the section one step behind the station deceleration section, but that section is No.
The No. 2 mobile object is blocked because it is in the low constant velocity section, and it decelerates and stops at a predetermined position in the section behind the first deceleration section in the premises, and when the No. 2 mobile object passes through the low constant speed section, it decelerates and stops. A device for parallel operation of multiple trains in a deceleration section within a station, characterized in that the system is controlled to start and return to a predetermined entry speed (speed before stopping) in the first deceleration section within the section. 2 At least in each section of the deceleration section within the station premises, there are two electrical wires insulated for each section and another electrical wire continuous between each section, and the mobile object driving device receives the power load from these electrical wires. A movable body driving device, which is located one section ahead in the moving direction of the movable body, is located between the one main electric wire in each section and the power supply line that supplies electric power. A normally closed contact type switch is provided, which operates by receiving a power load from the electric wire.
2. A parallel train operation system for multiple trains in deceleration sections within a station according to claim 1, wherein each section is controlled to be blocked. 3. The station deceleration section according to claim 1, wherein at least each section of the station deceleration section is provided with a magnetic belt conveyor unit that circulates in a predetermined running pattern as a moving body drive device. Multiple train parallel operation device.