JPS6043722B2 - Power-controlled frequent transportation system for traveling objects using three-phase AC power supply - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention uses a three-phase AC four-wire power supply to appropriately automatically control the running of a traveling body using a three-phase AC motor using a power control method, thereby reducing the distance between stations relatively. It allows more than one traveling vehicle to travel safely even between short stops, and allows frequent traveling vehicles to occur at short intervals without sacrificing travel speed, thereby achieving high-density transportation. This relates to the provision of transportation methods for the purpose of transportation.

The track circuit signal method is a conventionally known typical method for controlling the running of a traveling vehicle, but this method not only requires various types of signal equipment in addition to the main electric system equipment, but is also expensive. Since the running body is limited to those running on metal wheels on rails, the braking distance is long (approximately 6007 TL), so there is a drawback that the braking distance cannot be shortened like when rubber tires or the like are used for the wheels. be.

Therefore, in order to perform blockage control of the traveling body without using the track circuit signal system described above, we conducted research on a power circuit system that increases this through direct power control. We have been studying power control systems such as a 3-wire trolley system and a 4-wire 3-phase AC trolley system.

However, in this power control method, when the distance between stations is relatively short, consideration has been given only to simply blocking the moving vehicle between stations, so the following As long as there is a preceding vehicle at a stopping station, the following vehicle cannot depart, and therefore the transportation density has to be reduced.

Of course, in order to increase the transportation density by having trains depart one after another even between such short stations, it is possible to achieve this by installing a signal control device that makes full use of a computer system. In order to achieve sufficiently high reliability, this method must be expensive, and in this case, due to the running characteristics of the traveling bodies, the distance between the traveling bodies cannot be made that small, and therefore expensive equipment must be used. Despite the amount of money invested, it is not possible to make full use of its performance.

Therefore, in the present invention, electricity is supplied to the three-phase AC motor as the power source for the traveling body using four three-phase AC contact wires, and a desired number of blocked sections are set between the stations where the traveling body stops, without blocking the traveling body between stations. The blockage control system uses a power circuit system to block the moving objects in the blocked section, and prevents rear-end collisions between moving objects between stopping stations and collisions with moving objects at the next stopping station. In addition, the vehicle is not allowed to depart from the stopping station unless the preceding vehicle passes through the minimum driving interval setting section, which is determined in advance by taking into consideration the acceleration and maximum speed of the vehicle. The dual system of the blockage control and the control ensures that there is no risk of a rear-end collision even if the distance between stations is short.

Furthermore, by using a three-phase AC motor as described above, it is possible to brake the traveling body using the unbalanced current generated by the power control for the three-phase AC motor. By rotating, stopping, or controlling the speed of the magnetic belt, which can exhibit a synchronous deceleration effect, at appropriate times, it is possible to carry out the desired frequent transportation.

As described above, the present invention does not rely on the track circuit signal system, but instead uses a power-controlled electric circuit system, so it is possible to run on wheels with rubber tires.In this way, for example, even in a new transportation system, the distance between stations is less than 1 km, the operation can be carried out. The purpose is to be able to set the time interval to about 6@, and this will be explained in detail below using an example of a transportation circuit shown in the drawings.

First, let's talk about the configuration of the main electric circuit.
, three three-phase AC power feeder lines Fl along the trajectory of M3,
Sectional contact wires Tl to be energized from F2 and F3 respectively,
T2, T3 and a neutral contact wire T4 are provided, and these segmented contact wires Tl, T2, T3 are all connected to insulation segmented points Gl, G2, G3, G4, G5, by air gaps or the like.
It is electrically insulated and divided into predetermined closed sections, T2, t3, tl, t5, . . . by G6.

In the illustrated embodiment, the stop block section t provided at the stop station
1, sequential acceleration uniform velocity blockage section T2, and initial uniform velocity blockage section formation.

, late constant velocity blockage section ζ, deceleration blockage section, etc., and the next stop blockage section t''1, and after these, ~T5 are respectively stop section A1 and acceleration/constant velocity section B1 on the preset trajectory. The length of the above acceleration/constant velocity section B and the initial constant velocity section C, which are arranged corresponding to the initial constant velocity section C, the latter constant velocity section D1, and the deceleration section E, is the acceleration of the running object, After determining the maximum speed, etc., the minimum driving time interval setting section B+C is specified in the detailed description, and t''1 in the figure indicates the stop blockage section corresponding to the next stop section A''.Furthermore, the above three-phase AC power Blocked sections Ti, t2 where feeder lines Fl, F2, F3 and sectional trolley wires Tl, T2, T3 are adjacent to each other;
Between T2, t3, T3, t4, T4, and t5, in the illustrated case, the stop classification control center SPl, the acceleration/constant velocity classification control center SP2, the initial constant velocity classification control center SP3, and the latter constant velocity classification control center SP4 are inserted and connected to each other, and a desired number of stages are provided on the terminal side of the deceleration section E corresponding to the three-phase AC power feeder lines Fl, F2, F3 and the next stop blockage section t''1 and deceleration blockage section T5. A deceleration division control station SP5 is connected between the belts MBi, MB2, . . . .

In the illustrated example, the divisional control stations SP2, SP3, and SP4 all have the same configuration, and the three-phase AC power feeder line F
Current relays 12, 13, and 14 are connected between the contact wire T1 and the initial constant velocity closed section, the latter constant velocity closed section ζ, and the deceleration closed section T5 of the sectional contact wire T1, and are opened by excitation of the relays. The relay normally closed contact gates S2, S3, S4 are connected to the other feeder lines F2, F3 and the sectional contact wires Tl, T, respectively.
The acceleration/constant velocity blockage sections disposed at the rear of each of the adjacent sections T3 are connected to the initial constant velocity blockage section T3 and the latter constant velocity blockage section ζ.

Next, as for the configuration of the stop division control station SPl, a current relay 11 is installed between the three-phase AC power feeder line F1 and the acceleration/uniform velocity blockage section of the division contact wire T1, and
Connect voltage relays ER between 2 and T3, respectively,
Is there a departure relay between the other same feeder lines F2, F3 and the stop block section t1 of the same division trolley wires T2, T3? The figure shows the normally open contact SS of the relay R connected in series with the normally closed contact S1 of the current relay 11, the normally closed contact S1 of the voltage relay ER, and the normally open contact ES of the voltage relay ER.

The above-mentioned starting relay SR may be of a type that is excited by a starting signal generated by closing the door of the traveling body, and closes the normally open contact SS of the relay. .

Furthermore, in the example of the deceleration section control station SP5, a current relay 15 is inserted and connected between the three-phase AC power feeder line F1 and the stop and block section t''1 of the section contact wire T1, and the relay L is energized. The normally closed contact of the relay is opened by
The three-phase AC power supply lines Fl, F2, F3 are inserted and connected between the electromagnetic belts MBl, MB2, . . . .

In addition, without using the current relays 11 to 15, the voltage relay ER, the starting relay SR, etc. used in the above explanation, a sectional control center may be configured with a non-contact circuit using a current control silicon element (SCR), etc., or other desired A circuit may also be used.

Next, to explain the power circuit of the traveling bodies Ml, M2, M, the collectors Pl, P2, P3, P4 are in sliding contact with the segmented trolley wires Tl, T2, T3, T4, respectively, and the collector P
1, P2, and P3 are the field windings Wl of the three-phase AC motor m (the example is explained in the case of a three-phase AC induction motor).
, W2, and W3 are electrically connected, and Wl, W2, and W3 are connected in a star shape, and a braking device BA attached to the power circuit is connected between the neutral point of the star connection of the same winding and the current collector P4. Braking electromagnet B
A braking electromagnetic coil f that excites M is interposed, and the braking electromagnet BM operated by the coil f is attracted or attracted to a braking plate BP provided along the track to apply electromagnetic braking.

In this case, the above-mentioned braking device BA is, of course, one example, and a good electrical conductor is used for the plate BP without using a magnetic material, and an eddy current is generated in this by the excitation current to the coil f. It is also possible to use an appropriate type, such as one in which the electric current is used to operate a hydraulic brake or the like.

Therefore, to describe in detail the case in which the power-controlled frequent transport according to the present invention is performed using the above control system, the traveling body M1 is stopped in the current stop section A, and the traveling body M1 is traveling ahead (not shown) in the next acceleration/constant velocity section B. If there is a body, the preceding traveling body is energized via the current relay 11 of the stop division control center SPl and the acceleration/constant velocity blocked section of the trolley wire T1, and the acceleration/constant velocity division control center The current relay 12 of SP2 is not energized (there is no running object in the initial constant velocity closed section T3), so the normally closed contact S2 of the relay is closed, so the acceleration of the sectional contact wires T2 and T3 is・Constant velocity blockage section! Since the preceding vehicle also receives power, it accelerates in the same section B until it reaches a predetermined speed. By the way, in this case, the traveling body M1
In this case, since the current relay 11 of SPl is energized as described above, the normally closed contact S1 of the relay is opened.
is pressurized and the relay normally open contact ES is closed, but even if the door of the traveling vehicle M1 were to close and the relay normally open contact SS of the departure relay SR would be closed. , the divided trolley wires T2 and T3 in the stopped and blocked section t1 are not energized, and therefore the traveling body M1 is maintained in a state where it cannot start.

Next, if the preceding traveling object enters the initial constant velocity closed section as shown in M2 in the figure, of course the traveling object M2 will contact the normally closed relays due to non-excitation of the current relay 12 of SP2 and the current relay 1 of SP3. By closing S3, it continues to run at a constant speed, but this? Is the normally closed contact S2 of the relay P1 connected to the current relay 12? Since the contact wires are opened by flowing, the segmented contact wires T2 and T3 of the acceleration/uniform velocity closed section T2 have no added pressure.

Therefore, since the voltage relay ER of SPl is activated and the normally open contact ES of the relay is opened, at this time, the current relay 11 of SPl is not energized and the normally closed contact S1 of the relay is double-closed. Regardless, even if the door of the traveling body M1 is closed, the electric motor m is not operated, and in this case as well, the state in which the vehicle cannot start is maintained.

The traveling body M1 is also connected to a motor m via a current relay 1''5 of a deceleration division control station SP''5 on the rear side.
Since only one field winding W1 receives power, an unbalanced current is generated in the braking electromagnet coil f, and therefore electromagnetic braking by the braking electromagnet BM1 and the braking plate BP is performed.

Next, when the leading traveling body M2 crosses from the position shown in the figure to the latter constant velocity blockage section ζ, the same traveling body receives three-phase AC power from SP3 and SP4 and travels at a constant velocity even though it is as described above. However, since no current flows through the current relay 12 of SP2, the relay normally open contact S2 closes double, the voltage relay ER of SP1 becomes pressurized, and the normally open relay contact ES closes.

As a result, ES and SE of the current relay 11 are closed as described above, and the door of the traveling body M1 is closed.
The electric motor m receives a three-phase AC power supply, and therefore the braking caused by the unbalanced current is released, and the train starts moving. Through the above control, the stopped vehicle M1 is kept in a state where it cannot start as long as the preceding vehicle is in the preset minimum driving time interval setting section B+C, and can be enabled to start when it passes through the section B+C.

Next, the corner of the traveling body enters the deceleration blockage section T5 from the rear constant velocity blockade section T4, and in this case, the current relay of SP4! Since only the sectional contact wire T1 receives power, as described above, braking by the unbalanced current acts on the corner of the running body, and as a result, the running body is decelerated and the electromagnetic belt MBl come to the place. At this time, as shown in the figure, if there is no leading vehicle pigeon in the next stopped and closed section t''1, the current relay L of SP5 is energized, and therefore the normally closed contact S5 of the relay is closed. Therefore, electromagnetic belts MBl, MB formed by endless belts etc.
Since 2... is in operation and rotating at a predetermined speed, the traveling body M2 that has been decelerated as described above is first attracted or attracted by the electromagnetic belt MBl, and the speed of the belt is increased. Then, the electromagnetic bell turtle $2 is rotated at a lower speed than the bell turtle $1, and the electromagnetic bell turtle $2 is then decelerated to a speed synchronized with the electromagnetic bell turtle $2, so that the bell turtle $1 travels at a constant speed.

Then, even when the traveling body M2 proceeds to the next stopping section A'', it is braked by the same unbalanced current from the current relay 15 of SP5, and stops at a predetermined position in the stopping section A''. If the preceding traveling body M3 is present in the same section A'', the current relay t of the SP5 is energized, so the normally closed contact S5 of the relay is opened, and as a result, the electromagnetic belts MBl and MB2 are From stopped to driven,
The traveling body M2 is moved through this deceleration section E by the stopped belt.
By stopping within the range, and by appropriately setting the respective section lengths, a rear-end collision between M3 and M2 cannot occur.

When the preceding traveling body M3 starts moving and no longer exists in the same section A'', the electromagnetic belt is driven by the closing of the normally closed contact Ss of the relay, so that the stopped traveling body M2 starts moving due to the same belt. , the vehicle is synchronously guided and proceeds to the stop zone A'' in the same manner as above, and is braked to stop at a fixed position. Furthermore, the acceleration/constant velocity blockage section is set,, the initial constant velocity blockage section is set,
If there are preceding traveling objects in the closed speed sections adjacent to each other in the late constant velocity closed section T4 and the deceleration blocked section T5, as can be understood from the above, the respective acceleration/constant velocity division control stations By opening the normally closed contacts S2, S3, and S4 of the current relays 12, 13, and 14 of SP2, the initial constant velocity segment control station SP3, and the latter constant velocity segment control station SP4, the traveling object traveling in the blocked segment As described above, the vehicle is braked by the unbalanced current, and a rear-end collision by a vehicle traveling in each of these adjacent closed sections is also prevented.

As embodied by the above-mentioned embodiments, the first invention has segmented contact wires Tl, T2, T3 divided into a desired number of closed sections Tl, t2, t3, and a neutral contact wire T4.
In the system described here, a three-phase AC motor (m) is used as the power source for the running body that collects current using these contact wires.In order to reduce the weight of the vehicle, an induction motor is used as the motor. can be used to reduce the cost of the vehicle. ), the divisional control stations SPl, SP2, SP3, etc. control the electric current to a desired location in response to the presence/absence of electric current accompanying the movement of the traveling body.
are provided for each blocked section, and in the blocked section of the stop station,
Due to the unbalanced current of the electric motor m caused by the electric power being supplied only from the corresponding divisional control station SP5, the traveling body M1 whose braking device BA is operating is prevented by the preceding traveling body M2 from blocking the minimum driving interval setting section. Until the section has been crossed, the reception of three-phase AC mains electricity is blocked by the corresponding divisional control stations SP1 and SP2, and the vehicle is kept in a state where it cannot start, so the acceleration, maximum speed, etc. of the vehicle are considered in advance. By introducing the technical idea of creating a minimum driving distance setting section, the mutual relationship between a traveling object in a stopping section and the preceding traveling object will be regulated, and the intended purpose of comparison will be regulated. This will definitely solve the first problem of frequent travel at short distances between stations. Furthermore, in the same invention, in a blockage section T4 other than the blockage section t1 at a stopping station, when there is a preceding traveling object in the adjacent blockage section, the imbalance based on the response of the corresponding divisional control center SP2 to SP4 is Since the main electric circuit that controls the running body using electric current is used in the blocked section, there is no fear of rear-end collisions between running bodies in the adjacent blocked sections. ．． The corresponding divisional control station SP4 applies electricity to the traveling vehicle that has entered the station so that it is controlled by the unbalanced current, and also provides corresponding divisional control that responds depending on the presence or absence of a preceding traveling vehicle in the blocked section of the stop station. ? By means of magnetic belts that are controlled to stop and operate by P5, the traveling body is stopped or decelerated in synchronization with the operating speed of the magnetic belt, and is stopped at a predetermined position at the stop station.
Safety is also ensured between the traveling bodies in the stopping section and the section adjacent to the rear, and fixed position stopping at the stopping station in the section adjacent to the rear is also reliably automatically controlled.

Thus, according to the present invention, it is possible to set the minimum operating time interval and to perform power control between all blocked sections, and even in the case of short distances between stations, it is possible to perform power control one after another by simply controlling the power. It is possible to start a traveling body at a stopping station, and even if there is a traveling body at an adjacent stopping station, frequent transportation is possible in which one or more other traveling bodies are run between the two stopping stations.

Next, in the second invention, the above-mentioned blockage section includes a stop blockage section, an acceleration/constant velocity blockage section as the minimum driving time interval setting section, an initial blockage constant velocity blockage section, and a latter constant velocity blockage section T4.
, a deceleration block section T5 is provided, and the three-phase AC power feeder line F1~
Blocked area Ill adjacent to F3 and segmented contact wires T1 to T3
ltl, t2, T2, t3, T3, and t4 are sequentially inserted with a stop classification control center SPl, an acceleration/constant velocity classification control center SP2, an initial constant velocity classification control center SP3, and a latter constant velocity classification control center SP4. A deceleration section control station SP5 is provided between ~F3, the next stop blockage section t''1, and a desired number of magnetic belts arranged along the track in the deceleration blockage section T5, and the traveling body in the stoppage blockage section t1 is SPl in acceleration/constant velocity section B
When there is a preceding traveling object to which three-phase alternating current is supplied by SP2 and SP2, the vehicle is made unable to start by responding to SP1 by applying electric current to the preceding traveling object.

Next, this preceding vehicle will be SP in the adjacent initial constant velocity blockage section.
2 and SP3, SP1 is actuated based on the response of SP2 due to the electric current applied to the preceding traveling body, so that the traveling body cannot start moving at this time as well. On the running body, an unbalanced current is generated in the three-phase AC motor by the feed only from SP4, and this applies braking, and SP5 is applied to the magnetic belt.
synchronous deceleration control by supplying power through
The vehicle is stopped at a desired position in the next blocked section by continuing braking using the unbalanced current.

In the above case, when there is a preceding traveling object in the next stopped and blocked section t''1, the operation of the magnetic belt is stopped by the response of SP5 by the electric current to the traveling object, and the traveling object in the deceleration blocked section is stopped. Also, when there is a preceding traveling object in the adjacent blocked section for the traveling body in the acceleration/no constant velocity blocked section, the initial constant velocity blocked section T3, and the latter constant velocity blocked section ζ, S
It is possible to apply braking using an unbalanced current by responding to the preceding traveling objects of P2, SP3, and SP4 using a feed current.

・(In addition, in the above design, the traveling object was stopped at the stopping station and on the magnetic belt installed immediately behind it, but with the same technical concept, it is also possible to decelerate appropriately at the station or the magnetic belt. ) In order to have the above-mentioned configuration contents, it not only exhibits the above-mentioned effects described in detail regarding the first invention, but also changes the minimum driving time interval setting section to the acceleration/constant velocity section A and the initial constant velocity section. It is possible to maintain a sufficient time interval between SP1 and B, and not only when the preceding traveling object is in the acceleration/constant velocity blockage section but also when the same traveling object is in the initial constant velocity blockage section.
The related operation of SP2 makes it possible to reliably prevent the moving vehicle in the stopped zone A from being started involuntarily, and by controlling the power of the traveling vehicle using the three-phase AC four-wire mains power, it is possible to prevent frequent running. Able to achieve purpose.

[Brief explanation of the drawing]

The figure is a circuit connection diagram showing an embodiment of a transportation circuit constituted by a three-phase AC power supply circuit and a power circuit for a traveling body used in the frequent transportation system according to the present invention. Ml, M2, M3... Traveling body, Tl, T2, T
3...Segmented contact wire, T4...Neutral contact wire, G1-G6...Insulated section, t1-chi...
... Blocked section, m ... Three-phase AC motor, SP
l~SP6...Separate control center, BA...Brake device, B+C...Minimum operation time interval setting section, r!
4B1, MB2...Magnetic belt, t1...
...Stop blockage section, T2...Acceleration/constant velocity blockage section, T3...Initial constant velocity blockage section, ζ...
・Late constant velocity blockage section, deceleration constant velocity section, F
l, F2, F3...Three-phase AC power feeder line, SPl
...Stop classification control station, SP2...Acceleration/constant velocity classification control center, SP3...Initial constant velocity classification control center, SP4...Late constant velocity classification Control center, P1-P
4... Current collector, 11... Current relay,
S1...Relay normally closed contact, ER...Voltage relay, ES...Relay normally open contact, SR...
...Relay for departure, SS...Relay normally open contact.

Claims (1)

[Claims] 1. Three segmented contact wires for three-phase AC power supply and a neutral contact wire are provided along the track of the traveling body, and these segmented contact wires are arranged in advance between each stop station of the traveling body. The running body is divided into a desired number of closed sections according to the set insulation division points, and a three-phase AC motor is installed in the power circuit of the running body, which collects current using segmented contact wires and neutral contact wires. A divisional control center is installed in each blockade section that controls the power supply to the desired location in response to the presence or absence of the mains current, which is determined by the movement. A traveling vehicle whose braking device is operated by the unbalanced current of the electric motor generated by the electric current is stopped by the corresponding divisional control center until the preceding traveling vehicle passes the blocked section of the minimum driving interval setting section. If the reception of the intercurrent AC mains power is blocked and the train is unable to depart, and there is a preceding vehicle in the adjacent blocked section in a blocked section other than the blocked section at the station where the station is stopped, the above-mentioned operation will be carried out based on the response of the corresponding divisional control center. The main electric circuit blockage control is performed to brake the traveling vehicle using the unbalanced current of the vehicle, and the corresponding divisional control center applies braking to the traveling vehicle using the unbalanced current when the traveling vehicle enters the blocked section located behind the station where it stops. At the same time, magnetic belts are controlled to stop or operate the preceding traveling vehicle, which is controlled to stop or operate, respectively, by the corresponding divisional control center, which responds depending on the presence or absence of the preceding traveling vehicle in the blocked section of the stopping station. A running body powered by a three-phase AC power supply, characterized in that the speed is synchronously decelerated with the operating speed of a magnetic belt, the vehicle is stopped at a predetermined position at a stopping station, and one or more traveling bodies can run between stopping stations. Power-controlled frequent transport system. 2 Along the track of the traveling body, three segmented contact wires for three-phase AC power supply and a neutral contact wire are provided, and these segmented contact wires are installed at predetermined insulated sections between each station of the traveling body. , a sequential stop blockage section, an acceleration/constant velocity blockage section as the minimum operation time interval setting section, an initial constant velocity blockage section, a late constant velocity blockage section, and a deceleration blockage section, and the three-phase AC power feeder. Between the block section adjacent to the feeder line, a stop section control center, an acceleration/constant velocity section control center, an initial constant velocity section control center, and a later constant velocity section control station will be installed in sequence. A deceleration section control station is installed between the magnetic belts arranged in the desired number of stages along the track in the stopping and deceleration blocked sections, and the traveling body equipped with a three-phase AC motor has three current collectors for its power circuit. The traveling body in the stop block section is in sliding contact with the main segment contact wire and the neutral contact wire, and the traveling body in the stop block section is controlled by the stop section control center and the acceleration/constant velocity section control center in the three-phase When there is a vehicle in front that is receiving AC power, the stop division control center responds by supplying current to the vehicle to prevent the supply of current, making it impossible to start, and then the vehicle in front of the vehicle is stopped. In the initial constant velocity block section, when three-phase AC power is supplied by the initial constant velocity classification control center and the acceleration/constant velocity classification control center, acceleration and
Due to the operation of the stop division control center based on the response of the constant velocity division control center, the supply of main electric current to the above-mentioned traveling object is blocked, making it impossible to start, and the preceding traveling object is connected to the late constant velocity division control center and the initial classification control. When entering the next late block section where three-phase AC power is supplied due to By moving the stop division control center back, the train is ready to start, and when the vehicle enters the deceleration block section, the electric current is supplied to the vehicle. By supplying power only by the latter constant velocity division control station, the unbalanced current operates the braking device installed in the power circuit of the traveling body to brake the traveling body, and the brake device installed at the appropriate location By supplying power to the magnetic belt from the three-phase AC power supply line through the deceleration section control center, the magnetic belt is operated at a desired deceleration speed, the traveling object is decelerated in synchronization with the magnetic belt, and then When the vehicle enters a stop block section, the braking device continues to operate using an unbalanced current generated by the feed only from the deceleration section control center, so that the vehicle stops at a desired position in the stop block section. and when the same traveling object is in the deceleration block section and there is a preceding running object in the next stop block section,
The operation of the magnetic belt is stopped by the response of the deceleration section control center using the electric current applied to the preceding traveling object, thereby making it possible for the traveling object to be stopped by the magnetic belt, thereby accelerating and
When a traveling object is in a constant velocity blockage section, an initial constant velocity blockage section, or a late constant velocity blockage section, and there is a preceding running object in an adjacent blockage section, the acceleration/constant velocity division control center and the initial constant velocity control center are respectively set. A three-phase AC key characterized in that a braking device is activated by an unbalanced current in the power circuit in response to a feed current applied to a preceding traveling body of a divisional control station and a later constant velocity divisional control station. A power-controlled frequent transportation method for moving objects using electricity. 3 The stop classification control center is located between the 1st three-phase AC power feeder line and the 1st
A current relay excited by the current applied to the running object in the blocked section is connected between the acceleration/constant velocity blocked section of the segmented contact wire, and the acceleration/constant velocity section is connected between the second and third segmented contact wires. Connect a voltage relay that is pressurized and energized when there is a moving object in the blocked section, becomes non-pressurized when there is a moving object in the initial constant velocity blocked section, and is pressurized and excited when there is a moving object in the latter constant velocity blocked section. and the second and third three-phase AC power feed lines, respectively.
A normally closed relay contact of the current relay, a normally open relay contact of the voltage relay, and a departure signal by detecting the closing of the door of the traveling body are connected between the stopped and blocked section of the third division contact wire. 3. A power-controlled frequent transport system for a traveling body using a three-phase AC power supply as claimed in claim 2, wherein normally open contacts of a starting relay are connected in series.