JPS6260883B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention appropriately configures a power supply circuit for driving an electric vehicle so that the electric vehicle travels one after another on a running route in a running section between stations. In addition to making it possible to enter the double-track main track and sub-track in sequence and automatically branching off, multiple electric vehicles that have entered the relevant section of the premises will be able to enter the main track and sub-track at the station. For example, it is possible to make it possible for odd-numbered vehicles to stop on the main traveling route and even-numbered vehicles on the secondary traveling route, and to have these stopped electric vehicles safely transmit one after another in the order in which they entered the vehicle. The purpose of this invention is to provide a new and useful in-plant branching (merging) operation control method by blocking the feeder circuit of an electric vehicle, and to operate the electric vehicle at the minimum driving time interval.

In the illustrated embodiment of the invention, a station book,
The first and third electric vehicles (odd numbers) and the second and fourth electric vehicles (even numbers) are placed on the secondary road as electric vehicles in odd numbers and corner numbers in relative order among the plurality of electric vehicles. An example of entering the line is shown.

Note that the electric vehicle referred to herein includes a short vehicle of a predetermined length, a plurality of connected electric trains of a predetermined length, and the like.

Such an example will be described below.

In the figure, a power line PF and a return line RL for power return are installed along the whole area of the running route of electric vehicles M1, M2, M3... There are insulated sections A1 and A on the trailing side running path 1 and the leading side running path 1', which are LL and LL'.
2, A3, A6, A7... provide a feeding section of a predetermined length t11, t21, t12, t22, t16, t
26, t17, t27, . . . are provided with external trolley wires T, T' composed of insulated field trolley wires t1, t1' and armature trolley wires t2, t2'.

Furthermore, the feeder wires of these off-premises trolley wires T and T'
The feeding sections SP1, SP2, and SP7 connected to the PF have insulated section points A1, A2, and A7, and the feeding section t1 of the field trolley wires T1, T1'.
1, t12, t17, and a feeding section t21, which occupies a position opposite to each feeding section of the field trolley wire.
A feeding section t21, which occupies a position opposite to each feeding section of the field trolley wires of the armature trolley wires T2 and T2', one position behind t22 and t27, respectively;
Feeding section t2 one position behind t22 and t27 respectively
0, t21, and t26.

Here, the feeding power distribution stations SP1, SP2, and SP7 shown in the figure are
are composed of current relays K1, K2, K7..., and the excitation wire rings I1, I2, I7... are connected between the feeder wire PF and the field trolley wires T1, T1'. normally closed switches S1, S2,
S7... Feeder wire PF and armature trolley wire T
2, T2', and the running path 1,
1' electric vehicle, like M3, has its collector P1,
P2 and P3 are field trolley wires T1 and T, respectively.
1', armature trolley wire T2, T2', return line RL
The electric motor of the electric vehicle travels in the direction of arrow A in the figure by being independently supplied with field current and armature current from feeder line PF.

Therefore, now, the direction of travel between stations behind the direction of travel of the electric vehicle is
At LL, the trailing side feeder section t1 of electric vehicle M3
1. If the following electric vehicle M4 (not shown) approaches T21, the preceding electric vehicle M3 has SP.
Since the field current is supplied through the excitation ring wire I2 of No. 2, the normally closed contact switch S2 is opened, and the armature trolley wire of the trailing side feeding section t21 becomes unpressurized. As a result, the following electric vehicle M4 is supplied with field current from SP1-I1-t11, but no armature current is applied.
Dynamic braking of the electric motor is performed according to the approaching speed of the following electric vehicle M4, and the electric vehicle is decelerated, thus blocking the feeding section one place behind the feeding section of the preceding electric vehicle. This means that it has been done.

Next, the premises section L sandwiched between the inter-station running sections LL and LL' is branched from the running road 1 on the rear side,
A main traveling route 2 and a secondary traveling route 2', which merge at the traveling route 1' on the far side, are provided as double tracks with station ST in between.

The main running route 2 and the auxiliary running route 2' are provided with a field trolley wire t1 and an armature trolley wire t, respectively.
2, and a sub-main trolley line t' consisting of a field trolley line t1' and an armature trolley line t2'. A retrace line RL′ parallel to the retrace line RL is branched along the retrace line RL.

The above-mentioned on-premises trolley main line t and field on-premises trolley line t' have first, second, third, and fourth insulation division points A3, A4, A5, A6, A3, A4', B5',
By insulating section A6', the deceleration feeder section L1 toward the preceding side is sequentially decelerated, the station feeder section L2,
Field trolley wires t13, t14, t13', t1 forming the acceleration feeding section L3, and in the deceleration feeding section L1 and the station feeding section L2.
The in-plant trolley wire for the armature corresponding to 4' has a branch-side steady unpressurized deceleration section L11 and a branch-side steady current limiter by the first and second insulation division points A, A', AA, and AA', respectively. Pressurization, deceleration section L where no pressure is applied when blocked
12. Steady pressurization/deceleration section L11, branch side steady current limited pressurization, station section L21 with no pressurization when blocked, and station section L2 with steady current limited pressurization, no pressurization when blocked
It is divided into two parts.

Further, as shown in the figure, the first, second, third, and fourth on-premises feeding distribution stations SP3, SP4, SP5, and SP6 are connected to the first, second, third, and fourth insulation distribution areas A3, A, respectively.
3', A4, A4', A5, A5', A6, A6', but the 1st premises feeding division
SP3 is the feeding section t immediately behind the armature trolley wire branch end of the feeder PF and off-premises trolley wire T, respectively.
22 is pressurized in a steady current limit state and is not pressurized when closed.
3, t13' is connected to provide steady source pressure, and the second on-site feeding section SP4 is connected to feeder line PF.
and branch-side steady current-limiting pressurization, branch trolley main line t in deceleration section L12 with no pressurization when blocked, and armature on-premises trolley wire t(23), t of the sub-main line t'.
(23)' is pressurized with limited current in a steady state and unpressurized when closed, and the field trolley wire t14 of the main line t and the sub-main line t' in the station energized section L2,
In order to apply constant source pressure to t14', the armature trolley wire t of the pressurized station section L21 is
24 and t24' are connected to apply constant current-limiting pressure.

Furthermore, the third on-premises feeding section SP5 has a main on-premises trolley line t in the unpressurized station area L22 and an on-premises trolley line t for the armature on the secondary main line t'.
(24), t(24)' is pressurized with a steady current limit, and the same main line t in the acceleration feeding section L3,
On-site trolley wires t15 and t1 for field on the sub-main line t'
5', and the 4th premises trolley wire SP6 is connected to the feeder line PF and the acceleration feeder section L.
In order to pressurize the on-premise trolley wires t25 and t25' for the armature of the main line t and the sub-main line t' at a steady current limit, the energizing section t16 of the field trolley wire merging end of the off-premise trolley line T' is added. is connected to apply constant pressure.

In the above-mentioned example of the first on-premises feeding section SP3, there is a
The voltage dividing resistors R1 and R1', the excitation coils I3 and I3' of the current relay K3, and the red lighting signal lights R and R' are connected in series, and the feeder line PF
Normally closed switches S3, S3' of the excitation wire rings I3, I3' are connected in parallel between the branch end energizing section t22 of the armature trolley wire, and the voltage dividing resistors R1, R1' and the excitation wire Caution signal lights Y, Y' and one-way diode D are installed between the wheels I3 and I3', respectively.
The forward series circuit of 1 and D1' connects both on-premises trolley lines t14, t24, t14', in the pressurized stop section L21 of the main on-premises trolley line t and the sub-main line t'.
Conducted to t24'.

In addition, the second on-premises feeding division SP4 is exemplified as the on-premises trolley wires t14, t14' for stationary pressurized field in the station feeding section L2 on the same main line t and sub-main line t' as the feeder line PF, A4, AA, A, respectively, in section L21 on the branch side of section L2
A voltage dividing resistor R is connected between the insulated armature trolley wires t24 and t24' at points 4' and AA'.
2, R2', excitation coil I of current relay K4, K4'
4, I4' are connected in series, and the branch side deceleration section L12 in the same main line t and the same sub-main line t' as the feeder line PF is constantly pressurized, and for armatures that are not pressurized when blocked. On-premises trolley line t(23), t
(23)' between the voltage dividing resistors R2 and R, respectively.
2', normally closed switch S of excitation coils I4, I4'
4, S4' are connected.

Furthermore, in the example of the third on-premises feeding section SP5, the excitation wire ring I5 of the current relay K5 is the on-premises trolley wire for steady pressurizing field in the acceleration feeding section L3 on the main line t and the sub-main line t'. t15, t15'
Connect the voltage dividing resistor R3 connected to the feeder wire PF to the normally closed switch of the excitation coil I5,
The switch S5 is branch-connected to two normally open switches S0 and S0' which serve as transmitting operation parts, and these switches S0 and S0' are connected to transmitting signal lights G and S0', respectively.
G′ in the unpressurized station section L2, respectively.
It is connected to insulated armature trolley wires t(24) and t(24)' at points AA, A5, AA', and A5'.

Here, the starting relays B and B' are the excitation coil I,
By energizing I', the normally open switch S
0 and S0', but as long as one of the relays B and B' is energized and the normally open switch is closed, even if the other is energized, it will not be normally open. The switch is configured so that it is not closed, and the normally open switch is kept closed for a predetermined period of time by energization.

Next, the example of the fourth on-premises feeding section SP6 is equivalent to the feeding section SP1, SP2, SP7, etc. on the off-premises trolley lines T, T'.
The excitation wire loop I6 of the current relay K6 is connected between the feeder line PF and the feeding section t16 of the steady pressurized field trolley wire confluence end of the off-premises trolley wire T', and the excitation wire ring I6 of the current relay K6 is connected between the feeder line PF and the on-premises trolley The excitation line I
No. 6 normally closed switch S6 is connected, and furthermore, between the stationary pressurized field trolley wires t15, t15' in the acceleration feeding section L3 and the above-mentioned field trolley wire confluence end feeding section t16. A one-way diode D2 is interposed in the forward direction.

With the power supply circuit configured as above,
In order to implement the method according to the present invention, an electric vehicle that has traveled on the rear running road 1 in the manner described above must be stopped at a branch point on the entrance side of the premises section L between the main running road 2 and the secondary running road 2. For this purpose, a branching device (not shown) is installed at the branching point, and the device is actuated by the energizing current described later or by a signal obtained from this, thereby allowing the vehicle to proceed to the traveling path 2'. From the state where the main running road 2 is opened to road 1 and the secondary running road 2' is blocked, the main running road 2 is closed and blocked and the secondary running road 2' is opened to traffic. The branching device is configured to enable switching and restoration switching to the above-mentioned original state.

In such an embodiment, from the running route 1 to the premises section L
When the first electric vehicle M1, which is in the first odd-numbered relative order among the plurality of electric vehicles, enters the main traveling route 2 of (for return line) and collector P3 (for return line) are respectively in the deceleration feeding section L1, first at t13 and t.
23, since it comes into sliding contact with RL, the field trolley wire t13' of the deceleration feeding section L1 is PF.
-R1-I3-R is energized and is in a steady pressurized state, but the armature on-premises trolley wire t23 of the first deceleration energizing section L11 on the branch side corresponding to the trolley wire t13 is constantly energized. Therefore, only field current is supplied to the electric motor of the electric vehicle, and no armature current is applied to it. Therefore, due to the dynamic braking of the electric motor, electric vehicle M1 is prevented from entering the vehicle. The speed is reduced according to the speed.

On the other hand, the above-mentioned trolley wire t23 is a dummy that simply guides the current collector P2, and is a place that should not be pressurized at all times, so it can be omitted in some cases.

In the case shown in the figure, the voltage dividing resistor R1 is inserted and connected as described above, so by appropriately selecting the resistance value of R1, the ampere turns of the field can be reduced and the magnetic flux can be weakened. It is possible to perform a predetermined deceleration by reducing the degree of regeneration.

Next, the electric vehicle M1 moves to the second deceleration section L on the branch side.
12, in this case, the station feeder section L2
If there is no preceding electric vehicle in In-house trolley wire t for armature (2
3) is in a pressurized state, and the field trolley wire t13 is in a steady pressurized state as described above, so
From the trolley wire t23, the armature of the motor receives an input of a predetermined value weakened by the voltage dividing resistor R2, and as a result, the degree of deceleration in L11 is weakened and decelerated to a predetermined speed, or The vehicle then shifts to a predetermined guided speed and enters the next station electrified section L2.

Therefore, in the above-mentioned section L2, the collector P1 of the electric vehicle M1 first comes into sliding contact with T14, and the collector P2 with T24, and at this time, the armature premises trolley wire t14 is also connected to the first premises feeding section SP3 and the second premises feeding section SP3. PF-R1-Y-D1 and PF-R respectively by feeding power division SP4
2-Since it is in a pressurized state via I4, the electric vehicle M
1 maintains a predetermined deceleration or the induced constant velocity by selecting appropriate values of the voltage dividing resistors R1 and R2, and then enters the next unpressurized station area L22.

On the other hand, as described above, the electric vehicle M1 enters the station feeding section L21, and the feeding trolley t14, which is constantly pressurized, and the returning trolley RL become electrically connected, and at the same time, PF-R1-Y (yellow signal light )-D
The circuit section No. 1 also becomes conductive.

By activating the branching device using the fact of the conduction state as a signal, the main running road 2, which had been open to the running road 1, is closed, and the closed auxiliary running road 2' becomes the running road 1. At the same time, in the illustrated embodiment, the caution signal light Y is turned on, and therefore, in the case of manned operation, the following electric vehicle (relative relationship between multiple electric vehicles) traveling on the road 1 1st even number) M2
However, when the driver of M2 approached the feeder trolleys T12 and T22 immediately behind the branch end approach of off-premises trolley line T, the driver of M2 saw the Y light on and turned to sub-travel path 2'.
By confirming that there is no preceding electric vehicle in the station feeder section L2, it is possible to predict that the own electric vehicle will enter the sub-traveling path 2', and of course, the following second electric vehicle M2 will be stopped by the branching device. The vehicle will automatically enter the open secondary road 2'.

When the first electric vehicle M1 enters the next station section L22 from the station section L21 of the station electrified section L2, the field trolley wire at t14 is in a steady pressurized state, but at t24 The on-premises trolley wire for the armature is connected to a steady-state open switch that is closed only when the current relay wire for departure control is excited, so there is no power being fed from the 3rd on-premises feeding section SP5 and the situation is steady. Since it is in an unpressurized state, it is decelerated by dynamic braking as described above, and finally comes to a stop at a predetermined position at station ST (corresponding to position M2 in the diagram).

Next, the above-mentioned second electric vehicle M2 enters the sub-traveling path 2' which is in the open state by the switching of the branching device as described above from the traveling path 1, and enters the deceleration feeding section L1 of the premises trolley sub-main line t', and the station feeding area L1. In section L2, the first electric vehicle M1 on the above-mentioned on-premises trolley main line t
Under the same operation control, the field trolley wire t14' in the stop section L22 is
It will stop at a predetermined position of station ST (position M2 in the figure) in the feeder section of the armature yard trolley line t(24)', but here the electric vehicle M2 will stop at the feeder section L2 of the station ST. As the circuit section of PF-R1'-Y-D1', which is constantly pressurized in the same manner as above, becomes conductive, and this fact of conduction is used as a signal to activate the branching device. Road 1 and secondary road 2' are cut off, and road 1 and main road 2 are opened, and a caution signal is issued.
Y′ will light up yellow.

In this way, the two electric vehicles M1 and M2 stop on the main line and the sub-main line, the caution signals Y and Y' turn on in yellow, and the branch opens on the original main line side.

In the case of normal operation, the next third electric vehicle (the second odd-numbered relative rank among multiple electric vehicles) M
3 enters the main line side, passes through the same section L11, which forms the branch side deceleration section L1, and before passing the same section L12, M1 departs from the stop section L22, and M3 is the same as M1. Then, stop at stop section L22 on Main Line 2.

Next, we will discuss an abnormal situation, such as the departure of the preceding electric vehicles M1 and M2 being delayed for some reason.

Even in such a case, the third electric vehicle M3 will still enter the station main line running route 2 from the main line running route 1 on a regular basis, but as understood from the above description, it will first enter the deceleration section within the branching station In the same section L11 forming L1', deceleration is controlled by the station trolleys T13 and t23 on the main line 2 side, and then the next deceleration section L12 is entered, but in this case, the preceding side adjacent trolley t14 , t(24), the first
Since the electric vehicle M1 is stopped (at position M2 in the diagram), the section L12 is closed.

In other words, the excitation coil I of the second on-premises feeding section SP4
4 is energized, the normally closed switch S4 is opened, and the armature trolley wire T(23) is in a steady unpressurized state, so the third electric vehicle M3 performs dynamic braking. You will continue to receive
It stops in a deceleration section L12 set to a predetermined section length.

In the above case, when the third electric vehicle M3 enters the station deceleration section L11 on the main line 2 side,
Since the field trolley wire t13 (which is pressurized in steady state) and the main line side return line RL are electrically connected via PF-R1-I3-R, current flows in this circuit section.

Using this fact as a signal, the conduction current activates the branching device, and
By cutting off the main running road 2 and opening the main running road 1 and the secondary running road 2', the running road 1
A fourth electric vehicle M4 (not shown) following the third electric vehicle entering from the third electric vehicle can enter the sub-traveling path 2'.

This fourth electric vehicle M4 is controlled in the same manner as the third electric vehicle M3 on the premises trolley main line t.
The vehicle is decelerated at step 11, and then enters the same deceleration section L12 and comes to a stop.

Thus, the first, second, third, fourth electric vehicles M1, M2, M3,
M4 is automatically branched in turn and the first and third electric vehicles M1 and M3 are respectively routed to the main line side stop section L2.
The second and fourth electric vehicles M2 and M4 can be stopped at the secondary main line side stop section L2'.

In the above case, when the fourth electric vehicle M4 enters the deceleration feeding section L1 of the premises trolley sub-main line t', as already described for the third electric vehicle M3, the PF-R
Since t13' and the return line RL' are brought into conduction via 1'-I3'-R', a current flows in the same circuit section.

Using this fact as a signal, the branching device is activated, and as a result, the traveling road 1 and the secondary traveling road 2' are cut off, the same road 1 and the main traveling road 2' are opened, and the stop signal lights up.
R' lights up.

Furthermore, as mentioned above, the third and fourth electric vehicles are operated in the deceleration feeder section L1 on the main line 2 side and the sub-main line 2' side, respectively.
If there is a stop signal light R,
Not only does R' also light up, but both excitation wire rings I3 and I3' of the feeding section SP3 are excited, and the normally closed switches S3 and S3' are simultaneously opened, so that the Off-premises trolley wire T by SP3
The feeding section t22 closest to the armature trolley wire branch end entry side is closed.

That is, since the same section t22 changes from a steady pressurized state to a non-pressurized state, the following electric vehicle M5 of electric vehicle M4
(not shown) enters this section, dynamic braking will occur and the electric vehicle will stop in the blocked section.

In addition, if stop signal lights R and R' are installed as described above to display a red signal, in the case of manned operation, this can be seen before entering the premises section L, and stops will be made on the way. Not only will it be possible to drive while being aware of this, but in some cases it will also be possible to drive while being aware of manual emergency stops.

Now, as described above, the first, second, third, and fourth electric vehicles M1, M2, and M existing in the premises section L
3. When starting the M4, the operation will be controlled as follows.

First, by energizing the departure relay B, which is the start operation part of the third on-site feeding section SP5, its normally open switch S0 is closed, so at this time, the acceleration feeding section L3 is also connected to the The feeding trolley wire t16, t closest to the confluence of the off-premises trolley wire T'
If there is no electric vehicle in the 26th section (in the case of steady operation), the excitation coil I5 is not energized and its normally closed switch S5 is closed, so PF-R
The armature trolley wire t(24) of the station section L22 is pressurized via 3-S0-G, and the return line is
RL becomes conductive and the first electric vehicle M1 is stopped.
starts receiving electric current from the trolley wire t(24) and the field trolley wire t14, which is in a steady pressurized state, and the starting signal light G is activated.
(green) lights up.

Next, the first electric vehicle M1 moves to the acceleration feeding section L3.
Here, the field trolley wire t15, which is constantly pressurized via PF-I5 by the third on-site feeding section SP5, and the closed state of the fourth on-site feeding section SP6 are shown. Normally closed switch S6 located in
t25 is pressurized and brought into conduction with the return line RL, causing the electric vehicle M1 to run at an accelerated speed, leaving the premises section L on the main road 1 side and leaving the premises. The vehicle will enter the driving route 1'.

Therefore, as shown in the figure, the first electric vehicle M1 is SP5,
t16 and t26 in steady pressurized state due to SP6
When the trolley wire t26 is in the section of the off-premises armature trolley wire consisting of
However, under such conditions, in order to start the second electric vehicle M2 on the secondary main line 2' side, which is stopped, the departure relay B is turned on. Even if the normally open switch S0' is energized and the normally open switch S0' is closed, due to the presence of the first electric vehicle M1, the PF-I5 is
-D2-t16-RL is in a conductive state and current is flowing, so I5 is energized and its normally closed switch S5 is formed, so the in-plant trolley wire for the armature where the second electric vehicle M2 is stopped t(24)'
The section is in an unpressurized state, and the second electric vehicle M2 cannot depart.

Next, as the first electric vehicle M1 enters the adjacent feeding sections t17 and t27 from the illustrated position, the excitation wire ring I5 is de-energized and S5 is closed, so that the starting relay B' is As a result of the operation, the normally open switch S0' is closed, and the second electric vehicle M2 starts moving.

This second electric vehicle M2 operates on the secondary main line 2' in a steady state, as explained for the first electric vehicle M1.
Starting from L22 on the side and sequentially accelerating feeding section L3,
Off-premises trolley front end feeder section t16, t26,
The vehicle then travels to the adjacent feeding sections t17 and t27.

In this way, the first electric vehicle M1, the second electric vehicle M
2 passes through the stop section L2 on the main traveling road 1 side and the sub-traveling road 2' side as described above,
Each excitation wire ring I4 of the second on-site feeding division SP4,
I4' is de-energized, the open normally closed switch is closed, and the third and fourth electric vehicles M3 and M
Branch side deceleration section L12 where 4 had stopped until then
In-house trolley wire t(23), t for armature in
(23) Pressure is applied to the normally closed switches S4 and S, respectively.
4', respectively, and the electric vehicles M3,
Since the return wires RL and RL' are in a conductive state through M4, the field field in-plant trolley wires t13 and t13', which are in a steady pressurized state, are also in a conductive state, respectively. 3rd and 4th electric vehicle M
3, M4 can be started and stopped at the predetermined position in the electric feeder section L2 of each station in sequence.

Further, by activating the departure relays B and B' of the third and fourth electric vehicles M in this order, the third and fourth electric vehicles M start from L22, which forms the stop section t2, as in the case of the first and second electric vehicles M1 and M2. , the acceleration feeding section L3, the merging end feeding section of the off-premises trolley line 1', and the neighboring feeding section at the same end.

Here, as mentioned above, the starting relays B and B' are
For example, as long as S0 is closed due to the operation of B,
The other B' and S0' are made so that they do not operate, and when the first electric vehicle M1 starts moving, at least the first electric vehicle M1 is one step away from the next main line 2 side acceleration feeding section L3.
If S0 is kept closed for a predetermined period of time until it leaves the t26 and t16 feeding trolley wire sections, then when S0 is closed,
Even if B' malfunctions and S0' closes, M1 will further increase to 1.
The switch S5 is opened due to the load until the toe passes through the trolley line sections t16 and t26, and of course the armature trolley t(24)' is in an unpressurized state, and the stopped M2 cannot depart.

Therefore, it is doubly possible to prevent M1 and M2 from starting at the same time.

Furthermore, in practice, as the on-premises section L is full of electric vehicles M1 to M4, the following electric vehicle M5 (not shown) enters the feeder section t1, which is closest to the branch end of the off-premises trolley line 1. , in the case of stopping at t22, the following electric vehicle will start when the full capacity is resolved, but the electric vehicle M5 started at this time will be able to reach the same speed as during normal operation in the section of the premises. It is desirable to appropriately set the lengths of the feeder sections t12 and t22 so that the vehicle can enter at an accelerated rate.

In addition, as described above, the electric vehicles from the running route 1 are transferred to the main running route 2 and the sub-running route 2' in accordance with the running order.
When stopping and starting the train alternately, in order to do this at the minimum driving time interval, for example, after the first electric vehicle M1 is at L22 and stopped for a predetermined time, the acceleration feed section L3 and then t16, It would be sufficient to start the second electric vehicle M2, which had been stopped for a predetermined time, at the same time as it exits the feeding section at t26, but in reality, in order to do so, the third electric vehicle M3 must start the deceleration feeding section L12. It is necessary to ensure that the second electric vehicle M2 has already passed through the L22 section by the time it enters the section, and for this reason, the conditions for deceleration and acceleration, the speed at which it enters the section, the speed at which it exits the section, etc. Alternatively, it is a design problem to appropriately set the feeding section length of the off-premises trolley wire, the section lengths of L1, L2, L3, etc., and to also appropriately set the above-mentioned voltage dividing resistance.

In the illustrated embodiment, if the feeding circuits constituting the first and second deceleration sections L11 and L12 are one unit and one or more sets are added, the control of the electric vehicle increases with each additional unit. The number increases by two.

As is self-evident, in the case of the present invention, the electric vehicles that have been branched into the premises due to the blockage of the feeding circuit of the electric cars enter a merging state by traveling in the off-premises inter-station travel sections L and L' under predetermined control.

Therefore, the present invention also includes a merging system for electric vehicles.

As described above, the present invention provides a station in which a plurality of electric vehicles traveling toward a station on a running route are divided and controlled according to the order of approach, such as even numbers and odd numbers, to the main line of the running route. In the branch operation control system, a power supply circuit with appropriate feeder classification is configured for the inter-station running sections LL and LL' and the inter-station section L sandwiched between them, and from the running route 1 of the following inter-station running section. When the first electric vehicle M1 enters the main running road 2 (or the sub-running road 2') in the premises section L, the first on-premises feeding section SP3 is used to maintain steady state in the first deceleration feeding section L11. The field trolley wire of the main trolley line t13 (or sub-main line t13') in the state and the armature trolley wire t23 or t23' of the steady non-pressurized deceleration section on the branch side decelerate the motor by dynamic braking. In response, in the second deceleration section L12, the pressurized armature on-premises trolley wire and the field field on-premises trolley wire are connected to the return line RL,
RL' conducts and conducts the regulated energized running, and then, by entering the station energized section L21, the feeding current flows from the first on-premises energized section SP3 to the on-premises trolley line in the same section. is used to operate the branching device to interrupt the open state between the running road 1 and the main (or secondary) running road 2, and to open the running state between the running road 1' and the secondary (or main) running road 2'. Furthermore, after the first electric vehicle continues running on the fed electricity regulated by the second on-premises feeding classification specification SP4 in the first station section L21, it switches to the pressurized state in the second station section L22 on the merging side. The field trolley wire and the unpressurized armature trolley wire are used to stop the station at the station using dynamic braking of the electric motor, and then the secondary (or main) running state is opened by switching the branch device. The second electric vehicle M2, which has entered road 2' from traveling route 1, performs the same driving control as the first electric vehicle M1 in the deceleration feeding section of the premises trolley sub-main line (or main line) and the station feeding section. In response to this, the vehicle is stopped in the unpressurized stopping section on the merging side, and a branching device using the same feeding current as the one described above is activated when the motorized vehicle enters the energized section of the stop, thereby connecting the same traveling route 1 and the secondary ( Or, the connection with the main (or secondary) running road 2' is cut off, and the state is switched to the state where the running road 1 and the main (or secondary) running road 2 are opened, and the third electric vehicle enters the open main (or secondary) running road. In this case, the first deceleration section L on the main line (or sub-main line) of the on-premises trolley
11, the vehicle receives deceleration control in the same way as the first electric vehicle, and in the second deceleration zone L12, the first electric vehicle stops in the station area L22 of the station electric vehicle area L2, so the second electric vehicle is decelerated. The third electric car is stopped in the section L12 by using the unpressurized armature on-premises trolley wire and the pressurized field on-premises trolley line at the separation station SP4, and this third electric car By entering the first deceleration section L11 as described above, the field trolley wire is in a steady pressurized state by the first on-premises feeding section SP3.
Using the current generated when the return line RL is in a non-conductive state via the third electric vehicle M, the running road and the main (or sub) running road, which had been open until then, are cut off, and the running road and the sub (secondary) running road are cut off. Alternatively, the main (or main) running road can be opened, and the fourth electric vehicle entering from the running path can be introduced into the secondary (or main) running path, and the on-premises trolley sub-main line (or main line) equivalent to the above-mentioned third electric car can be opened. By performing deceleration control in the first deceleration zone L11, stopping the fourth electric vehicle in the second deceleration zone L12, and causing the fourth electric vehicle to enter the first deceleration zone L11 as described above,
The on-site trolley wire for the field is the 1st on-site feeding section.
Since it is in a steady pressurized state due to SP3, using the current when the return line RL' is in a non-conductive state via the fourth electric vehicle, By switching the running road and the main (or sub) running road to open, the first, second, third, 4th electric car M1~
M4 is sequentially and alternately branched to the main traveling route 2 or the sub-traveling route 2' to stop the first and third electric vehicles and the second and fourth electric vehicles M1 to M4, respectively. The main driving route 2 alternates between these in driving order.
It is possible to automatically enter the sub-traveling path 2' reliably and safely and stop the vehicle.

Next, in the present invention, the first, second, third, and fourth electric vehicles M1 to M4 stopped as described above are further provided.
Regarding this, first, by activating one of the start actuating parts of the third on-site electrification section SP5, the armature trolley wire t24 or t24' of the merging station section L22 where the first electric vehicle M1 is stopped is applied. the first electric vehicle is started by feeding electricity by applying pressure to the return line RL via the electric vehicle M1 and bringing it into a non-conducting state with the trolley wire and the field trolley wire in a pressurized state; This was made to enter the accelerated feeder section L3, and in the same section, the third on-site feeder section SP5
The field trolley wire t15 or t15' is pressurized by the field trolley wire t15 or t15', and the armature trolley is pressurized by the fourth on-site feeding section SP6 and is brought into conduction with the return line RL' via the same electric vehicle. Line t25 or t2
5', and then the first electric vehicle M1
By entering the feeding section at the convergence end of the off-premises trolley line established on the running path of the running section LL' between stations on the far side, the 4th and 3rd on-site feeding section SP
6. When the field trolley wire t16 is constantly pressurized by SP5, the armature trolley wire t26, which is pressurized by the electric distribution station SP7, is connected to the return wire RL via the same electric vehicle. state, and the first electric vehicle M1M1 enters the adjacent feeder section t17, t27.
Since it is in a conductive state with t15-D2-t16-M1-RL, the coil I5 is energized, and the normally closed switch S5 is opened, resulting in an unpressurized state at t24 and t24'.

In other words, even if the other starting actuator of the third on-premises feeding section SP5, where the second electric vehicle is to be started, is operated, the electric motor in the merging side unpressurized stopping area section where the second electric vehicle stops is not activated. The third on-premises feeding section SP5 is configured so that it is impossible to pressurize the secondary on-premises trolley wire,
The feeding section t of the first electric vehicle M1 adjacent to the preceding phase described above
17, by the operation of the start operation unit after entering t27, the second electric vehicle is started from the stop section L22 in the same manner as the first electric vehicle M1, and is sequentially accelerated to the acceleration genetic section L3 and the off-premises trolley line confluence end electric section. t
16, t26, feeding section t17 next to its preceding phase,
t27, and the first electric vehicle M1 and second electric vehicle M2 responded by passing through the stop section L22.
The armature trolley wire t2 in the deceleration section L12 where the third electric vehicle and the fourth electric vehicle M4 were stopped, respectively.
3. Pressure is applied to t23', and the return wires RL and RL' are brought into a non-conducting state via the above-mentioned electric vehicle, so that the same trolley wire and the field field trolley wire, which are in a pressurized state, are similarly connected. The state becomes electrically conductive, and the third electric vehicle M3 and the fourth electric vehicle M4 are started, and then stopped in the energized section of each stop, and then the third electric vehicle M3 and the fourth electric vehicle M4 are started. The first electric vehicle M1M is activated by sequentially operating the respective start operation parts
1. In the same way as the second electric vehicle M2, it will start from the unpressurized stop section on the merging side, run in the acceleration feeding section, the off-premises trolley line merging end feeding section, and the preceding neighboring feeding section in sequence. Therefore, the first electric vehicle M1,
It is possible to start and stop the second electric vehicle M2, then the third and fourth electric vehicles M3 and M4, which are parked and waiting in the premises, and also to start the third and fourth electric vehicles. It is possible to efficiently control the operation of an electric vehicle by running the electric vehicle at extremely short intervals, allowing sufficient and necessary stopping time at stations.

[Brief explanation of the drawing]

The figure is a circuit diagram showing an example of a power supply circuit that can be used to implement the operation control method according to the present invention. 1, 1'...Travel route, 2...Main route, 2'...
Sub-travel path, PF...feeder line, RL, RL′...return line,
M1 to M4...first electric vehicle to fourth electric vehicle, A1,
A2, A7...Insulation section, A3, A4, A
5, A6, A3', A4', A5', A6'...1st
Insulation section - 4th insulation section, A, A'...First insulation section, AA, AA'...Second insulation section, SP1, SP2, SP7...Feeding section,
SP3...1st on-premises feeding section, SP4...2nd on-premises feeding section, SP5...3rd on-premises feeding section,
SP6...4th on-site feeding section, L...internal section, LL, LL'...inter-station running section, L1...deceleration feeding section, L2...station feeding section, L3...accelerating feeding section Section, L11...First deceleration section, L12...
...Second deceleration section, L21...First stop section, L22...Second stop section, ST...Station,
T, T'... Trolley wire outside the premises, T1, T1'... Trolley wire for field, T2, T2'... Trolley wire for armature, t... Main trolley line within the premises, t'... Sub main line of the trolley within the premises, t1, t1'...In-house trolley wire for field, t2, t2'...In-house trolley wire for armature, t13, t13'...Deceleration feeding section of on-site trolley wire for field, t14, t14'... ...The station feeder section of the field field trolley line, t1
5, t15'...Acceleration feeding section of field on-premises trolley wire, t16...Field trolley wire branch end feeding section, t22...Armature trolley wire branch end feeding section, t23, t23' ...First deceleration section of armature on-premises trolley wire, t23', t(2
3)'...Second deceleration section portion of armature on-premises trolley line, t24, t24'...First stop section section of armature trolley line, t(24), t
(24)'...Second stop section section of the armature on-premises trolley line, t(25), t(25)'...Acceleration feeding section section of the armature on-premises trolley line, t12
and t22...Outside trolley wire branch end feeder section, t
16 and t26...Outside trolley wire merging end feeding section, K1, K2, K3, K3', K4, K4', K
5, K6, K7...Current relay, I1-I7...
Excitation wire ring of current relay, I3', I4'... Excitation wire ring of current relay, S1 to S7... Normally closed contact switch of current relay, S3, S4'... Normally closed contact switch of current relay, R1, R1', R2, R2', R3
...Divider resistor, D1, D2...One-way diode, B, B'...Departure relay, I, I'...Excitation wire ring of departure relay, S0, S0'...Standard of departure relay Open switch.

Claims (1)

[Scope of Claims] 1. The feeder line PF and return line RL for power return are provided along the entire running route, and the inter-station running section of the running route is provided.
The running paths 1 and 1', which are LL and LL', are equipped with field trolley wires T1 and T, which are insulated and divided into feeding sections of a predetermined length by insulation division points A1, A2, A6, and A7.
1', armature trolley wires T2, T2' are installed outside the premises trolley wires T, T' and are connected to the feeder line PF at the feeder division stations SP1, SP2, SP6, SP7. Each insulation section A1, A2, A
6, A7 field trolley wires T1, T1'
feeding sections t11, t12, t16, t17 and feeding section t2 of armature trolley wires T2, T2'
0, t21, t26, and t27, current is collected from these trolley wires separately via field collector P1 and armature collector P2, and return wire is collected via collector P3. In addition to returning power to the RL to enable the electric vehicle to run freely, the corresponding feeding section SP2 responds by feeding electricity to the feeding section during which the electric vehicle is running, so that the following side of the feeding section The power supply to the armature trolley wires T2 and T2' in the electric section is cut off, and the following electric vehicle entering the adjacent electric section is decelerated within the same electric section by dynamic braking of its electric motor. In the yard section L sandwiched between the station-to-station running sections, there are a main running road 2 and a sub-running road 2' that branch from the following running road 1 and merge at the preceding running road 1'. It is set up between the
The main running path 2 and the sub-running path 2' are provided with an on-site trolley main line t consisting of an on-site trolley line t1, t1' for the field and an on-site trolley line t2, t2' for the armature, respectively.
and return lines RL and RL' are installed along the premises trolley sub-main line t' and the main line and sub-main line, respectively, and at least first, second, third, and fourth insulators are installed on these premises trolley main line t and sub-main line t'. Separation points A3, A4, A5, A6,
A3', A4', A5', and A6' are insulated and the respective deceleration feeder sections L1 and station feeder sections L are insulated.
2. The armature trolley wires t2 and t2' of the acceleration feeding section L3 and the deceleration feeding section L1 and the station feeding section L2 are separated at the first and second insulation section points A, AA, A. ', AA' are divided into a first deceleration section L11 and a second deceleration section L12, and a first deceleration section L21 and a second deceleration section L22, respectively, for the armature of the feeder line PF and off-premises trolley wire. Trolley wire branch end feeding section t22, deceleration feeding section L
The 1st feeding section SP3 is located between the main field trolley line t and the field trolley line of the secondary main line t' in 1.
, the feeder line PF, the main line t of the on-site trolley in the second deceleration section L12, the on-site trolley wire for the armature on the sub-main line t', the on-site trolley line for the armature on the main line t of the on-site trolley in the station feeding section, and the on-site trolley for the field on the sub-main line t'. The second feeding section SP4 is installed between the line and the armature trolley line of the first station section, and the second feeding section SP4 is installed between the feeder line PF and the second
The main on-premises trolley line t and the sub-main line t' for the armature on-premises trolley line in the stop section L12, the on-premises trolley main line t and the sub-main line in the acceleration feeding section L3.
The third on-site feeding section SP5 is installed between the field trolley line for the field at t', the on-premises trolley main line in the acceleration feeder section L3, the sub-main line t', the on-premises trolley line for the armature, and the outside. A fourth on-site feeding section SP6 will be established between the trolley line T' and the feeder section t16 at the convergence end of the field trolley line, and the subsequent station running section will be
When the first electric vehicle M1, which is in the first odd-numbered position relative to a plurality of electric vehicles, enters the main traveling path 2 or the sub-traveling path 2' in the premises section from the traveling path 1 of LL, the deceleration feeder section L1 In this case, the field trolley wires t1, t1' of the main trolley line (or sub-main line) which are in a steady pressurized state by the first on-site feeding section SP3 and the steady unpressurized state of the first deceleration section L11. In the second deceleration section L22, the armature on-premises trolley wire and the above-mentioned field on-premises trolley line are pressurized by the second on-premises feeding section SP4. Then, by entering the station electrified section L21, the on-premises trolley main line t of the main running route 2 or sub-running route 2' of the same section from the 1st on-premises electrified section SP3 is conducted. , by operating a branching device using the feeder current flowing into the secondary main track t', the open state between the running road 1 and the main (or sub) running road 2 is interrupted, and the running state between the running road 1 and the main (or sub) running road 2 is interrupted. Furthermore, the first electric vehicle M1 continues to run under the restrictions of the second on-premises feeding section SP4 in the first station section L21, and then switches to the second on-site feeding section SP4. 2 stop section L
At step 22, the train is brought to a stop at the station using dynamic braking of the electric motor using the pressurized field field trolley wire, and then transferred to the secondary (or main) running road 2' which is in the open state by switching the branching device. Even-numbered first relative rank among multiple electric vehicles that entered from driving route 1
The second electric vehicle M2 is under the same driving control as the first electric vehicle in the deceleration feeding section L1 of the premises trolley sub-main line 2' (or main line) and the station feeding section L2. In addition to stopping at the station section 2', the electric vehicle enters the energized section of the station and activates a branching device using the same feeding current as above, thereby connecting the traveling route 1 and the secondary (or main) traveling route 2'. The open state of the running road 1 and the main (or sub) running road 2 are switched to the open state of the running road 1 and the main (or sub) running road 2, and the third electric vehicle M3, which is the second odd-numbered electric vehicle in the relative order among the plurality of electric vehicles, opens the road. When entering the main (or secondary) running path 2, the trolley on the premises trolley main line t (or secondary main line) is subjected to deceleration control in the first deceleration section L11 in the same manner as in the case of the first electric vehicle M1. , in the second deceleration section L12, the first electric vehicle M
1 is the second station section L2 of the station feeder section L2
2, the armature on-premises trolley wires t2, t2' are unpressurized by the second on-premises feeding section SP4, and the field on-premises trolley wires t1, t1' are in a pressurized state. As a result, the third electric vehicle M3 is stopped, and the third electric vehicle M3 enters the first deceleration zone L11 as described above, so that the field field trolley wires t1, t1' Using the current generated when the on-site separation point SP3 is pressurized, the previously open running road 2' and the main (or sub) running road 2 are cut off, and the secondary (or main) running road 2' is cut off. The fourth electric vehicle M4, which is the second even-numbered electric vehicle in relative order among the plurality of electric vehicles entering from the traveling route 1, is introduced into the sub (or main) traveling route 2', and the third electric vehicle car M3
equivalent to on-premises trolley sub-main line (or main line) 2'
By performing deceleration control in the first deceleration zone L11, stopping the fourth electric vehicle M4 in the second deceleration zone L12, and causing the fourth electric vehicle M4 to enter the first deceleration zone L11 as described above, Using the current generated when the field field trolley wires t1 and t1' are pressurized by the first campus division station SP3, the running road 2 and the sub (or main) running road 2', which had been open until then, are connected to each other. By switching between the main (or secondary) driving path 1 and the main (or secondary) driving path 1, each electric vehicle entering the main driving path 2 and the secondary driving path 2' of the premises section L from the driving path is The electric vehicle is characterized in that the electric vehicles having an odd relative rank and the electric vehicles having an even number in a relative rank are stopped on the main running road 2 and the auxiliary running road 2' of the premises by sequentially and alternately automatically branching. A branch operation control method in the premises due to blockage of the car's power supply circuit. 2 At the first on-premises feeding section SP3, due to the presence of electric vehicles in both the on-premises trolley main line t and the on-premises trolley sub-main line t2' feeding section, 2. The on-premises branch operation control system by blocking the feeding circuit of an electric vehicle according to claim 1, characterized in that pressurization to the branch end feeding section T22 is cut off. 3 At the 1st premises feeding division SP3, there are feeder line PF, premises trolley main line t, premises trolley sub-main line t2'.
The voltage dividing resistors R1, R1' and the excitation wire rings T3, T3' of the current relay are connected in series between the field trolley wires in the deceleration feeding section L1, respectively, and the feeding wire PF and Connection configuration in which normally closed switches S3 and S3' of excitation wire rings I3 and I3' of each of the above-mentioned current relays are connected in parallel between the armature trolley wire branch end feeding section t22 of the off-premises trolley wires T and T'. 2. A branch operation control system for an electric vehicle based on blockage of a feeding circuit according to claim 1, characterized in that the method uses a system that uses 4 At the first on-premises feeding division SP3, there are wires between the feeder line PF and the on-site trolley lines t1 and t1' for field in the deceleration feeding section L1 of the on-premises trolley main line t and on-premises trolley sub-main line t'. , voltage dividing resistor R1, R
1', the excitation wire rings I3, I3' of the current relay, and the stop signal lights R, R' are connected in series, respectively, and the armature trolley wire branch end feeder section t22 of the feeder line PF and the off-premises trolley wires T, T' is connected in series. Between the normally closed switches S3 and S of the excitation coils T3 and T3' of each of the current relays,
2. A branch operation control system for an electric vehicle in accordance with claim 1, characterized in that the system uses a system in which the circuits 3' are connected in parallel. 5. When the electric vehicle enters the station electrified section L2 of the main trolley line t and the sub-main line t2' of the premises trolley, the first
The present invention is characterized in that the electric current used to pressurize the main trolley line t and the sub-main line t' of the station feeder section, respectively, is used through the one-way diode D1 branched from the premises feeder section SP3. A branch operation control system for an electric vehicle based on blockage of a feeding circuit according to claim 1. 6. When the electric vehicle enters the station energized section L2 of the main trolley line t and the sub-main line t2' of the premises trolley, the first
When using the feeding current to pressurize the main trolley line t and the sub-main line t' of the station feeding section L2 through the one-way diode D1 branched from the premises feeding section SP3, the current is 2. A system for controlling on-premises branch operation by blocking a power feeding circuit of an electric vehicle according to claim 1, wherein the current is caused to flow through voltage dividing resistors R1 and R1'. 7 When an electric vehicle enters the station feeder section L2 of the main trolley line t and the secondary main line t' of the premises trolley,
As a signal for operating the branching device, pressure is applied to the main trolley line t and sub-main line t' of the station trolley in the station feeding section L2 through the one-way diodes D1 branched from the first on-premises feeding section SP3. Branch operation within a premises due to blockage of the feeding circuit of an electric vehicle according to claim 1, characterized in that when the feeding current is used, each caution signal Y, Y' is lit by the current. control method. 8 At the second on-premises feeding division SP4, there are the field-use on-premises trolley lines t1, t1' and the first Stop section L2
Voltage dividing resistors R2, R2' and excitation wire rings I4, I4' of the current relay are connected in series between the trolley wires t2, t2' for the armature of No. 1, respectively, and the feeder wire PF
The normally closed contact switches S4, S4' of each of the current relays are connected between the on-premises trolley wire t and the on-premises trolley wire t2, t' for the armature in the second deceleration section L22 of the on-premises trolley sub-main line t', respectively. 2. A branch operation control system for an electric vehicle based on blockage of a feeding circuit according to claim 1, characterized in that a device configured by connecting is used. 9 Feeder line PF and return line RL for power return are installed along the entire running route, and the running section between stations on the running route is
The running paths 1 and 1', which are LL and LL', are equipped with field trolley wires T1 and T, which are insulated and divided into feeding sections of a predetermined length by insulation division points A1, A2, A6, and A7.
1', armature trolley wires T2, T2' are installed outside the premises trolley wires T, T' and are connected to the feeder line PF at the feeder division stations SP1, SP2, SP6, SP7. Each insulation section A1, A2, A
6, A7 field trolley wires T1, T1'
feeding sections t11, t12, t16, t17 and feeding section t2 of armature trolley wires T2, T2'
0, t21, t26, and t27, current is collected from these trolley wires separately via field collector P1 and armature collector P2, and return wire is collected via collector P3. In addition to returning power to the RL to enable the electric vehicle to run freely, the corresponding feeding section SP2 responds by feeding electricity to the feeding section during which the electric vehicle is running, so that the following side of the feeding section The power supply to the armature trolley wires T2 and T2' in the electric section is cut off, and the following electric vehicle entering the adjacent electric section is decelerated within the same electric section by dynamic braking of its electric motor. In the yard section L sandwiched between the station-to-station running sections, there are a main running road 2 and a sub-running road 2' that branch from the following running road 1 and merge at the preceding running road 1'. It is set up between the
The main running path 2 and the sub-running path 2' are provided with an on-site trolley main line t consisting of an on-site trolley line t1, t1' for the field and an on-site trolley line t2, t2' for the armature, respectively.
and the station trolley sub-main line t', and the sub-travel route 2' has a return track RL along the station running route.
A sub-return line RL' is installed in parallel to
The field trolley wires t1 and t1' are insulated and sectioned to form a deceleration feeder section L1, a station feeder section L2, and an acceleration feeder section L3 in sequence, and these deceleration feeder sections L1 and the stop feeder section L1 are connected to the stop feeder section L1. The armature trolley wires T2, T2' of the electrical section L2 are divided into the first deceleration section L11, the second deceleration section L12, and the first deceleration section L12 by the first and second insulation section points A, A', AA, AA', respectively. It is divided into a station section L21 and a second station section L22, and the branch end of the armature trolley wire of the feeder PF and off-premises trolley lines T and T' feeds section t22, and the on-premises trolley main line in the deceleration feeding section L1. t, the first feeding section SP3 is installed between the field trolley lines t1 and t1' of the secondary main line t', and the premises trolley main line t and the secondary main line t' are located between the feeding line PF and the second deceleration section L11. on-premises trolley lines t2, t2' for the armature, on-premises trolley main line t in the station feeder section L2,
A second on-site feeding section is provided between the field on-premises trolley lines t1, t1' of the sub-main line t' and the armature on-premises trolley lines t2, t2' of the first station section L11.
SP4 is connected to the feeder line PF, the in-premises trolley main line t in the second station section L22, the armature in-premises trolley lines t2 and t2' of the secondary main line t', and the acceleration feeder section L3.
The third on-site feeding section SP5 is installed between the field trolley wires t1 and t1' of the main on-premises trolley line t and the sub-main line t', and the third on-site feeding section SP5 is installed between the feeder line PF and the accelerated feeding section L3.
The on-premises trolley main line t, the armature on-premises trolley wires t2, t2' of the sub-main line t', and the field trolley wire merging end feeding section t1 of the off-premises trolley lines T, T'
A fourth on-premises feeder separation station SP6 is interposed between each of the electric vehicles and 6, and the relative ranking among multiple electric vehicles is established from the running route 1 of the following station running section to the main (or sub) running route 2 of the on-premises section. First odd-numbered first electric vehicle M1
When entering the deceleration feeding section L1, the field trolley wires t1, t1' of the main premises trolley line 2 (or sub-main line) are brought into a steady pressurized state by the first premises feeding section SP3. and the first deceleration section L1
In the second deceleration section L12, the armature on-premises trolley wires t2, t2' are pressurized by the second on-premises feeding section SP4. t2' and the above field field trolley wires t1 and t1', a regulated electric feeding run is performed, and then the station electric feeding section L2
By entering the 1st premises feeding distribution station SP3
Field trolley wires t1, t1' in the same section from
The branching device is operated using a current flowing into the main (or sub) road 2 through the one-way diode D1, thereby interrupting the open state between the running road 1 and the main (or sub) running road 2. (or the main) driving route 2' is switched to the open state, and furthermore, the first electric vehicle M1 continues running on the feeder regulated by the second on-premises feeder separation station SP4 in the first stop section L21, and then In the second station section L22, the motor stops at the station using dynamic braking using the pressurized field trolley wires t1, t1' and the unpressurized armature trolley wires t2, t2'. Then, the relative ranking among the plurality of electric vehicles that have entered from the traveling road 1 to the secondary (or main) traveling road 2' which is in the open state by switching the branching device is an even-numbered first.
The second electric vehicle M2 is on the premises trolley sub-main line.
t' (or the main line) in the deceleration feeder section L1 and the station feeder section L2, the same electric vehicle M1 is subjected to the same driving control as the first electric vehicle M1, and is stopped in the second stop section. M2 station electric section L
2, the branching device is operated using the same energizing current as described above, thereby interrupting the open state between the running road 1 and the secondary (or main) running road 2', and connecting the running road 1 and the main (or main) running road 2'. When the third electric vehicle M3, which is the second odd-numbered electric vehicle in the relative ranking among the plurality of electric vehicles, enters the open main (or secondary) traveling road 2, The first deceleration section L on the premises trolley main line 2 (or sub-main line)
At No. 11, the first electric vehicle M1 is subjected to deceleration control in the same manner as in the case of the first electric vehicle M1, and in the second deceleration section L12, the first electric vehicle M1 is stopped at the second station section L22 of the station feed section L2. , the third electric vehicle is connected to the armature on-premises trolley wires t2, t2' which are unpressurized by the second on-premises feeder section SP4 and the field field trolley wires t1, t1' which are in a pressurized state. By stopping the M3 in the second deceleration zone L12 and the third electric vehicle M3 entering the first deceleration zone L11 as described above, the field field trolley wires t1 and t1' are transferred to the first deceleration zone L12. Using the current generated when the pressurized state is reached by SP3, the running road 1 and the main (or sub) running road 2, which had been open until then, are cut off, and the running road 1 and the sub (or main) running road 2' are connected to each other. Switching to open traffic, the relative ranking of multiple electric vehicles approaching from road 1 is the 2nd even numbered 4th
The electric vehicle M4 is introduced into the sub (or main) running path 2', and similarly to the third electric vehicle M3, deceleration control is performed in the first deceleration section L11 of the on-premises trolley sub-main line t' or the main line), and the second Fourth electric vehicle M4 in deceleration section L12
When the fourth electric vehicle M4 enters the first deceleration zone L11 as described above, the field trolley wires t1 and t1' are pressurized by the first yard separation point SP3. By using a current to cut off the running road 1 and the secondary (or main) running road 2', which had been open until then, and switching the running road 1 and the main (or secondary) running road 2 to open, Each electric vehicle that enters the main traveling route 2 and the sub-traveling route 2' of section L from the traveling route is automatically and alternately divided into the odd-numbered electric vehicles in the relative rank and the even-numbered electric vehicles in the relative rank. The armature of the second station section L22 where the first electric vehicle M1 is stopped is activated by stopping the vehicle and then activating one of the transmission actuators of the feeding section SP5 in the third premises. A field trolley wire t1, t which is in a pressurized state with the field trolley wire is in a pressurized state.
1' starts the first electric vehicle M1 by feeding power, and causes it to enter the acceleration feeding section L3,
In the same section L3, field trolley wires t1, t1' are pressurized by the third on-site feeding section SP5, and armature on-site trolley wires t2, t2 are pressurized by the fourth on-site feeding section SP6. ', and then the first electric vehicle M1 enters the off-premises trolley line confluence end feeder sections t16 and t26 provided on the running path 1' of the preceding side station-to-station running section. At t16 and t26, the 4th on-site electricity distribution station
Field trolley wire pressurized by SP6 and t
2, t2', the armature trolley wires T2, T2' pressurized by the first on-premises feeding section SP3 of the off-premises trolley wires T, T' are fed, and the first electric vehicle M1 is in the leading phase. Until the second electric vehicle M2 enters the next section, even if the other start operation unit of the third on-premises feeding section SP5, which should start the second electric vehicle M2, is activated, the second electric vehicle M2 will not start from the same section SP5. The second stop
On-site trolley wire t for armature of stop section L22
2. The third on-site electrification section SP5 is configured so that pressurization of t2' is not possible, and the start actuating section is activated after the first electric vehicle M1 enters the preceding section. , the second electric vehicle M2 is moved to the first electric vehicle M2.
The first electric car is started from the second stop section L22 in the same manner as the electric car M1, and sequentially runs to the feeder section, the off-premises trolley line confluence end feeder sections t16 and t26, and the adjacent feeder section before it. As M1 and the second electric vehicle M2 passed through the second stop section L22, the third electric vehicle M3 and the fourth electric vehicle M4 were stopped by the second on-premises feeding division SP4, which responded. The armature on-premises trolley wires t2, t2' in the second deceleration section L12 are pressurized, and as a result, the armature on-premises trolley wires t2, t2' and the field on-premises trolley lines t1, t1' which are in a pressurized state are A third electric vehicle M3 and a fourth electric vehicle M4 are started, respectively, and stopped in the feeder section of each stop in sequence. Operation control method. 10 There is a feeder line PF at the third on-site feeding section SP5.
A current relay K5 is connected between the field trolley lines t1 and t1' of the acceleration feeding section L3 on the main line t of the premises trolley and the sub-main line t' of the premises trolley,
The normally closed switch S5 of the same relay K5 connected to the feeder line PF is connected to the normally open switches S0 and S0' of the two starting relays K51 and K52, which are the transmitting actuating parts.
are branched and connected to both switches S5, S0,
S0' is connected to the armature trolley wires t2 and t2' of the second stop section L22 on the main on-premises trolley line t and the sub-main line t' on the on-premises trolley line t', respectively. The electric vehicle according to claim 9, characterized in that a one-way diode D2 is connected between the on-premises trolley wires t1, t1' and the off-premises trolley wire merging end feeding sections t16, t26. In-plant branch operation control method due to blockage of the feeding circuit. 11 There is a feeder line PF at the third on-site feeding section SP5.
A current relay K5 is connected between the field trolley lines t1 and t1' of the acceleration feeding section L3 on the main line t of the premises trolley and the sub-main line t' of the premises trolley,
The normally closed switch S5 of the same relay K5 connected to the feeder line PF is connected to the normally open switches S0 and S0' of the two starting relays K51 and K52, which are the transmitting actuating parts.
are branched and connected to both switches S5, S0,
S0' is connected to the armature trolley wires t2 and t2' of the second stop section L22 on the main trolley line t and the secondary main line t', respectively, and the departure relays K51 and K52 are connected to each other. While one switch is energized and the normally open switch is closed, energizing the other switch will not close the normally open switch, and the energization will keep the normally open switch closed for a predetermined period of time. A one-way feeder is used between the field trolley wires t1, t1' of the acceleration feeding section L3 and the field trolley wire merging end feeding sections t16, t26 of the off-premises trolley wire. 10. The in-plant branch operation control system based on blockage of a feeding circuit of an electric vehicle according to claim 9, characterized in that a diode D2 is connected. 12 There is a feeder line PF at the third on-site feeding section SP5.
A current relay K5 is connected between the field trolley lines t1 and t1' of the acceleration feeding section L3 on the main line t of the premises trolley and the sub-main line t' of the premises trolley,
The normally closed switch S5 of the same relay K5 connected to the feeder line PF is connected to the departure relay K5, which is the transmitting operation part.
1. Connect the normally open switches S0 and S0' of K52 separately, and connect both switches S5, S0, S0'
respectively on-premises trolley main line t and on-premises trolley sub-main line
The relays connected to the armature trolley wires t2 and t2' of the second stop section L22 at t' are used, and the departure relays K51 and K52 are
Claim 9, characterized in that a transmitting signal light G is interposed which is lit by a feed current flowing through the normally open switches S0, S0' when the normally open switches S0, S0' are closed by excitation of the switch S0, S0'. The on-premise branch operation control method due to blockage of the feeding circuit of an electric vehicle described in .