EP0032581B2 - Arrangement pour la détermination de l'aspect du signal à transmettre à un train - Google Patents

Arrangement pour la détermination de l'aspect du signal à transmettre à un train Download PDF

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Publication number
EP0032581B2
EP0032581B2 EP80108134A EP80108134A EP0032581B2 EP 0032581 B2 EP0032581 B2 EP 0032581B2 EP 80108134 A EP80108134 A EP 80108134A EP 80108134 A EP80108134 A EP 80108134A EP 0032581 B2 EP0032581 B2 EP 0032581B2
Authority
EP
European Patent Office
Prior art keywords
route
character
signal
assigned
transmitted
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP80108134A
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German (de)
English (en)
Other versions
EP0032581B1 (fr
EP0032581A2 (fr
EP0032581A3 (en
Inventor
Horst-Günter Ing.(grad) Gnest
Wolfgang-Dieter Dipl.-Ing. Granzow
Hans.Otto Ing.(Grad) Hartkopf
Adalbert Dipl.-Ing. Zillmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to AT80108134T priority Critical patent/ATE9775T1/de
Publication of EP0032581A2 publication Critical patent/EP0032581A2/fr
Publication of EP0032581A3 publication Critical patent/EP0032581A3/de
Publication of EP0032581B1 publication Critical patent/EP0032581B1/fr
Application granted granted Critical
Publication of EP0032581B2 publication Critical patent/EP0032581B2/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/08—Order transmission and reception arrangements for giving or withholding permission

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • the signal term to be activated on a light signal is derived from the combination of the start and destination button actuated for the route position.
  • a specific signal term is assigned to each possible key combination.
  • This method of selecting signal terms has disadvantages, particularly when an entire route is composed of several partial routes, as is the case, for example, with train routes across several signal box districts.
  • the signal term to be transmitted to a locomotive apart from special cases, is determined by the switches in the route and the length of the slip path in question. The permissible maximum speed can be specified for each position of each turnout and for each slide.
  • the speed values specified for the individual route elements of a train route to be set are to be evaluated in order to determine the signal term to be transmitted to an approaching train according to the rule: the lowest speed statement determines the signal term.
  • the lowest speed statement determines the signal term.
  • the route elements involved in the route are stimulated to deliver the speed statement assigned to them.
  • the various speed statements are received, checked and evaluated by a central receiving device, the so-called signal selection group.
  • the result of this evaluation, the lowest speed statement in each case, is then given via a ring line system to the relevant signal group of the route start element that is ready to receive.
  • the transmission of the signal term determined in this way to the approaching train takes place optically by means of light signals and / or electrically by train control devices which preferably act in a punctiform manner.
  • the described process of signal selection is brief.
  • the central receiving device is occupied for a maximum of 0.5 seconds.
  • there may be an undesired waiting dependency of several routes waiting for signal selection since any number of routes can work out their speed concept at the same time, but the central signal selection group is only available once and is used in a time-multiplexed manner.
  • the entire signal box is affected because none of the light signals or the point-acting train control devices can be controlled.
  • Speed values are fed into the track line system from the respective target element of a route, which - when they reach the start element - lead to the activation of a very specific signal term. So z. For example, if the target element showing “Halt” on the starting element of the route, the yellow signal is switched on and if the target element showing “Green” on the starting element of the route the green signal.
  • This system of signal concept selection is rigid in itself; it does not take into account that the danger point covered by a signal lies behind the signal location in the direction of travel and that the distance between the danger point and the signal location - the so-called slip path - can be of different sizes. A signal with a longer slip path can be approached by an approaching train set but at a higher driving speed than a signal with a shorter slip path.
  • the object of the present invention is to provide a device according to the preamble of claim 1, which for the determination of a signal term to be transmitted from a large number of possible signal terms without an elaborate multi-core track cable system for the advancement of speed values, which requires the determination of the transmitting signal term includes the distance between the respective target element and the associated danger point and which feeds the output switching means of the route start element directly to the signal term to be displayed in each case.
  • the invention solves this problem by the features specified in the characterizing part of the main claim.
  • the drawing shows schematically those route elements that are involved in the determination of the signal term to be activated on signal A or transmitted to a train by a train control device when a route is switched from signal A to signal B.
  • these are the switches W1 to W3 in the route.
  • different maximum speeds are specified for these switches, which are entered in an upper field of the route element groups EGW1 to EGW3 shown schematically below the switch symbols.
  • a maximum speed is specified for the selected slip path target.
  • the destination element of the driveway now switches a flag for the maximum speed that it permits to a dedicated line SL, via which the guideway elements in the guideway are connected to the starting element of the driveway.
  • the indicator “60” fed in at the target element may reach the element group EGW1 of the switch W1 lying in the route via further route elements, not shown, which do not participate in the selection of the signal concept.
  • a permissible maximum speed «80» is specified for this switch W1.
  • the indicator "60" supplied to the element group EGW1 by the route target element B is significantly lower than the maximum speed "80" applicable to the route element W1.
  • the received “60” indicator is therefore switched to the EGW2 element group that follows the track plan according to the route plan.
  • a maximum speed of “60” is specified for the associated route element. Since the number plate received is not larger than the number plate stamped on the element group, the number plate is switched in the direction of the starting element of the route. In this case, it may reach the element group EGW3 of the switch W3 via further element groups not involved in the signal selection. This switch can be driven at a maximum speed of “40”. The number "60” assigned to the element group is much larger than the maximum speed permitted for the W3 track element. The element group EGW3 therefore evaluates the received license plate to the number stamped on it and switches this devalued license plate in the direction of the starting element of the route.
  • the identifier received by the element group EGS of the start element represents the signal term to be switched on or transmitted on signal A, or it is proportional to the signal term to be switched on.
  • each identifier is represented by a defined number of pulses, the number of pulses per identifier increasing with increasing size of the associated speed value.
  • the transmitted indicators in the individual element groups can easily be devalued to lower values.
  • Another, likewise advantageous variant for the design of the indicator provides for preferably using binary-coded pulse sequences for the different speed values, each of which is announced by a synchronous pulse; the higher-value pulse telegram is assigned to the higher speed value.
  • the device according to the invention for determining the signal term to be transmitted to the locomotive of a train approaching the starting element of a route makes higher availability achievable compared to the previously usual devices because a central device is no longer used, as is the case with the systems customary today, but decentralized signal definition in the individual track elements. A possible malfunction remains limited to the disturbed route element or the routes in which the disturbed route element is included.
  • route elements to be included in a route are connected to one another via a dedicated line.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fluidized-Bed Combustion And Resonant Combustion (AREA)

Claims (3)

1. Dispositif pour déterminer le type de signal (par exemple 40) à transmettre à une motrice ferroviaire à partir des vitesses maximales admissibles (60, 80, 60, 40) pour les éléments de voie (A, B, W1, W2, W3) situés sur une voie de l'itinéraire couvert par un signal lumineux (A) ou par un dispositif de commande automatique d'arrêt des trains, de préférence de forme ponctuelle, grâce à la transmission éventuelle, conforme au schéma des postes géographiques, d'un signal caractéristique, pouvant être prédéterminé par l'élément de destination (B) de l'itinéraire, pour une vitesse maximale admissible de circulation, jusqu'à des moyens de commutation de sortie associés à l'élément de départ (A) de l'itinéraire, caractérisé par le fait que l'élément de destination (B) de l'itinéraire présente des dispositifs destinés à prédéfinir le signal caractéristique (60) sous forme numérique, qu'entre l'élément de destination et l'élément de départ, est prévu un seul canai de transmission (SL), par lequel le signal caractéristique, délivré par l'élément de destination, est transmis, pas-à-pas, d'élément de l'itinéraire à élément de l'itinéraire, vers l'élément de départ, qu'à chaque élément d'itinéraire est associé un dispositif qui lui est propre, et qui est destiné à réduire le signal caractéristique transmis, à une valeur de la vitesse maximale valable pour l'élément considéré, au cas où cette valeur est plus faible que la valeur du signal caractéristique transmis, et que les moyens de commutation de sortie sont directement attaqués par le signal caractéristique, réduit à la plus faible vitesse maximale admissible par les éléments de l'itinéraire.
2. Dispositif suivant la revendication 1, caractérisé par le fait que le signal caractéristique est représenté par un nombre défini d'impulsions, qui augmente lorsque la grandeur de la vitesse associée augmente.
3. Dispositif suivant la revendication 1, caractérisé par le fait que le signal caractéristique est représenté par un train d'impulsions, codées de préférence en binaire et annoncées respectivement par une impulsion de synchronisation et dans lequel le télégramme d'impulsions de valeur supérieure est associé à la valeur de vitesse supérieure.
EP80108134A 1980-01-16 1980-12-22 Arrangement pour la détermination de l'aspect du signal à transmettre à un train Expired EP0032581B2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80108134T ATE9775T1 (de) 1980-01-16 1980-12-22 Einrichtung zum bestimmen des an ein eisenbahntriebfahrzeug zu uebertragenden signalbegriffes.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3001440A DE3001440C2 (de) 1980-01-16 1980-01-16 Einrichtung zum Bestimmen des an ein Eisenbahn-Triebfahrzeug zu übertragenden Signalbegriffes
DE3001440 1980-01-16

Publications (4)

Publication Number Publication Date
EP0032581A2 EP0032581A2 (fr) 1981-07-29
EP0032581A3 EP0032581A3 (en) 1981-10-07
EP0032581B1 EP0032581B1 (fr) 1984-10-10
EP0032581B2 true EP0032581B2 (fr) 1989-01-18

Family

ID=6092203

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80108134A Expired EP0032581B2 (fr) 1980-01-16 1980-12-22 Arrangement pour la détermination de l'aspect du signal à transmettre à un train

Country Status (5)

Country Link
US (1) US4381094A (fr)
EP (1) EP0032581B2 (fr)
AT (1) ATE9775T1 (fr)
DE (2) DE3001440C2 (fr)
ZA (1) ZA81264B (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4032722A1 (de) * 1990-10-15 1992-04-16 Siemens Ag Verfahren zur vorgabe von fahrgeschwindigkeiten an lichtsignalen
DE4434375A1 (de) * 1994-09-15 1996-03-21 Siemens Ag Verfahren zur Vorgabe von Fahrgeschwindigkeiten an einem Lichtsignal
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2780300A (en) * 1955-08-09 1957-02-05 Millard L Beyer Remote variable control of vehicle speed
DE1455434B2 (de) * 1963-11-27 1970-07-02 International Standard Electric Corp., New York, N.Y. (V.St.A.) Schaltungsanordnung zum Auswählen verschiedenwertiger Signalbegriffe bei Lichtsignalen in Spurplanstellwerken
US3402289A (en) * 1966-12-29 1968-09-17 Gen Electric Automatic control system for vehicles incorporating a ranging system for vehicle traffic safety control
FR1579467A (fr) * 1967-08-18 1969-08-29
AT282688B (de) * 1968-05-27 1970-07-10 Republik Oesterreich Vertreten Schaltanordnung zur Übertragung von Informationen, insbesondere zur Steuerung von Signalen
DE2228947A1 (de) * 1972-06-14 1973-12-20 Siemens Ag Anordnung bei bahnanlagen
US3908939A (en) * 1974-02-21 1975-09-30 United States Steel Corp Crane trolley speed limiter

Also Published As

Publication number Publication date
ZA81264B (en) 1982-01-27
EP0032581B1 (fr) 1984-10-10
EP0032581A2 (fr) 1981-07-29
DE3001440A1 (de) 1981-07-23
US4381094A (en) 1983-04-26
DE3001440C2 (de) 1982-04-08
ATE9775T1 (de) 1984-10-15
DE3069431D1 (en) 1984-11-15
EP0032581A3 (en) 1981-10-07

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