EP0207488A2 - Dispositif de commande pour une boîte de signaux - Google Patents

Dispositif de commande pour une boîte de signaux Download PDF

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Publication number
EP0207488A2
EP0207488A2 EP86108903A EP86108903A EP0207488A2 EP 0207488 A2 EP0207488 A2 EP 0207488A2 EP 86108903 A EP86108903 A EP 86108903A EP 86108903 A EP86108903 A EP 86108903A EP 0207488 A2 EP0207488 A2 EP 0207488A2
Authority
EP
European Patent Office
Prior art keywords
track
relay
turnout
route
switched
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.)
Withdrawn
Application number
EP86108903A
Other languages
German (de)
English (en)
Other versions
EP0207488A3 (fr
Inventor
Heinrich Walter
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.)
Alcatel Lucent Deutschland AG
Original Assignee
Alcatel SEL 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 Alcatel SEL AG filed Critical Alcatel SEL AG
Publication of EP0207488A2 publication Critical patent/EP0207488A2/fr
Publication of EP0207488A3 publication Critical patent/EP0207488A3/fr
Withdrawn legal-status Critical Current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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation

Definitions

  • the invention relates to a control device assigned to a relay interlocking system with a start-destination key operation according to the preamble of patent claim 1.
  • track groups are assigned to the individual track elements, which contain all switching means that the relevant track element needs to control it.
  • the individual track groups are connected to each other by track cables according to the track plan.
  • the invention has for its object to provide a control device which makes it possible to simplify the control processes associated with the setting, setting and securing of routes in stations with two continuous track tracks and to reduce the number of switching means in the interlockings associated with such stations.
  • a control device of the type specified at the outset which achieves the object of the invention is described by the features specified in the characterizing part of claim 1.
  • the control device replaces the route search customary in track layout signal boxes, in which the activation of a geographic current crisscrossing a route by feeding in a route search current at the destination and reflecting the search current at the starting point, which requires at least 3 relays per switch, is replaced by a route selection .
  • the start and destination points are marked directly by pressing the button.
  • the location of all switches to be traveled from the top is determined by pre-marking the track connection to be used for the route in a special geographical switching network. For this purpose, only a support relay for each track connection and additional contacts of the button relays that are already present are required as components.
  • a prerequisite for this simple type of route selection is the division of the geographical switching networks assigned to the individual switching levels into two subnetworks, which are assigned to the two station sub heads.
  • Last but not least, the saving of components enables the components still needed to be combined into related control elements in common assemblies, which reduces the effort required for cables and frames and also saves space.
  • the division of the switching levels and the establishment of a common connection direction for all geographical circuits to be formed in a partial switching network enables the entry and closing of the selected routes by means of a single, automatically switching geographical circuit.
  • control device An embodiment of the control device according to the invention is described in claim 2. It enables special side protection measures to be saved on track connections, since the points of the track connection automatically assume a mutual protective position when the track connection is not in use.
  • Figure 1 shows the track diagram of a smaller station with two continuous line tracks GL1-GL5-GL3 and GL2-GL6-GL4 and three station tracks GL5, GL6, GL7.
  • Each key actuates a key relay, the contacts ST of which can be included in different switching levels of the signal box, e.g. in the route level in which the selection and marking of routes takes place, or in the turnout level, which includes the circuits required to set the turnouts.
  • the track diagram shown is divided in the middle by a vertical, broken line. This line separates the right part of the station from the left, but the signals P1 ... P3 with their buttons T5 ... T7 and the signals N1 ... N3 with their buttons T8 ... T10 depending on whether they are the starting point or form the destination of a route, can be assigned to both the left and the right partial head.
  • FIG. 1 shows circuits for preselecting the track. These can lie as a formwork level upstream of the route level be considered. These circuits are used to preselect the track into or out of which the route to be set should lead.
  • the track preselection is effected by support relays, the so-called track selection relays GA1 ... GA3.
  • These support relays with an excitation winding lie in the electrical connections running in accordance with the track connections shown in the track diagram and act as track selection relays.
  • Contacts (change-over ga11, ga21; ga31 ... in Figure 2) of these track selection relays are located on the route level and determine whether the route to be set corresponds to a basic position of the respective track selection relay that has been defined and checked before setting each route, in this case corresponds to a course along the continuous track, is led or via the track connection.
  • the track selection relay GA3 supports due to the current flow and its changer ga31 in Figure 2 is changed over from the basic position shown in Figure 2.
  • the electrical connection leading along track GL4 in FIG. 2 is thus interrupted and an electrical connection leading along track connection to track GL3 is established.
  • the contacts ga11 and ga21 of the track selection relays GA1 and GA2 perform the same function when the route is positioned via the track connections assigned to them.
  • FIG. 2 shows the rest of the circuits that are required to mark the routes to be set.
  • the keys T5 to T10 which are assigned to the signals P1 ... P3, N1 ... N3 located on the station tracks, act as destination keys for routes from a station section head, e.g. the keys T5, T6 and T7 with their contacts ST51, ST61 and ST71 for routes from the tracks GL3 and GL4, but for routes in the other station section head as start buttons (buttons T5, T6 and T7 with their contacts ST52, ST62 and ST72).
  • buttons T5 ... T10 Since no routes can be set from one station section head to the other and it is also not possible to place two routes in the different station section heads at the same time due to the two-button condition, the simultaneous actuation of two contacts by one of the buttons T5 ... T10 does not interfere .
  • the button can rather, depending on which The station section head runs along the route, can be directly marked as a start or destination key by a bistable operated RiA or F relay.
  • the operation of the keys T11 and T7 in Figure 2 causes e.g. that the contact ST71 closes and the changeover contacts ST72 and ST112 switch over.
  • a circuit is thus formed via the contact ST71, the upstream relay F7, the changeover ST102, the changeover ga31 of the track selection relay GA3, the changeover ST112 and the upstream directional start relay RiA11, through which the relays RiA11 and F7 previously in the basic position are switched and mark the route to be set together with the track selection relay.
  • FIG. 3 shows the track diagram already shown in FIG. 1 and FIG. 2 and below it, associated circuits of the point level.
  • the double track connection arranged on the left in the track diagram and containing the turnouts W1 ... W4 and designed as a "trapezoid upwards" is shown immediately below in two other possible forms (trapezoid downwards, connection via an intersection).
  • the reason for the different order of the four turnouts W1 ... W4 in the three different forms of the double track connection will be explained later in connection with the turnout process in the area of the double track connection.
  • the course setting for the route marked by operating the buttons T11 and T7 can be tracked using the circuit diagram in FIG. 3.
  • This circuit diagram shows contacts f5 ... f10, f51, f61, f71, f81, f91, f101 all target point relays F5 ... F10 and contacts ria 1, ria 3, ria5 ... ria10, ria 11, ria 13 all direction start relays RiA1, RiA3, RiA5 ... RiA10, RiA11, RiA13.
  • W8 is assigned contacts WL1, WL2, WL3 of a turnout storage relay, not shown, a contact WÜ of a turnout monitoring relay, also not shown, and the windings WS-, WS + of two turnout relays (turnout adjusters), one of which (WS +) for changing over Switch in the right-hand position, the other (WS-) is used to switch the switch to the left-hand position.
  • a turnout storage relay not shown
  • WÜ of a turnout monitoring relay
  • the windings of the locking relays are in series, each with its own shutdown contact v1, ... v4.
  • additional support relays DE1 ... DE4 are set to lock by means of contacts f51, f61, f71, f81, f91 and f101 of the target point relays F5, F6, F7, F8, F9 and F10.
  • the circuits shown in FIG. 3 also contain contacts ga12, ..., ga14, ga22, ... ga24, ga32 ... ga34 of the track selection relays GA1, GA2 and GA3. Each of these contacts is assigned to the three points of a track connection which is supplied with current from the top of the geographic circuit marking the route to be set.
  • the position of the points W6, W7 and W8 used for the route marked by pressing the keys T11 and T7 can be determined using the circuits of the point level shown in FIG. 3:
  • a contact f7 of the target point relay F7 applies positive potential U + to the geographical switching network of the point level.
  • the turnout W6 receives positive potential from the root via its right leg. Since the changeover contact WL1 of your switch position relay is in the left position, it initially prevents this potential from being passed on. However, the closed switch-on contact WL2 of the turnout storage relay enables the winding of the turnout actuator WS +, which is connected on one side with negative potential, to be activated and thus to be confirmed.
  • the switch position relay is thereby supported via a circuit (not shown), with which its contacts WL1 ... WL3 change their position and the changer WL1 switches the potential applied by contact f7 into the right part of the station head. Via the closed contact WÜ of the switch monitor relay of the switch W6 positive potential now reaches the tip of the switch W7. Here, the switching is made according to the track selection made.
  • the actuation of the start buttons T11 and T7 had the actuation of the track selection relay GA3 in the track selection level (FIG. 1).
  • the positive potential U + is switched through from contact f7 from aucn via the changeover contacts ria10 and ria7 to the switch W5.
  • Turnout W5 is in the right-hand position, but is actuated in the left-hand position by actuating its turnout actuator WS, which is made via contact WL3 of the turnout storage relay, so that the positive potential applied to the changer WL1 is switched through to the double track connection consisting of turnouts W1 ... W4 .
  • the switch W4 should now be switched on from the top. However, this is not the case; instead, the turnout W2 is first switched on from the root. Their switch storage relay goes to the left in the same way as described for the switch W5.
  • Turnout W4 is in the right-hand position, which causes the slip path to be forwarded to the GL2 track. If the turnout W4 were in the left position, it would be changed because the track selection relay GA1, which is not assigned to the track connection delimited by the turnout W4, was therefore still in the basic position and its contacts ga13 and ga12 in the turnout level (Figure 3) on the one hand the blocking of the along the track connection running current path, on the other hand the actuation of the switch actuator WS + and thus the changeover of the switch storage relay would result in the legal position.
  • the driveway from the track GL3 to the signal P3 is thus switched, including its slip path, as a geographic circuit.
  • this can, for example, be a locking of the two points of a track connection and have the effect that these points can only be set both in a straight direction or both in the direction of the track connection, and also ensure that none Driveway can be set over the enemy strand of the intersection.
  • buttons T5 and T4 causes a current to flow through the winding of the track selection relay GA2 via their contacts ST5 and ST4 in FIG. 1, which is assigned to the track connection between the turnouts W1 and W2.
  • the changer ga21 is switched. This enables the formation of a circuit starting from the contact ST41 of the key T4 closed when the key T4 is actuated, via the winding of the retracting relay EA2, the changeover contact ST32 the key T3, the switched changeover contact ga 21, the likewise switched changeover contact ST52 the key T5 and the winding of the bistable directional start relay RiA5.
  • the relays EA2 and RiA5 change their positions.
  • the signal P1 is thus marked as the starting point and the section of the track GL2 assigned to the key T4 is marked as the destination.
  • switch W2 can be switched through. If their point storage relay is locked with the point storage relay of point W1 due to the side protection, it has already taken its position in the direction of the track connection together with this point. If no interlocking is set up, the turnout storage relay of turnout W2, if its position corresponds to the left position of the turnout, is brought into the right position by confirmation of the turnout actuator WS +.
  • switch W2 The current path connected through to switch W2 is now no longer switched towards the track, as would be expected from the track diagram, but is led to the tip of switch W4.
  • the current path is only switched on if the switch position relay is in a position specified by the track selection relay GA1.
  • switch W4 In the case shown in Figure 3, switch W4 is in the legal position. This corresponds to the basic position the track selection switch GA1.
  • the circuit can thus be switched via the shutter relay V2 and its upstream shutdown contact v2 to the target point, the contact ea2 of the on-off relay EA2 of the track GL2. This means that the exit train route is clearly connected and closed. It is easy to show that with the double track connection, which form the turnouts W1 to W4, every possibility of bypassing is excluded:
  • intersection If the two track connections intersect, as is shown in FIG. 3 below the double track connection shown in the track diagram, then in known track systems the crossing can also be traversed over both lines when the positions of the points delimiting the individual track connections are locked. The intersection section must therefore be secured there by an additional intersection module.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP86108903A 1985-07-05 1986-07-01 Dispositif de commande pour une boíte de signaux Withdrawn EP0207488A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3524023 1985-07-05
DE19853524023 DE3524023A1 (de) 1985-07-05 1985-07-05 Steuereinrichtung fuer ein relaisstellwerk

Publications (2)

Publication Number Publication Date
EP0207488A2 true EP0207488A2 (fr) 1987-01-07
EP0207488A3 EP0207488A3 (fr) 1988-12-28

Family

ID=6275008

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86108903A Withdrawn EP0207488A3 (fr) 1985-07-05 1986-07-01 Dispositif de commande pour une boíte de signaux

Country Status (7)

Country Link
EP (1) EP0207488A3 (fr)
DE (1) DE3524023A1 (fr)
DK (1) DK317886A (fr)
ES (1) ES2000315A6 (fr)
IL (1) IL79130A0 (fr)
TR (1) TR23034A (fr)
ZA (1) ZA864489B (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998007609A1 (fr) * 1996-08-23 1998-02-26 Siemens Schweiz Ag Procede et dispositif de commande et de controle d'une installation de commande de trafic
RU2199460C2 (ru) * 2000-11-30 2003-02-27 Офенгейм Ханан Григорьевич Устройство управления объектами сигнализации, централизации и блокировки
WO2006008233A1 (fr) * 2004-07-16 2006-01-26 Siemens Aktiengesellschaft Procede de commande d'itineraires pour des postes tout relais

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1605420B2 (de) * 1967-02-06 1971-12-30 Siemens AG, 1000 Berlin u. 8000 München Schaltungsanordnung in eisenbahnstellwerken mit den weichen gleisen und signalen zugeordneten relaissaetzen

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998007609A1 (fr) * 1996-08-23 1998-02-26 Siemens Schweiz Ag Procede et dispositif de commande et de controle d'une installation de commande de trafic
US6122590A (en) * 1996-08-23 2000-09-19 Siemens Schweiz Ag Process and device for control and monitoring a traffic control system
CZ299868B6 (cs) * 1996-08-23 2008-12-17 Siemens Schweiz Ag Zpusob rízení a monitorování dopravního ridicího zarízení
RU2199460C2 (ru) * 2000-11-30 2003-02-27 Офенгейм Ханан Григорьевич Устройство управления объектами сигнализации, централизации и блокировки
WO2006008233A1 (fr) * 2004-07-16 2006-01-26 Siemens Aktiengesellschaft Procede de commande d'itineraires pour des postes tout relais

Also Published As

Publication number Publication date
IL79130A0 (en) 1986-09-30
EP0207488A3 (fr) 1988-12-28
DK317886A (da) 1987-01-06
ZA864489B (en) 1987-02-25
ES2000315A6 (es) 1988-02-16
DE3524023A1 (de) 1987-01-08
TR23034A (tr) 1989-02-10
DK317886D0 (da) 1986-07-04

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