CN1171760A - Automatic train running control system - Google Patents
Automatic train running control system Download PDFInfo
- Publication number
- CN1171760A CN1171760A CN 95197210 CN95197210A CN1171760A CN 1171760 A CN1171760 A CN 1171760A CN 95197210 CN95197210 CN 95197210 CN 95197210 A CN95197210 A CN 95197210A CN 1171760 A CN1171760 A CN 1171760A
- Authority
- CN
- China
- Prior art keywords
- section
- train
- data
- locomotive
- maintainer
- 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.)
- Pending
Links
- 230000003137 locomotive effect Effects 0.000 claims description 11
- 230000005540 biological transmission Effects 0.000 claims description 4
- 238000000034 method Methods 0.000 abstract description 2
- 239000004020 conductor Substances 0.000 abstract 2
- 230000003044 adaptive effect Effects 0.000 description 1
- 238000012505 colouration Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000001915 proofreading effect Effects 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
- B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A line control device (SG) only supplies every second (1, 3, 5) or third section of a line conductor with data which are significant for the further travel of trains. In this way, longer line conductor regions can be controlled by a single line control device. The trains update the data transmitted thereto according to the distance they have travelled since receiving these data. To this end, when there is no call from the line control system, all trains which are suitable for continuous automatic train-running control and so equipped, are able to further process a predetermined distance by means of the very latest data received whose validity has been acknowledged.
Description
The present invention relates to a kind of as claim 1 automatic train control as described in the preamble.In document DE-AS2001321, a kind of like this device has been done record.In DE-AS, put down in writing a kind of by means of propagate guaranteeing that train is being divided into the device of safety traffic in the interval railway section scope carrying out linear signal between train and the railway section, wherein each train or locomotive are by its LZB that crosses (continous way train automatic guidance) highway section and/or calculate the position at its place by means of a log, in this device, one attaches troops to a unit handles the driving instruction of train and will instruct and be laid on interorbital transducer wire by one and be transferred to train selectively according to train position in the control center of railway section scope.Transducer wire is divided into single interval by it being gone line and loop line intersect with railway section for this reason.The railway dispatching center sends the driving instruction of its processing to each train by these interval addresses, and each train determines according to its interval information of travelling respectively which driving instruction is at it.In other similar device (DE-PS1176698), the railway dispatching center only is invoked at one and replys and send the interval of occupied announcement in the circulation and continue the required significant data that travels for it provides, different with this class device, in the device of in DE-AS, putting down in writing, the railway dispatching center is not subjected to the influence of section occupied situation, and the interval for each railway section scope provides information circularly.The reason of doing like this is: also travelling or only travel in this railway section, those can not obtain the train of its train position from the railway dispatching center.
The information that can be transmitted by the train scheduling center comprises the sign of an interval sign and a command speed relevant with each interval terminal point respectively as driving instruction.When the data handing of railway section side is not really intensive, target velocity when also can be on each interval transmitting it and arrive target location and each train and this target for train apart from aspect information, each train itself is calculated its moving velocity that should keep respectively and is made its actual command speed fit that enters the station speed and calculate thus by the data of acquisition on position separately.On locomotive, be provided with the antenna sets and the device that is used to receive and handle these data that are used for transmitting data to locomotive.Data transmission adopts the form of data message.
Be used for carrying out between train and highway section the device of linear signal transmission except being equipped with in no compartment of terrain on some railway section, also the very short road section scope that is defined as on some track has been assembled this device.This device for example is used for transmitting to the train of a row approaching colour light signal with induction mode the signal aspect and indication of signal lamp.If providing to such train, a railway dispatching center or a maintainer be suitable for each interval driving instruction, and train can be distributed to these driving instructions each interval, just accurately automatic or manual with the braking of train purpose at an echo signal place or other a section position place.
Because need be, and because train is controlled required short message time length, so the section quantity that remains by the transducer wire of a maintainer institute feed is limited to each section circulation feed of a transducer wire.A kind of situation can occur like this, that is: the length (being the quantity of section) of transducer wire that is available for transmitting driving instruction is shorter than the braking distance of a train.This means: need another maintainer of preparation, so that be another transducer wire feed that is connected with the limited extension of first transducer wire.
The objective of the invention is to, provide a kind of as claim 1 automatic train control as described in the preamble, adopt this device not possessing or not exclusively to possess the railway section that is used for transmitting the device of train position by train driving to a control center, according to train position, transmit for its important information that continues to travel to each train selectively, even and the braking distance is very long, and only maintainer also only is provided.
Purpose of the present invention is achieved by the characteristic of claim 1.
The useful especially advantage of train automatic controlling system of the present invention is: all be equipped with can to control station report separately train position and then be reported as the train of the device that the driving instruction that provides selectively according to train position by control station is provided on the occupied section usually at each, can both receive per two or per three interval signals that transmit, and need aspect any hardware or software, not come adaptive with locomotive.
The preferred structure and the expansion structure of automatic train control of the present invention are provided by dependent claims.
Describe the present invention in detail below in conjunction with the accompanying drawing illustrated embodiment, in the accompanying drawing:
Fig. 1 illustrates and is in one before the colour light signal and has the railway section scope of a transducer wire;
Fig. 2 is the sketch that is used to explain principle of work of the present invention;
Fig. 1 illustrates a track G, and a train Z moves on the track from left to right.Track is other to be provided with a signal colored lights S, and this signal aspect is a stop signal for example.Begin to sail the transducer wire of forming by section 1 to 6 that direction is extended a predetermined length by means of one from the signal colored lights, transmit one by a maintainer SG to the train of an approaching and be used to make the driving instruction of train braking at the colour light signal place by the maintainer processing along driving in the wrong direction.Braking distance when the longitudinal extension of transducer wire L part should be at least stops at the point station of signal indication with train by the speed of entering the station of a maximum is consistent.Except transmission relates to the data of the section terminal that is defined by crossover location, can also transmit other data, for example track degree of dip and traveling-position at a slow speed.All these information are all presented to transducer wire by the maintainer SG that schematically shows among the figure, wherein be respectively the data that are suitable for each section given a mark, the indication of these marks and corresponding each section of data.Under the situation of monorail section, also to transmit a kind of mark, so that allow each train to be chosen as its travel direction established data.
According to principle of the present invention, maintainer SG needn't on each section but at least outside the environs of object point S only at per two sections, i.e. section among the figure 1,3, with 5, train to the approaching target location provides its significant data that continues to travel, and each train self is measured its distance that crosses and adopting thus and calculated distance between itself and target location in a known manner in each section.Train according to the numerical value of this distance with the enter the station speed that with respective section adapts of same known mode by forming that a braking curve change relevant with road is notified to train, what have invention is: when train does not for example receive significant data about continuing to travel at track section 4, as target velocity, from target range and/or when entering the station speed, still can continue to adopt and cross the data that receive on the section 3 and proofread and correct this data behind section 3 according to the distance that train crosses.In the present embodiment, this means that train deducts the distance XZ that after this train crosses when crossing section 3 from the distance value X3 that obtains, determine the current distance between train and the stop signal thus.The plots detail of Fig. 2 this process, wherein marked the command speed of the beginning part that is suitable for LZB- section 1,3 and 5 especially.Train Z can also make the log of train-side and the transducer wire crossover location between the section 3,4 synchronous when proofreading and correct the driving instruction that obtained last time, takes into account distance XZ thus when calculating its actual train position
*
All are provided the train of driving instruction selectively according to train position on traditional LZB-railway section, all be equipped with the software program that is used to proofread and correct data, this be because in traditional LZB railway section also for train is provided with data correcting function, be used for unidentified when going out a transducer wire crossover location and/or identify one and do not carry out the adjustment of data during invoked section.According to present rule, in LZB-work, the locomotive with registration device of locomotive side is being set to allow i.e. 3 the sections interruptions in a track length 300m scope of LZB-signal on the railway section.The advantage of automatic train control of the present invention is, has made full use of this behavior of the train that is suitable for LZB and has made it and the transducer wire regions engaged, wherein needn't require to transmit the locomotive position report to a maintainer or control station in these zones.Another advantage according to automatic train control of the present invention is, one maintainer provides driving instruction can for bigger railway section scope, and this is considerably beyond the sort of railway section scope that driving instruction is provided for each independent section selectively according to train position.
Different with the foregoing description, where necessary, not only be confined to be essentially per two or per three sections data are provided, a plurality ofly provide data but give where necessary along the sections that connect.For example can be arranged to this mode, so that reach very accurate target braking at the near zone of each target location.In Fig. 1, this means maintainer except for the section 1,3,5 also for section 6 provides data, these data are had the orientation selectively to receive by train and handle.
Automatic train control of the present invention is not only applicable to the signal colouration lamp or the near zone of traveling-position at a slow speed, is applicable to other LZB-railway section scope certainly yet.With provide the equipment of data to compare for each section, in this case, a maintainer can section scopes double for or three double-lengths provide data equally.By the length of the transducer wire of a maintainer data feed and thus the quantity of the LZB-section that is fed data of decision depend on that the maximum possible of being determined respectively by automatic train control inserts the shortest pitch time of distance and message.
Claims (3)
1. automatic train control that is used to be divided into the railway scope of section, described device comprises that one is installed in the transducer wire between the track, is used for transmitting to train/locomotive selectively according to the train/locomotive position continuing the required significant data that travels; Also comprise a maintainer, be used for circularly, there is choice of location ground to provide data for each section, it is characterized in that: maintainer (SG) at least outside the near zone of a target location (S) only to per two (1,3,5) or per three sections data are provided, train (Z)/locomotive is when travelling on a section that does not obtain data, adopt self known mode, by being transferred to the highway section of having travelled or the data in a plurality of highway sections, by according to from entering the distance (XZ) of having been travelled since lastrow is sailed section, be identified for the data of this section to the correction of making amendment of these data.
2. automatic train control according to claim 1 is characterized in that, data transmission adopts message mode and land segment mark to carry out.
3. automatic train control according to claim 1 and 2, it is characterized in that, described transducer wire has limited extendible portion, be used for to the signal colored lights that the train/locomotive of an approaching transmits the place ahead connect respectively the back signal aspect and indication travel order and transmission simultaneously at least with single section (1,3, the distance value from the signal colored lights that end 5) is relevant (X1, X3, X5).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP4444518.0 | 1994-11-30 | ||
| DE19944444518 DE4444518A1 (en) | 1994-11-30 | 1994-11-30 | Train control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN1171760A true CN1171760A (en) | 1998-01-28 |
Family
ID=6535785
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 95197210 Pending CN1171760A (en) | 1994-11-30 | 1995-11-22 | Automatic train running control system |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0794888A1 (en) |
| CN (1) | CN1171760A (en) |
| DE (1) | DE4444518A1 (en) |
| WO (1) | WO1996016854A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101927775A (en) * | 2010-08-18 | 2010-12-29 | 北京交通大学 | Safety protection method of CBTC (Communication Based Train Control) system during crossing control area |
| CN111145609A (en) * | 2020-01-14 | 2020-05-12 | 北京智联友道科技有限公司 | Urban rail train control center simulation system and use method thereof |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1605430C3 (en) * | 1967-11-24 | 1976-01-08 | Siemens Ag, 1000 Berlin Und 8000 Muenchen | Procedure for train sequence protection with linear information transmission between the train and the route |
| DE2710113A1 (en) * | 1977-03-04 | 1978-09-07 | Licentia Gmbh | Railway traffic braking monitoring system on sectioned track - uses signal transfer device along track and automatic selection of highest permitted speed as monitoring criterion |
-
1994
- 1994-11-30 DE DE19944444518 patent/DE4444518A1/en not_active Withdrawn
-
1995
- 1995-11-22 EP EP95938358A patent/EP0794888A1/en not_active Withdrawn
- 1995-11-22 CN CN 95197210 patent/CN1171760A/en active Pending
- 1995-11-22 WO PCT/DE1995/001712 patent/WO1996016854A1/en not_active Application Discontinuation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101927775A (en) * | 2010-08-18 | 2010-12-29 | 北京交通大学 | Safety protection method of CBTC (Communication Based Train Control) system during crossing control area |
| CN111145609A (en) * | 2020-01-14 | 2020-05-12 | 北京智联友道科技有限公司 | Urban rail train control center simulation system and use method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| WO1996016854A1 (en) | 1996-06-06 |
| EP0794888A1 (en) | 1997-09-17 |
| DE4444518A1 (en) | 1996-06-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| AD01 | Patent right deemed abandoned | ||
| C20 | Patent right or utility model deemed to be abandoned or is abandoned |