DE1455416B2 - Train protection system with linear information transmission between the trains and the line control centers - Google Patents

Description

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The invention relates to a train safety device, but this has to be due to an increased effort system with linear information transmission storage and computing facilities guaranteed between the trains and line control centers for that really all information on the consecutive route areas in which every train is received and correctly evaluated. Route control center the driving location and the brake's own 5 This effort is necessary because a faulty one evaluating the information on a hazard knows sensitive trains that can run over a line of the company. The main disadvantage is calls regularly train- or location-selective and with that on each train an extensive arithmetic pro-information to determine their target speed must be mastered to the respective admissibility to be able to determine the maximum speed in each case driven by marking points. A The route section limited by the line has a further disadvantage is that everyone has to take care of them. trale also to the headquarters of the previous one

Such train control systems have all control points and the that the trains do not have to be transmitted - as is the case with known block-related information, systems with stationary signals - in a pre-15 which the target speed of a train in the given space distance, but one last section of the route area concerned Train sequence distance can be achieved, which could affect each. Up to 50 ° / o come for this Temporary braking distance of the train concerned with all information about the control points of the previous train Driving speeds is adapted. lying area in question. Accordingly,

For example, a train covering device has sufficient telecommunication between the centers.

knows which channels are provided to determine the location of the trains.

and for signal transmission between trains and "The invention is based on the object of this

the control centers for the individual route areas to avoid disadvantages and go from the knowledge

as for the trains among each other along the route - from that when other information is transmitted

areas of conductor loops are laid, which with transmit 25 after the trains there are no extensive computing

and receiving devices for multiple frequencies operations are required.

are radiation-coupled on the trains. The ladder This task is solved according to the invention by looping at the ends of the individual sections that the control center provides an Informit marking points after each move, e.g. B. by changing mation over the length of the end of each beder position of the two conductors by means of crossings. When the 3 ° section of the route is still required to pass these intersections, impulses for braking are triggered by the braking path permitted there, on the train in question at the set speed to a standstill as well as feeding the conductor loop with a code from the central station that transmits the type and duration of a transmitted area identifier or, in the control center, change in the transmitted value of the target brake and / or cder on the other trains when feeding the route in the current section of the route. Conductor loop with a train identifier sent by the train concerned from the target brake that is constantly known on the train. By counting the number of one-way journeys, a simple converter can then use a simple converter while the train is moving into the route area to determine the permissible target impulses for the train on the train or in the speed control center.
Driving location, i.e. the occupied section, can be determined. 40 If the train is in the route sections in which a constant target speed is prescribed, the distance between these trains can be determined, e.g. B. in slow speed areas, it is. desired, the setpoint speed is also possible

In the case of a train-selective call, the trains are called by the transmitted value of the target-sending of a train number. For the local electri- 45 45 braking distance to be specified. For this reason, it is expedient for the central section number to send an identifier for slow driving and to be provided on the trains with the number of counting characters, upon receipt of which a number of the marking positions determined in the vehicle device is added compared to the equally occupied route section. Of the. . The value of the target brake counter for the marking points that is transferred to the train in time is continuously added to the entry way, which resets the received area identifier in a new route area as a result of the change for the target determined from the target braking distance. speed results in an integer value.
Furthermore, information for train protection is transmitted after each train because of the reaction, from which each train desires its target braking time, that a train cannot calculate its speed. For example, only at the routing point to be taken into account, e.g. B. nen the target distance, z. B. the distance between the beginning of a speed restriction, or at one of the train and a vorausliegen- in the driving ^direction: stop pointing signal but already after the restrictive path point (guidance point) passing through a part, for example half of the before and at this Route point required target control point lying route section, to which the forward speed is transferred to the train and decelerated as a setpoint speed written 60. To be displayed in cab signal. Basically to achieve this, in an embodiment of the invention, after the train, the distance to the target and the target for route sections, with changing target speed for all speed restricting travel, further indicators could be transmitted from control points. The train could be one of which in connection with the value of this information is transferred to the train, taking into account its 65 Sollbrcmsweges. Calculate the braking capacity known to him, which a logic circuit in connection with one of these control points - based on the current odometer for the driving location in the relevant section - prescribes the lowest speed. The distance covered is the value of the target

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braking distance while driving through a illustrated by drawing and will be explained in more detail below

the present label specified part of the described. It shows

Route section is constantly changing. F i g. 1 part of a route area with two

In addition to a license plate and the value of speed limits and a stop signal,

of the target braking distance are determined by the route center 5 over which the respective target speed is recorded.

len on the trains is also data on the target distance,

tion, the target speed, the section num- F i g. 2 the course of the size of the target braking distance

mern and transmit the route identifier, within a route section for one

which partly on a display board as a guide - of four different license plates for a given

status signal are displayed. io common guiding point,

Between route centers of neighboring routes- ^ F i g. 3 schematically shows the block diagram of a

areas is generally only a one-way route center and

operated communication channel required, via wel- F i g. 4 is a block diagram of a vehicle unit, chen a centralized track control for any in the allocated Fig. 1 shows a train situated in nine sections OJ to Neten haul provided 15 AB 9 divided line region, the two Slowly information in addition to the neighboring Office for driving filters LF 30 and LFlO with surrenders the distance covered by the limit speeds. Singles 30 or 10 km / h as well as a stop-indicating borrowed if trains with different target braking curve signal at the end of section AB 9 contains. After this route area is the channel to the control center for the upcoming 20 stopping travel curve through values of the not to over-route area required, over this channel is' stepping target speed Vs in km / h then carry an indication of the type of target braking curve. It is assumed here that the individuals of the approaching train transmit. In the case of double track sections with a length of 100 meters, tracked routes, it is possible to use the communication channel 25 already available for the second, 50 meters in front of the respective control points. . Should be adhered to, e.g. the limit speed

Furthermore, it is useful that to determine the speed 30 or 10 k / mh from control point LP1 or LP 2

Information for one in the last section of the or the limit speed zero at the master point

Line area of a central train station the LP 3, each train must have the corresponding target speed

be known for the first section of the 30 speed in the direction of travel. To this end, the train is used

neighboring control center in front of the responsible control center in addition to the

formations are used. Here, the assumed end of the section is the reference target braking distance Xs

that each line control center has the (meter) assigned to it, from which the target

constantly calls the first section of the route and checks whether the speed Vs is determined, one of the

this section has been occupied or not. 35 characters BR, BL, LA and LjB transferred. Each of these

According to another embodiment of the invention, the identifier is determined with the aid of a logical one

it is favorable that this is for route sections in which the type and duration of a change in the circuit

a constant target speed prescribed at the same time transmitted value of the target braking distance

is, provided identifier, which is from one in the relevant route section. Besides that for them

Route control center for at least the first section 40 individual sections provided identifiers and

of its distance range is output, of which the target braking distance Xs are the target speed Vz

Route center of the previous route (km / h) as well as the target distance Z (meters),

area to check for the presence of one that is also transferred to the train.

traffic-restricting guidance point on the ahead and each refer to one in the journey Change of route areas is used. 45 directional traffic-restricting control point.

If a train leaves a route area, for example, a train in section AB 5 Indie would receive formations assigned to the following route area via the code LA for route control center, recognize the train and continue to provide it with constant target speed, the target braking distance Xs : only then is the train allowed to = 200 meters, the target speed Vz = 10 km / h this already cleared area »electrically leave 5 ° because of the guidance point LP2 and the target distances«. The following route centering in the direction of travel Z = 200 m, which is calculated from the end of the Abhat a train traveling in its area with section AB 5 to the control point LP2. Recognized from the target safety, when it determines its second section braking distance, the converter of the vehicle calls for and supplies the train located there with information section AB 5 of a constant target speed. For this reason it is an advantage of 30 km / h.

liable that the information transfer from a F i g. 2 shows the course of the size of the

Route control center after a target braking distance Xs referred to in the second section, section end LPO

the train located in the associated route area = 50 m within a route section AB

for the route control center of the previous adjacent one in each case one character BR, LB, BL ^{transmitted simultaneously with the value of the target route area as a criterion for deleting 6} ° braking distance

the information of the last section of the or LA. The LA label enables

Route area of these route central sections, in which a constant target value

th memory of a stretching area simulation speed is prescribed, adding

is turning. This also provides a ⁶ 5 determined target speed to achieve the rear lying Streckenzen- a correction value to the tralc from the SoDbremsweg transmitted criterion of

Calculator for the target braking distance into a predetermined integer value. In this case the correct

Setting. turwert equal to zero, since the converter with the help of a

One embodiment of the invention is in the braking curve known to him from Xs = 50 meters

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Setpoint speed Vs = O is determined and this value Tl is given by the receiver EZ via which is then an integer. Shift register SCl closed switch K 3 the

The identifier BR causes information stored to a device VE of the section ylß when driving through that the target braking distance Xs = 50 m, through which the memory ZEl, VZl, Dl and a continuously from the value 100 to 5 Cl and the computer Zl and the comparator VG1 value zero reducing value is added. The can be preset. The memory ZE 1 for the target value Xs is thus reduced from a distance of 150 meters and the memory FZ1 for the target group at the beginning of the section is immediately preset to 50 meters at the section speed. In the end. On the other hand, if the identifier memory Dl is present for the target braking distance, a character LB is entered for the value at the end of the section LPO , which corresponds to the presetting of the drawn value Xs == 50 initially a constant computer Zl. The memory Cl for the bender value 50 is added, so that a target braking distance of 100 meters is also immediately preset for the various indicators BR, BL, LB and LA section start. From the middle of the section to querying the route area simulation

At the end of the cut, the added value 50 15 SN and the memory SL for slow travel areas are reduced to the value zero. by the sliding action acted upon by the clock generator Tl

When the identifier BL becomes the target braking distance register SCl, the Ab- Xs - 50 m at the beginning of the section a to section number counter AN 1, the memory ZEl for the middle of the section from the value 50 to the value of the target distance and the computer Zl for the Added zero-reducing correction value. After 20 target braking distance Xs , the value remains the same after reaching the middle of the section.The computer Zl determines a new value of the target braking distance at each level of the target braking distance applicable to section AB and then outputs the Xs = 50 m constant until the end of the section . sen directly into the memory D 1. Furthermore, in section AB 9 the identifier BL is transferred to the computer Zl indirectly values of the target distance together with the target braking distance Xs = 50 m etc. 25 such as target speed to the memory ZE1 or. To emit disruptive influences from zero point VZl. The computer Zl can avoid the distance shifts of the converter for the target speed range simulation SN and from the memory SL for speed, it is basically possible to use the evaluator Λ and in sections in which the down switch K 2 is partially or the setpoint speed Vs = 0 can be set back completely in a basic section center. The evaluator A must be assigned, in the relevant section instead of initiating the return to the basic position, always BL the identifier BR and instead of Xs = 50 m dem- for those route sections that are to be transmitted between a corresponding Xs = 0. occupied section and a previous stop

How the information is in the control center or on the signal that shows it. In the basic position, processing is carried out at the same time, if the value Xs = 50 m of the target brake is to be entered in the following, the memory Dl is entered. In all other cases it is done

A gate circuit Ti? provided, comparator FGl via the switch K 2 to one which in each case one of two clock generators T1 and the existing value of the target braking distance T 2 switches on. The timer Tl feeds the slide 40 collapsing value of one of the memory SL ausgegeregisterSCl having a Streckenbereichsnachbil- surrounded speed limit whenever the dung SV smaller for this centralized track control zugeordne- limiting value than that of the to th track area and a memory SL for time is the value output by the computer Zl. The speed limits and signal aspects contrary to the test required for this are carried out in the comparator asks for the intended direction of travel on the route. 45 FGl. Have a limiting effect on the target braking distance. In the route area simulation SN , the. Information on the route sections occupied by the trains when interrogated are displayed in the route area simulation SN . The memory SL is constructed in the manner of a cross-evaluator. «4 and the switch K 2 on the computer busbar trunking system. It represents an image of the Zl, since the route occupancy represents the route area assigned to it, whereby for every 5 ° if there is a value of the limit speed possibilities for limit speeds that are considered permissible for a certain section of this route area, several setting sections are provided. In the evaluation device A closes hen, either by hand, z. B. at slow speed - provided that the memory SL and the route area driving stations, or automatically according to the respective simulation SN two different signal aspect indicated by stationary signals 55 speeds are offered - each of which is effectively switched. smaller value the limiting effect of the larger one

The clock generator T 2 preferably feeds with one.

Clock pulse with a lower repetition frequency than the clock generator As long as a limit is imposed by the memory SL

Tl a parallel serial converter PSU1 takes place to inform the value of the target braking distance, gives the vermation output to a called train. Via ⁶ ° of the same VG1 the identifier LA to the memory of a message channel NR is the route control center C1. If the value of the target braking distance is not limited to the control center that is ahead in the direction of travel, that is, when the computer Z1 is switched on, it is connected to the route area. The receiver EZ through the clock T1, the comparator VG1 receives and stores information that for each section the identifier BR to the first section of the following 65 memory Cl in the direction of travel. When querying the route area route area from this neighboring control center, determine simulation SN for which the delimitations were made after the termination. In each case before the start of the interrogation against the direction of travel following Ab the route simulation SN cut by the clock, for example AB4 in Fig. 1, is stored in the memory ZEL

the value zero is set for the distance to the target with the help of switch B and then the distance to the target is determined again for the sections further back by counting the clock pulses. In addition, the memory FZ1 takes over the previously limiting value of the limit speed via the then closed switch K 1 as the target speed. The comparator VG 1 outputs the identifier BL , which is then stored in the memory C1 instead of the previously valid identifier LA. The output of the identifier LB after the identifier BL for a route section following opposite to the direction of travel occurs when a route for the constant target speed, e.g. B. LFlO in Fig. 1, was prescribed, at a distance of a section length, a further route with constant target speed LF 30 follows, which is assigned a next guidance point LPl which restricts travel.

If a section occupied by a train has been determined by querying the route area replica SN, the information is transmitted to this section. For this purpose, the output signal from the route range simulation SN activates the clock generator T 2 via the gate circuit TR instead of the clock generator T1 , which activates the parallel-serial converter PSt / 1. This outputs the individual items of information simultaneously offered by the six assigned memories SKI, ANl, ZEl, VZl, Dl and Cl to the transmitter SEI one after the other. This information provided by the memories includes the route identifier characteristic of the area, the section number as a location-selective call for the train being addressed, the distance to the next control point, the target speed at the next control point, the target braking distance based on the end of the section, and one of the identifiers LA, BR, BL or LB. Regardless of the information output in the case of a section occupied by a train, information is always output when the route area simulation is queried with regard to the first route section. The transmitter SEI, which feeds the line L via the hybrid circuit G , also transmits the information via the message channel NV to the neighboring control center of the previous route area.

All feedback from the moves are recorded from the line line L via the receiver El and delivered to different memory via the deserializer Reel using the shift register SC 2nd The prerequisite for this is that the information transmitted in coded form has been received undisturbed, i.e. in correct code words. A corresponding check is carried out in the code monitor CWl. The received train number is recorded in the memory ZN and the information about the location of the addressed train in the memory SO . At the same time, this information is displayed optically on a display panel AT1. The information about the location causes a correction of the location of the train in question in the track area simulation SN with the aid of the shift register 5Cl via the memory SO as a reported location acknowledgment. The occupancy message stored in the route area simulation 5.V for the last section of the route area is deleted when a corresponding occupancy message for the second section of the route area ahead in the direction of travel is received from the control center of the route area ahead via the receiver EZ and given over the line Yl .

The coded information given by the transmitter SEI on the line L is shown in FIG. 4 vehicle device of a train shown by the combined transmitting and receiving antenna AE, which is radiation-coupled to the line L, received and fed via a decoupling circuit E to a receiver E 2. With the help of the shift register SC 3 and the serial / parallel converter SPU 2 , the various information after decoding in the individually assigned memories SK2, AN2, ZE 2, VZ 2, D 2 and C 2 for the route identifier, the section number, the target distance, the target speed, the target braking distance or one of the indicators LA, BR, BL or LB is entered. The prerequisite for this is that the code monitor CW2 recognizes the received code as correct and thereby allows the information to be passed on. The transfer of the associated information from the serial / parallel converter SPU2 into the memories ZE2, VZ 2, Ό 2 and C 2 only takes place if the received section number matches the position of a section counter AZ. The match is checked by the comparator VG 2 , which then sends an output flag to the converter SPU2.

A change in the route identifier in the memory SK2 causes the section counter AZ to be reset to a basic position via the reset device RS. The transmitted values of the target speed Vz and the target distance Z are displayed directly on a display board AT 2. In addition, the actual speed Vi is displayed, the value of which is output by a device RP driven by an impeller. This device is at the same time after a certain way, z. B. after every 1 meter traveled distance, a distance pulse af>. These distance pulses switch the two-stage counter Z2 / Z3 from an initial position that corresponds to the total length, e.g. B.

100 meters, which corresponds to the individual route sections, back to the zero position. The first stage Z 2 of the counter Z 2 / Z 3 sends an analog value corresponding to its respective counter position to the switch Kl as well as the adding stages M 2 and M 3 and an output pulse to the second stage Z 3 of the counter after 50 meters , whereby this stage is advanced from the basic position shown. Every 100 m, i.e. when leaving a section, the evaluator NG sends a pulse to the evaluation circuit AW when passing a marking point on the line, which resets the two stages of the counter Z 2 / Z 3 via the line Γ 2 and the section counter AZ advances by one position. However, if an output pulse comes from stage Z 2 before this reset, it sets the basic position of stage Z3, and the pulse triggered by the immediately following marking point can only set the basic position of stage Z2.

The steps of the counter Z2 / Z3 are used for. B. to correct the value of the target distance Z, which is also displayed on the display panel AT2.

009 551/107

Claims (18)

9 10 Since the control center carries the values of the target distance Z depending on the Weil output in each case from the memory CI only in steps of 100 m to the trains via identifiers BR, BL, LB or LA, as shown in FIG. 2, and the target distance is more precisely indicated - was explained. To be the presence of Kennzeizeigt, the 3 Chen LA for example, a speed restriction on the lines Y of and Y 4 10 used by ZählerZ2 / Z3 output analog switch 5 K is a constant in the section Korwerte as correction values and rekturwert using closed , which the correction value of the adder stage M 3 adds to the analog value of the target distance of the target braking distance offered by the storage memory KR according to the transferred value rather ZE 2 also as an analog value to the voltage. Memory D 3 delivers. On the display board AT2 , in addition to the target io, it should be mentioned for a better understanding, speed Vs every emergency brake Zz is that transmitted from the control centers to the trains shows. The latter is initiated when the test values of the target braking distance are increments of 50 meters circuit P determines that the actual speed Vi have. The associated values of the by a prescribed value greater than the target target speed Vs are not integers, speed Fs is. The rules for regulating the 15 However, in order to achieve integer values, must speed required facilities, the correction values of the memory KR are not provided shown. The converter U takes care of it in a simple manner. Smaller values of the target braking distance should without extensive arithmetic operations for the um- can not be corrected. Therefore, in the present Conversion of the value of the target braking distance into an example for all values of the target braking distance from corresponding value of the target speed Vs and 20,300 meters or less one in the lower range is fed from memory D 3. This memory D 3 linearized target braking curve by specifying a has the task of accepting the non-constant braking deceleration delivered by memory D 2. Correction values are added to the values of the target braking distance. This results in this area for the im put. The type of change in the braking curve of 300 meters assumed by the memory D 2 example The given value of the target braking distance is determined by the following linear assignment: Target braking distance: Xs | 300 | 250 | 200 | 150 | 100 | 50 [meters] Target speed: Xs | 50 | 40 | 30th | 20 | 10 | 0 [km / h] The indicator BR closes the switch K6. braking distance from the middle of the section to As a result, the section end formed in the adding stage M 2 is reduced from 50 to zero Sum of the analog values pending on lines Y 3 and Y 4 are supplied. transfer the analog values to the memory D 3 35 The transfer of information from the train to and added to the value of the target braking distance. In the case of the line line, with the help of the parallel-series presence of the identifier BL , the switching converter PSU2 is closed in conjunction with the shifting device Kl for the register SC3 on line Y4 via the transmitter SE2, the decoupling analog value. Since the line Y 3, however, management circuit E and the antenna AE.
only for the first 50 meters of each route section 40. When using the train protection system, the KS switch is used as a control potential. It is possible, in the first 50 meters of the section, to provide train station areas for identifying analog values that reduce stopping points on line Y 4 and to provide separate control points, which switch K 8 to the memory is only ineffective while driving this route over 45 due to a travel command from the dispatcher D 3 can be transmitted and made sam. To regulate the driving location added to the value of the target braking distance. According to the speed of the train, smaller values of the target braking distance than the value of the target braking distance initially contained in the D 3 can also be transferred to the memory D 2 and remains until the end of the route. Turn 50. It is also possible to keep the identifier LA constant, since for this route switch K 7 is closed for slow travel above the respective slow speed, but switch K 8 is not closed according to the length of the train. to provide lower sections. The indicator LB closes during the passage. It is also conceivable to provide various set braking procedures for the assigned route section, the 55 curves; Consideration would have to be given to switches K4 and K9 for the analog values on the lines Y 4 and Y3 then obtained with the aid of the comparator FG1 in FIG. The switch K 5 is during follow. Here, the assignment of the limitation of the first 50 meters should be opened by the analog value on that of the individual levels of the memory SL for line Y 3 . Therefore, when driving through slow driving zones on the computer Zl over this distance alone the analog value of the line 60 comparator VG 1 are changed in such a way that Y 3 is given the limit for smaller or larger values via the adder M 4 to the memory D 3 and there of is made to the in sections of the desired braking distance to the value, and thereby adds braking related and stored in the memory Ό2 curves with greater or smaller Bremsverzöge target braking distance. After passing through tion to be driven through.
50 meters, the switch K 9 is activated by the analog 65 ...
value zero on line Y 3 opened and the scarf claims:
ter K 5 closed again. As a result, the storage 1. Train control system with linear inches D3 via the line Y4 for the value of the target information transmission between the trains and Route control centers for successive route areas, in which each route control center knows the location and the braking properties of the trains in the assigned route area, calls them regularly via a line for train or location-specific purposes and thereby delimits them with information to determine their target speed in the line ahead by marking points on the line line Section supplied, characterized in that the control center after each train transmits information about the length of the required braking distance (Xs) at the end of the particular section of the route for braking from the permitted set speed to a standstill, as well as an identifier indicating the type and duration a change in the transmitted value of the target braking distance (Xs) is determined in the present route section. 2. Train protection system according to claim.1, characterized in that for route sections (AB 5) in which a constant target speed is prescribed, a label (LA) is provided, upon receipt of which a logic circuit (KR, KlO in Fig. 4) In the vehicle device, a correction value is constantly added to the value of the target braking distance (Xs) which is simultaneously transmitted to the train, which results in an integer value for the target speed determined from the target braking distance. 3. Train control system according to claim 1, characterized in that further indicators (BR, BL or LB) are provided for route sections with changing target speed, a logic circuit (K 4 to K 9, MI and M 4) in conjunction with a Distance meter (CounterZ2 / Z3) for the distance covered in the relevant section, the value of the target braking distance (Xs) is constantly changing while driving through a part of the route section specified by the received identifier. 4. Train control system according to claim 1, characterized in that in the information transmitted from the line control center to the trains, data on target distance (Z) and target speed (Vz) are also provided, which are shown on a display board (AT 2..in Fig. 4) are displayed as driver's cab signal. 5. Train control system according to claim 1, characterized in that a message channel (NV or NR) is provided after adjacent route control centers for previous route areas, via which each route control center provides the information provided for a train located in the first section of the train-ordered route area to the neighboring control centers gives away. 6. Train protection system according to claims 1 to 5, characterized in that for determining the information for an existing one in the last section of the route area of a control center Zug uses the information provided for the first section of the neighboring control center in the direction of travel are. 7. Train control system according to claims 1, 2 and 5, characterized in that the for route sections in which a constant target speed is prescribed, provided identifier (LA), which is issued by a route control center for at least the first section of their route area, from the Route control center of the previous route area is used to check for the presence of a traffic-restricting control point at the change of route areas ahead. 8. Train control system according to claims 1 and 5, characterized in that the information transmission from a route control center after a train located in the second section of the associated route area for the route control center of the previous adjacent route area as a criterion for deleting information from the last section of the route area of this route control center allocated memory of a route area simulation (SN) is used. 9. Train control system according to claim 8, characterized in that a computer (Z 1) for the target braking distance (Xs) is provided in the line control center, which can be set in a predetermined position by this criterion. 10. Train protection system according to claims 4 and 9, characterized in that this computer (Z 1) when querying a route area simulation (SN) provided in the route control center with memory lines for occupancy reports against the direction of travel by incrementally advancing at each stage a value of the target braking distance ( Xs) as well as the target distance (Z) for a train located in the assigned route section. 11. Train control system according to claims 1 and 10, characterized in that a manually adjustable and together with the route area simulation (SN) can be queried memory (SL) for slow travel points (LF 30, LfIO in Fig. 1) in the manner of a crossbar distributor in each route control center is provided, which represents an image of the assigned route area and contains several setting options for limit speeds for each section of this route area. 12. Train protection system according to claims 1, 2 and 11, characterized in that the value of the target braking distance (Xs) is limited by the limit speed set in each case (computer Zl, comparator FGl) and that the route control center has the indicator (LA ) for speed restrictions for the relevant section and all those following in the direction of travel. 13. Train protection system according to claims 10 and 12, characterized in that when querying the route area simulation (SN) for the section following the end of the limitation opposite to the direction of travel, the target distance (Z) is determined again and that a memory (FZl) the value saves the limit speed of the previous section as the target speed and the comparator (VGl ) determines and outputs the indicator (BL). 14. Train control system according to claim 11, characterized in that the signal through Images displayed signal aspects of the signals located on the route also represent a value of the limit speed considered permissible for a certain section and that both the limit speed prescribed by a slow driving point and the limit speed of one and the same section on the computer (Zl) for the value of the target braking distance (Xs) has a limiting effect, whereby the smaller value of the two limit speeds excludes the effect of the larger one. 15. Train protection system according to claim 1, characterized in that route areas in the train station separate guidance points are provided for identifying breakpoints, which can be made ineffective by a travel order from the dispatcher. 16. Train protection system according to claim 1, characterized in that smaller values of the target braking distance (Xs) are transmitted to the train to regulate the speed of a train. 17. Train control system according to claim 1, characterized in that one im for the trains the lower part of the linearized braking curve is provided. 18. Train protection system according to claims 1, 2 and 11, characterized in that the identifier (LA) for slow driving points is provided for further sections beyond the slow driving point, corresponding to the length of the train. 1 sheet of drawings