DE2657719A1 - DEVICE FOR THE TRANSFER OF INFORMATION BETWEEN A ROUTE CONTROL CENTER AND TRACK-BASED VEHICLES - Google Patents

Abstract

So that railway vehicles can travel safely on a network of tracks, it is necessary to transmit information, in particular control point data, relating to the respective section of track ahead from one central control unit to each vehicle. When a vehicle travels into a points area (GT2 or GT5), different travel paths result depending on the position of the points. However, an evaluation of the positions of the points in the central control system for the purpose of determining the travel instructions inside the points area (GT2 or GT5) can be dispensed with in that in each case one signal (SL2 or SL7) permits entry into the points area (GT2 or GT5) only at a restricted travelling speed, and in that a report device in the central control unit triggers a special instruction when the vehicle travels in the points area (GT2 or GT5), which instruction actuates vehicle-side switching means so that the vehicle maintains the restricted travelling speed until it travels into the subsequent track section (GT4). <IMAGE>

Description

Device for the transmission of information between a route

central and track-bound vehicles The present invention relates on a device for the transmission of information between a route control center for a route network divided into lined up individual route sections and track-bound vehicles in this route network, with trackside facilities are provided, which each vehicle an identifier for the respective route section traveled transmit and the route control center with the help of the identifiers the individual Vehicle route information is transmitted.

So that railway vehicles can safely travel on a track network is it is necessary to transfer information from the route to the vehicle.

One of the oldest information transmission systems is more optical Light signals, from their shape and color the vehicle driver the necessary route information determined. However, this system is not in its usual form suitable for high-speed railway lines where for vehicles with braking distances is to be expected, which can be longer than the existing optical light signal system existing pre-warning distance to a possible danger point.

For this reason, additional train control devices have been developed who anticipate driving with electrical signals look and allow centralized operational control when all technical possibilities are used. Information is transmitted from a route control center to its area of influence located vehicles and transferred in the opposite direction. It has shown, that it is extremely advantageous if there is always information on each vehicle the distance at which the next speed-limiting vehicle is given is given Route point lies ahead and how high the target speed allowed there is. Line cables, directional radio, among other things, are used as information media for the information and waveguide in question.

For an orderly transmission of information between routes and vehicle, it is necessary that the route control center is in its area of influence vehicles located in a cyclical sequence and addressed individually and the Vehicles respond to this response. Addressing can be done through a location identifier must be given, which the vehicles each run over from on address points arranged along the route are communicated ("The modular train control, Eisenbahntechnische Rundschau, 24 (1975) 10, pages 381 to 385).

When a vehicle is at the top of a turnout or a turnout area approaches, there are two resp.

many different routes. So that the route control center for every vehicle Can provide information about the relevant target distance and target speed is in addition to knowledge of the maximum permitted route speeds, slow driving areas, Track inclinations and signal aspects therefore also the knowledge of the switch positions necessary.

The object of the invention is to provide a train control device to be developed, based on an evaluation of the switch positions in the route control center can be dispensed with for determining travel commands.

The invention is based on the fact that a vehicle that approaches a switch or a switch area before entering this switch or this turnout area is a line signal happens that either the signal aspect '1Halt' forces the vehicle to brake completely or but shows "Freie Fahrt" when driving over the through track. If the The path of the vehicle does not lead solely over the through track, the signal usually indicates a speed limit when driving Signal aspect.

The task on which the invention is based is generally used solved in that a reporting device is provided in the route control center, which issues a message for a route section that is designed as a switch section is secured by signals, one of which is the entrance to these Section only allowed under reduced driving speed and that the message in the route control center for a vehicle traveling on the switch section Special command triggers the vehicle-side switching means to maintain the signal-dependent restricted driving speed until the beginning of the next Effective section.

The invention is based on the knowledge that from the signal aspect an entry signal in front of the tip of a single switch is a directional criterion can be obtained, which fully replaces the evaluation of the switch position. It but at the same time it was recognized that for a vehicle entering a turnout area, e.g. a train station, with a large number of points, due to the fact that only a single entry signal is provided for this turnout area, can only be determined from the position of this entry signal, whether the vehicle enters the through track or one of the many side tracks will.

The journey over the through track can thus easily under Knowledge of the signal aspect of the entry signal with electrical signal preview take place. For branching tracks this would only be with the knowledge of all relevant ones Switch positions possible.

But now it has also been recognized that the journey is in a branching off Track usually only at limited speed possible is. This results in the advantageous possibility of using vehicles with driveways a branching track at reduced speed while driving of the turnout section without an "electrical signal preview" can.

As a rule, however, also when a vehicle is off a siding enters a turnout section, from where it enters the through track The entrance to this switch section is also controlled by a signal is only possible under limited speed, can also in this case an electrical signal preview is dispensed with within the switch section will. This waiver can, under certain circumstances, lead to a significant reduction in the lead technical effort for the entire system.

It thus proves to be special in the device according to the invention advantageous, - that they are not only used for a single switch, e.g. in front of an overtaking track is usable, but that their use easily for multi-track station areas is possible.

According to a further embodiment of the invention, the reporting device includes Blocking switching means which block output of the message when at least one more Signal of the switch section allows entry of further vehicles. It proves It is particularly advantageous that this results in an extremely simple way additional securing of the route is given.

Another advantageous embodiment of the invention is characterized in that that in the main line a clock for controlling a cyclical Ausseninsdes Special order is provided. This makes it possible to work properly the route control center on the vehicle can also be determined within the switch section.

An advantageous embodiment of the invention is shown in the drawing and is explained in more detail below.

They show: FIG. 1 a single-track line with an overtaking track, 2 shows a vehicle traveling on a track, an influencing device on a Rail of the track and a line control center, Fig. 3 facilities of the line control center FIG. 4 shows a reporting device of the route control center, FIG. 5 shows another embodiment the reporting device and FIG. 6 a processing device on the vehicle.

In Fig. 1 the easily manageable track diagram is one in a row Track sections GT1 to GT6 divided single-track line of a railway system shown. The route can be in the directions of travel indicated by arrows FG1 or FG2 be driven over by a rail vehicle. A rail vehicle passes in the direction of travel FG1 first a track section GT1, then gets into a track section GT2, the is designed as a switch section and leaves this switch section either when passing through a GT3 track section or when driving into an overtaking track into a track section GT4. The track sections GT3 and GT4 lead into a track section GT5, which as a turnout section leads to a track section GT6.

The track sections GT1, GT3, GT4 and GT6 have one opposite the Track sections GT2 and GT5 as switch sections are so long that they are only shown in abbreviated form in the drawing.

This fact is indicated in each case by fault lines. The drive of a rail vehicle in the direction of travel FG1 by the signals SL1 to SL5 and secured in the direction of travel FG2 by the signals SL6 to SL10.

In Fig. 2, a rail vehicle SG is shown. It drives a track, of which only the rail SE facing the viewer is visible is. The rail vehicle SG has a processing device VT, which on the one hand Via a vehicle antenna FE the radiated via an antenna AE of a central ZE Receives signals which the central station ZE receives cyclically for a large number of vehicles sends out. On the other hand, the processing device receives VT over a Antenna device AT serving as addresses location identifiers of punctiform at the borders of the track sections (GT1 to GT6, Fig. 1) effectively arranged influencing devices BG. As a result, the rail vehicle SG can route information relevant to it determine from the signal sent by the central unit ZE.

In Fig. 3 are for the operation of the invention Device essential elements of the central ZE (Fig. 2) shown. It is a central memory ZR is provided, which in eik individual section memories AR1 to ARn contains information that is used to determine the target distance and speed for rail vehicles located in the track sections GT1 to GTn (Fig. 1) SG (Fig. 2) is used. While the signal-independent information, e.g. maximum route speeds and road gradients permanently stored in the section memories AR1 to ARn are, the signal-dependent information from an interlocking SK will store the section AR1 to ARn of the central memory ZR supplied.

The individual section memories AR1 to ARn are queried cyclically and the central memory ZR controls a telegram forming device with the interrogation signal TG, which is the target distances and target speeds for everyone in the track sections GT1 to GTn (Fig. 1) located rail vehicles SG (Fig. 2) forms.

The result is in the form of a telegram via a transmitter SR and its antenna AE (FIG. 2) are transmitted to the rail vehicles SG (FIG. 2).

In the control center a reporting device MG is also provided, which Constant information from the section memories AR1 via inputs EG1 to EGn until ARn can be seen. The reporting device uses this information to determine MG whether a rail vehicle SG (Fig. 2) is entering a switch section and whether this entry can only be carried out at a restricted speed depending on the signal allowed. In the latter case, the reporting device MG gives this switch section assigned message to the telegram forming device TG, which initiates this, a Special command for the relevant rail vehicle SG (Fig. 2) to be included in the telegram it forms.

In Fig. 4, a first reporting device MG (Fig. 3) is shown, as it can be used for a rail network according to FIG.

For the sake of clarity, the reporting device MG is designed in such a way that that they can only be used by vehicles from the track section GT1 (Fig. 1) via the switch section GT2 into track section GT4 or from track section GT6 over the switch section Drive GT5 into track section GT4, within the respective turnout section GT2 or GT5 released from the electrical signal forecast. If vehicles from The passing track should enter the through track, but they should not leave the electrical Signal forecast be dismissed.

The reporting device MG takes from the section memory via the input EG1 AR1 (Fig. 3) the information as to whether the signal SL2 (Fig. 1) enables the journey for the rail vehicle SG (Fig. 2) to a limited extent. From the Section memory AR2 (FIG. 3) is taken by the reporting device MG via the input EG2 the information that the track section GT2 (Fig. 1) is a turnout section acts. For the purpose of additional flank protection, the signaling device MG store the section in the manner shown in each case by a dash-dotted line AR3 and AR4 (Fig. 3) can be seen whether the signals SL9 and SL8 (Fig. 1) are nKalt. If all this information is available, which is checked by an AND element UD1, is the signaling device MG via its output assigned to the switch section GT2 AG1 sends a message to the telegram forming device TG (Fig. 3), which is then sent for a the rail vehicle SG (FIG. 2) entering the track section GT2 (FIG. 1) Special command triggers.

Since it is also possible that a rail vehicle SG (Fig. 2) from the track section GT6 (Fig. 1) from the track section GT5 (Fig. 1) is approaching a second AND element UD2 in the reporting device corresponds to the AND element UD1 MG is provided, which via an input EG6 to the section memory AR6 (FIG. 3) Information about it detects whether the signal SL7 (FIG. 1) is a restricted Driving speed allows. The AND element UD2 also checks whether the Track section GT5 (Fig. 1) is a switch section. A related one Information reaches the AND element UD2 via the input EG5. The proper one Position of the signals SL3 and SL4 (Fig. 1) is assigned to the section memories AR3 and AR4 (Fig. 3) taken via the inputs EG3 and EG4. According to the above If all of these conditions were met, a message would be sent to the turnout section Trigger GT5 (Fig. 1) assigned output AG2, which in the telegram forming device TG (Fig. 3) again the special command for a in the direction of travel FG2 (Fig. 1) in the rail vehicle SG (Fig. 2) entering the track section GT5 (Fig. 1) triggers.

In Fig. 5 is a reporting device to be viewed as a distributor MG shown, which can take the place of that of FIG. 4, provided that in the section memories AR1 to ARn (Fig. 3) themselves the combined information it includes that the following track section contains a point to be driven on and that the entrance is at a restricted speed for the vehicle may take place. In this case, such information would be from the chunk store AR1 (Fig. 3) directly via the output AG1 the telegram forming device TG (Fig. -3) cause the special order to be issued; the same applies to the section store AR6 (Fig. 3) accordingly.

In FIG. 6 there is a processing device VT (FIG. 2) on a rail vehicle SG (Fig. 2). The processing device VT receives via the vehicle antenna FE (Fig. 2) Information from the center ZE (Fig. 2), which is fed to a receiver ER2 will.

via the antenna device AT (Fig. 2) connected to a receiver ER1 is, the processing device VT receives information about the for the rail vehicle SG (Fig. 2) relevant identifier. The receiver ER1 controls with the help of this identifier the receiver ER2, which thereby determines the one for the rail vehicle SG (FIG. 2) Information part determined. This information is stored in a code checking device CG then checked whether this information is available in a permissible form. is that's the case, she gets to a detector DR. Is the information Incorrectly coded, as indicated by an arrow, an emergency brake is applied of the rail vehicle SG (Fig. 2) triggered.

The detector DR determines whether the information is a usual or the mentioned special command. Unless it is a usual one Command, the first input of an AND element UD3 and UD5 is prepared. However, if the special command is involved, the first input is always used an AND element UD4 or UD6 prepared. Furthermore, a processing device VG informed that the special order is available.

The receiver ER1 gives when passing an influencing device BG (Fig. 2) sends a pulse to the input of an edge-controlled memory element SD off. Depending on its status, this either switches a telegram memory TR1 ready to be set, while at the same time the second input of the AND element UD3 and the second inverting input of the AND gate UD4 effectively switches, or the Telegram memory TR2 ready to be set and the second input of the AND element UD5 and the second inverting input of the AND element UD6 activates.

Let us first assume that there is no special order, and the edge-controlled memory element SD readies the telegram memory TR1 has switched. The telegram then only reaches the telegram memory TR1, while the telegram memory TR2 is secured against setting. Then just lies at the output of the AND gate UD3 control potential, which via an OR gate OD1 a Takeover switch UR1 switches through, which takes over the memory content of the Telegram memory TR1 in the processing device VG guaranteed.

As the journey continues, the rail vehicle SG (FIG. 2) passes a next influencing device (like BG Fig. 2). The identifier given by this then controls the receiver ER2. Due to the transfer of the identifier, this is edge-controlled Storage element SD reversed. Then the telegram memory TR2 is ready to read and takes over from the central ZE (Fig. 2) for the rail vehicle SG (Fig. 2) certain information. In this case there is only control potential at the output of the AND element UD5, which switches through a takeover switch UR2 via an OR gate OD2. The memory content of the telegram memory TR2 thus reaches the processing device VT, whereby this is ensured is that the transfer switch UR1 is open.

The rail vehicle SG (Fig. 2) then passes the border of the next track section and a next influencing device (such as BG Fig. 2). A special order may be given here. The detector DR then prepares in the manner already described, the first inputs of the AND gates UD4 and UD6 before.

Although in that case the information received from the vehicle is in the Telegram memory TR1 is stored, it is not sent to the processing device VG is switched through, but the takeover switch is activated via the OR element OD2 UR2 actuated one more time. Controlled by the response of the detector DR removes the processing device VG to the memory content of the telegram memory TR2 the partial information once for the duration of the passage of the now traveled track section about the maximum permissible vehicle speed. The output of the processing device VG then leads to further control devices of the rail vehicle SG (Fig. 2), which are not shown further for the sake of clarity.

If the rail vehicle s & (Fig. 2) when traveling on in a A simple track section enters, the one sent by the central ZE (Fig. 2) arrives Information again in the telegram memory TR2, which then again, but this time queried via the AND gate UD5 and the OR gate OD2, via the transfer switch UR2 will.

The device according to FIG. 6 is not readily able to process two consecutive special commands; an expansion of the described However, this setup is extremely easy to accomplish. To do this, in the use of additional telegram memories is advantageous.

LIST OF REFERENCE SYMBOLS AE antenna AG output AR section memory AT Antenna device BG influencing device CG code checking device DR detector EG Input ER receiver FE vehicle antenna FG direction of travel GT track section MG reporting device OD OR element SD memory element SE rail SG rail vehicle SK signal box SL signal SR transmitter TG telegram forming device TR telegram memory UD AND element UR takeover switch VG processing device VT processing device ZE central ZR central Storage

Claims (3)

Claims 1. Device for the transmission of information between a route central for a series of individual route sections divided route network and track-bound vehicles in this route network, devices are provided on the track side which give each vehicle an identifier for the respective section of the route traveled, and where the route ': enzentrale With the help of the identifiers, route information is transmitted to the individual vehicles, d a d u r c h e k e n n n z e i c h n e t that in the route control center (ZE, Fig. 2) a reporting device (MG, Fig. 3) is provided which sends a message to a Releases route section which is designed as a switch section (GT2 or GT5, Fig. 1) which is secured by signals (SL2, SL8, SL9 or SL7, SL3, SL4, Fig. 1), one of which (SL2 or SL7, Fig. 1) the entry into this section (GT2 or GT5, Fig. 1) only allowed under limited driving speed and that the message in the route control center (ZE, Fig. 3) for a turnout section (GT2 or GT5, Fig. 1) driving vehicle (SG, Fig. 2) zone triggers special command, the vehicle-side switching device (TR1 or TR2, Fig. 6) to maintain the signal-dependent restricted Driving speed effective until the beginning of the next section (GT4, Fig. 1) switches. 2. Device according to claim 1, d a d u r c h g e k e n n -z e i c h n e t that the reporting device (Fig. 4) blocking switching means (UD7 or UD2, Fig. 4) that block the output of the message if at least one more Signal (SL8, SL9 or SL3, SL4, Fig. 1) of the switch section (GT2 or GT5, Fig. 1) Entry of additional vehicles is permitted. 3. Device according to claim 1 or 2, d a d u r c h g e -k e n n z e i c h n e t that in the route control center (ZE, Fig. 2: a clock for controlling a cyclical sending of the special command is provided.