DE2657719B2 - Device for the transmission of information between a route control center and track-bound vehicles - Google Patents

Description

The invention relates to 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 routes Vehicles in this route network, with facilities on the track side are provided for each vehicle transmit an identifier for the respective route section traveled, and the route control center with Route information is transmitted to the individual vehicles using the IDs.

In order for railway vehicles to be able to travel safely on a track network, it is necessary to obtain information from the route to the vehicle.

One of the oldest information transmission systems uses optical light signals, from their shape and Color of the vehicle driver determines the necessary route information. However, this system in its usual configuration is not suitable for high-speed railway lines, in which for the vehicles with Braking distances are to be expected, which can be longer than with 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 that allow driving allow a central operational control with electrical signal preview and when using all technical possibilities. Thereby information in each case from a route control center to vehicles located in their area of influence and in the opposite direction. It has been shown to be this is extremely advantageous when attached to any vehicle information is always given about in which Distance to the next speed-limiting route point is ahead and how big it is there permissible target speed is. The means of transmission for the information come among other things

Line cables, directional radio and waveguides in question.

It is included for an orderly transmission of information between the route and the vehicle It is necessary that the line control center the vehicles in its area of influence in a cyclical The sequence responds individually addressed and the vehicles respond to this response. The addressing can be given here by a location identifier, which the vehicles in each case when driving over from to the Route arranged address points is communicated ("Die Modulare Zugbeeinflussung", Eisenbahntechnische Rundschau, 1975, no. 10, pages 381 to 385).

When a vehicle approaches the tip of a turnout or a turnout area, depending on the Point location two or many different routes.

In addition to knowing the permissible maximum line speeds, slow driving areas, road inclines and signal aspects Knowledge of the switch positions is also required.

The object of the invention is to develop a train control device in which on a 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 approaching a switch or a switch area, before entering this switch or switch area. this turnout area passes a line signal that either by the signal aspect “stop” the vehicle Forces to brake completely or if the journey is permitted over the through track »Free Trip «shows. If the path of the vehicle does not lead solely to the through track, show

^{r> 0} the signal when driving is normally a speed-limiting signal aspect.

The object on which the invention is based is usually achieved in that a reporting device is provided in the line control center, which one Issues a message for a route section that is designed as a switch section that is triggered by signals is secured, of which one in each case allows entry into this section only under reduced driving speed and that the message in the

^w) Route control center triggers a special command for a vehicle traveling on the switch section, which is effective on the vehicle's switching means for maintaining the signal-dependent restricted travel speed until the beginning of the next section

switches.

The invention is based on the knowledge that from the signal aspect of an entry signal before the Point of a single switch is a criterion for direction

can be obtained that completely validly replaces the evaluation of the switch position, but it is recognized at the same time that for a vehicle entering a turnout area, e.g. a train station, with a multitude of Switches enters due to the fact that only a single entry signal for this switch area as well is provided from the position of this entry signal the only thing that can be determined is whether the vehicle is in the through track or in one of many side tracks will come in.

The journey over the through track can thus be easily carried out with knowledge of the signal aspect of the Entry signal with »electrical signal preview«. For branching tracks this would only be below Knowledge of all relevant turnout positions is possible.

But now it has still been recognized that the journey In a branching track is usually only possible with limited speed from this This results in the advantageous possibility of vehicles with routes over a branching GJeis with restricted Speed while driving on the switch section without an "electrical signal preview" to be able to run.

As in the mentioned normal case, however, also when a vehicle moves from a siding into a turnout section from where it enters the through track, the entrance to this switch section is through a signal controlled is also only possible under restricted speed, can also in this case An electrical signal preview can be dispensed with within the switch section. This waiver can under certain circumstances lead to a considerable reduction in the technical effort for the entire system to lead.

It thus proves to be particularly advantageous in the device according to the invention that it does not only a single switch, e.g. B. can be used in front of a passing track but that their use is easy for multi-track station areas is possible.

According to a further embodiment of the invention, the reporting device includes locking switch means that block an output of the avoidance if at least one further signal of the switch section a Entry of further vehicles allowed. It proves to be particularly advantageous that this makes it extremely an additional safeguard of the driveway is given in a simple manner.

Another advantageous embodiment of the invention is characterized in that in the route control center a clock is provided for controlling a cyclical transmission of the special command. Through this it is possible, the proper work of the route control center on the vehicle also within the To determine the turnout section.

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

F i g. 1 a single-track line with a passing track,

F i g. 2 a vehicle traveling on a track, an influencing device on a rail of the track and a route control center,

F i g. 3 facilities of the route control center,

F i g. 4 a reporting device of the route control center,

F i g. 5 shows another embodiment of the reporting device and

F i g. 6 a processing device on the vehicle.

1 shows the easily manageable track diagram of a single-track line of a railway system divided into adjacent track sections CT1 to GT ft . The line can be traveled by a rail vehicle in the directions of travel indicated by arrows FG 1 and FG2. In the direction of travel FG1 , a rail vehicle first passes a track section GTX, then arrives at a track section GT2, which is designed as a switch section, and either leaves this switch section at

ίο Passage on a GTi track section or, when driving on a passing track, on a GT4 track section. The track sections GTZ and GT4 lead into a track section GTS which, as a switch section, leads to a track section GT6

The track sections GT1, GT3, GT4 and GT6 have such a long extension compared to the track sections GT2 and GTS as a switch section that they are only shown abbreviated in the drawing. This fact is indicated in each case by break lines. The journey of a rail vehicle is secured in the direction of travel FGI by the signals SL1 to SL 5 and in the direction of travel FG 2 by the signals SL 6 to SL10.

In Fig. 2 shows a rail vehicle SG . It travels on a track, of which only the rail SE facing the viewer is visible. The rail vehicle SG has a processing device VT , which on the one hand emits the antenna / fine control center ZE via a vehicle antenna FE

J <> receives signals which the central station ZE sends out cyclically for a large number of vehicles. On the other hand, the processing device VT receives, via an antenna device

J5 (GT1 to GT6, Fig. 1) effectively arranged influencing devices BG. As a result, the rail vehicle SG can determine the route information relevant to it from the signal transmitted by the central ZE.

^{4 (1} g. 3 essential to the operation of the device elements of the center ZE (Figure 2) are shown in F i Here, a central memory ZR is provided which includes in each section storing AR 1 to ARn information for determining the

4 '"' is used to target distance and speed for rail vehicles SG ( FIG . 2) located in track sections GTi to GTn (FIG. 1)

> o Section memories AR 1 to ARn are stored, the signal-dependent information is fed from an interlocking SK to the section memories AR 1 to ARn of the central memory ZR.

The individual chunk store AR 1 to AR n are polled and the central memory ZR driven with the interrogation signal, a telegram forming device TG which the target distances and target speeds for all the track sections GTi to GTn (Fig. 1) rail vehicles SG located

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

In the control center, a reporting device MG is also provided, which can continuously take information from the section memories AR 1 to ARn via inputs EG 1 to EGn. Using this information, the Meliieeinrichtunp ΜΠ r> h pin Sr-hipnpn.

vehicle SG (Fig. 2) enters a switch section and whether this entry may only take place at a signal-dependent restricted driving speed. In the latter case, the reporting device MG sends a message assigned to this switch section to the telegram forming device TG , which causes it to include a special command for the relevant rail vehicle SG (FIG. 2) in the telegram it forms.

In Fig. 4 shows a first reporting device AiC (FIG. 3) as it is for a rail network according to FIG. 1 can be used. For the sake of clarity, the reporting device AfG is designed so that it only drives vehicles from the track section GTi (Fig. 1) via the switch section GTl into the track section GTA or from track section GT6 via the switch section GT5 into the track section GTA , within the respective Switch section GT1 or GT5 released from the electrical signal forecast. However, when vehicles from the passing lane enter the through lane, they should not be released from the electrical signal forecast.

Via the input EG 1, the signaling device MG takes the information from the section memory ARi (FIG. 3) as to whether the signal SL 2 (FIG. 1) is driving the rail vehicle SG (FIG. 1) for the direction of travel FG1 (FIG. 1) . 2) Releases to a limited extent From the section memory AR 2 (FIG. 3) the signaling device MG takes the information via the input EG 2 that the track section GT2 (FIG. 1) is a turnout section for the purpose of an additional To protect the edge, the reporting device MG can infer from the section memories AR 3 and AR 4 (FIG. 3) whether the signals SL 9 and SL 8 (FIG. 1) are on "Halt" in the manner shown in each case by a dash-dotted line. When all this information is available, which is checked by an AND element UD i , the signaling device MG sends a message to the telegram forming device 7G (FIG. 3) via its output AGi assigned to the switch section GT2, which then sends a message to the Track section GT2 (Fig. 1) entering rail vehicle SG (Fig. 2) triggers the special command

Since it is also possible that a rail vehicle SG ( FIG. 2) approaches from the track section GT6 (FIG. 1) from the track section GT5 (FIG. 1), a second AND is corresponding to the AND element UD 1 - Member UD 2 is provided in the reporting device MG which, via an input EG 6, takes the information from the section memory AR 6 (FIG. 3) as to whether the signal SL7 (FIG. 1) permits a restricted driving speed. Element UD 2 checked whether the track section GT5 (Fig. 1) is a turnout section. Information on this is sent via input EG 5 to AND element UD 2. The correct position of signals SL 3 and SL 4 (F i g. 1) is taken from the section memories AR3 and ARA (FIG. 3) via the inputs EG3 and EG A. Corresponding to the above, the application of all these conditions would trigger a message via the output AG2 assigned to the switch section GTS (Fig. 1), which in the telegram forming device TG (Fig. 3) also sends the special command for a travel direction FG2 (F i g. 1) triggers the rail vehicle SG (FIG. 2) entering the track section GTS (FIG. 1)

In Figure 5, to be viewed as a distributor MG reporting device is shown, which takes the place

the one according to Figure 4 can occur, provided that the section memories AR 1 to ARn (Figure 3) themselves contain the combined information that the following track section contains a point to be traveled over and that the entry may take place at a restricted speed for the vehicle . In this case, such information from the section memory ARi (FIG. 3) would cause the telegram forming device 7G (FIG. 3) to issue the special command directly via the output AGi; the same applies accordingly to the section memory AR6 (FIG. 3).

FIG. 6 shows a processing device VT (FIG . 2) on a rail vehicle SG (FIG. 2). The processing device VT receives information from the control center Zf (FIG. 2) via the vehicle antenna FE ( FIG. 2), which information is fed to a receiver ER 2. Via the antenna device AT (FIG. 2), which is connected to a receiver ER 1, the processing device VT receives information about the identifier relevant to the rail vehicle SG (FIG. 2). The receiver ERi uses this identifier to control the receiver ER 2, which thereby determines the information part intended for the rail vehicle SG (FIG. 2). This information is checked in a code checking device CG to determine whether this information is in a permissible form If this is the case, it arrives at a detector DR. If the information is incorrectly coded, an emergency braking of the rail vehicle SG (FIG. 2) is triggered, as indicated by an active arrow

The detector determines whether the information is a common or the mentioned special command. If it is a common command, the first input of an AND element UD 3 and UDS is prepared in each case. If, however, a special command is involved, the first input of an AND element UDA or UD 6 is prepared. Furthermore, a processing device VG is informed that the special command is present

When passing an influencing device BG (FIG. 2), the receiver ERi emits a pulse to the input of an edge-controlled memory element SD . Depending on its status, this either switches a telegram memory TRi ready to be set, while at the same time it effectively switches the second input of the AND element UD 3 and the second inverting input of the AND element UD A or the telegram memory TR 2 is ready to be set and the second input of the AND element Element UD5 and the second inverting input of the AND element UD 6 switches effectively

Let us first assume the case that there is no special command and that the clock edge-controlled memory element SD stores the telegram memory 77? Switched releasing ready 1 has the telegram is then passed exclusively in the message memory TR 1, while the telegram memory TR 2 secured against Set Then, just at the output of the AND gate UD3 control potential, which switches through a handover certificates age UR i via an OR-gate OD 1, which ensures that the memory contents of the telegram memory TR 1 are taken over into the processing device VG. As the rail vehicle continues its journey, the rail vehicle SG (FIG. 2) passes a next influencing device (such as BG FIG. 2). The identifier given by this then controls the receiver ER 1. Due to the identifier transmission, the clock edge-controlled memory element SD is reversed. Then the telegram memory is

TR 2 ready to read and takes over the information determined by the central unit ZE (FIG. 2) for the rail vehicle 5G (FIG. 2). 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 element OD2. The memory content of the telegram memory 77? 2 thereby reaches the processing device VG, whereby it is ensured that the transfer switch UR 1 is open.

The rail vehicle SG (Fig. 2) then passes the boundary of the next track section and thereby a next influencing device (such as BG Fig. 2). A special order may be given here. The detector DR then prepares the first inputs of the AND elements UD 4 and UD 6 in the manner already described. Although in the FaI! the information received from the vehicle is stored in the telegram memory TR 1, it is not switched through to the processing device VG , but the transfer switch UR 2 is actuated again via the OR element OD 2. Controlled by the response of the detector DR, the processing

processing device VG the memory content of the telegram memory TR 2 again for the duration of the passage of the now traveled track section the partial information 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.

When the rail vehicle SG (FIG. 2) drives into a simple track section while continuing to travel, the information sent by the central ZE (FIG . 2) is returned to the telegram memory 77? 2, which is then queried again, but this time via the AND element UD 5 and the OR element OD 2, via the transfer switch UR 2.

The device according to Fig.δ is not without further able to process two consecutive special commands; an expansion of the described However, this setup is extremely easy to accomplish. For this purpose, the Use of further telegram memories are used.

For this purpose 3 sheets of drawings

Claims (3)

Patent claims: 1. 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 facilities on the route side which transmit an identifier for the respective route section traveled to each vehicle, and the route control center with the help of the identifiers route information is transmitted to individual vehicles, characterized in that a signaling device (MG, Fig. 3) is provided in the route control center (ZE, Fig. 3) which issues a message for a route section which is used as a switch section (GT1 or GT5, Fig. 1), which is secured by signals (SZ. 2, SL 8, SL 9 or SL 7, SL 3, SL 4, Fig. 1), one of which (SL2 or SL7, Fig. 1) the entry into this section (GTl or GT5, Fig. 1) is only allowed under limited driving speed and that the message in the route control center (ZE, Fig.3) for a vehicle (SG , FIG. 2) driving on the switch section (GT1 or GT5, FIG. 1) triggers a special command, the switching means (TR 1 or 77? 2, fig. 6) to maintain the signal-dependent restricted driving speed until the beginning of the next section (GTA, Fig. 1) effectively switches. 2. Device according to claim 1, characterized in that the signaling device (F i g. 4) includes blocking switching means (UD 1 or UD 2, F i g. 4) which block output of the message when at least one further signal ( SL 8, SL 9 or SL 3, SL 4, FIG. 1) of the switch section (GT1 or GT5 , FIG. 1) allows further vehicles to enter. 3. Device according to claim 1 or 2, characterized in that a clock for controlling a cyclical sending of the special command is provided in the line control center (ZE, F i g. 2).