DE2856913A1 - Train safety system for express line - has latter divided into block sections each including braking section for train when following track free signal is not received - Google Patents

Abstract

The train safety system has the line divided into individual block sections (B2) with a main signal preceding each and these block sections (B2) sub-divided into an initial section (St) and a braking section (BA). The latter allows for the train to stop if the main signal for the following section (B3) indicates that this section (B3) is not ree and its length is determined by the max. permitted speed of the train and the braking time. A line conductor extends along the length of each initial section (St) and allows a frequency signal indicating that this block section (B2) is free to be supplied to the train. At the beginning of the braking section (BS) the transmission of this signal to the train is dependant on the following block section being free, with the train only allowed to proceed at its max. speed when this signal is received by the train, otherwise the train is automatically braked within the braking section (BS).

Description

Train protection system

The invention relates to a train protection system according to the preamble of the claims.

It is known to divide a track into track sections, each Track section to assign a train occupancy signaling device, which is used to control a train is used in the direction of travel in front of this track section signal. Fig. 1 shows an example of this signal control: rails 1 and 2 of a track are isolated from each other at points 3, 4 and 5, 6; in order to get a The individual sections are via track chokes to enable drive current return tied together. The normal direction of travel is indicated by the direction arrow F. At the end each block section B1, B2, B3 - viewed in the direction of travel - is fed an alternating voltage with a frequency f (commonly f = 50 Hz); the corresponding Generators are labeled G1, G2. There are feed lines at the beginning of the block sections from the rails to receiving signal control devices E2, E available. earth the two rails of a track in a block section through the wheel axles of one Short-circuited train, so no AC signal appears the receiving signal control devices E2, respectively. E3. is a block section on the other hand free, such a signal appears at the corresponding reception signal control device.

Basically, the signals S2, 53 are in front of the block sections B2, B3 in "red" position. Only when a voltage is received from generators G2, G2 (G3 belonging to section B3, not shown in the figure) r: earth them - usually by means of rotary relals with the special help of an auxiliary phase in order to Interference voltages from to close - brought to the "green" position.

This block system guarantees the transmission of the busy message of a block section to the signal before the block section, but not, that a platoon leader stops in front of a "stop" signal. Despite dead man's head technology The concern has not disappeared to this day that the incoming "red" signal will run over a standing signal will. The problem begins with the recognition of a signal by the Engine driver. It is known that a "red" signal position in the event of icing can be recognized as "green". With an accumulation of signals (station entrances z. B) signal mix-up can also occur. About this human failure To prevent this, safety systems have been developed that prevent a vehicle from being driven over on "red" to prevent a standing signal. There were mechanical engine locks, immediately set up at the signal, developed, which stands on "red" when crossing a Signal suddenly open the brake line and thus generate an emergency brake; some of these travel locks are still in use today.

Inductive travel locks (Indusi) were further developed ("2000 Hz-Magnet ", set up directly at the signal). The permanent Indusi device is a passive element; it consists of an electromagnet with a parallel-connected Capacitance, which together are tuned to a certain frequency (in this case 2000 Hz) are; the train has one with a capacitor and a holding relay in series switched electromagnet, fed by a generator, tuned to the same Frequency. If a train runs over the permanent magnet, its transmission circle becomes Energy is withdrawn with the result that the holding relay drops out and thus the emergency braking triggers. The use of the mechanical travel lock or Indusi leads to the situation shown in Fig. 2 block system shown: The track is in extinguishing (or protection) sections L1, L2 and route sections St1, St2 divided; Section St1 and 10sch section L1 and route section St2 and extinguishing section L2 each form a block section (B1, B2). Route sections and delete sections are rail-wise against each other isolated; an alternating voltage is fed into each section as in FIG. 1; the signal (S2) for the block section B2 precedes the erase section L1, the signal (S3) for the block section B3 before the erase section k.

The signal S2 is only set to "green" when the respective A voltage is received at the beginning of L1, St2 and L2, d. H. the distance from one signal to the end of the extinguishing circuit after the next signal is free. The same applies to the signal S3. Of special signaling, in particular for advancing the next signal into a main signal or for matching of block section with deletion section apart from here; to be to the essay "The automatic route block on the Berlin Stadtbahn" by L. Schneider, Deutsche Eisenbahntechnik Jg. 8, 1960, pages 31-36 referenced.

The erasure section is dimensioned so that with the maximum permissible size the speed of travel the train comes to a stop in this section (cf. indicated automatic braking curve Z at signal S2).

The driving locks described have the following disadvantages: The mechanical travel lock is subject to mechanical wear and tear and weather conditions (Temperature influences and the like. More). It is easy for the train driver to get in Check visually whether their position corresponds to the position of the signals, but it does an ongoing check - day and night - is a requirement that has hardly been met can be. The inductive travel locks cannot be checked by the train driver at all, because when crossing an Indusi with a "green" signal, he can only determine that it does not brake the train, but not whether it is in the event of a "red" signal Train would also brake. In operational terms, however, red signals are never passed. It should be noted that there is already a breakdown of the one connected in parallel to the track magnet Capacitor makes the Indusi completely ineffective. In principle, one could Check Indusi from the signal box, it just has to be done continuously; Likewise a requirement that can hardly be met without complex control equipment.

Apart from the risks described, the driving locks described hidden in oneself, comes with hers Use of the fact, that automatic braking occurs by suddenly opening the brake pressure air line: The consequences for unsuspecting travelers have to be accepted.

It is also known a train control system based on the the block system shown in FIG. 1, in which in the middle of the rails a line conductor is laid (return line outside the track), which is in the braking distance BA is divided before the main signal (see Figure 1); in the part that is in the braking distance is, when the preceding signal (S3) shows "drive free", the block current (AC, 50 Hz) closely fed; in the part up to the start of the braking distance Ut1 the block current is fed in continuously. Each train has two in front of the first axle Antennas A1, A2 above the rails, which carry the block current fed into the rails and another antenna A over the center conductor. The signals S2 and 5 have "travel free" and "travel not free" terms. It can also be a "not driving free" signal be run over with special instructions (permissive red). On the train there will be a Cab signal displayed according to the following conditions: Report A1 and A2 block stream, A3 block stream: green driver's cab signal A1 and A2 block stream, A3 no block flow: yellow driver's cab signal (distant signal) A1 and A2 no block flow: red driver's cab signal (permissive (red).

Driving over red signals is allowed in this system to achieve a denser train sequence (Lit. Hausen: The historical one Development of the line train control and the line conductor, ETR Nov. 1973, pages 423-434, especially pages 428 and 429).

The system was tested in 1930/31 on the Berlin and Hamburg elevated railways; have been introduced and are still in operation, however, systems according to Fig. 2: It automatic braking.

As a rule, the permissive red was bred for; introduced On the other hand, it was on the Berlin city railway - see the above-mentioned article -, but without cab signal. The permissive hold has, in addition to the possibility of the denser Sequence of moves, especially the advantage that there is always a signal disturbance as a stopping position, the traffic, albeit a little more sluggish, will continue can, which is not the case with the absolute halt system (here are written Commands or substitute signals required; in the case of the permissive system, it has recently been possible to add Existing absolute stop signals (in front of switches, station entrances) without a substitute signal be brought into the permissive position).

If you now consider the train control system described last, so the following disadvantages can be identified: 1.) Every smallest pulling unit (in the Usually 2 or 3 railcars for city express trains) must have a double antenna system be equipped; in addition, there must be a corresponding evaluation unit on each such unit to be available.

2.) The system basically goes from the "conditional" or "permissive" Red off. Of course, absolute red signals cannot be dispensed with. Such a "red" signal does not chew into the permissive layer in the event of interference because the block section is usually not occupied and the Line conductor in the section of the route (continuously) "green" shows: the driver's cab signaling would after the signal "green" show in contradiction to the permissive drive. At the replacement signal a contradiction arose between the vehicle speed limit specification this signal and the following "green signal" on the route section.

The invention is based on the object sir train protection system indicate that - regardless of whether a train was driven manually or via an automatic system - only j gives the train a license to drive at the maximum permissible speed, when the rule conditions for a free ride are given and immediately a normal one Braking behavior (no emergency braking) is initiated when these conditions no longer exist are present.

This object is achieved according to the invention by what is stated in the claims specified features solved.

The train control system according to the invention is different the named systems assume that a free journey (with maximum permissible speed - in the case of underground trains regularly on all routes 70 km / h) is only possible at all is when a certain signal dependent on signal settings (alternating voltage with frequency f1) is continuously transmitted to the train (a cab signal system that only transmits the next main signal, this condition does not meet). Is missing this signal means that free travel is no longer possible. The system follows the Thoughts of the quiescent current principle. Whether the lack of the signal is based on that certain "No trip" reporting criteria for the track ahead are missing or that somewhere Errors in the transmission circuits (whether at the Ctrek- ke or on the train) is absolutely indifferent.

An error in the absence of the signal cannot lead to this signal, an error in the intended transmission of this signal can only result in failure lead: in this sense, the system is sufficient for a railway technology-safe "fall-safe" system.

The train protection system according to the invention is described below Exemplary embodiment explained in more detail with reference to FIG. 3: In FIG. 3, 1 and 2 again denotes two rails of a track, which is the normal direction of travel indicated with F. The rails between the individual sections are through insulating joints electrically separated from each other. The block section B1 extends to the rail joint 5a, 6a., The block section B2 up to the rail joint 9a, loa. The block sections are divided into route sections (St1, St2) and braking distance sections (BA1, BA2); The rail joint 3a, 4a lies between St1 and BA1, the rail joint between St2 and BA2 7a, 8a. At the end of each route section and braking distance section, there is an alternating voltage with a frequency f (50 Hz are usual) fed in (generator G). On top of this Sections are receiving lines that carry the transmitted over the rails Send signals as reporting criteria to one AND circuit 11, 12 each. Only when on AC voltage with frequency f is applied to both access lines, this is possible corresponding, downstream signal (S2, 53)) in the "travel-free" position. the Axes of one located in a route or braking distance section of a block Train prevent the reception of an alternating voltage with the frequency f on their Start and leave therefore the preceding block signal (S2 resp. S3) do not go into the "drive-free" position (the normal position of the signals is "Drive not free").

The main signals (S2, S3) differ here from the procedure according to FIG. 2 not in front of a (extinguishing) protection section, but directly in front of the route section. The section of the route does not extend to the following main signal. Separates him of this a special section, the braking distance section, which is determined by the permissible Maximum speed and braking deceleration is set in its length (braking curve BR over B). The signal position "drive-free" is also not due to the non-occupation of the following deletion section, route section and again the following deletion section determined, but by the not occupied message of the following route section and braking distance section.

The message for a free message of the block section B3 is via the AND circuit 12 is fed not only to the signal S3, but also to a switching device 14 for the alternating voltage with the frequency f1, which this voltage in the end of the Braking distance section BA2 A2 feeds. The alternating voltage with the frequency f1 is generated in generator G3. The vacancy report of block section B2 via the AND circuit 11 not only fed to the signal S2, but also one Switching device 15 for the alternating voltage with the frequency f1, which this Feeds voltage into the end of the braking distance section BA1. becomes a .techsel tension from the railcar of the train (this has a corresponding receiving device) in section BA2 recommended so he can start his journey (with the for section BA2 and the next block section valid maximum speed) continue; the same applies when receiving the alternating voltage in section BA1.

on the other hand, if no alternating voltage with a frequency> 1 is received, a speed / braking distance monitoring device located on the railcar takes care of this (GRÜ), which at the same time measures the distance covered that the Brens curve (BR) drive through will. Braking can be done manually or automatically.

The alternating voltage with the frequency f1 is also used in a control device 13 supplied. It will be at the end of the section under the following conditions St2 fed in: It is switched on if the reporting criterion for a "Farht-free" position of the signal S2 is present, d. H. the block section B2 is reported as occupied; it is switched off when the distance section BA2 is reported as occupied will.

It applies again to the route section St2 that the train only then at the maximum permissible speed (for block B2) if he can drive the Receives AC voltage at frequency f1; otherwise braking takes place according to the braking curve (BR).

The control device 13 prevents that in the absence of a "drive-free signal" the AC voltage is switched on with the frequency f1 for the route section St2 will. A train that has entered section St2 prevents, due to its axle short-circuit, that behind him in this section the alternating voltage with the frequency 9 received as long as it occupies section St2.

If one compares the means used to carry out the wrote Method necessary in comparison to the method according to FIG. 2 which is in operation are, it can be seen that only the means for feeding in the alternating voltage with the frequency fi, the following are also necessary: The number of insulation points (which still need track chokes to return the drive current) increases not.

Instead of the alternating voltage with the frequency f1, one can also use a Feed in another alternating voltage with the frequency f2, this being a certain different maximum speed. So the frequency f2 can be used as a speed limit can be used with v = 40 km / h. It is therefore a "drive-free" signal with a special speed limit. Do the signals have a corresponding Signal aspect, e.g. B. "flashing green", the infeed of the corresponding Frequency derived directly from the signal control.

The transmission of a frequency f3 begins with the signaling of the "permissive" red (in the same way as switching on the frequency f1 at the beginning of the "green signal"), it is ended by the appearance of the green signal.

As already described, the occupation of the route section (St2) and / or the braking distance section (BA2) in a block causes the "travel not free" position of the block signal in front of it. In this case, no frequency f1 (or f2) is fed into the route section (St2). If you keep the basic idea that a "driving license frequency" (f1, f2) must be available for driving, then - as described in the introduction with other train control systems - the red signal as in "conditional"("permissive") -Define red signal. However, it is very easy to introduce a permissive red next to or instead of the absolute red if the preceding route section St2 is reported as free, but the following braking distance section (BA2) is occupied (both sections free means "green") and for this case Another frequency f, which allows permissive travel, is fed into (3rd section of the route. This feed takes place after the transmission of frequency f1 (or f2), which occurs with the occupancy message from BA2, is prevented Train through the block as a result of the occupancy reports, the following signal sequence and frequency transmission in St2: St2 BA2 signal S2 frequency in St2 1) free free green Throughout St2: f1 2) occupied free red in St2 only before the move: f1 (or f2) 3) occupied occupied red none 4) vacant "permiss.rot" = throughout St2: f3 approximately = yellow 5) free free green all over St2: f1 (or f2) If, after 4), a follow-up move follows permissively, one obtains 5a) occupied occupied od red in St2 only before move: f3 free 6a) yellow all over St2: f3 7a) free free green all over St2: f1 In the braking distance section in front of a signal showing "permissive red", as with "red", no feed can take place (stop at the signal) or f3 can be fed (deceleration to a permissive travel speed). The fact that it is only possible to drive permissively when the following section of the route is free is not a particular restriction on urban rapid transit systems, because there the section of the route is often not significantly longer than the braking distance section.

In addition, it must be permitted for the entire section with a permitted permit (Berliner Stadtbahn) must be stopped 1 minute before the permissive signal.

The retention of the absolute red when the one in front is occupied The route section also has a special safety meaning:: it nuss dem Drivers be able to drive under certain circumstances even when none "Fahrfreuqenz-Permission" is present: for example, is the signal at the end of a Platform and shows red, but the driver has braked too hard and would happen To be at the end of the platform, he must be able to accelerate again be. Ss can be assumed that funds are available for allow this purpose only a brief acceleration; but can nevertheless Roll the train beyond the red signal. The train then receives this signal still no driving license frequency. The first wheels of the train have the rails of the route section short-circuited, the red signal can no longer be automatic To get picked up. In this case a substitute signal must be given by the signal box and At the same time, a substitute driving frequency can be fed into the route area.

A disturbed "absolute red" signal can be replaced by a permissive Replace the red signal as soon as the route section ahead is reported as free will.

As usual, there is always a stop signal in front of a turnout area, whose position is changed by Stellwerk ger-S route formation. Is the driveway fixed, the transmission of the track current is therefore also fixed in the usual way; the "driving license" frequency (f1, f2 'f) is fed into the branch of Route routed for which the route is formed. The reception of these frequencies is also backed up for and over a switch, in the usual way is equipped with insulating sections for the track circuits (alternating insulation from left to right track with track circuit connection between the middle pieces), provided that the following condition is met: Has a train in front of the first axis a receiver coil above the rails (perpendicular to them), see above the coils must not be chained in series because the phaser relationships are in the turnout area change. Each aspen coil must evaluate itself whether it receives a signal; the overall evaluation is then additive. Under this condition only in the very short track insulation before and after a switch the frequency with. sake Receive energy, otherwise constantly full. It can thus transmit the "driving frequency" can also be regarded as absolutely safe in the switch area.

The installation of the main signals in the train protection system described is basically not necessary; the reporting criteria for these signals are anyway to the Train mediates and lead to the display (cab signal) and possibly direct train control. The line-up of the route signals is still extremely useful: despite all the automation, one becomes a train driver do not want to do without; only he can monitor the route on an ongoing basis, only he can make corrections to driving behavior, and only he can in the event of malfunctions intervene appropriately. The transmission of signals to the driver's cab should only Help, especially to be able to recognize a signal in good time, especially when Advance signals - like this one.

System too - fall away. The security system should also also offer additional security in the event of incorrect actions by the driver.

The train control system described so far is based on this.

the "driving license frequencies" in the mutually insulated rails of the route and braking distance sections. hat is obvious, this feed can also be carried out via a line conductor, which is in the middle in the known manner Is laid between the rails; the train has a corresponding receiving antenna at the front.

According to the system described so far, there are two separate center conductors to be used, one for the section (St2) and one for the braking distance section (BA2). However, when transmitting using a line cable, the fact it must be taken into account that the tension axles do not prevent the rail short-circuit, that behind the train no "driving license" frequencies in the relevant sections be received.

This fact can become important when making a train at a red signal (z. B. at S2) should roll past, which is prohibited operationally is, but can still happen (see previous illustration). Is in the preceding ones Route section (St2) "Green" fed in, then receives this despite being occupied Section by a train of the next train "green".

To prevent this, the line cable of the line section is used divided into two parts (Fig. 4), of which the first part (SL 1) has a length, which is slightly smaller than the smallest train length. In both parts will be even the "driving license" frequencies fed in; the feed into the second part (SL 2) is terminated in the usual way when the one after the route section Braking distance segment (BA1) is occupied; on the other hand it already becomes in the first valley ended when the braking distance section (BA1) from the signal (S2) as free part the following route section (St2) is reported as occupied. Are not permissive trips allowed, this ensures that at least the section of a train length is behind a red signal does not receive a 1, driving license "frequency.

If you also want to allow permissive driving, then you have to it must be ensured that a train passing the permissive red in a route section (St2) (f) does not receive when entering the following braking distance section (BA2) green (f1) receives although this section is still occupied. To prevent this, such a part of the line conductor is separated at the end of the route section (St2) to be laid that corresponds to the braking distance for permissive travel, in which the permissive signal is only fed in when the braking distance section in front of it (BA1) is reported as free. This also ensures that through here too the message "BA1 free and St2 occupied" of the line cable SL 1 after the signal (S2) no longer receives a driving license "frequency.

The described method then still enables an intervention on the train from the signal box, if it is already on the open route: switching off the alternating voltage with the frequency fl (resp.

f2, f3) by interrupting the generator supply line brings the train to stop at any time within the specified braking distance. The introduction is regular a breaking process at an unusual point the driver to greater change request.

The frequencies f1, 2 3 can be used as modulated tone frequencies on a RF carriers are transmitted.

It is known that such a carrier frequency transmission You may encounter difficulties over the rails, but are not compelling reasons obvious to exclude them in general. If you feed into the section (St2) during the time in which the control device 13 is not feeding in the HF + audio frequency, only the handler calls in and, if there are no reporting criteria for the "drive-free" - (or "Restricted-travel-free" or "permissive stop") position of a signal as well mere feeding of the HF into the Brensab stand's sections lying in front of the signal , then the train constantly receives the DH. Then it can be defined that (in addition to the Discontinuation of the alternating voltage with f1, f2, f3) the HF must still be received, about the service braking to initiate, otherwise there is an emergency brake comes. In this case, the signal boxes can be used at any time except for one Service braking also perform emergency braking. Disturbances in transmission paths etc. then also lead to emergency braking.

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Claims (4)

Claims: 1. Train control system for city high-speed railways for a normal case in one direction of the track. at which the track in individual Block sections is divided and possibly a main signal before each block section is arranged, characterized in that each block section (..., B2, ..) in a route section (..., St2, ...) and in normal direction of travel according to the following Braking distance segment (..., BA2, ...) that corresponds to the permissible maximum speed and braking deceleration corresponds to a specified braking distance, is divided that a "travel-free" condition for a block section (possibly "travel-free" position of an existing main signal) only takes place if the previous section of the route and stopping distance sections are not occupied that in each route section in the case of rail insulation between all track and braking distance sections Infeed at the end of the route section or through one along this route section installed line cable an alternating voltage with a frequency f1 in the period of time that begins with the occurrence of the reporting criteria for a "Farht-free" condition for its block section begins and with the occupancy message of the following braking distance section ends, it is transmitted to the train that in each braking distance segment (with same means as with the route sections) then an alternating voltage the frequency f1 is transmitted if the reporting criteria for a "drive-free" position of the following main signal that the running of a train with the for the relevant block section permissible maximum speed only then permitted is when the locomotive of the train receives an alternating voltage with the frequency f1, and that the failure of the reception of the alternating voltage with the frequency f1 at from Hand-driven trains the command means to drop the train according to the braking curve Braking the braking distance in automatically braked trains causes the predetermined braking curve is passed. 2. Train protection system according to claim 1, characterized in that that an alternating voltage of other frequencies Cf2) ... is transmitted, which has a special Speed limit prescribes (restricted "drive-free" signal; signal "green-blinking"). 3. Train protection system according to claim 1, characterized in that that another alternating voltage (f3) is transmitted, which has a "permissive hold." means, with this signal aspect in a line signal only then displayed and in the preceding route section (St2) by means of the frequency f3 is transmitted when the route section (St2) as free and the following Braking distance section (BA2) is reported as occupied, with the transmission begins with the occurrence of the "permissive" content in the path signal and with the occurrence a "drive-free" signal ("green", "green-flashing") ends. 4. Train protection system according to claims 1, 2 or 3, thereby characterized in that the frequencies 1 'f2, f3 as modulated audio frequencies on one HD carriers are transmitted in the route sections ir the time in which not the HF + audio frequency is fed in, the KF is fed in and if there are no entry criteria for the "drive-free" (or "limited drive-free or permissive stop") position of a signal, the braking distance section in front of it is also fed with the HF and that if the audio frequency fails, but the HF remains, the service brake is applied initiated, if the handler fails, the emergency brake is triggered on the train.