DE4413183A1 - Railway line sections train traffic control system - Google Patents

Railway line sections train traffic control system

Info

Publication number
DE4413183A1
DE4413183A1 DE19944413183 DE4413183A DE4413183A1 DE 4413183 A1 DE4413183 A1 DE 4413183A1 DE 19944413183 DE19944413183 DE 19944413183 DE 4413183 A DE4413183 A DE 4413183A DE 4413183 A1 DE4413183 A1 DE 4413183A1
Authority
DE
Germany
Prior art keywords
track
transmitter
vehicles
receiver
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE19944413183
Other languages
German (de)
Inventor
Hans Dipl Ing Dewald
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to DE19944413183 priority Critical patent/DE4413183A1/en
Publication of DE4413183A1 publication Critical patent/DE4413183A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/18Railway track circuits
    • B61L1/181Details
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/16Continuous control along the route
    • B61L3/22Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/24Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits

Abstract

A train control system has sections where audio frequency currents are fed into the rails in front of the vehicle (f). Unoccupied sections are used for monitoring purposes and occupied sections for data transmission between vehicle and a control point. The rail transmitter (s) feeds a receiver (e1,e2) at each end of a track section in conventional fashion and the control unit can detect the travel direction, if the reception level of one receiver falls below a threshold. Thereupon, or with a short time delay, or when the other reception level drops, the control unit switches the transmitter on to the output circuit (a3) of the other receiver until the vehicle has left the section.

Description

The invention relates to a device according to the Preamble of claim 1. Such a device device is known from DE 34 42 199 C1. With the recognition of an occupied section of track by a vehicle from a control center for clear track monitoring required section-specific identifications of the track current switched off and for that information telegrams are fired switched, received by the vehicles and out can be evaluated. The prerequisite for this is that the A These telegrams are fed against the direction of travel of the vehicles takes place because the flowing over the rails Otherwise signal currents short-circuited through the vehicle axles become and can no longer be received.

Around such a section of track in both directions To be able to drive, therefore sees DE 34 36 431 C2 Device for switching on the telegrams as required one or the other end of the track section. this happens via switching relay controlled by the signal box, the same time also an automatic adjustment of the track-side head Carry out circuits through which the track currents in the Rails are coupled in and out of them. When driving The transmission / reception facilities of the Track circuits switched depending on the direction of travel.

For reasons of cost, so-called middle-fed are often used Track circuits used in which a single transmit towards separate reception facilities on the two Feeds ends of the track section; the broadcast must be direction not exactly in the middle between the two his. With this type of arrangement, the effective lengths can be determined extend a track circuit to twice the length,  without doubling the hardware effort. If however, via such a center-fed track circuit also information to those traveling on the track circuit So far, vehicles have to be transmitted the disadvantage that these vehicles when reaching the Forcing the infeed point itself to be without information, because then the signal streams no longer in front of the pickup coils flow in the rails, but still in front of the receivers can be derived via the axes.

The object of the invention is to provide a device according to Preamble of claim 1 so that also in the case of a center-fed track circuit perfect signal transmission to the track section vehicles is possible regardless of where they are stay in this section of track. The invention solves this task through the characteristic features of the patent claims 1. The tax office itself arranges without co-workers of an interlocking solely on the basis of Coupling circuits of such a track section detec based receiving voltages or due to vehicle-side or control signals on the track side of driving over the Coupling point and then switches the transmitter for the informa tion telegrams to the off ahead in the direction of travel coupling circuit so that information telegrams continue to the advancing vehicles can be transmitted.

Advantageous embodiments of the device according to the invention tion are specified in the subclaims.

Thus, according to claim 2, the switchover made previously automatic transmission and reception facilities be reversed as soon as the vehicles Have left track section, this switching again by the control center alone, without the participation of any Signal box should be made.  

Usually middle-fed because of the large effective lengths, temporarily but also from one end of the track Circuits can occur, particularly in the case of unfavorable beddings properties that even when the track is cleared cut at least at the opposite of the entry point the exit point of the track section is not sufficient sufficient voltage for a reliable release of the relevant meets the track section part. For this The case provides for claim 3 that at the end of the exit of the track cut detectors of any type, such as. B. rails contacts, sensors, light barriers, induction loops or Train control devices are to be provided, their response Chen the changeover of transmitter and receiver undo.

Feeding and withdrawing the track currents into the rails or from the rails via equipotential bonding connector take place, which are designed in a known manner so that a Separate monitoring of the individual sub-tracks if possible cuts is possible.

The invention is based on one in the drawing illustrated embodiment explained in more detail. The Drawing shows in

Fig. 1 shows a center-fed track circuit, a vehicle approaching this track circuit and the only schematically indicated switching means for evaluating and switching the track currents, in

Fig. 2 shows the logic for coupling and decoupling the signal currents up to the point in time when a train passes the infeed station and in

Fig. 3 shows the logic for the subsequent feeding and loading of the track currents.

Fig. 1 shows a track G with a center-fed track circuit formed from the two sub-sections GA1.1 and GA1.2. The partial track sections shown zen limit each other without insulation and are delimited against each other by known equipotential bonding connectors VB1 to VB3 of any configuration. The signal currents are fed in and out at these equipotential bonding connectors. For this purpose, the equipotential bonding connectors are connected to coupling circuits A1 to A3, which, in a known manner, serve to adapt the impedance of the associated sub-track section to the output resistance of the transmitting and receiving devices of the control point. The switch S of the control point is routed to the coupling circuit A2 via a switching device U, while the two receivers E1 and E2 are connected to the coupling circuits A1 and A3. As long as both receiving devices receive the track streams sent by the transmitter S, which are provided with a certain section identifier, the entire track section consisting of the two sub-sections GA1.1 and GA1.2 is released and the transmission of information telegrams is omitted. As soon as a vehicle F z. B. the potential equalization connector VB1 drives over and shorts the rails of the partial track section GA1.1 with its front axis Ax1, the received voltage at the receiver E1 collapses. From this, the control point recognizes the intrusion of a vehicle into the track section monitored by it. It now causes the transmitter S to send out information telegrams for the vehicles F which have entered the sub-track sections GA1.1. These information telegrams are fed to the track via the coupling circuit A2. The vehicle is provided with vehicle antennas FA arranged in front of its first vehicle axis Ax1 and coupled to the rails of the track, via which the information telegrams are received and fed to a vehicle receiver FE and via which response telegrams can optionally be fed into the rails; in this case, the coupling device A2 also serves to decouple signal streams from the rails.

As soon as the vehicles with their first vehicle axis Ax1 Run over rail connector VB2, via which the Si streams of signals fed into the rails also break the receive voltage at the receiver E2 together. The tax place recognizes this and knows that now also the track section GA1.2 is used. From the order in which the Emp Catch voltages at the receivers E1 and E2 below one the control point also knows about the direction of the vehicles. With the adopted Direction of travel from left to right causes it to open switch the transmitter S to the coupling circuit A3 and that Connection of the receiver E2 to the coupling circuit A2; the Functions of this coupling circuit are thus interchanged been. The transmitter now feeds again against the direction of travel device of the vehicles F in the track section, so that the vehicle arranged in front of the first axis of the vehicles again can receive signal voltage. This is possible until the vehicle with its vehicle antennas shown track section leaves.

After clearing the track section is for a successor train journey the original affiliation of broadcast and Receiving devices to the track-side coupling circuit restored. This happens because the tax assume from the fact that after clearing both again Receiving devices E1 and E2 a sufficiently high Receiving voltage, recognizes that the track section is cleared is and then the switch made previously undone makes gig. Because of the large distance of the feed point in the track circuit from the other end of the track circuit located receiver El, it can be particularly bad Bedding resistances come to the fact that the receiving chip voltage there is not so high that the trackab is free  cut GA1.1 is reliably detected. For this Basically, it can be an advantage at the end of the track to arrange cut detectors operable by the vehicles nen, the response of the switching of the transmitter and undo recipient. Schie come as detectors switches, sensors, light barriers, induction loops and train control equipment in question.

In Fig. 1, the response times of the track circuit receivers E1 and E2 ben ben below the track section shown ben. The reception voltage UF of the vehicle-side reception device FE is plotted above this. It can be seen that this receiving voltage increases with increasing proximity to the initially existing feed location, the equipotential bonding connector VB2, then suddenly decreases when switching over to the infeed at the equipotential bonding connector VB3 and increases again when the transmitter is approached.

When the track circuit transmitter S is short-circuited by the first Vehicle axis and the resulting switching of the on feeding point for the information telegrams to the track At the end of the cut there will be some data interruptions Give transmission to the vehicles. This interruption can generally accepted because of the data attached to it finally transferred to the vehicles, in terms of content will not or will hardly differ from the data previously were transmitted. But also for this brief slump to hide in the data transmission, it is possible to Switching of the track circuit transmitter not only when passing the feed point, here the equipotential bonding connector VB2, but already when entering a Vehicle in the first section of track in the direction of travel GA1.1. This arrangement has the advantage that for the whole Run a continuous line within the two sections of the track Nuclear signal transmission to the vehicle is possible; of The disadvantage, however, is the relatively large distance between the in  the partial track section GA1.1 retracted vehicle and the Entry point of the information telegrams at the end of the Track section GA1.2. Because of this, it can be beneficial be switching the track transmitter for the informa tion transfer to the vehicles via the route in Track arranged in front of the center feed tectors or depending on the time after detection a track allocation or depending on the route by one of vehicles or fixed detectors tax code.

Claims (4)

1. Device for linear train control in Bahnwe sen on routes that are divided by preferably sound-frequency track current sections into successive track sections (GA1.1, GA1.2), the track currents in the direction of travel in front of the vehicles (F) in the tracks (G) be fed and serve with a free track section for track monitoring and with occupied track for the transmission of data telegrams at least between a control point and the vehicles, characterized in that the track-side transmitter (S) in a conventional manner via the rails on two at the two ends of one Track-mounted receiver (E1, E2) feeds and that the control point detects the direction of travel of the vehicle from the drop in the reception level of one of the receivers (e.g. E1) below a given threshold value and then - if necessary with a time delay - or with the subsequent drop the receiving voltage of the other receiver (E2) or when receiving e ines depending on the route-triggered switching indicator of the vehicles or when a detector can be actuated by the vehicles in the direction of travel in front of the feed point (VB2) of the transmitter (S), the transmitter to the decoupling point (A3) of this receiver (E2) and the previous coupling point of the transmitter up to Extending the vehicles from the track circuit (GA1.1, GA1.2) switches to this receiver (E2).
2. Device according to claim 1, characterized, that the control point when the receiving voltage rises again at least the other recipient (E2) except for one value above the specified threshold Changeover of transmitter (S) and receiver (E2) again makes gig.  
3. Device according to claim 1, characterized, that at the end of the track section (GA1.2) through the Vehicles (F) actuatable detectors are provided, the Respond to the changeover of transmitter (S) and Undo receiver (E2).
4. Device according to one of claims 1 to 3, characterized, that the in and out of the track currents in and out the rails via equipotential bonding connector (VB1 to VB3) he follows.
DE19944413183 1994-04-12 1994-04-12 Railway line sections train traffic control system Withdrawn DE4413183A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19944413183 DE4413183A1 (en) 1994-04-12 1994-04-12 Railway line sections train traffic control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19944413183 DE4413183A1 (en) 1994-04-12 1994-04-12 Railway line sections train traffic control system

Publications (1)

Publication Number Publication Date
DE4413183A1 true DE4413183A1 (en) 1995-10-19

Family

ID=6515590

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19944413183 Withdrawn DE4413183A1 (en) 1994-04-12 1994-04-12 Railway line sections train traffic control system

Country Status (1)

Country Link
DE (1) DE4413183A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999047404A1 (en) * 1998-03-17 1999-09-23 Siemens Aktiengesellschaft Method for operating a train movement control unit with a centrally supplied track circuit
WO2007134992A1 (en) * 2006-05-19 2007-11-29 Siemens Aktiengesellschaft Device for detecting the occupied or free status of a section of track
WO2010100055A1 (en) * 2009-03-02 2010-09-10 Siemens Aktiengesellschaft Devices for detecting the occupied state or free state of a track section and method for operating such devices
WO2012156268A1 (en) * 2011-05-18 2012-11-22 Siemens Aktiengesellschaft Train control system with pulse code-modulated cab signaling
CN103350707A (en) * 2013-07-23 2013-10-16 大连鑫奇辉科技有限公司 Train velocity measuring system and velocity measuring method through track proximity switches

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999047404A1 (en) * 1998-03-17 1999-09-23 Siemens Aktiengesellschaft Method for operating a train movement control unit with a centrally supplied track circuit
WO2007134992A1 (en) * 2006-05-19 2007-11-29 Siemens Aktiengesellschaft Device for detecting the occupied or free status of a section of track
WO2010100055A1 (en) * 2009-03-02 2010-09-10 Siemens Aktiengesellschaft Devices for detecting the occupied state or free state of a track section and method for operating such devices
US8613410B2 (en) 2009-03-02 2013-12-24 Siemens Aktiengesellschaft Devices for detecting the occupied state or the free state of a track section and method for operating such devices
WO2012156268A1 (en) * 2011-05-18 2012-11-22 Siemens Aktiengesellschaft Train control system with pulse code-modulated cab signaling
US8998147B2 (en) 2011-05-18 2015-04-07 Siemens Aktiengesellschaft Train control system with pulse-code-modulated cab signaling
CN103350707A (en) * 2013-07-23 2013-10-16 大连鑫奇辉科技有限公司 Train velocity measuring system and velocity measuring method through track proximity switches
CN103350707B (en) * 2013-07-23 2016-04-13 大连鑫奇辉科技有限公司 A kind of track proximity switch locomotive velocity measuring system and speed-measuring method thereof

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