DK147464B - INSTALLATION FOR INFORMATION TRANSFER BETWEEN A RAILWAY CENTER AND TRACKED VEHICLES - Google Patents

Description

147464

BACKGROUND OF THE INVENTION The present invention relates to a system for cyclic information transfer between a stretching center for a successive single stretching section, which has a central store with each stretching section associated with sectional stretches for constant stretching information and variable stretching information that can be delivered over a signaling apparatus and tracked vehicles. this stretching network, where on the stretching side there is impact equipment which transmits to each vehicle over a first receiver on the side of the vehicle a mark for the recently completed stretching section, and where the stretching information of a telegram forming device and a transmitter in the stretching center is transmitted to other receivers on the individual vehicles.

147464 2

In order for rail vehicles to safely traverse a rail network, it is necessary to transmit information from the ahead section to the vehicle.

One of the oldest information transmission systems uses optical light signals, based on the shape and color of the driver of the vehicle, finding the necessary stretching information. However, this system is in its ordinary design unsuitable for rail highways where braking distances which may be longer than the available warning distance available with the existing optical signal system can be counted for a possible danger point.

For this reason, additional train impact systems have been developed which allow driving with electric signal sight and by utilizing all technical possibilities allow central operating regulation. Information is transferred from a traffic control center to vehicles in its area of influence and in the reverse direction. It has been found to be extremely advantageous here if information is constantly provided on each vehicle as to how far ahead the next stretch point at limited speed is and how large the permissible target speed is. As transmission means for the information, These include line conductors, radio chains and waveguides.

For an orderly information transfer between stretch and vehicle, it is necessary that the stretching center invokes the vehicles in its area of influence individually addressed in cyclic order, and that the vehicles respond to this invocation. Addressing may be given by a place mark which is notified to the vehicles upon passing along points of entry along the line ("Die Modulåre Zugbeeinflussung", Eisenbahntechnische Rundschau, 1975 II 10, pages 381 to 385).

If a vehicle is approaching the tip of a lane change or a lane change area, depending on the lane change position, two or more different lanes may be available. Therefore, in order to allow the vehicle control center in this case to give each vehicle information on the relevant target distance and target speed, in addition to knowledge of the permissible distance maximum speeds, places with slow travel, stretches of inclination and signal concepts, knowledge of the track change positions is also required.

U7464 3

The invention is intended to develop a train impact plant, which can be waived for utilization of the lane change positions in the central train at the command station setting,

The invention is based on the fact that a vehicle driving towards a lane or lane area before passing the lane in this lane or lane area, respectively, passes a stretch signal which either by means of the term "stop" forces the vehicle to complete deceleration or by permissible driving above the passageway shows the driving permit at the speed permissible for the passageway. If the vehicle's road here does not solely lead over the passageway, the signal shows in permissible driving in normal cases, ie. by proper operation of the signal system, a speed limiting signal concept.

The object of the invention is solved for normal cases by the presence of a reporting device coupled to the intersection side with the section bearings by means of which a message can be delivered to the telegram forming device if a stretching section is designed as a track switching section which is secured by by means of signals, one of which permits only entry into this section at a limited travel speed, that a special command can be triggered by means of the message in the telegram forming device for a track-switching section passing through the transmitter and that on the vehicle side the other receiver has activating storage for storage. of the current and the present stretch section associated stretch information as well as a detector for delivering a control signal when a special command exists, and of the control signal activating switching means for routing the present stretch section associated route information to an eft. switched machining device.

The invention is based on the recognition that, from the signal concept of an entry signal in front of the tip of a single lane change, a directional criterion can be obtained which completely replaces the utilization of the lane change position. However, it has also been recognized that for a vehicle entering a lane change area with a large number of lane changes, e.g. on a railway station, as a result of the fact that there is also only one entry signal for this switching area, and it can be determined solely from the position of this entry signal whether the vehicle will run into the through track or in one of several side tracks.

U7464 4 Thus, driving over the overpass track can be done without "knowledge of the driving signal signal" with "electrical signal look". For branching tracks this would only be possible with knowledge of all corresponding track change positions.

However, it has now also been recognized that driving into a branching track is usually only possible at limited speed. This results in the advantageous possibility that vehicles with mileage over a branching track at limited speed during the passage of the lane change section can operate without "electrical signal appearance".

However, since in that normal case, even if a vehicle from a side track enters a lane change section from which it enters the through lane, the entry into this lane section controlled by a signal is also possible only at a limited speed, an electrical signal display is also waived in this case within the switching section. This refinement can in some circumstances lead to a significant reduction in the technical tender for the plant as a whole.

Thus, for the system according to the invention, it is found to be particularly advantageous that it is not only applicable to a single track change, e.g. in front of an overpass track, but that its use is also easily possible for many tram stations.

An embodiment of the invention is characterized in that the reporting device contains blocking coupling means which block the delivery of the message if at least one additional signal in the track change section permits the entry of additional vehicles. This provides an extremely advantageous simple way to further secure the mileage.

A further advantageous embodiment of the invention is characterized in that in the central exchange there is a clock sensor for controlling a cyclic transmission of the special command. In this way it is possible to ascertain the correct functioning of the center of gravity of the vehicle also within the lane change section.

An advantageous embodiment of the invention is explained in more detail below with reference to the drawing, in which fig. 1 shows a single-lane section with an overtaking track; FIG. 2 shows a track-through vehicle, an actuator at a track of the track and a center of tension; FIG. 3; 4 shows a medium device in the stretching center; FIG. 5 shows another embodiment of the media device; and FIG. 6 shows a machining device on the vehicle.

FIG. Figure 1 shows the easily manageable track image of a successive track section GT1-GT6 divided into a single track section in a railway system. The route can be traversed by a rail vehicle in the directions indicated by arrows FGI and FG2.

In the direction of travel FGI, a rail vehicle first passes a track section GT1, then enters a track section GT2, which is designed as a track change section, and leaves this track change section either when passing through a track section GT3 or when driving in an overtaking track in a track section GT4. The track sections GT3 and GT4 culminate in a track section GT5, which as a track switch section leads to a track section GT6.

The groove sections GT1, GT3, GT4 and GT6 have a length so long in relation to the groove sections GT2 and GT5, which are shortened in the drawing. This relationship is suggested by fracture lines. The operation of a rail vehicle is secured in the direction of travel FGI by means of signals SL1-SL5 and in the direction of travel FG2 by means of signals SL6-SL10.

FIG. 2 shows a rail vehicle SG. It runs on a track, of which only the track SE facing the observer is visible. The rail vehicle SG has a processing apparatus VT which receives over a vehicle antenna FE the signals emitted over an antenna AE from a central ZE, which the central ZE sends cyclically to a large number of vehicles. In addition, the processing apparatus VT receives over an antenna apparatus AT which addresses point markings from the point-shaped at the boundaries between the trace sections (GT1-GT6 in Fig. 1) arranged influencing devices BG. Thereby, the rail vehicle SG can determine the stretching information relevant to this vehicle in the signal transmitted from the central ZE.

FIG. 3 shows the elements essential for the operation of the system according to the invention in the central ZE (Fig. 2). There is a central bearing ZR which contains, in individual section bearings AR1-ARn, information which serves to determine the target distance and target speed of the rail vehicles SG (Fig. 1) in the track sections SG (Fig. 2). While the signal-independent information, e.g. stretching velocities and stretching slopes, are stored permanently in the section stores AR1-Arn, the signal dependent information from a signaling apparatus SK is applied to the section stores AR1-ARn in the central storage ZR.

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The individual section bearings AR1-ARn are cyclically invoked and the central bearing ZR controls with the call signal a telegram forming device TG which forms the target distances and target speeds for all rail vehicles SG (Fig. 1) of rail vehicles SG (Fig. 2). The result is transmitted in the form of a telegram over a transmitter SR and its antenna AE (Fig. 2) to the rail vehicles SG • (Fig. 2).

In the control panel there is also a reporting device MG, which can continuously retrieve information from the section stores AR1-ARn via the input EG1-EGn. On the basis of this information, the reporting device MG finds that a rail vehicle SG (Fig. 2) is driving into a lane change section and whether this entry can only be done at a signal dependent limited speed of travel. In the latter case, the reporting device MG issues this track switching portion associated with the message to the telegram formation device TG, which causes it to record a special command for the rail vehicle SG (Fig. 2) in the telegram formed by the device.

FIG. 4 shows a first detecting device MG (Fig. 3), which it can apply to a rail network as shown in Figs. 1. For the sake of clarity, the reporting device MG is designed to take only vehicles which, from track section GT1 (Fig. 1) over track section GT2, into track section GT4 or from track section GT6 above track section GT5, enter track section GT4, out of the electrical signal appearance within the track switch section GT2 and GT5 respectively. However, if vehicles enter the passageway, they should not be taken out of the electrical signal appearance.

Above the input EG1, the reporting device MG from the intersection storage ARI (Fig. 3) receives information on whether the signal SL2 (Fig. 1) for the driving direction FGI (Fig. 1) releases the travel of the rail vehicle SG (Fig. 2). From the section store AR2 (Fig. 3), the reporting device MG takes over the input EG2 the information that the track section GT2 (Fig. 1) is a track switch section. For further protection, the message device MG can in the manner shown by dashed lines from the section bearings AR3 and AR4 (Fig. 3) be able to receive information whether the signals SL9 and SL8 (Fig. 1) are on "stop". If all this information is available, which is controlled by an AND gate UDI, the message device MG issues over its trace switch section GT2 associated output AGI a message to the telegram formation device TG (Fig. 3), which then triggers the special command for an the track section GT2 (Fig. 1) running rail SG (Fig. 2).

Since it is also possible for a rail vehicle SG (Fig. 2) to approach the track section GT5 from the track section GT6 (Fig. 1), corresponding to the OG gate UDI, another OG gate UD2 is found in the reporting device MG, which gate over a input EG6 detects cross-sectional AR6 (Fig. 3) information as to whether signal SL7 (Fig. 1) allows a limited travel speed. Furthermore, it is examined by the AND gate UD2 whether the track section GT5 (Fig. 1) is a track change section. Similar information reaches over the entrance EG5 to the AND gate UD2. The correct position of the signals SL3 and SL4 (Fig. 1) is taken from the section bearings AR3 and AR4 (Fig. 3) above the inputs EG3 and EG4. In accordance with the foregoing, if all these conditions are met, an output AG2 associated with the switching section GT5 (Fig. 1) associated with the switching device TG (Fig. 3) will again trigger the special command for a driving direction FG2 ( Fig. 1) in the track section GT5 (Fig. 1) running rail SG (Fig. 2).

FIG. 5 shows an reporting device MG which can be regarded as a distributor and which can replace the one in FIG. 4, if the section bearings AR1-ARn (Fig. 3) themselves contain the combined information, that the following track section contains an oncoming lane change and that the drive must be driven at a limited driving speed of the vehicle. In this case, such information from the interleaved AR1 (Fig. 3) immediately above the output AGI would cause the telegram forming device TG (Fig. 3) to issue the special command; something similar applies to section bearing AR6 (Fig. 3).

FIG. 6 shows a processing apparatus VT (Fig. 2) on a rail vehicle SG (Fig. 2). The processing apparatus VT receives over the vehicle antenna FE (Fig. 2) the central ZE's information, which is supplied to a receiver ER2. Above the antenna apparatus AT (Fig. 2) connected to a receiver ER1, the processing apparatus VT receives information on the mark relevant to the rail vehicle SG (Fig. 2). The receiver ER1 controls by means of this characteristic the receiver ER2, which thereby determines the information part determined for the rail vehicle SG (Fig. 2). This information is checked in a code control device CG as to whether this information is in a permissible form. If so, it reaches a detector DR. If the information is coded incorrectly, as indicated by an arrow, a forced braking of the rail vehicle SG (Fig. 2) is triggered.

The detector DR detects whether the information is a usual command or whether it is the special command mentioned. In the case of a custom command, the first input is prepared on OG ports UD3 and UD5. However, in the case of the special command, the first input is prepared for OG ports UD4 and UD6. Furthermore, a processing device VG is notified that the special command is available.

Receiver ER1 outputs a pulse to the input of a clock flank controlled memory means SD by passing a biasing device BG (Fig. 2). This, depending on its state, either switches a telegram memory TRI setting device while simultaneously activating the second input on the OG port UD3 and the second inverting input on the OG port UD4, or it switches the telegram stored TR2 setting device and activates the second input on the OG port UD5 and the second inverting input of the OG port UD6.

First, it is assumed that there is no special command and that the clock flank controlled storage means SD has coupled the telegram-stored TRI setting device. The telegram then reaches the telegram-stored TR1 exclusively, while the telegram-stored TR2 is secured against setting. There is then only a control potential at the output of the OG gate UD3 which through an OR gate ODI passes through a takeover coupler URI, which ensures the acquisition of the storage contents of the telegram stored TRI in the processing device VG.

During the continued operation, the rail vehicle SG (Fig. 2) passes a next loading device (like BG in Fig. 2). The distinguished mark then controls the receiver ER1. As a result of the trademark transfer, the clock flank controlled storage means SD is redirected. Then the telegram layer TR2 is readable and takes over from the central ZE (fig. 2) the information determined for the rail vehicle SD (fig. 2). In that case, there is only a control potential at the output of the AND gate UD5 which, through an OR gate 0D2, passes through an acquisition switch UR2. The storage content of the telegram storage TR2 thus reaches the processing apparatus VG, whereby it is ensured that the take-over coupler URI is open.

Claims (2)

1Λ 7 Λ 6 Λ The rail vehicle SG (Fig. 2) then passes the boundary of the next track section and thus a next impact device (like BG in Fig. 2). It is assumed that there is now a special command. The detector DR then prepares the first inputs of the AND gates UD4 and UD6 in the already depicted manner. In that case, even if the information received by the vehicle is stored in the telegram stored TRI, it is not connected to the processing device VG, but over the OR gate 0D2 the takeover switch UR2 is activated again. Controlled by the detector DR's response, the processing device VG once again for the duration of the passage of the now traversed track section from the storage contents of the telegram stored TR2 part information about the permissible vehicle maximum speed. The output of the processing device VG leads to additional control devices on the rail vehicle SG (Fig. 2) which are not shown in detail for the sake of clarity. When the rail vehicle SG (Fig. 2), in the continuous operation, runs into a single track section, when it sent information from the central ZE (Fig. 2) again to the telegram storage TR2, which again, this time, however, over the OG gate UD5 and OR port 0D2 is invoked over takeover switch UR2. The FIG. 6, it is admittedly not capable of processing two successive special commands; however, an extension of the described device therefor is extremely simple to do. Advantageously, additional telegram stores may be used for this. 1. Cyclical information transfer system between a stretching center (ZE) for a successive single stretching section divided by a stretching network having a central bearing (ZR) with each section section associated section store (AR1-ARn) for constant stretching information and variable stretching information that can be delivered over a signaling apparatus (SK), and tracked vehicles in this stretching network, where on the stretching side there is impact equipment (BG) which transmits to each vehicle over a first receiver (ER1) on the side of the vehicle a mark for the stretching section just completed and where the stretching information above a telegram forming device (TG) and a transmitter (SR) in the switching center (ZE) are transmitted to other receivers (ER2) on the individual vehicles;