EP0050535A1 - Eisenbahn-Gleisstromkreis - Google Patents

Eisenbahn-Gleisstromkreis Download PDF

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Publication number
EP0050535A1
EP0050535A1 EP81401361A EP81401361A EP0050535A1 EP 0050535 A1 EP0050535 A1 EP 0050535A1 EP 81401361 A EP81401361 A EP 81401361A EP 81401361 A EP81401361 A EP 81401361A EP 0050535 A1 EP0050535 A1 EP 0050535A1
Authority
EP
European Patent Office
Prior art keywords
track circuit
track
sensor
receiver
train
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.)
Granted
Application number
EP81401361A
Other languages
English (en)
French (fr)
Other versions
EP0050535B1 (de
Inventor
André Even
Christian Fortier
Michel Guillard
Dominique Hedoin
Serge Le Guen
Dominique Raucourt
Christian Vendeventer
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.)
Compagnie de Signaux et dEntreprises Electriques SA
Original Assignee
Compagnie de Signaux et dEntreprises Electriques SA
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 Compagnie de Signaux et dEntreprises Electriques SA filed Critical Compagnie de Signaux et dEntreprises Electriques SA
Priority to AT81401361T priority Critical patent/ATE10079T1/de
Publication of EP0050535A1 publication Critical patent/EP0050535A1/de
Application granted granted Critical
Publication of EP0050535B1 publication Critical patent/EP0050535B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B61L23/16—Track circuits specially adapted for section blocking
    • B61L23/166—Track circuits specially adapted for section blocking using alternating current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/24—Continuous 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
    • B61L3/243—Continuous 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 using alternating current

Definitions

  • the present invention relates to a railway track circuit, constituted by the two rails of a portion of railway track and comprising a transmitting member connected to the downstream end of the circuit and a receiving member connected to the end upstream.
  • the information necessary for the train driver to initiate actions to ensure this safety and regularity can be transmitted to fixed points on the route by lateral signals spaced along the tracks. They can also, in substitution or reinforcement of the side signaling and when it concerns automatic driving or controlled manual driving, be transmitted directly and in all points of the way towards the machine.
  • the track is divided into a succession of cantons, each canton being equipped with a track circuit.
  • a track circuit consists of a transmitter and a receiver, each located at one end of the track circuit, and connected to the rails, so that an axle shunt located between the point of emission and the point of reception of the channel causes the de-excitation of a relay associated with the receiver.
  • the relative position of the transmitter and the receiver of the track circuit with respect to the entry and exit of the block is immaterial, since only counts the presence or absence of a shunt axle on the canton. It is not the same in the case where the track circuit is used in a system with transmission of information from the track to the train.
  • the train receives the information by capturing the electromagnetic field radiated by the rails, a field existing due to the. circulation of signaling current in each line of rails.
  • the receiving device on board the train must therefore, in principle, be permanently between the sending device and the first shunt axle of the train. It obviously follows that in this case, the transmitting member must always be connected to the downstream end of the track circuit, while the receiving member is connected to the upstream end.
  • the spacing signaling In networks where traffic density is one of the dominant elements,. such as urban networks, the spacing signaling must be designed so that the difference between two successive convoys is minimized and that the areart tearps of trains are reduced as much as possible in front of a closed signal. It is therefore interesting to be able to open this signal in anticipation of the release, by the oceupant train, of a block located downstream, while preserving. between the signal to be opened and a critical point in the block being cleared, a length of free track corresponding to the braking limit distance under the most unfavorable conditions. It is necessary, to carry out such anticipation, to know with all the required security the position of the whole train with respect to the two ends of the block it. occupies and / or in relation to any critical points.
  • the main object of the present invention therefore is to remedy this drawback and to do this it relates to a track circuit of the aforementioned type which is essentially characterized in that it also comprises at least one electromagnetic sensor disposed at a determined location along the track circuit, a receiver associated with this sensor and switching means for switching the transmission and reception members of the track circuit, after the receiver associated with the sensor has been de-energized by the passage over said sensor of the first shunt axle carried by the train running on the track.
  • the track circuit assumed to be of the type with electrical separation seals, that is to say without insulating seals, comprises a second sensor disposed upstream of the first and beyond the corresponding end of the track circuit, at a distance from it greater than the maximum interval existing between two adjacent shunt axles of trains likely to run on the track, this second sensor being associated with a receiver sensitive to the operating frequency of the track circuit route considered.
  • the early release information corresponding to the detection of the last shunt axle, will only be delivered when the receivers associated with the two sensors are simultaneously de-energized.
  • the second sensor is located in the middle area of the electrical separation joint and it is associated with a second receiver sensitive to the operating frequency of the track circuit located upstream.
  • the track circuit comprises an additional transmission member which is. connected instead of the receiving device as soon as the receiver associated with the sensor is de-energized, while the original sending device remains connected at the downstream end of the track circuit.
  • several electromagnetic sensors are distributed along the track circuit, the original transmission member being connected successively over time, immediately downstream of the various sensors, then at the downstream end of the track circuit, as the train advances in said track circuit.
  • the track circuit shown in the diagram in FIG. 1 is of the type with electrical separation seals, also known as a track circuit without seals, that is to say without insulating seals. It is essentially constituted by the two rows of rails r 1 and r 2 of a portion of railway track electrically bounded by two electrical separating joints J 1 and J 2 . These joints are respectively materialized by the impedances Z 3 , Z 1 and Z 2 , Z 4 . It will also be assumed that the trains are moving on the track in the direction indicated by the arrow F.
  • the signaling current flowing in the track circuit thus defined is at a first frequency F 1 , while the signaling current flowing in the track circuits located respectively upstream and downstream of the track circuit considered is a second f r e q uence F 2 different from F 1.
  • This signaling current at the frequency F 1 is generated by a transmission member E V , which is normally connected to the downstream end of the track circuit, ie at the terminals of the impedance Z 2 .
  • this transmission member E V makes it possible to excite a reception member R V sensitive to the frequency P which is normally connected to the upstream end of said circuit, ie across the impedance Z 1 .
  • the track circuit further comprises an electromagnetic sensor C 1 , placed on the ground near one or the other of the two rows of rails r 1 and r 2 , at a point P 1 of the circuit located at a distance d 1 impedance Z 1 .
  • This sensor C 1 which can be of any known type, makes it possible to transform the surrounding field due to the signaling current flowing in the rails r 1 , r 2 into a voltage of the same frequency and of amplitude proportional to the intensity of this current. It is therefore associated with a receiver R C sensitive to the frequency F 1 of the track circuit considered.
  • a switching device or switch COM is also provided for reversing the position on the channel of the transmitter E V and the receiver R V.
  • the receiver R V may be encountered at the upstream end of the circuit (conneity across the terminals of the impedance Z 1 ) and the transmitter E V at the downstream end of the circuit (connected to the terminals of the impedance Z 2 ) or vice versa.
  • the switching device COM is controlled by a switching logic LOG which itself receives the orders from an information processing device TI which. centralizes information from the various reception points located along the track circuit.
  • the information processing device TI causes, via the logic of. switching LOG, the passage of the switch COM in the state complementary to its initial state, the transmitter E V being therefore connected to the terminals of the impedance Z 1 while the receiver B V will be connected to the terminals of the impedance Z 2 . It then appears that the receiver R V will be de-energized, confirming the new state of the circuit, and that the receiver R C1 may be re-energized as soon as the last shunt axle of the train has, in turn, crossed point P 1 since 'then the transmitter E V will inject the signaling current behind the train. We therefore have information corresponding to the detection of the passage of the last shunt axle of the train at a point P 1 of the track circuit.
  • connection AM The release of the zone constituted by the electrical joint J 1 and the portion of track “d 1 " comprised between the impedance Z 1 and the point P 1 makes it possible, as illustrated in the figure by the connection AM, to deliver information d operation towards the signaling equipment located upstream of the track circuit, authorizing for example an early opening of the upstream signals as soon as the rear axle of the train has crossed this point P 1 , the distance "d 1 " being considered as limit by example vis-à-vis the braking characteristics of trains running on the track.
  • a network comprising, in particular, two stations A and B.
  • the entry to station A is protected by an entry signal S 1 , and its exit, by an exit signal S 2 .
  • the entrance to station B is protected by an input signal S 3 , while its exit is protected by a signal S 4 .
  • the track circuit separating the output of station A (signal S 2 ) from the input of station B (signal S 3 ) comprises a sensor C 1 at a point P 1
  • the platform track circuit of station B comprises a sensor C B at a point P B.
  • the signal S 1 can only be released when the inter-station block is fully released. Consequently, a train T A can only access the platform of station A when the train preceding T B has completely cleared the track circuit between the two signals S 2 and S 3 .
  • the implementation of the track circuits in accordance with the invention makes it possible, as soon as the last shunting axle of the train releases the portion of the track d comprised between the output signal S 2 and the point P 1 of installation of the sensor C 1 to prematurely unblock the signal S 1 , authorizing the train T A to access the platform of the downstream station (inter-station circuit). Similarly, the clearance by train T B of.
  • FIG. 3 which takes up all the elements of FIG. 1, represents a variant embodiment of the invention making it possible precisely to alleviate such a situation, thanks to the use of an additional sensor C 2 implanted at a point P 2 located upstream so that the distance "d 2 " separating the sensor C 2 from the sensor C 1 is greater than the maximum length existing between two adjoining axles on the trains running on the network.
  • the sensor C 2 is located in the middle of the joint J 1 . It then makes it possible, with its associated receivers, to specify the position of the "fictitious joint" entering the track circuit delimited by the electrical joints J 1 and J 2 and to verify the release of the entire upstream joint J 1 . In fact, when the first shunt axle of the train enters the joint J 1 , it begins by de-energizing the receiver RC 22 , then the receiver R C22 as soon as it has crossed point P 2 , thus precisely defining the location of the fictitious seal marking the entry of the considered track circuit.
  • a sensor C 3 associated with a receiver R sensitive to the frequency F 1 and a receiver R C32 sensitive to the frequency F 2 is installed at point P 3 of the joint J 2 , allowing the command to return the COM switch to the initial state when the entire joint J 2 has been released by the last shunt axle of the train.
  • the receivers R C21 and R C32 can replace the receivers of the channel circuits concerned, normally connected to the terminals of the impedances Z 1 and Z 4 .
  • FIG. 4 which incorporates all the elements of FIG. 3, makes it possible precisely to remedy this drawback, thanks to the addition of an additional emission member E.
  • the switching according to to the invention between the transmission and reception members is then carried out initially between the receiver R V and the additional transmitter E, and this as soon as the receiver R C1 associated with the sensor C 1 de-energizes, while that the transmitter E V remains connected to the terminals of the impedance Z 2 and can thus continue to transmit information from the channel to the machine.
  • the additional transmitter E can consist in a simple manner of a device of known type making it possible to take part of the energy available at the output of the transmitter E V for. inject it across the terminals of the impedance Z 1 under the conditions determined by the state of the switch COM.
  • the state thus defined of the switching logic LOG and of the switch COM constitutes, for the information processing device TI, the memorization of the occupation of the track circuit although, due to the simultaneous presence of the two transmitters E V and E, the receivers R C22 , R C21 , R C1 , R C31 , R C32 can be excited at the same time as long as the length of the train occupying the track circuit is less than the distance d 3 separating point P 1 of implantation of the sensor C 1 of the downstream end of the track circuit constituted by the impedance Z 2 .
  • the return of the device to the initial state will be triggered by the re-excitation of the receiver R C31 which will intervene when the last axle of the train has passed point P 3 , thus releasing the track circuit.
  • FIG. 5 represents another variant embodiment of the invention in which. uses several successive sensors such as C 1 , C 4 , C 5 , distributed along the track circuit considered, each of these sensors being associated with a receiver sensitive to the frequency F 1 , respectively R C1 , R C4 and R C5 .
  • the transmitter E V is connected successively over time and immediately downstream of the various sensors, ie at points 1, 2, 3 , then at the terminals of the impedance Z 2 , as the train progresses in the block. It obviously follows that the receptors associated with each of. these sensors successively de-energize as the first shunt axle of the train is inserted between the transmitter E V and the sensor concerned.
  • Such an arrangement makes it possible in particular to simultaneously detect the presence of the first axle and of the last axle of the train inside the track circuit, and therefore to locate the train geographically on this track circuit.
  • This arrangement also makes it possible, in particular in the case of long track circuits, to improve if necessary the conditions for transmitting information from the track to the machine by reducing the length of the track existing between the transmitter E V which generates the information to be transmitted to the head of the train which receives this information.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Road Signs Or Road Markings (AREA)
  • Golf Clubs (AREA)
  • Refinement Of Pig-Iron, Manufacture Of Cast Iron, And Steel Manufacture Other Than In Revolving Furnaces (AREA)
EP81401361A 1980-09-22 1981-08-28 Eisenbahn-Gleisstromkreis Expired EP0050535B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81401361T ATE10079T1 (de) 1980-09-22 1981-08-28 Eisenbahn-gleisstromkreis.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8020340A FR2490569A1 (fr) 1980-09-22 1980-09-22 Circuit de voie de chemin de fer perfectionne
FR8020340 1980-09-22

Publications (2)

Publication Number Publication Date
EP0050535A1 true EP0050535A1 (de) 1982-04-28
EP0050535B1 EP0050535B1 (de) 1984-10-31

Family

ID=9246170

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81401361A Expired EP0050535B1 (de) 1980-09-22 1981-08-28 Eisenbahn-Gleisstromkreis

Country Status (10)

Country Link
US (1) US4467430A (de)
EP (1) EP0050535B1 (de)
JP (1) JPS5787755A (de)
AT (1) ATE10079T1 (de)
AU (1) AU545051B2 (de)
BR (1) BR8106035A (de)
CA (1) CA1171162A (de)
DE (1) DE3166980D1 (de)
FR (1) FR2490569A1 (de)
ZA (1) ZA816008B (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0689983A1 (de) * 1994-06-30 1996-01-03 Siemens Aktiengesellschaft Verfahren zum Ermitteln der Position einer bestimmten Achse eines Schienenfahrzeugs auf einem Gleisabschnitt

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GB8320509D0 (en) * 1983-07-29 1983-09-01 Westinghouse Brake & Signal Proving safe operation
DE3781418T2 (de) * 1986-01-28 1993-02-25 Kotsu Syst Kikaku Kk Elektrische energiezufuehrungsvorrichtung fuer eisenbahnzug.
US5157189A (en) * 1987-10-19 1992-10-20 Karra Sankaram B Conversion of light hydrocarbons to higher hydrocarbons
AT397792B (de) * 1990-06-05 1994-06-27 Manfred Dipl Ing Uttenthaler Signalanlage zur sicherung eines eingleisigen streckenabschnittes
US5463552A (en) * 1992-07-30 1995-10-31 Aeg Transportation Systems, Inc. Rules-based interlocking engine using virtual gates
US5420883A (en) * 1993-05-17 1995-05-30 Hughes Aircraft Company Train location and control using spread spectrum radio communications
FR2736225B1 (fr) * 1995-06-27 1997-08-01 Gec Alsthom Transport Sa Dispositif permettant de s'affranchir des problemes de diaphonie lors de la localisation d'un vehicule se deplacant le long de moyens de propagation d'ondes electromagnetiques
US5803411A (en) * 1996-10-21 1998-09-08 Abb Daimler-Benz Transportation (North America) Inc. Method and apparatus for initializing an automated train control system
FR2825337B1 (fr) * 2001-05-31 2003-08-15 Alstom Systeme de transport automatique et guide de personnes et procede de commande de modules de transport circulant dans un tel systeme
US10308265B2 (en) 2006-03-20 2019-06-04 Ge Global Sourcing Llc Vehicle control system and method
US9733625B2 (en) 2006-03-20 2017-08-15 General Electric Company Trip optimization system and method for a train
US9950722B2 (en) 2003-01-06 2018-04-24 General Electric Company System and method for vehicle control
US9956974B2 (en) 2004-07-23 2018-05-01 General Electric Company Vehicle consist configuration control
DE102005047757B4 (de) * 2005-09-28 2007-11-08 Siemens Ag Kommunikationssystem für Fahrzeuge, insbesondere zur Zugbeeinflussung von Schienenfahrzeugen
US9828010B2 (en) 2006-03-20 2017-11-28 General Electric Company System, method and computer software code for determining a mission plan for a powered system using signal aspect information
US9689681B2 (en) 2014-08-12 2017-06-27 General Electric Company System and method for vehicle operation
US8914171B2 (en) 2012-11-21 2014-12-16 General Electric Company Route examining system and method
US8989926B2 (en) 2009-11-18 2015-03-24 Convergent Communications, Inc. Railroad signaling and communication system using a fail-safe voltage sensor to verify trackside conditions in safety-critical railroad applications
WO2014026091A2 (en) 2012-08-10 2014-02-13 General Electric Company Route examining system and method
US9702715B2 (en) 2012-10-17 2017-07-11 General Electric Company Distributed energy management system and method for a vehicle system
US9255913B2 (en) 2013-07-31 2016-02-09 General Electric Company System and method for acoustically identifying damaged sections of a route
US9079593B1 (en) * 2014-01-09 2015-07-14 Railroad Signal International, L.L.C. Method of improving shunt detection on railroad tracks and railroad highway crossing signal electronic assembly
US9550505B2 (en) * 2014-04-28 2017-01-24 General Electric Company System and method for shunting detection
US10006877B2 (en) 2014-08-20 2018-06-26 General Electric Company Route examining system and method

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FR1344354A (fr) * 1962-10-03 1963-11-29 Trt Telecom Radio Electr Perfectionnements aux systèmes de signalisation ferroviaire
FR1577700A (de) * 1967-08-23 1969-08-08
FR2193733A1 (de) * 1972-07-24 1974-02-22 Westinghouse Electric Corp

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Publication number Priority date Publication date Assignee Title
FR1344354A (fr) * 1962-10-03 1963-11-29 Trt Telecom Radio Electr Perfectionnements aux systèmes de signalisation ferroviaire
FR1577700A (de) * 1967-08-23 1969-08-08
FR2193733A1 (de) * 1972-07-24 1974-02-22 Westinghouse Electric Corp

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0689983A1 (de) * 1994-06-30 1996-01-03 Siemens Aktiengesellschaft Verfahren zum Ermitteln der Position einer bestimmten Achse eines Schienenfahrzeugs auf einem Gleisabschnitt

Also Published As

Publication number Publication date
AU545051B2 (en) 1985-06-27
AU7552381A (en) 1982-09-23
CA1171162A (en) 1984-07-17
US4467430A (en) 1984-08-21
ATE10079T1 (de) 1984-11-15
JPS5787755A (en) 1982-06-01
ZA816008B (en) 1982-08-25
DE3166980D1 (en) 1984-12-06
FR2490569B1 (de) 1983-09-02
BR8106035A (pt) 1982-06-08
FR2490569A1 (fr) 1982-03-26
JPH036026B2 (de) 1991-01-29
EP0050535B1 (de) 1984-10-31

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