EP0050535A1 - Railway track circuit - Google Patents

Railway track circuit 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
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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
German (de)
French (fr)
Other versions
EP0050535B1 (en
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
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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/en
Publication of EP0050535A1 publication Critical patent/EP0050535A1/en
Application granted granted Critical
Publication of EP0050535B1 publication Critical patent/EP0050535B1/en
Expired legal-status Critical Current

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    • 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 vehicle train, e.g. pedals
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or vehicle 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 vehicle trains
    • B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
    • B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle 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 vehicle train, e.g. to release brake, 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)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Road Signs Or Road Markings (AREA)
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  • Refinement Of Pig-Iron, Manufacture Of Cast Iron, And Steel Manufacture Other Than In Revolving Furnaces (AREA)

Abstract

A railway track comprising a pair of rails is divided into a succession of segments, each segment having a railway track circuit for separating successive trains. The track circuit is switchable between an initial state and a complementary state and comprises a downstream impedance electrically connecting the rails at a downstream point, an upstream impedance electrically connecting the rails at an upstream point, an electromagnetic sensor located between the upstream and downstream impedances in the vicinity of one of the rails, a transmitting member, and a pair of receiving members. One receiving member is in electromagnetic communication with the electromagnetic sensor. The transmitting member and the other receiving member are switchable between connection to the downstream impedance and the upstream impedance.

Description

La présente invention concerne un circuit de voie de chemin de fer, constitué par les deux rails d'une portion de voie ferrée et comprenant un organe d'émission connecté à l'extrémité aval du circuit et un organe de réception connecté à l'extrémité amont.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.

On sait que la sécurité et la régularité des trains circulant sur les voies de chemin de fer dépsndént, entre autres conditions, de la distance séparant deux convois successifs sur une même voie, compte tenu de la vitesse admissible en fonction des caractéristiques de freinage des trains et du profil de la ligne.We know that the safety and regularity of trains running on railway tracks depends, among other conditions, on the distance separating two successive convoys on the same track, taking into account the admissible speed as a function of the braking characteristics of the trains. and the line profile.

Les informations nécessaires au conducteur du train pour déclencher les actions permettant d'assurer cette sécurité et cette régularité peuvent être transmises en des points fixes du parcours par des signaux latéraux espacés le long des voies. Eiles peuvent aussi, en substitution ou en renforcement de la signalisation latérale et lorsqu'il s'agit de conduite automatique ou de conduite manuelle contrôlée, être transmises directement et en tous points de la voie vers lu machine.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.

De façon générale, à l'heure actuelle, ce sont des dispositif de sécurité appelés "circuits de voie", qui permettent d'élaborer et de transmettre les informations nécessaires à la sécurité et à la régularité du trafic, aussi bien dans les systèmes à signaux latéraux que dans un certain nombre de systèmes mettant en oeuvre les procédés de transmission d'informations de la voie vers la machine.In general, at present, these are safety devices called "track circuits", which make it possible to develop and transmit the information necessary for the safety and regularity of traffic, both in systems with side signals as in a certain number of systems implementing the methods of transmitting information from the track to the machine.

De façon connue en soi, la voie est divisée en une succession de cantons, chaque canton étant équipé d'un circuit de voie. Sous sa forme la plus générale, un circuit de voie est constitué d'un organe d'émission et d'un organe de réception, situés chacun à une extrémité du circuit de voie, et reliés aux rails, de telle sorte qu'un essieu shunteur situé entre le point d'émission et le point de réception de la voie provoque la désexcitation d'un relais associé au récepteur. Dans le cas d'un circuit de voie associé à des signaux latéraux, la position relative de l'émetteur et du'récepteur du circuit de voie vis-à-vis de l'entrée et de la sortie du canton est indifférente, puisque seule compte la présence ou l'absence d'un essieu shunteursur le canton. Il n'en est pas de même dans le cas où le circuit de voie est utilisé dans un système avec transmission des informations de la voie vers le train. Dans un tel système, le train reçoit les informations par captage du champ électromagnétique rayonné par les rails, champ existant du fait de la. circulation du courant de signalisation dans chacune des files de rails. L'organe de réception situé à bord du train doit alors, par principe, se trouver en permanence entre l'organe émetteur et le premier essieu shunteur du train. Il s'ensuit évidemment que dans ce cas, l'organe émetteur doit toujours être connecté à l'extrémité aval du.circuit de voie, tandis que l'organe récepteur est connecté à l'qxtré- mité amont.In a manner known per se, the track is divided into a succession of cantons, each canton being equipped with a track circuit. In its most general form, 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. In the case of a track circuit associated with lateral signals, 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. In such a system, 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.

Dans les réseaux où la densité du trafic est un des éléments dominants,. tels que les réseaux urbains, la signalisation d'espacement doit être conçue de telle sorte que soit minimisé l'écart entre deux convois successifs et que soient réduits autant que faire se peut les tearps d'arxêt des trains devant un signal fermé. Il est donc intéressant de pouvoir ouvrir ce signal par anticipation du dégagement, par le train l'oceupant, d'un canton situé en aval, tout en conservant. entre le signal à ouvrir et un point critique du canton en voie de dégagement une longueur de voie libre correspondant à la distance limite de freinage dans les conditions les plus défavorables. Il est nécessaire, pour réaliser une telle anticipation, de connaître avec toute la sécurité requise la position de l'ensemble du train par rapport aux deux extrémités du canton qu'il. occupe ét/ou par rapport aux points critiques éventuels.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.

Or, dans les systèms connus de l'art antérieur, la nécessité de localiser simultanément le premier essieu shunteardu train (tête du train) et le dernier essieu shunteur du train (queue du train) pour connaitre la position relative de l'ensemble du convoi vis-à-vis des deux extrémités du canton et/ou d'un point particulier conduit à une incompatibilité entre circuit .de voie et transmission d'informations de la voie vers la machine.However, in the known systems of the prior art, the need to simultaneously locate the first shuntear axle of the train (head of the train) and the last shunt axle of the train (tail of the train) to know the relative position of the entire convoy vis-à-vis the two ends of the block and / or a particular point leads to an incompatibility between the track circuit and the transmission of information from the track to the machine.

La présente invention a donc pour but principal de remédier à cet inconvénient et pour ce faire elle a pour objet un circuit de voie du type susmentionné qui se caractérise essentiellement en ce qu'il comprend en outre au moins un capteur électromagnétique disposé à un emplacement déterminé le long du circuit de voie, un récepteur associé à ce capteur et des moyens de commutation pour commuter les organes d'émission et de réception du circuit de voie, après que le récepteur associé au capteur ait été désexcité par le passage sur ledit capteur du premier essieu shunteurporté par le train circulant sur la voie.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.

Grâce à cette disposition, il est possible, ainsi qu'on le verra plus clairement par la suite, de détecter le passage du dernier essieu shunteur du train en un point particulier du circuit de voie matérialisé par le capteur, sans pour autant interrompre la transmission des informations entre la voie et la machine, la détection du dernier essieu shunteurse traduisant par la réexcï- tation du récepteur associé au capteur.Thanks to this arrangement, it is possible, as will be seen more clearly below, to detect the passage of the last shunting axle of the train at a particular point on the track circuit materialized by the sensor, without interrupting the transmission. information between the track and the machine, the detection of the last shunting axle resulting in the re-activation of the receiver associated with the sensor.

Il apparaît toutefois. qu'une telle disposition peut entraîner une réexcitation prématurée dudit récepteur, dans le cas où l'intervalle existant entre deux essieux contigus du train est supérieur à la. distance séparant le capteur de l'extrémité amont du circuit de voie où se trouve connecté l'émetteur.It does appear, however. that such an arrangement may lead to a premature re-excitation of said receiver, in the event that the interval existing between two contiguous axles of the train is greater than. distance between the sensor of the upstream end of the track circuit where the transmitter is connected.

Pour remédier à cette situation, le circuit de voie, supposé du type à joints électriques de séparation, c'est-à-dire sans joints isolants, comporte un second capteur disposé en amont du premier et au-delà de l'extrémité correspondante du circuit de-voie, à une distance de celui-ci supérzeure à l'intervalle maxima existant entre deux essieux shunteurs contigus des trains susceptibles de circuler sur la voie, ce second capteur étant associé à un récepteur sensible à la fréquence de fonctionnement du circuit de voie considéré.To remedy this situation, 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.

Ainsi, l'information de libération anticipée, correspondant à la détection du dernier essieu shunteur, ne sera délivrée que lorsque les récepteurs associés aux deux capteurs seront simultanément désexcités.Thus, 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.

De préférence, le second capteur est implanté dans la zone médiane du joint électrique de séparation et il est associé à un second récepteur sensible à la fréquence de fonctionnement du circuit de voie situé en amont.Preferably, 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.

Il est ainsi possible de profiter de la présence de ce second capteur pour déterminer avec précision la position du "joint fictif" d'entrée du circuit de voie et pour vérifier la libération de la totalité de la zone occupée par le joint.It is thus possible to take advantage of the presence of this second sensor to determine with precision the position of the "fictitious joint" entering the track circuit and to check the release of the entire area occupied by the joint.

Selon une autre caractéristique de l'invention, le circuit de voie comporte un organe d'émission additionnel qui est. connecté à la place de l'organe de réception dès que le récepteur associé au capteur est désexcité, tandis que l'organe d'émission d'origine reste branché à l'extrémité aval du circuit de voie.According to another characteristic of the invention, 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.

Grâce à cette disposition, il est toujours possible d'effectuer la détection du dernier essieu, même dans le cas de trains très courts ou de circuits de voie très longs. En l'absence d'organe d'émission additionnel, il est en effet nécessaire, pour ne pas interrompre la transmission des informations entre là voie et la machine, de ne commuter les organes d'émission et de réception que lorsque le premier essieu a dépassé l'extremité aval du circuit de voie considéré. Or, il se peut qu'à cet instant, le dernier essieu soit déjà passé au-dessus du capteur, si la distance qui sépare le capteur de l'extrémité aval du circuit de voie est supérieure à la longueur du train.Thanks to this arrangement, it is always possible to detect the last axle, even in the case of very short trains or very long track circuits. In the absence of an additional transmitting member, it is indeed necessary, in order not to interrupt the transmission of information between the track and the machine, to switch the transmitting and receiving members only when the first axle has exceeded the downstream end of the track circuit considered. However, it may be that at this instant, the last axle has already passed over the sensor, if the distance separating the sensor from the downstream end of the track circuit is greater than the length of the train.

Selon encore une autre caractéristique de l'invention, plusieurs capteurs électromagnétiques, associés chacun à un récepteur, sont répartis le long du circuit de voie, l'organe d'émission d'origine étant connecté successivement dans le temps, immédiatement en aval des différents capteurs, puis à l'extrémité aval du circuit de voie, au fur et à mesure de l'avancement du train dans ledit circuit de voie.According to yet another characteristic of the invention, several electromagnetic sensors, each associated with a receiver, 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.

Il est ainsi possible de détecter simultanément le premier essieu et le dernier essieu du train, tout en améliorant les conditions de transmission des informations entre la voie et la machine, puisque la distance entre la tête du train et l'émetteur se trouve réduite.It is thus possible to simultaneously detect the first axle and the last axle of the train, while improving the conditions for transmitting information between the track and the machine, since the distance between the head of the train and the transmitter is reduced.

. Plusieurs formes d'exécution de l'invention sont décrites ci-après à titre d'exemples, en référence aux dessins annexés dans lesquels :

  • - la figure 1 est un schéma synoptique d'un circuit de voie équipe conformément à l'invention;
  • - la figure 2 est un schéma synoptique illustrant une application de l'invention à l'exploitation d'une portion de réseau comprenant des gares successives ;
  • - la figure 3 est un schéma synoptique d'une première variante de réalisation de l'invention
  • - la figure 4 est un schéma synoptique d'une deuxième variante de réalisation de l'invention ; et
  • - la figure 5 est un schéma synoptique d'une troisième variante de réalisation de l'invention.
. Several embodiments of the invention are described below by way of examples, with reference to the accompanying drawings in which:
  • - Figure 1 is a block diagram of a team track circuit according to the invention;
  • - Figure 2 is a block diagram illustrating an application of the invention to the operation of a portion of network comprising successive stations;
  • - Figure 3 is a block diagram of a first alternative embodiment of the invention
  • - Figure 4 is a block diagram of a second alternative embodiment of the invention; and
  • - Figure 5 is a block diagram of a third alternative embodiment of the invention.

Le circuit de voie représenté sur le schéma de la figure 1 est du type à joints électriques de séparation, également connu sous le nom de circuit de voie sans joints, c'est-à-dire sans joints isolants. Il est essentiellement constitué par les deux files de rails r1 et r2 d'une portion de voie ferrée bornée électriquement par deux joints électriques de séparation J1 et J2. Ces joints sont respectivement matérialisés par les impédances Z3, Z1 et Z2, Z4. On supposera en outre que les trains se déplacent sur la voie dans le sens indiqué par la flèche F.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.

De façon connue en soi, le courant de signalisation circulant dans le circuit de voie ainsi défini est à une première fréquence F1, tandis que le courant de signalisation circulant dans les circuits de voie situés respectivement en amont et en aval du circuit de voie considéré est à une deuxième fré- quence F2 différente de F1. Ce courant de signalisation à'la fréquence F1 est engendré par un organe d'émission EV, qui est normalement connecte à l'extréarité aval du circuit de voie, soit aux bornes de l'impédance Z2. En l'absence d'essieu shunteur sur le circuit de voie considéré, cet organe d'émission EV permet d'exciter un organe de réception RV sensible à la fréquence P qui est normalement connecté à l'extrémité amont dudit circuit, soit aux bornes de l'impédance Z1.In a manner known per se, 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 . In the absence of a shunt axle on the track circuit considered, 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 .

Conformément à l'invention, le circuit de voie comprend en outre un capteur électromagnétique C1, placé au sol à proximité de l'une ou l'autre des deux files de rails r1 et r2, en un point P1 du circuit situé à une distance d1 de l'impédance Z1. Ce capteur C1, qui peut être de tout type connu, permet de transformer le champ environnant dû au courant de signalisation circulant dans les rails r1, r2 en une tension de même fréquence et d'amplitude proportionnelle à l'intensité de ce courant. Il est donc associé à un récepteur RC sensible à la frdquence F1 du circuit de voie considéré.According to the invention, 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.

Un dispositif de commutation ou commutateur COM est par ailleurs prévu pour inverser la position à la voie de l'émetteur EV et du récepteur RV. Autrement dit, selon l'état de ce dispositif de commutation, on pourra rencontrer le récepteur RV à l'extrémité amont du circuit (conneeté aux bornes de l'impédance Z1) et l'émetteur EV à l'extrémité aval du circuit (connecté aux bornes de l'impédance Z2) ou inversement. Le dispositif de commutation COM est commandé par une logique de commutation LOG recevant elle-même les ordres d'un dispositif de traitement de l'information TI qui. centralise les informations émanant des différents points de réception disposés le long du circuit de voie. En l'occurrence, il s'agit des informations issues respectivement du récepteur de circuit de voie RV, du récepteur RC, associé au capteur C1 et d'un récepteur R sensible à la fréquence F2 qui est connecté aux bornes de l'impédance Z4 constituant l'extrémité amont du circuit de voie situé en aval du circuit de voie considéré.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. In other words, depending on the state of this switching device, 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. In this case, it is information originating respectively from the channel circuit receiver R V , from the receiver R C , associated with the sensor C 1 and from a receiver R sensitive to the frequency F 2 which is connected to the terminals of the impedance Z 4 constituting the upstream end of the track circuit located downstream of the track circuit considered.

Le circuit de voie qui vient d'être décrit fonctionne de la manière suivante :

  • Au départ, le circuit de voie est dans son état initial défini par une position du commutateur COM telle que le récepteur RV se trouve connecté aux bornes de l'impédance Z1 et l'émetteur FV aux bornes de l'impédance Z2. De plus, aucun essieu shunteur ne se trouve sur la portion de voie considérée, de sorte que les récepteurs RV, RG, et R sont tous les trois excités.
The track circuit which has just been described operates as follows:
  • At the start, the track circuit is in its initial state defined by a position of the switch COM such that the receiver R V is connected to the terminals of the impedance Z 1 and the transmitter F V to the terminals of the impedance Z 2 . In addition, no shunt axle is on the portion of track considered, so that the receivers R V , R G , and R are all three excited.

Supposons maintenant qu'un train se déplace sur la voie, dans le sens indiqué par la flèche F, du circuit de voie situé en. amont vers le circuit de voie situé en aval, en passant par le. circuit de voie considéré. Lorsque le premier essieu shunteur du train pénètre dans le joint d'éntrée J1, et pour une position variable de celui-ci à l'intérieur dudit joint, le récepteur RV connecté aux bornes de l'impédance Z1 se désexcite. Ensuite, quand le premier essieu shunteur franchit le point P1 où se trouve implanté le capteur C1, le récepteur associé RC se désexcite à son tour du fait de la dérivation dans l'essieu shunteur de tout ou partie du courant de signalisation engendré par l'émetteur EV.Suppose now that a train is moving on the track, in the direction indicated by the arrow F, of the track circuit located in. upstream to the track circuit located downstream, passing through the. track circuit considered. When the first shunt axle of the train enters the input joint J 1 , and for a variable position of the latter inside said joint, the receiver R V connected to the terminals of the impedance Z 1 becomes de-energized. Then, when the first shunting axle crosses the point P 1 where the sensor C 1 is located, the associated receiver R C becomes de-energized in turn due to the derivation in the shunting axle of all or part of the signaling current generated by the transmitter E V.

Finalement, le premier essieu shunteur du train pénètre dans le joint de sortie J2 et entraîne la désexcitation du récepteur R. A cet instant, le dispositif de traitement de l'information TI provoque, par l'intermédiaire de la logique de. commutation LOG, le passage du commutateur COM dans l'état complémentaire de son état initial, l'émetteur EV se trouvant dès lors connecté aux bornes de l'impédance Z1 alors que le récepteur BV se trouvera connecté aux bornes de l'impédance Z2. Il apparaît alors que le récepteur RV sera désexcité, confirmant le nouvel état du circuit, et que le récepteur RC1 pourra se réexciter dès l'instant où le dernier essieu shunteur du train aura franchi, à son tour, le point P1 puisqu' alors l'émetteur EV injectera le courant de signalisation en arrière du train. On dispose donc ainsi d'une information correspondant à la détection du passage du dernier essieu shunteur du train en un point P1 du circuit de voie.Finally, the first shunt axle of the train enters the outlet joint J 2 and causes the receiver R to be de-energized. At this instant, 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.

On notera en outre qu'avec une telle disposition, la transmission d'informstionsentre la voie et la machine n'est jamais interrompue. En effet, lors de la commutation de l'émetteur EV, le récepteur situé à bord du train reçoit déjà les. informations nécessaires de l'émetteur qui équipe le circuit de voie situé en aval.It will also be noted that with such an arrangement, the transmission of information between the track and the machine is never interrupted. Indeed, when switching the transmitter E V , the receiver on board the train already receives them. necessary information from the transmitter on the downstream track circuit.

La libération de la zone constituée par le joint électrique J1 et la portion de voie "d1" comprise entre l'impédance Z1 et le point P1 permet, comme illustré sur la figure par la connexion AM, de délivrer une information d'exploitation vers les équipements de signalisation situés en amont du circuit de voie, autorisant par exemple une ouverture anticipée des signaux amonts dès que l'essieu arrière du train a franchi ce point P1, 1a distance "d1" étant considérée comme limite par exemple vis-à-vis des caractéristiques de freinage des trains circulant sur la voie. Le retour de l'ensemble du circuit de voie à l'état initial sera déclenché par la réexcitation du récepteur RV, cette réexcitation étant obtenue lorsque le dernier essieu shunteur du train sera suffisamment éloigné en aval de l'impédance Z2 du joint de sortie J2 du circuit de voie.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. The return of the entire track circuit to the initial state will be triggered by the re-energization of the receiver R V , this re-energization being obtained when the last shunt axle of the train is sufficiently far downstream of the impedance Z 2 of the joint of output J 2 of the track circuit.

En se référant maintenant à la figure 2, on va décrire un exemple d'application de l'invention à un problème d'exploitation lié à un réseau dans lequel la densité de circulation.et, par conséquent, la límitation à une durée aussi faible que possible, du temps de stationnement des trains devant un signal fermé, est l'élément dominant. Soit donc un réseau comportant, en particulier, deux gares A et B. L'entrée de la gare A est protégée par un signal d'entrée S1, et sa sortie, par un signal de sortie S2. De même, l'entrée de la gare B est protégée par un signal d'entrée S3, tandis que sa sortie est protégée par un signal S4.Referring now to Figure 2, we will describe an example of application of the invention to an operating problem related to a network in which the traffic density. And, therefore, the limitation to such a low duration As much as possible, train parking time in front of a closed signal, is the dominant element. Therefore, 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 . Likewise, the entrance to station B is protected by an input signal S 3 , while its exit is protected by a signal S 4 .

Les circuits de voie de la portion de réseau considérée sont naturellement équipés conformément à l'invention. Ainsi, notamment, le circuit de voie séparant la sortie de la station A (signal S2) de l'entrée de la station B (signal S3) comporte un capteur C1 en un point P1, et le circuit de voie de quai de la station B comporte un capteur CB en un point PB.The track circuits of the network portion considered are naturally equipped in accordance with the invention. Thus, in particular, 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 , and the platform track circuit of station B comprises a sensor C B at a point P B.

Dans l'exploitation classique, à section tampon, le signal S1 ne peut se débloquer que lorsque le canton inter-station est entièrement libéré. Dès lors, un train TA ne pourra accéder au quai de la station A que lorsque le train précédant TB aura dégagé totalement le circuit de voie compris entre les deux signaux S2 et S3. La mise en oeuvre des circuits de voie conformes à l'invention permet, dès la libération par le dernier essieu shunteur du train de la portion de la.voie d comprise entre le signal de sortie S2 et le point P1 d'implantation du capteur C1 de débloquer prématurément le signal S1, autorisant le train TA à accéder au quai de la station aval (circuit d'inter-station). De même, le dégagement par le train TB de. la portion de voie comprise entre le signal d'entrée S3 de la station B et le point PB, permettra d'autoriser le train TA à quitter la station A avant dégagement complet du quai de la station B par le train TB. Toutes. ces opérations sont réalisées automatiquement, grâce à un système de commande automatique de commutation CAC relié aux différents éléments du résesu.In conventional operation, with a buffer section, 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. the portion of track between the input signal S 3 of station B and point P B , will allow train T A to leave station A before complete clearance of the platform of station B by train T B . All. these operations are carried out automatically, thanks to an automatic switching control system CAC connected to the various elements of the net.

Il apparaît toutefois qu'une disposition telle que celle décrite à la figure 1 peut entraîner une réexcitation prématurée du récepteur RC si la distance "d1" est inférieure à l'intervalle existant entre deux essieux contigus du train. Le schéma synoptique de la figure 3, qui reprend tous les éléments de la figure 1, représente une variante de réali sation de l'invention permettant précisément de pallier à une telle situatioon, grâce à l'utilisation d'un capteur additionnel C2 implanté en un point P2 situé en amont de telle façon que la distance "d2" séparant le capteur C2 du capteur C1 soit supérieure à la longueur maximale existant entre deux essieux contigus sur les trains cirulant sur le réseau. A ce capteur C 2sont associés les récepteurs RC22 et RC21 sensibles, l'un à la fréquence F2 du circuit de voie amont, l'autre à la fréquence F1 du circuit de voie. L'information de libération anticipée sera alors délivrée lorsque l'ensemble des trois récepteurs RC1 RC21, RC22 sera réexcité.However, it appears that an arrangement such as that described in FIG. 1 can lead to a premature re-excitation of the receiver R C if the distance "d 1 " is less than the interval existing between two contiguous axles of the train. The block diagram 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. With this sensor C 2 are associated the sensitive receivers R C22 and RC 21 , one at the frequency F 2 of the upstream track circuit, the other at the frequency F 1 of the track circuit. The early release information will then be delivered when all three receivers R C1 R C21 , R C22 are re- activated.

De préférence, le capteur C2 est implanté àu milieu du joint J1. Il permet alors, avec-ses récepteurs associés, de préciser la position du "joint fictif" d'entrée du circuit de voie délimité par les joints électriques J1 et J2 et de vérifier la libération de la totalité du joint amont J1. En effet, lorsque le premier essieu shunteur du train pénètre dans le joint J1, il commence par désexciter ie récepteur RC22 , puis le récepteut RC22 dès qu'il a franchi le point P2, définissant ainsi avec précision l'emplacement du joint fictif marquant l'entrée du circuit de voie considéré.Preferably, 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.

Par raison de symétrie, un capteur C3, associé à un récepteur R sensible à la fréquence F1 et un récepteur RC32 sensible à la fréquence F2 est implanté au point P3 du joint J2, permettant la commande de retour du commutateur COM à l'état initial lorsque la totalité du joint J2 aura été libérée par le dernier essieu shunteur du train.For reasons of symmetry, 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.

Avantageusement, les récepteurs RC21 et RC32 peuvent se substituer aux récepteurs des circuits de voie concernés, normalement connectés aux bornes des impédances Z1 et Z4.Advantageously, 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 .

Dans le mode de réalisation de l'invention représenté sur la figure 1, on a vu que la commutation entre les organes d'émission et de réception ne s'effectuait que lors de la pénétration du premier essieu shunteur du train dans le joint de sortie J2, ceci afin de ne pas interrompre la transmission des informations entre la voie et la machine. Or, il se peut qu'à cet instant le dernier essieu shunteur du train ait déjà dépassé le point d'implantation P1 du capteur C1, soit parce qu'il s'agit d'un train très court, soit encore parce que la distancé séparant le capteur de l'extrémité aval du circuit de voie est tout simplement supérieure à la longueur du train. Le bon fonctionnement du système impose par conséquent une implantation particulière du capteur C1 en fonction de la longueur minimale des trains circulant sur la voie.In the embodiment of the invention shown in FIG. 1, it has been seen that the switching between the transmitting and receiving members was only carried out when the first shunting axle of the train entered the exit joint. J 2 , this in order not to interrupt the transmission of information between the track and the machine. However, it may be that at this instant the last shunting axle of the train has already passed the point of installation P 1 of the sensor C 1 , either because it is a very short train, or again because the distance separating the sensor from the downstream end of the track circuit is simply greater than the length of the train. The proper functioning of the system therefore requires special installation of the sensor C 1 as a function of the minimum length of the trains running on the track.

La variante de réalisation de l'invention représentée sur la figure 4, qui reprend tous les éléments de la figure 3, permet précisément de remédier à cet inconvénient, grâce à l'adjonction d'un organe d'émission additibonnel E. La commutation conforme à l'invention entre les organes d'émission et de réception s'effectue alors dans un premier temps entre le récepteur RV et l'émetteur additionnel E, et ce dès que le récepteur RC1 associé au capteur C1 se désexcite, tandis que l'émetteur EV reste branché aux bornes de l'impédance Z2 et peut ainsi continuer à transmettre des informations de la voie vers la machine. On notera d'ailleurs que l'émetteur additionnel E peut consister de façon simple en un dispositif de type connu permettant de prélever une partie de l'énergie disponible en sortie de l'émetteur EV pour. l'injecter aux bornes de l'impédance Z1 dans les conditions déterminées par l'état du commutateur COM.The variant embodiment of the invention shown in 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. It will also be noted that 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.

L'état ainsi défini de la logique de commutation LOG et du commutateur COM constitue, pour le dispositif de traitement de l'information TI, la mémorisation de l'occupation du circuit de voie bien que, du fait de la présence simultanée des deux émetteurs EV et E, les récepteurs RC22, RC21, RC1, RC31 , RC32 puissent être excités en même temps pour peu que la longueur du train occupant le circuit de voie soit inférieure à la distance d3 séparant le point P1 d'implantation du capteur C1 de l'extrémité aval du circuit de voie constituée par l'impédance Z2.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 .

Cette mémorisation sera annulée lorsque le premier essieu du train franchissant le point d'implantation de l'impédance Z2 aux bornes de laquelle est branché l'émetteur EV, le récepteur RC31 sera désexcité. Dans le deuxième temps, la logique de commutation LOG entraînera alors le débranchement de l'émetteur additionnel E et la connexion en lieu et place de cet émetteur (c'est-à-dire aux bornes de l'impédance Z1) de l'émetteur EV, dont la présence . n'est plus nécessaire en aval du circuit de voie puisque la tête du train a déjà franchi l'extrémité correspondante du circuit de voie. On évite ainsi le conflit entre les signaux des deux émetteurs E et EV lors de la libération par le dernier essieu du train de l'intervalle Z1-Z2, tout en conservant la permanence de l'information de présence du dernier essieu du train en amont du point P1 qui, comme on l'a vu, nécessite la présence d'un émetteur à l'extrémité amont du circuit de voie.This memorization will be canceled when the first axle of the train crossing the point of implantation of the impedance Z 2 at the terminals of which the transmitter E V is connected, the receiver R C31 will be de-energized. In the second step, the switching logic LOG will then lead to the disconnection of the additional transmitter E and the connection in place of this transmitter (that is to say at the terminals of the impedance Z 1 ) of the E V transmitter, whose presence. is no longer necessary downstream of the track circuit since the head of the train has already crossed the corresponding end of the track circuit. This avoids the conflict between the signals of the two transmitters E and E V during the release by the last axle of the train of the interval Z 1 -Z 2 , while preserving the permanence of the information on the presence of the last axle of the train upstream from point P 1 which, as we have seen, requires the presence of a transmitter at the upstream end of the track circuit.

Le retour du dispositif à l'état initial sera déclenché par la réexcitation du récepteur RC31 qui interviendra lorsque le dernier essieu du train aura dépassé le point P3, libérant ainsi le circuit de voie.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.

Le schéma synoptique de la figure 5 représente une autre variante de réalisation de l'invention dans laquelle on. utilise plusieurs capteurs successifs tels que C1, C4, C5, répartis le long du circuit de voie considéré, chacun de ces capteurs étant associé à un récepteur sensible à la fréquence F1, respectivement RC1, RC4 et RC5. Dans cette variante de réalisation, qui reprend naturellement tous les éléments de la figure 4 avec le mode de fonctionnement correspondant, l'émetteur EV est connecté successivement dans le temps et immédiatement en aval des différents capteurs, soit aux points 1, 2, 3, puis aux bornes de l'impédance Z2, au fur et à mesure de la progression du train dans le canton. Il s'ensuit évidemment que les récepteurs associés à chacun de. ces capteurs se désexcitent successivement au fur et à mesure que le premier essieu shunteur du train s'intercale entre l'émetteur EV et le capteur concerné.The block diagram of 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 . In this alternative embodiment, which naturally incorporates all the elements of FIG. 4 with the corresponding operating mode, 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.

Une telle disposition permet notamment de détecter simultanément la présence du premier essieu et du dernier essieu du train à l'intérieur du circuit de voie, et donc de situer géographiquement le train sur ce circuit de voie. Cette disposition permet également, en particulier dans le cas de circuits de voie de grande longueur, d'améliorer si nécessaire les conditions de transmission des informations de la voie vers la machine en réduisant la longueur de la voie existant entre l'émetteur EV qui génère les informations à transmettre à la tête du train qui reçoit ces informations.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.

Claims (5)

1. Circuit de voie de chemin de fer, constitué par les deux rails r1, r2) d'une portion de voie ferrée et comprenant un organe d'émission (EV) connecté à l'extrémité aval (Z2) du circuit et un organe de réception (Ry) connecté à l'extrémité amont (Z1), caractérisé en ce qu'il comprend en outre au moins un capteur électromagnétique (C1) disposé à un emplacement déterminé le long. du circuit de voie, un récepteur (RC1) associé à ce capteur et des moyens de commutation (COM) pour commuter les organes d'émission (EV) et de réception (RV) du circuit de voie, après que le récepteur (RC1 associé au capteur (C1) ait été désexcité par le passage sur ledit capteur du premier essieu shunteur porté par le train circulant sur la voie.1. Railway track circuit, consisting of the two rails r 1 , r 2 ) of a portion of railway track and comprising an emission member (E V ) connected to the downstream end (Z 2 ) of the circuit and a receiving member (Ry) connected to the upstream end (Z 1 ), characterized in that it further comprises at least one electromagnetic sensor (C 1 ) disposed at a determined location along. of the track circuit, a receiver (R C1 ) associated with this sensor and switching means (COM) for switching the transmission (E V ) and reception (R V ) members of the track circuit, after the receiver (R C1 associated with the sensor (C 1 ) has been de-energized by the passage over said sensor of the first shunt axle carried by the train traveling on the track. 2. Circuit de voie selon la revendication 1, du type à joints électriques de séparation (J1, J2), caractérisé en ce qu'il comporte un second capteur. (C2) disposé en amont du premier et au-delà de l'extrémité correspondante (Z1) du circuit de voie, à une distance (d2) de celui-ci supérieure à - l'intervalle maxima existant entre deux essieux shunteurs contigus des trains susceptibles de circuler sur la voie, ce second capteur (C2) étant associé à un récepteur (RC21) sensible à la fréquence de fonctionnement (F1) du circuit de voie considére.2. Track circuit according to claim 1, of the type with electrical separation seals (J 1 , J 2 ), characterized in that it comprises a second sensor. (C 2 ) disposed upstream of the first and beyond the corresponding end (Z 1 ) of the track circuit, at a distance (d 2 ) from the latter greater than - the maximum interval existing between two shunt axles contiguous trains likely to run on the track, this second sensor (C 2 ) being associated with a receiver (R C21 ) sensitive to the operating frequency (F 1 ) of the track circuit considered. 3. Circuit de voie selon la revendication 2, caractérisé en ce que le second capteur (C2) est implanté dans la zone médiane du joint électrique de séparation (J1) et il est associé à un second récepteur (RC22) sensible à la fréquence de fonctionnement (F2) du circuit de voie situé en amont.3. Track circuit according to claim 2, characterized in that the second sensor (C 2 ) is located in the middle area of the electrical separation joint (J 1 ) and it is associated with a second receiver (R C22 ) sensitive to the operating frequency (F 2 ) of the upstream track circuit. 4. Circuit de voie selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le circuit de voie comporte un organe d'émission additionnel (E) qui est connecté à la place de l'organe de réception (RV) dès que le récepteur (RC1) associé au capteur (C1) est désexcité, tandis que l'organe d'émission d'origine (EV) reste branché à l'extrémité aval (Z2) du circuit de voie.4. Track circuit according to any one of claims 1 to 3 , characterized in that the track circuit comprises an additional transmitting member (E) which is connected in place of the receiving member (R V ) as soon as the receiver (R C1 ) associated with the sensor (C 1 ) is de-energized, while the original transmission member (E V ) remains connected to the downstream end (Z2) of the track circuit. 5. Circuit de voie selon la revendication 4, caractérisé en ce que plusieurs capteurs électromagnétiques (C1, C4, C5), associés chacun à un récepteur (RC1, RC4, RC5), sont répartis le long du circuit de voie, l'organe d'émission d'origine (EV) étant connecté successivement dans le temps, immédiatement en aval des différents capteurs, puis à l'extrémité aval (Z2) du circuit de voie, au fur et à mesure de l'avancement du train dans ledit circuit de voie.5. Track circuit according to claim 4, characterized in that several electromagnetic sensors (C 1 , C 4 , C 5 ), each associated with a receiver (R C1 , R C4 , R C5 ), are distributed along the circuit track, the original transmission device (E V ) being connected successively over time, immediately downstream of the various sensors, then at the downstream end (Z 2 ) of the track circuit, as and when the progress of the train in said track circuit.
EP81401361A 1980-09-22 1981-08-28 Railway track circuit Expired EP0050535B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81401361T ATE10079T1 (en) 1980-09-22 1981-08-28 RAILWAY TRACK CIRCUIT.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8020340 1980-09-22
FR8020340A FR2490569A1 (en) 1980-09-22 1980-09-22 PERFECTION RAILWAY TRACK CIRCUIT

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EP0050535A1 true EP0050535A1 (en) 1982-04-28
EP0050535B1 EP0050535B1 (en) 1984-10-31

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JP (1) JPS5787755A (en)
AT (1) ATE10079T1 (en)
AU (1) AU545051B2 (en)
BR (1) BR8106035A (en)
CA (1) CA1171162A (en)
DE (1) DE3166980D1 (en)
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FR2490569A1 (en) 1982-03-26
CA1171162A (en) 1984-07-17
JPH036026B2 (en) 1991-01-29
FR2490569B1 (en) 1983-09-02
ATE10079T1 (en) 1984-11-15
AU545051B2 (en) 1985-06-27
BR8106035A (en) 1982-06-08
ZA816008B (en) 1982-08-25
AU7552381A (en) 1982-09-23
US4467430A (en) 1984-08-21
DE3166980D1 (en) 1984-12-06
JPS5787755A (en) 1982-06-01
EP0050535B1 (en) 1984-10-31

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