EP0050535B1 - Eisenbahn-Gleisstromkreis - Google Patents

Eisenbahn-Gleisstromkreis Download PDF

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Publication number
EP0050535B1
EP0050535B1 EP81401361A EP81401361A EP0050535B1 EP 0050535 B1 EP0050535 B1 EP 0050535B1 EP 81401361 A EP81401361 A EP 81401361A EP 81401361 A EP81401361 A EP 81401361A EP 0050535 B1 EP0050535 B1 EP 0050535B1
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.)
Expired
Application number
EP81401361A
Other languages
English (en)
French (fr)
Other versions
EP0050535A1 (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 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 lateral signaling and when it concerns automatic driving or controlled manual driving, be transmitted directly and in all points of the track towards the machine.
  • track circuits which make it possible to develop and transmit the information necessary for safety, security and regularity of traffic, also in side signal systems as in a certain number of systems implementing information transmission methods from the track to 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 receiver of the track circuit vis-à-vis the entry and exit of the block is immaterial, since only account the presence or absence of a shunt axle on the block. 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 the signaling current in each of the rail nets.
  • 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 the density of traffic is one of the dominant elements, such as urban networks, the spacing signaling must be designed in such a way as to minimize the distance between two successive convoys and to be reduced as much as possible train stop times in front of a closed signal. It is therefore advantageous to be able to open this signal in anticipation of the clearance, by the occupying train, of a canton situated downstream, while keeping between the signal to be opened and a critical point of the canton in the process of being cleared, a length of clear lane corresponding to the braking limit distance in 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 with respect 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 shunter 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 therefrom greater than the maximum interval existing between two contiguous shunt axles of trains capable of running on the track, this second sensor being associated with a receiver sensitive to the operating frequency of the track circuit 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 transmitting member which is connected in place of the receiving member as soon as the receiver associated with the sensor is de-energized, while the transmitting member original remains connected to 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, and J 2 . These joints are respectively materialized by the impedances Z 3 , Z, and Z 2 , Z 4 . It is further 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 i , while the signaling current flowing in the track circuits located respectively upstream and downstream of the track circuit considered at a second frequency F 2 different from F 1 .
  • This signaling current at the frequency, F 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 Ev makes it possible to exist a reception member R v sensitive to the frequency F i which is normally connected to the upstream end of said circuit, ie across the impedance Zi.
  • 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 i and r 2 , at a point P 1 of the circuit located at a distance d i from the impedance Z i .
  • This sensor Ci 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 i of the track circuit considered.
  • a switching device or switch COM is also provided to reverse the position on the channel of the transmitter E v and the receiver R v .
  • the COM switching device is controlled by a LOG switching logic which itself receives orders from an information processing device. IT department which centralizes information from the different reception points located along the track circuit.
  • the information processing device TI causes, by means of the switching logic 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 R 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 c , will be able to be re-energized as soon as the last shunt axle of the train has crossed, in turn, the point P l 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.
  • the release of the area constituted by the electrical joint J 1 and the track portion "d 1 " lying between the impedance Z 1 and the point P 1 makes it possible, as illustrated in the figure by the AM connection, 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.
  • FIG. 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 a duration as low as possible, parking time from trains in front of a closed signal, is the dominant element.
  • a network comprising, in particular, two stations A and B.
  • the entrance to station A is protected by an input signal Si, and its output, by an output 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 Ci at a point Pi
  • the platform track circuit of station B has a Ce sensor 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 according to the invention makes it possible, as soon as the last shunting axle of the train releases the portion of the track d between the output signal S 2 and the point P l of the location of the sensor Ci to prematurely unblock the signal S 1 , authorizing the train T A to access the platform of the downstream station (inter-station circuit).
  • FIG. 3 which takes up all the elements of FIG. 1, represents an alternative embodiment of the invention allowing 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 Ci 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 i . Indeed, when the first shunt axle of the train enters the joint J i , it begins by de-energizing the receiver Rc 22 , then the receiver Rc 21 as soon as it has crossed point P 2 , thus defining precisely the location of the fictitious seal marking the entrance to the track circuit in question.
  • a sensor C 3 associated with a receiver Rc 31 sensitive to the frequency F 1 and a receiver Rc 32 sensitive to the frequency F 2 is installed at point P 3 of the joint J 2 , allowing the return control of the COM switch in the initial state when the entire joint J 2 has been released by the last shunt axle of the train.
  • the receivers Rc 21 and Rc 32 can replace the receivers of the concerned track circuits, 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 transmitting member E.
  • the switching in accordance to the invention between the transmitting and receiving members then takes place firstly between the receiver Rv and the additional transmitter E, and this as soon as the receiver R c , associated with the sensor Ci becomes de-energized, while 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 a part of the energy available at the output of the transmitter Ev to inject it across the terminals of the impedance Z 1 under the conditions determined by the state of the COM switch.
  • 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 Ev and E, the receivers Rc 22 , Rc 21 , Rc 1 , Rc 31 , Rc 32 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 the point P l d implantation of the sensor Ci 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 Rc 3 , which will take place 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 several successive sensors such as Ci, C 4 , C 5 are used , distributed along the track circuit considered, each of these sensors being associated with a receiver sensitive to the frequency Fi, respectively Rc ,, Rc 4 and Rcs.
  • 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 are successively de-energized 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)
  • Golf Clubs (AREA)
  • Refinement Of Pig-Iron, Manufacture Of Cast Iron, And Steel Manufacture Other Than In Revolving Furnaces (AREA)

Claims (5)

1. Eisenbahn-Gleisstromkreis, der aus den beiden Schienen (ri, r2) eines Schienenwegteils besteht und eine Sendeeinrichtung (Ev), die mit dem hinteren Ende (Z2) des Gleisstromkreises verbunden ist, und eine Empfangseinrichtung (Rv) aufweist, die mit dem vorderen Ende (Zi) verbunden ist, dadurch gekennzeichnet, daß er außerdem wenigstens einen elektromagnetisehen Wandler (C1) aufweist, der an einer bestimmten Stelle längs des Gleisstromkreises angeordnet ist, einen Empfängers (Rc,), der diesem Wandler zugeordnet ist, und Umschalteinrichtungen (COM) zum Umschalten der Sendeeinrichtungen (Ev) und der Empfangseinrichtungen (Rv) des Gleichstromkreises, nachdem der dem Wandler (C1) zugeordnete Empfänger (Rc,) dadurch entregt worden ist, daß die erste Überbrückungsachse, die der auf dem Gleis fahrende Zug aufweist, den Wandler passiert hat.
2. Gleisstromkreis nach Anspruch 1, mit elektrischen Trennstoßstellen (Ji, J2), gekennzeichnet durch einen zweiten Wandler (C2), der vor dem ersten und jenseits des entsprechenden Endes (Zi) des Gleichstromkreises in einem Abstand (d2) von demselben angeordnet ist, welcher größer ist als das maximale Intervall, das zwischen zwei benachbarten Überbrückungsachsen der Züge vorhanden ist, die auf dem Gleis fahren können, wobei dieser zweite Wandler (C2) einem Empfänger (Rc21) zugeordnet ist, welcher auf die Betriebsfrequenz (F,) des betrachteten Gleisstromkreises anspricht.
3. Gleichstromkreis nach Anspruch 2, dadurch gekennzeichnet, daß der zweite Wandler (C2) in der Mittelzone der elektrischen Trennstoßstelle (Ji) angeordnet und einem zweiten Empfänger (Rc22) zugeordnet ist, welcher auf die Betriebsfrequenz (F2) des vorn gelegenenen Gleisstromkreises anspricht.
4. Gleichstromkreis nach einem der Ansprüche 1-3, dadurch gekennzeichnet, daß der Gleisstromkreis eine zusätzliche Sendeeinrichtung (E) aufweist, die anstelle der Empfangseinrichtung (Rv) angeschlossen wird, sobald der Empfänger (Rc,), welcher dem Wandler (C1) zugeordnet ist, entregt wird, während die ursprüngliche Sendeeinrichtung (Ev) an das hintere Ende (Z2) des Gleisstromkreises angeschlossen bleibt.
5. Gleisstromkreis nach Anspruch 4, dadurch gekennzeichnet, daß mehrere elektromagnetische Wandler (Ci, C4, Cs), die jeweils einem Empfänger (Rc,, Rc4, Rc5) zugeordnet sind, längs des Gleisstromkreises verteilt sind, so daß die ursprüngliche Sendeeinrichtung (Ev) seitlich nacheinander unmittelbar hinter den verschiedenen Wandlern dann an das hintere Ende (Z2) des Gleisstromkreises entsprechend der Vorwärtsbewegung des Zuges in dem Gleisstromkreis angeschlossen wird.
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 EP0050535A1 (de) 1982-04-28
EP0050535B1 true EP0050535B1 (de) 1984-10-31

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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)

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Also Published As

Publication number Publication date
ATE10079T1 (de) 1984-11-15
DE3166980D1 (en) 1984-12-06
FR2490569B1 (de) 1983-09-02
CA1171162A (en) 1984-07-17
EP0050535A1 (de) 1982-04-28
ZA816008B (en) 1982-08-25
JPS5787755A (en) 1982-06-01
AU545051B2 (en) 1985-06-27
FR2490569A1 (fr) 1982-03-26
JPH036026B2 (de) 1991-01-29
US4467430A (en) 1984-08-21
BR8106035A (pt) 1982-06-08
AU7552381A (en) 1982-09-23

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