EP0112444A2 - Device for track-free signalling, train location and velocity measurement - Google Patents

Device for track-free signalling, train location and velocity measurement Download PDF

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Publication number
EP0112444A2
EP0112444A2 EP83109751A EP83109751A EP0112444A2 EP 0112444 A2 EP0112444 A2 EP 0112444A2 EP 83109751 A EP83109751 A EP 83109751A EP 83109751 A EP83109751 A EP 83109751A EP 0112444 A2 EP0112444 A2 EP 0112444A2
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EP
European Patent Office
Prior art keywords
counting
route
axis
time
ice
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
EP83109751A
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German (de)
French (fr)
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EP0112444A3 (en
EP0112444B1 (en
Inventor
Heinrich Walter
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Alcatel Lucent Deutschland AG
Alcatel Lucent NV
Original Assignee
Alcatel SEL AG
Standard Elektrik Lorenz AG
Alcatel NV
International Standard Electric Corp
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Application filed by Alcatel SEL AG, Standard Elektrik Lorenz AG, Alcatel NV, International Standard Electric Corp filed Critical Alcatel SEL AG
Priority to AT83109751T priority Critical patent/ATE61978T1/en
Publication of EP0112444A2 publication Critical patent/EP0112444A2/en
Publication of EP0112444A3 publication Critical patent/EP0112444A3/en
Application granted granted Critical
Publication of EP0112444B1 publication Critical patent/EP0112444B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/161—Devices for counting axles; Devices for counting vehicles characterised by the counting methods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/06—Vehicle-on-line indication; Monitoring locking and release of the route

Definitions

  • the invention relates to a device for track vacancy detection, train location and speed measurement according to the preamble of claim 1.
  • Axis counting circles are used in addition to G-ice circuits in certain cases (long track sections, steel swath lines) to report free ice.
  • a track section to be monitored for its occupied state is limited by so-called counting points.
  • the metering points usually consist of two axis detectors, which are offset against each other on the rails of a track, and are able to individually detect the axes of a train passing the point of toughness and also to fix their direction of passage.
  • the track section is then released. reports when the number of axes retracted in the section corresponds to the number of axes extended in the section.
  • the axle tooth comparison required for this is carried out in the set work in a special axle toothing device, to which axle counters are fed the tooth points delimiting the track section.
  • axle counting devices used today are sensitive to interference from electromagnetic interference and to interference from actuated magnetic rail brakes. Even a single mistake can keep a section of the ice that has been cleared occupied, and can therefore block it, unless complex corrective measures are provided. In the bocking flats, the fault must be remedied by the driver after a thorough check of the facts.
  • the microcomputers are usually only temporarily, e.g. fully occupied during the setting of a route. During the other times they could be used for other tasks e.g. be used for axle serration.
  • the subject of the invention is therefore a device which provides axle serration and the functions based on the axle serration, clearing the ice and locating the train with the help of the above-mentioned in an electronic setting system.
  • kind of already existing Stettmaschinerechner enables and makes separate axle counting devices in the Stetttechnik superfluous.
  • the invention is described in claim 1.
  • the section-oriented axle counting at for each geotag section the axle tooth bitance is set up in a separate axle counting device. This not only saves assemblies, it also makes it possible to correct counting errors by comparing counting results obtained at several successive counting points without any additional circuitry.
  • the figure shows a part of the ice bit of a railway installation.
  • Axle tooth points ZP1 ... ZP5 are arranged between individual control elements assigned, separated by dashed lines, Stett groups, - sign groups S, SG and Z, switch groups W1, W2, crossing group K -.
  • the signat groups S, Z and SG also two control elements (route elements + signal or 2 signals) can be assigned, there is a microcomputer or a multi-computer system consisting of several microcomputers working in parallel.
  • Each tooth point which, as indicated in the figure, is formed by two axis detectors arranged offset with respect to one another, is connected to the two Stett groups adjacent to it by signal lines.
  • the double-ended axle counts (two different pulse types for the two possible directions of passage) are passed on to the Stett groups via these signal lines.
  • the microcomputers of the Stett jury count the axle counting impulses depending on the direction of travel as forward or backward impulses and pass the result along with an origin indicator, which indicates the point of origin from which the axle counting impulse originates, to the next following Stett group. This transfer takes place over the Gteisvertauf simulated geographical data connections, only along a designated route. In set groups that do not belong to the route, only the counting pulses of the directly assigned axle tooth points are processed.
  • the axle numbers obtained at the two counts in the direction of travel are available in each set group of the route used and can be compared with one another. If there is no discrepancy between the number of axles, the section between the tooth points is marked as clear.
  • a train travels from left to right over the route shown in the figure, with the signal group S being the starting group and the signing group Z being the target group of a set route, it first passes over the point of ZP1.
  • the axle counting impulses emitted by the axle detectors installed there go to the groups S and W1.
  • the microcomputers of these control groups count the axis impulses and save the result together with information characterizing the counting point ZP1 and information characterizing the axis passage direction.
  • a predetermined time after passing through the last axis, the counting result, together with the information characterizing the counting point and axis crossing direction, is passed on from the switch group W1 to the crossing group K and from the sign group S against the direction of travel to the target group, not shown, of the previous route.
  • the forwarding is therefore against the direction of travel necessary so that a free ice report of the previous section of ice is possible in the manner described above even if the train changes the direction of travel.
  • the axle counting impulses obtained there are counted and saved in set groups W1 and K and, after passing through the last axis, passed on from crossing group K to signal group SG and against the direction of travel from switch group W1 to signal group S.
  • a comparison can be made in the three groups S, W1 and K of the axis numbers determined at the point ZP1 and ZP2, since these axis numbers are stored there.
  • the processing of the axes counted at the other tooth points ZP3 ... ZP5 takes place in the same way as the processing of the axes counted at the tooth points ZP1 and ZP2.
  • the microcomputer of the Zietange stores the axle numbers obtained at the two previous counting points and only passes them on to the next group of this route after the following route has been set.
  • axle teeth can be entered manually or from a higher-level computer into the starting group of a route.
  • the device according to the invention can also be used for speed measurement.
  • the lengths of the track sections lying in front of the associated counting points are stored in the set groups.
  • the Stett jury also contain measurement circuits that record the time elapsed between two axis passes at successive counting points and additional time shadings that allow a specific axis (e.g. the 1st axis) of a train to be recognized, for example by eliminating axes that follow within a certain period of time of a previously registered axis.
  • both the time measurement circuits and the time circuits for identifying the 1st axis can be implemented by routines of the microcomputers located in the set groups, the computer clock being used as the time standard.
  • the desired average speed speed of a train within a section of ice results from a division of the stored track section lengths performed by the Stettange computers by the time measured by the time measurement circuit and required by the train for the ice section.
  • a axle counting inputs registered at the ZT2 counting point after a longer counting interval starts the time measurement, which e.g. consists of counting the computer clock rate.
  • Counting is stopped when an axis is determined at count point ZP3.
  • the number of computer clocks counted corresponds to the time required by the train for the distance limited by the counting points.
  • a division of the stored distance by this determined period of time gives the average speed of the train on the section of the ice delimited by the points of ZP2 and ZP3.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Air Bags (AREA)
  • Measuring Arrangements Characterized By The Use Of Fluids (AREA)

Abstract

The invention relates to a device for train location and track-free signalling in the field of an electronic actuator, the actuating groups of which contain microcomputers and are connected to one another via geographic data lines arranged according to the route of the track. Axle counter results acquired at counting points arranged between the actuating elements are passed on along the set routes from actuating group to actuating group. The track-free signalling and the train location occur, using the microcomputer of the actuating groups, by comparing the axle counts registered at the individual counting points. If the distances between the individual counting points are stored, the speed of the vehicles can be determined by means of a real-time determination of the passage of the first axles of the vehicles.

Description

Die Erfindung betrifft eine Einrichtung zur Gleisfreimeldung, Zugortung und Geschwindigkeitsmessung gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a device for track vacancy detection, train location and speed measurement according to the preamble of claim 1.

Zur Gteisfreimeldung werden heute neben GLeisstromkreisen in bestimmten FäLLen (Lange Gleisabschnitte, Stahtschwet-Len) Achszählkreise eingesetzt. Hierzu wird ein auf seinen Besetztzustand hin zu überwachender Gleisabschnitt durch sogenannte ZähLpunkte begrenzt. Die Zählpunkte bestehen meist aus zwei gegeneinander versetzt an den Schienen eines GLeises angebrachten Achsdetektoren und sind in der Lage, die Achsen eines den Zähtpunkt passierenden Zuges einzeln zu erfassen und zusätzlich deren Durchgangsrichtung festzustetten. Der Gleisabschnitt wird dann freige- . meldet, wenn die Zahl der in den Abschnitt eingefahrenen Achsen der Zahl der aus dem Abschnitt ausgefahrenen Achsen entspricht. Der hierzu notwendige Achszahtvergteich wird im Stettwerk in einer besonderen Achszähteinrichtung durchgeführt, welcher Achsimputse der den Gleisabschnitt begrenzenden Zähtpunkte zugeführt werden.Axis counting circles are used in addition to G-ice circuits in certain cases (long track sections, steel swath lines) to report free ice. For this purpose, a track section to be monitored for its occupied state is limited by so-called counting points. The metering points usually consist of two axis detectors, which are offset against each other on the rails of a track, and are able to individually detect the axes of a train passing the point of toughness and also to fix their direction of passage. The track section is then released. reports when the number of axes retracted in the section corresponds to the number of axes extended in the section. The axle tooth comparison required for this is carried out in the set work in a special axle toothing device, to which axle counters are fed the tooth points delimiting the track section.

Die heute eingesetzten Achszähteinrichtungen sind empfindlich gegen Störungen durch elektromagnetische Einstreuungen und gegen BeeinfLussung durch betätigte Magnetschienenbremsen. Bereits ein einziger Fehtimputs kann einen an sich freigefahrenen Gteisabschnitt besetzt gemeldet halten und damit blockieren, wenn nicht aufwendige Korrekturmaßnahmen vorgesehen werden. Im Btockierungsfatte muß die Störung nach eingehender Prüfung des SachverhaLtes durch den Fahrdienstteiter beseitigt werden.The axle counting devices used today are sensitive to interference from electromagnetic interference and to interference from actuated magnetic rail brakes. Even a single mistake can keep a section of the ice that has been cleared occupied, and can therefore block it, unless complex corrective measures are provided. In the bocking flats, the fault must be remedied by the driver after a thorough check of the facts.

In einem elektronischen Stettwerk, in dem die einzelnen Stettgruppen Mikrorechner enthalten und über geographische DatenLeitungen miteinander in Verbindung stehen, (siehe z.B. ältere AnmeLdungP 32 32 308.5), sind die Mikrorechner meist nur zeitweise, z.B. während des EinsteLLens einer Fahrstraße voll ausgelastet. Während der anderen Zeiten könnten sie für andere Aufgaben z.B. für die Achszähtung mit ausgenützt werden.In an electronic setwork, in which the individual set groups contain microcomputers and are connected to each other via geographical data lines (see e.g. older application P 32 32 308.5), the microcomputers are usually only temporarily, e.g. fully occupied during the setting of a route. During the other times they could be used for other tasks e.g. be used for axle serration.

Gegenstand der Erfindung ist deshalb eine Einrichtung, die eine Achszähtung und die auf der Achszähtung basierenden Funktionen Gteisfreimetdung und Zugortung mit HiLfe der in einem elektronischen Stettwerk der o.g. Art ohnehin vorhandenen Stettgruppenrechner ermöglicht und gesonderte AchszähLeinrichtungen im Stettwerk überflüssig macht. Die Erfindung ist im Patentanspruch 1 beschrieben.The subject of the invention is therefore a device which provides axle serration and the functions based on the axle serration, clearing the ice and locating the train with the help of the above-mentioned in an electronic setting system. Kind of already existing Stettgruppenrechner enables and makes separate axle counting devices in the Stettwerk superfluous. The invention is described in claim 1.

Mit der VerLagerung der AchszähLung in die durch DatenLeitungen miteinander verbundenen Stettgruppenrechner wird von der abschnittsorientierten AchszähLung, bei der für jeden Gteisabschnitt die Achszahtbitanz in einer separaten AchszähLeinrichtung aufgestellt wird, zur punktorientierten Achszähtung mit Weitergabe der Zählergebnisse entlang dem Fahrweg übergegangen. Damit werden nicht nur Baugruppen eingespart, sondern es wird auch ohne jeden zusätzlichen SchaLtungsaufwand eine Korrektur von ZähLfehlern durch VergLeich von an mehreren aufeinanderfolgenden Zähtpunkten gewonnenen Zähtergebnissen miteinander möglich.With the relocation of the axle counting to the Stettgruppe computers connected by data lines, the section-oriented axle counting, at for each geotag section the axle tooth bitance is set up in a separate axle counting device. This not only saves assemblies, it also makes it possible to correct counting errors by comparing counting results obtained at several successive counting points without any additional circuitry.

Von großem Vorteil ist auch, daß die Zähtergebnisse und damit auch die Gteisfreimetdung und Zugortungsmetdungen gleich dort anstehen, wo sie gebraucht werden, in den Stettgruppen der FahrwegeLemente und den Start- und ZieLgruppen der Fahrstraßen.It is also of great advantage that the counting results and thus also the clearing of the ice and the location of the train location are right where they are needed, in the groups of the route elements and the start and destination groups of the routes.

Eine Weiterbildung der erfindungsgemäßen Einrichtung ist im Patentanspruch 2 beschrieben. Sie ermöglicht zusätzlich eine Messung der zwischen jeweils zwei Achszähtpunkten durchschnittlich gefahrenen Geschwindigkeit.A further development of the device according to the invention is described in claim 2. It also enables a measurement of the average speed traveled between two axle joint points.

Anhand einer Figur soll nun ein Ausführungsbeispiel der Einrichtung nach der Erfindung beschrieben werden.An embodiment of the device according to the invention will now be described with reference to a figure.

Die Figur zeigt einen TeiL des Gteisbitdes einer Eisenbahnanlage. Zwischen einzelnen SteLLeLementen zugeordneten, durch gestrichelte Linien voneinander abgegrenzten Stettgruppen, - Signatgruppen S, SG und Z, Weichengruppen W1, W2, Kreuzungsgruppe K -, sind Achszähtpunkte ZP1...ZP5 angeordnet. In jeder Stettgruppe, die, wie hier im FaLLe der Signatgruppen S, Z und SG, auch zwei SteLLeLementen (Streckenelemente + Signal oder 2 Signale) zugeordnet sein kann, befindet sich ein Mikrorechner oder ein aus mehreren parallel arbeitenden Mikrorechnern bestehendes Mehrrechnersystem. Jeder Zähtpunkt, der, wie in der Figur angedeutet, von zwei gegeneinander versetzt angeordneten Achsdetektoren gebildet wird, ist mit den beiden ihm benachbarten Stettgruppen durch SignaLLeitungen verbunden.The figure shows a part of the ice bit of a railway installation. Axle tooth points ZP1 ... ZP5 are arranged between individual control elements assigned, separated by dashed lines, Stett groups, - sign groups S, SG and Z, switch groups W1, W2, crossing group K -. In each set group, as in this case The signat groups S, Z and SG, also two control elements (route elements + signal or 2 signals) can be assigned, there is a microcomputer or a multi-computer system consisting of several microcomputers working in parallel. Each tooth point, which, as indicated in the figure, is formed by two axis detectors arranged offset with respect to one another, is connected to the two Stett groups adjacent to it by signal lines.

Bei Durchgang einer Achse am ZähLpunkt anfallende Achszäht-Doppetimputse (zwei verschiedene ImpuLsformen für die zwei möglichen Durchgangsrichtungen) werden über diese SignaLLeitungen an die Stettgruppen weitergegeben. Die Mikrorechner der Stettgruppen zählen die AchszähLimpulse je nach Fahrtrichtung ats Vorwärts- oder Rückwärtsimpulse und geben das Ergebnis zusammen mit einem Herkunftskennzeichen, welches den Zähtpunkt, von dem die Achszähtimputse stammen, bezeichnet, an die jeweils nächstfolgende Stettgruppe weiter. Diese Weitergabe erfolgt über dem Gteisvertauf nachgebildete geographische Datenverbindungen, ausschließlich entlang einer gestellten Fahrstraße. In Stettgruppen, die der Fahrstraße nicht angehören, erfolgt nur die Verarbeitung der ZähLimpuLse der unmittelbar zugeordneten Achszähtpunkte. Nach Durchfahrt eines Zuges Liegen dann in jeder Stettgruppe der benutzten Fahrstraße die an den beiden in Fahrtrichtung zurückliegenden ZähLpunkten gewonnenen AchszahLen vor und können miteinander verglichen werden. Wird keine Abweichung der AchszahLen voneinander festgestellt, wird der Abschnitt zwischen den Zähtpunkten als freigefahren markiert.When an axis passes through at the point of count, the double-ended axle counts (two different pulse types for the two possible directions of passage) are passed on to the Stett groups via these signal lines. The microcomputers of the Stettgruppen count the axle counting impulses depending on the direction of travel as forward or backward impulses and pass the result along with an origin indicator, which indicates the point of origin from which the axle counting impulse originates, to the next following Stett group. This transfer takes place over the Gteisvertauf simulated geographical data connections, only along a designated route. In set groups that do not belong to the route, only the counting pulses of the directly assigned axle tooth points are processed. After a train has passed, the axle numbers obtained at the two counts in the direction of travel are available in each set group of the route used and can be compared with one another. If there is no discrepancy between the number of axles, the section between the tooth points is marked as clear.

Zur Korrektur eventueller Zähtfehter genügt es nicht, die an den Achszähtpunkten gewonnenen Zähtergebnisse zur nächsten Stettgruppe weiterzugeben, sie werden deshalb über mehrere Stettgruppen hinweg bis zur Fahrstraßenzielgruppe weiterübermittelt. Wird eine Abweichung zwischen den an zwei ZähLpunkten gewonnenen Zähtergebnissen festgestellt, so Läßt sich durch VergLeich mit Ergebnissen von weiter vorausliegenden Zähtpunkten überprüfen, ob diese Abweichung auf einem Zähtfehter beruht oder ob sie auf eine echte Besetzung des Gteisabschnitts zurückzuführen ist. Eine Korrektur des Zähtfehters kann dann ohne ein Sicherheitsrisiko vorgenommen werden.To correct any missing teeth, it is not sufficient to pass on the counting results obtained at the axle joint points to the next set group, they are therefore transmitted across several set groups to the route target group. If a discrepancy between the counting results obtained at two counting points is found, it can be checked by comparing with results from counting points further ahead whether this discrepancy is due to a countdown or whether it is due to a real occupation of the section of the ice. The tooth butt can then be corrected without a safety risk.

Fährt ein Zug beispielsweise von Links nach rechts über die in der Figur dargestellte Strecke, wobei die SignaLgruppe S die Startgruppe und die Signatgruppe Z die ZieLgruppe einer gestellten Fahrstraße sein soll, so überfährt er zunächst den Zähtpunkt ZP1. Die von den dort installierten Achsdetektoren abgegebenen Achszähtimputse gelangen in die Stettgruppen S und W1. Die Mikrorechner dieser SteLLgruppen zählen die AchsimpuLse und speichern das Ergebnis zusammen mit einer den ZähLpunkt ZP1 kennzeichnenden und einer die Achsdurchgangsrichtung kennzeichnenden Information ab. Eine vorgegebene Zeit nach Durchgang der Letzten Achse wird das Zählergebnis zusammen mit der ZähLpunkt- und Achsdurchgangsrichtung kennzeichnenden Information von der Weichengruppe W1 an die Kreuzungsgruppe K und von der Signatgruppe S entgegen der Fahrtrichtung an die nicht dargestellte ZieLgruppe der zurückliegenden Fahrstraße weitergegeben. Die Weitergabe entgegen der Fahrtrichtung ist dabei deshalb erforderlich, damit eine Gteisfreimeldung des zurückLiegenden Gteisabschnittes auch dann in der oben beschriebenen Weise möglich ist, wenn der Zug die Fahrtrichtung wechselt. überfährt der Zug den ZähLpunkt ZP2, so werden die dort gewonnenen Achszähtimputse in den Stettgruppen W1 und K gezählt und gespeichert, und nach Durchgang der Letzten Achse von der Kreuzungsgruppe K zur SignaLgruppe SG und entgegen der Fahrtrichtung von der Weichengruppe W1 zur Signatgruppe S weitergegeben. Kurz nach VerLassen des ZähLpunktes ZP2 durch den Zug kann in den drei Stettgruppen S, W1 und K ein Vergleich der an den Zähtpunkten ZP1 und ZP2 festgestellten AchszahLen vorgenommen werden, da diese AchszahLen dort gespeichert sind. Die Verarbeitung der an den weiteren Zähtpunkten ZP3 ... ZP5 gezählten Achsen geschieht auf gleiche Art und Weise wie die Verarbeitung der an den Zähtpunkten ZP1 und ZP2 gezählten.For example, if a train travels from left to right over the route shown in the figure, with the signal group S being the starting group and the signing group Z being the target group of a set route, it first passes over the point of ZP1. The axle counting impulses emitted by the axle detectors installed there go to the groups S and W1. The microcomputers of these control groups count the axis impulses and save the result together with information characterizing the counting point ZP1 and information characterizing the axis passage direction. A predetermined time after passing through the last axis, the counting result, together with the information characterizing the counting point and axis crossing direction, is passed on from the switch group W1 to the crossing group K and from the sign group S against the direction of travel to the target group, not shown, of the previous route. The forwarding is therefore against the direction of travel necessary so that a free ice report of the previous section of ice is possible in the manner described above even if the train changes the direction of travel. If the train passes count point ZP2, the axle counting impulses obtained there are counted and saved in set groups W1 and K and, after passing through the last axis, passed on from crossing group K to signal group SG and against the direction of travel from switch group W1 to signal group S. Shortly after leaving the count point ZP2 by the train, a comparison can be made in the three groups S, W1 and K of the axis numbers determined at the point ZP1 and ZP2, since these axis numbers are stored there. The processing of the axes counted at the other tooth points ZP3 ... ZP5 takes place in the same way as the processing of the axes counted at the tooth points ZP1 and ZP2.

Werden die Zähtergebnisse nicht nur bis zur übernächsten Stettgruppe sondern zu atten weiteren in der Fahrstraße Liegenden Stettgruppen bis hin zur Zietgruppe weitergegeben, so ist es möglich, beispielsweise die am Zähtpunkt ZP1 gewonnene AchszahL mit der am Zähtpunkt ZP3 oder ZP4 gewonnenen zu vergleichen. Stimmen die Achszahlen bei diesen VergLeichen überein, so kann davon ausgegangen werden, daß ein Unterschied zwischen der am ZähLpunkt ZP1 gewonnenen und der am Zähtpunkt ZP2 gewonnenen AchszahL auf einem Zähtfehter beruht, denn es ist entlang einer eingestellten Fahrstaße nicht möglich, daß Achsen eines Zuges verloren gehen und im nächsten Abschnitt wieder erscheinen.If the count results are not only passed on to the next but one Stett group but also to other Stett groups lying in the route up to the Ziet group, it is possible to compare, for example, the number of axles obtained at the point of ZP1 with that obtained at the point of ZP3 or ZP4. If the number of axles in these comparisons match, it can be assumed that a difference between the number of axles obtained at counting point ZP1 and that at counting point ZP2 is due to a teething warp, because it is not possible for axles of a train to be lost along a set route go and reappear in the next section.

HäLt ein Zug innerhalb einer Fahrstraße an, so ist im attgemeinen die folgende Fahrstraße noch nicht gestellt, so daß eine Weitergabe von AchszahLen über die ZieLgruppe hinaus nicht möglich ist. In diesem FaLLe speichert der Mikrorechner der Zietgruppe die an den beiden zurückliegenden ZähLpunkten gewonnenen AchszahLen ab und gibt sie erst nachdem die folgende Fahrstraße gestellt ist an die nächste Gruppe dieser Fahrstraße weiter.If a train stops within a route, the following route has generally not yet been set, so that axle numbers cannot be passed on beyond the target group. In this case, the microcomputer of the Zietgruppe stores the axle numbers obtained at the two previous counting points and only passes them on to the next group of this route after the following route has been set.

Wird ein Zug neu zusammengestellt, so kann seine Achszaht manuett oder von einem übergeordneten Rechner in die Startgruppe einer Fahrstraße eingegeben werden.If a train is newly assembled, its axle teeth can be entered manually or from a higher-level computer into the starting group of a route.

Die Einrichtung nach der Erfindung kann auch zur Geschwindigkeitsmessung benutzt werden. Es sind hierzu in den Stettgruppen die Längen der vor den zugehörigen ZähLpunkten Liegenden Gleisabschnitte gespeichert. Außerdem enthalten die Stettgruppen MeßschaLtungen, welche die zwischen zwei Achsdurchgängen an aufeinanderfolgenden ZähLpunkten vergangene Zeit erfassen und zusätzliche Zeitschattungen, die ein Erkennen einer bestimmten Achse (z.B. der 1. Achse) eines Zuges gestatten, indem sie z.B. Achsen ausscheiden, die innerhalb eines bestimmten Zeitraumes nach einer zuvor registrierten Achse erfaßt werden. Im allgemeinen Lassen sich sowohl die Zeitmeßschaltungen als auch die Zeitschaltungen zur Identifizierung der 1.Achse durch Routinen der in den Stettgruppen befindlichen Mikrorechner realisieren, wobei als Zeitnormal der Rechnertakt verwendet wird. Die gewünschte Durchschnittsgeschwindigkeit eines Zuges innerhalb eines Gteisabschnittes ergibt sich durch eine von den Stettgruppenrechnern durchgeführte Division der gespeicherten Gteisabschnittstängen durch die von der Zeitmeßschaltung gemessene, vom Zug für den GLeisabschnitt benötigte Zeit.The device according to the invention can also be used for speed measurement. For this purpose, the lengths of the track sections lying in front of the associated counting points are stored in the set groups. The Stettgruppen also contain measurement circuits that record the time elapsed between two axis passes at successive counting points and additional time shadings that allow a specific axis (e.g. the 1st axis) of a train to be recognized, for example by eliminating axes that follow within a certain period of time of a previously registered axis. In general, both the time measurement circuits and the time circuits for identifying the 1st axis can be implemented by routines of the microcomputers located in the set groups, the computer clock being used as the time standard. The desired average speed speed of a train within a section of ice results from a division of the stored track section lengths performed by the Stettgruppe computers by the time measured by the time measurement circuit and required by the train for the ice section.

Soll z.B. die Geschwindigkeit eines Zuges auf dem in der Figur dargestellten Gteisabschnitt zwischen den ZähLpunkten ZP2 und ZP3 gemessen werden, so muß dies der Rechner der Kreuzungsgruppe K durchführen. Ein nach vorausgehender Längerer ZähLpause an der Zähtstette ZP2 registrierter Achszählimputs startet die Zeitmessung, die z.B. in einer ZähLung der Rechnertaktimputse besteht. Die ZähLung wird gestoppt, wenn eine Achse im ZähLpunkt ZP3 festgestellt wird. Die Anzahl der gezählten Rechnertakte (deren Zeitabstand konstant und bekannt ist) entspricht der vom Zug für die durch die Zähtpunkte begrenzte Strecke benötigten Zeit. Eine Division der gespeicherten Wegstrecke durch diese ermittelte Zeitspanne ergibt schtießtich die Durschnittsgeschwindigkeit des Zuges auf dem von den Zähtpunkten ZP2 und ZP3 begrenzten Gteisabschnitt.Should e.g. If the speed of a train is measured on the track section shown in the figure between the counting points ZP2 and ZP3, the computer of the intersection group K must do this. A axle counting inputs registered at the ZT2 counting point after a longer counting interval starts the time measurement, which e.g. consists of counting the computer clock rate. Counting is stopped when an axis is determined at count point ZP3. The number of computer clocks counted (whose time interval is constant and known) corresponds to the time required by the train for the distance limited by the counting points. A division of the stored distance by this determined period of time gives the average speed of the train on the section of the ice delimited by the points of ZP2 and ZP3.

Claims (2)

1. Einrichtung zur Zugortung und Gteisfreimetdung mitteLs an der Schiene paarweise gegeneinander versetzt angeordneten, jeweils einen Gteisabschnitt begrenzenden Achssensoren im Bereich eines elektronischen Stettwerks, dessen SteLLgruppen Mikrorechner enthalten und über entsprechend dem Gteisvertauf angeordnete geographische Datenleitungen miteinander verbunden sind, gekennzeichnet durch die Kombination folgender Merkmale: a) jeweils mindestens zwei Achssensoren sind als AchszähLpunkt (ZP1...ZP5) zwischen zwei FahrwegeLementen einer Fahrstraße angeordnet und mit mindestens einer der diesen FahrwegeLementen zugeordneten Stettgruppen (S, W1) durch eine Datenleitung verbunden; b) die Mikrorechner dieser Stettgruppen zählen von den Achssensoren abgegebene Achsimputse, speichern das ZähLergebnis ab und übermitteln es zusammen mit einer Zähtpunktskennung über die geographischen Datenteitungen (GD) an die Mikrorechner der innerhalb der Fahrstraße gelegenen benachbarten Stettgruppen; c) Stettgruppen (SG), die der Fahrstraße angehören, geben von benachbarten Stettgruppen (K) her übermittelte, von bis zu einer vorgegebenen Zahl von Gteisabschnitten zurückliegenden Zähtpunkten (ZP1, ZP2) stammende ZähLergebnisse, nachdem sie diese abgespeichert haben, entlang der Fahrstraße zur jeweils nächstfolgenden Stettgruppe (WZ) weiter; d) benötigte Gteisfreimeldekriterien oder Anwesenheitskriterien werden von den Mikrorechnern der Stettgruppen durch VergLeich der gespeicherten Zähtergebnisse zweier oder mehrerer aufeinsnderfotgender Zähtpunkte gewonnen. 1.Device for locating the train and clearing the center by means of axially spaced axis sensors on the rail, each delimiting a section of the ice, in the area of an electronic set work, the control groups of which contain microcomputers and are connected to one another via geographic data lines arranged according to the location of the ice, characterized by the combination of the following features: a) at least two axle sensors are arranged as axle counting points (ZP1 ... ZP5) between two route elements of a route and connected to at least one of the Stett groups (S, W1) assigned to these route elements by a data line; b) the microcomputers of these Stett groups count axis axes given by the axis sensors, save the counting result and transmit it to the microcomputer together with a target point identifier via the geographic data lines (GD) the neighboring Stettgruppen located within the driveway; c) Stettgruppen (SG), which belong to the route, give counting results transmitted from neighboring Stettgruppen (K), coming from up to a predetermined number of Gteis sections (ZP1, ZP2), after they have saved them, along the route in each case the next following Stettgruppe (WZ); d) The required free ice detection criteria or attendance criteria are obtained by the microcomputers of the Stettgruppen by comparing the stored counting results of two or more consecutive counting points. 2. Einrichtung nach Anspruch 1, gekennzeichnet durch die Kombination folgender MerkmaLe: a) in den Stettgruppen sind die von dem jeweils zugeordneten ZähLpunkt zu den benachbarten ZähLpunkten gemessenen WegLängen oder, falls einer Stettgruppe zwei ZähLpunkte zugeordnet sind, die zwischen diesen beiden Zähtpunkten gemessene Weglänge gespeichert; b) jede Stettgruppe, der ein Zähtpunkt zugeordnet ist, gibt eine Reatzeit-Metdung an die dem in Fahrtrichtung folgenden Zähtpunkt zugeordnete Stettgruppe ab, wenn nach Längerer Zähtpause ein Achsimputs registriert wird und enthält hierzu eine ZeitschaLtung oder eine entsprechende Rechnerroutine welche die Ausgabe von ReaLzeit-Metdungen für eine gewisse Zeit nach Eingang eines Achsimputses verhindert; c)jede Stettgruppe enthält eine Zeitmeßschaltung oder eine entsprechende Rechnerroutine , welche die Zeit zwischen dem Eingang einer ReaLzeit-MeLdung und dem Eingang des ersten, auf die Reatzeit-Metdung folgenden Achsimputses mißt; d)der Mikrorechner bzw. das Mikrorechnersystem jeder Stettgruppe führt eine Division der gespeicherten Weglänge eines Gteisabschnitts durch die über diesen GLeisabschnitt gemessene Zeit durch und speichert das Ergebnis für eine bestimmte Zeit oder bis zum Eingang der nächsten Reatzeit-Metdung ab. 2. Device according to claim 1, characterized by the combination of the following features: a) the path lengths measured from the respectively assigned counting point to the neighboring counting points or, if a counting point is assigned two counting points, the path length measured between these two counting points is stored; b) Each set group to which a count point is assigned issues a ride time measurement to the set group assigned to the following point in the direction of travel if an axis imput is registered after a long break in the count and contains a time switch or a corresponding computer routine for the output of real time Avoidance of requests for a certain time after receipt of an axis imputation; c) each set group contains a time measurement circuit or a corresponding computer routine which measures the time between the receipt of a real time message and the receipt of the first axis input following the run time measurement; d) the microcomputer or the microcomputer system of each set group divides the stored path length of a section of ice by the time measured over this section of ice and stores the result for a certain time or until the arrival of the next time of arrival.
EP83109751A 1982-10-01 1983-09-29 Device for track-free signalling, train location and velocity measurement Expired - Lifetime EP0112444B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83109751T ATE61978T1 (en) 1982-10-01 1983-09-29 EQUIPMENT FOR TRACK VACANCY DETECTION, TRAIN DETECTION AND SPEED MEASUREMENT.

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DE3236367A DE3236367C2 (en) 1982-10-01 1982-10-01 Equipment for track vacancy detection, train location and speed measurement
DE3236367 1982-10-01

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EP0112444A2 true EP0112444A2 (en) 1984-07-04
EP0112444A3 EP0112444A3 (en) 1987-09-30
EP0112444B1 EP0112444B1 (en) 1991-03-27

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EP (1) EP0112444B1 (en)
AT (1) ATE61978T1 (en)
DE (2) DE3236367C2 (en)
ES (1) ES526183A0 (en)
IL (1) IL69780A (en)
YU (1) YU45892B (en)
ZA (1) ZA837073B (en)

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EP0403954A2 (en) * 1989-06-20 1990-12-27 Siemens Aktiengesellschaft Clear track signalling device for railways
WO1994020349A1 (en) * 1993-03-10 1994-09-15 Siemens Aktiengesellschaft Method of operating an axle-counting system and a device for carrying out the method
EP1184252A1 (en) * 2000-08-23 2002-03-06 Alcatel Clear-track signalling device
CN103640596A (en) * 2013-11-25 2014-03-19 深圳科安达电子科技股份有限公司 Axle counting system and axle signal processing and axle counting method used for same
WO2014048708A3 (en) * 2012-09-27 2014-12-11 Siemens Aktiengesellschaft Method and arrangement for monitoring a route section which is bounded by two axle-counting sensor units

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DE3431171C2 (en) * 1984-08-24 1986-11-27 Standard Elektrik Lorenz Ag, 7000 Stuttgart Track vacancy detection device with axle counting
DE4233546A1 (en) * 1992-10-01 1994-04-07 Siemens Ag Method for correcting axle counting errors in railway installations and device for carrying out the method
DE19522585C2 (en) * 1995-06-16 2002-01-24 Siemens Ag Process for avoiding resolution problems in signal boxes and device for carrying out the process
DE19526816C2 (en) * 1995-07-12 1998-04-09 Siemens Ag Method for recognizing an incorrect message in a section-by-section axle counting

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Publication number Priority date Publication date Assignee Title
EP0403954A2 (en) * 1989-06-20 1990-12-27 Siemens Aktiengesellschaft Clear track signalling device for railways
EP0403954A3 (en) * 1989-06-20 1991-11-13 Siemens Aktiengesellschaft Clear track signalling device for railways
WO1994020349A1 (en) * 1993-03-10 1994-09-15 Siemens Aktiengesellschaft Method of operating an axle-counting system and a device for carrying out the method
EP1184252A1 (en) * 2000-08-23 2002-03-06 Alcatel Clear-track signalling device
WO2014048708A3 (en) * 2012-09-27 2014-12-11 Siemens Aktiengesellschaft Method and arrangement for monitoring a route section which is bounded by two axle-counting sensor units
CN103640596A (en) * 2013-11-25 2014-03-19 深圳科安达电子科技股份有限公司 Axle counting system and axle signal processing and axle counting method used for same
CN103640596B (en) * 2013-11-25 2015-09-16 深圳科安达电子科技股份有限公司 A kind of axle counting system and for the axis signal process of this axle counting system and axle counting method

Also Published As

Publication number Publication date
DE3236367A1 (en) 1984-04-05
ES8500591A1 (en) 1984-06-16
ZA837073B (en) 1984-05-30
IL69780A (en) 1986-04-29
EP0112444A3 (en) 1987-09-30
DE3382230D1 (en) 1991-05-02
YU45892B (en) 1992-09-07
YU196283A (en) 1989-02-28
ATE61978T1 (en) 1991-04-15
EP0112444B1 (en) 1991-03-27
ES526183A0 (en) 1984-06-16
DE3236367C2 (en) 1985-12-12
IL69780A0 (en) 1983-12-30

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