EP0481574B1 - Method for predetermining running speed at light signals - Google Patents
Method for predetermining running speed at light signals Download PDFInfo
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- EP0481574B1 EP0481574B1 EP91250268A EP91250268A EP0481574B1 EP 0481574 B1 EP0481574 B1 EP 0481574B1 EP 91250268 A EP91250268 A EP 91250268A EP 91250268 A EP91250268 A EP 91250268A EP 0481574 B1 EP0481574 B1 EP 0481574B1
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- European Patent Office
- Prior art keywords
- speed
- light signal
- signal
- light signals
- following
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- 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
Definitions
- the invention relates to a method for specifying permissible travel speeds for rail vehicles on rail systems divided into sections and protected by light signals.
- the tracks of the rail system are usually divided into sections which may only be used by one vehicle group at a time.
- the sections are preferably monitored for their free and occupied status by track circuits or axle counters.
- Optical signals show an advancing vehicle group whether it is allowed to advance into a following section or not.
- the specification of the highest possible driving speeds and short train follow-up times makes it necessary to give the vehicle associations, in addition to a stop and a driving concept, additional information about the maximum speeds permitted when advancing. This happens e.g. via so-called additional indicators; these are digital indicators for the large-scale visual representation of alpanumeric characters.
- the object of the present invention is to provide a method according to the preamble of claim 1, which is suitable for minimizing the processing time of computers required for the provision and specification of speed values by optical signals. This task is solved by the features of claim 1.
- Advantageous refinements of the method according to the invention are specified in the subclaims.
- Fig. 1 shows a section of a track system with two tracks that can be driven in the same direction of travel.
- the tracks are divided into track sections that are covered by light signals A to D. It is assumed that a train journey from signal A as starting point S of a route via signal B to signal D as destination point Z has been set. After entering the driveway, the signal definition should now take place, by means of which the vehicles or vehicle groups advancing to the start signal A are assigned the highest possible speeds of travel in order to clear the tracks as quickly as possible, but in the sense of securing those driving in front by means of the Target signal D covered vehicles may only be so high that the advancing vehicle group does not pass the target signal at too high a driving speed.
- This table compares on the right-hand side as input parameters for various target speeds to be maintained on the target signal of the section under consideration on the left-hand side as corresponding entry speeds into the relevant section as output parameters.
- a driving speed of 40 km / h is permissible on the signal B. This driving speed is shown on signal B.
- the determination of the speed value permitted on the start signal of the relevant section also requires knowledge of the speed value permitted on the respective target signal, in the example assumed the target speed 0 for the target signal D.
- the next light signal lying ahead of the direction of travel is determined, in the example of signal A.
- signal B forms the section-specific target signal. Due to the distance between these two signals, the start and the target speed according to FIG. 3, line 3, are determined by table 1.
- the speeds transmitted from the respective target signal to the start signal of a section not only serve to determine the permissible entry speed in each case, but can also be advantageously represented as distant signal terms for the signals following in the route.
- the aim should be to use as few tables as possible, which can be used as universally as possible, for specifying different entry speeds to different target speeds.
- the speed actually signaled must also include a maximum track-dependent speed permitted within the individual sections.
- maximum line speeds lead to a reduction in the entry speed values from the tables, provided that they are above the maximum line speed.
- Low maximum line speeds can be caused, for example, by slow travel points or by switches that are driven over their branching line.
- the method according to the invention is advantageously implemented in an electronic signal box organized according to the area computer principle in such a way that the tables are stored in the area computers which are also oriented towards the target speeds to be observed at the end of the individual sections.
- the references for selecting one or the other table can be stored in the control computers assigned to the signals or also in the area computers provided for controlling these control computers.
- the individual light signals are assigned identifiers, for example in the form of numbers, under which the references assigned to them for the tables to be selected in each case are stored in the positioning computer or in an area computer.
Abstract
Description
Die Erfindung bezieht sich auf ein Verfahren zur Vorgabe zulässiger Fahrgeschwindigkeiten für Bahnfahrzeuge auf in Abschnitte unterteilten und durch Lichtsignale geschützten Bahnanlagen.The invention relates to a method for specifying permissible travel speeds for rail vehicles on rail systems divided into sections and protected by light signals.
Um zu verhindern, daß sich die gleiche Strecke befahrende Bahnfahrzeuge gefährlich nahekommen, werden die Gleise der Bahnanlage üblicherweise in Abschnitte unterteilt, die von jeweils nur einem einzigen Fahrzeugverband befahren werden dürfen. Hierzu werden die Abschnitte vorzugsweise durch Gleisstromkreise oder Achszähler auf ihren Frei- und Besetztzustand überwacht. Optische Signale zeigen einem anrückenden Fahrzeugverband, ob er in einen folgenden Abschnitt vorrücken darf oder nicht. Die Vorgabe möglichst hoher Fahrgeschwindigkeiten und kurzer Zugfolgezeiten machen es nötig, den Fahrzeugverbänden neben einem Halt- und einem Fahrtbegriff zusätzliche Informationen über beim Vorrücken zulässige Höchstgeschwindigkeiten zu machen. Dies geschieht z.B. über sogenannte Zusatzanzeiger; das sind Digitalanzeiger zur großflächigen optischen Darstellung alpanumerischer Zeichen. Je größer der Abstand zwischen zwei einander folgenden Fahrzeugverbänden ist, um so größer darf die für den Folgezug vorzugebende Vorrückgeschwindigkeit sein. Ein Beispiel eines solchen Verfahrens geht aus DE-A-2 228 947 hervor. Der Aufwand für die Bereitstellung derartiger Geschwindigkeitsinformationen ist relativ groß und zwar sowohl bei Relaisstellwerken als auch bei elektronischen Stellwerken. Dort belastet die möglichst feinstufige Vorgabe von Geschwindigkeitswerten die für die Stellwerkssteuerung eingesetzten Rechner nicht unwesentlich.In order to prevent train vehicles traveling on the same route from getting dangerously close, the tracks of the rail system are usually divided into sections which may only be used by one vehicle group at a time. For this purpose, the sections are preferably monitored for their free and occupied status by track circuits or axle counters. Optical signals show an advancing vehicle group whether it is allowed to advance into a following section or not. The specification of the highest possible driving speeds and short train follow-up times makes it necessary to give the vehicle associations, in addition to a stop and a driving concept, additional information about the maximum speeds permitted when advancing. This happens e.g. via so-called additional indicators; these are digital indicators for the large-scale visual representation of alpanumeric characters. The greater the distance between two consecutive vehicle groups, the greater the advance speed to be specified for the following train. An example of such a method is given in DE-A-2 228 947. The effort for the provision of such speed information is relatively large, both in relay signal boxes and in electronic signal boxes. There, the finest possible specification of speed values places a considerable burden on the computers used for the signal box control.
Aufgabe der vorliegenden Erfindung ist es, ein Verfahren nach dem Oberbegriff des Patentanspruches 1 anzugeben, das geeignet ist, die für die Bereitstellung und Vorgabe von Geschwindigkeitswerten durch optische Signale erforderliche Verarbeitungszeit von Rechnern auf ein Mindestmaß zu beschränken. Diese Aufgabe wird durch die Merkmale des Patentanspruches 1 gelöst. Vorteilhafte Ausgestaltungen des erfindungsgemäßen Verfahrens sind in den Unteransprüchen angegeben.The object of the present invention is to provide a method according to the preamble of
Ein Ausführungsbeispiel der Erfindung ist nachstehend anhand der Zeichnung näher erläutert.
In der Zeichnung zeigt:
- Fig. 1
- den Lageplan eines kleineren Bahnhofes,
- Fig. 2
- Tabellen, wie sie für die Vorgabe von Geschwindigkeitswerten verwendet sind,
- Fig. 3
- Verweise auf die einzelnen Tabellen in Abhängigkeit von der jeweils eingestellten Fahrstraße und
- Fig. 4
- Zahlenbeispiele für die Vorgabe von Geschwindigkeitswerten.
The drawing shows:
- Fig. 1
- the map of a smaller station,
- Fig. 2
- Tables as they are used for the specification of speed values
- Fig. 3
- References to the individual tables depending on the set route and
- Fig. 4
- Numerical examples for the specification of speed values.
Fig. 1 zeigt einen Ausschnitt aus einer Gleisanlage mit zwei in der gleichen Fahrrichtung befahrbaren Gleisen. Die Gleise sind in Gleisabschnitte unterteilt, die durch Lichtsignale A bis D gedeckt sind. Es ist angenommen, daß eine Zugfahrt vom Signal A als Startpunkt S einer Fahrstraße über das Signal B zum Signal D als Zielpunkt Z eingestellt wurde. Nach dem Einlaufen der Fahrstraße soll nun die Signalbegriffswahl stattfinden, durch die den auf das Startsignal A vorrückenden Fahrzeugen oder Fahrzeugverbänden im Sinne einer möglichst raschen Räumung der Gleise an den Lichtsignalen möglichst hohe Fahrgeschwindigkeiten zugewiesen werden, die aber im Sinne der Sicherung von vorausfahrenden, durch das Zielsignal D gedeckten Fahrzeugen jeweils nur so hoch sein dürfen, daß der anrückende Fahrzeugverband das Zielsignal nicht mit einer zu hohen Fahrgeschwindkeit passiert. Es ist angenommen, daß der Fahrzeugverband am Zielsignal D anhalten soll, daß dieses Zielsignal also den Haltbegriff anzeigt; dies ist in Fig. 4 mit der Bezeichnung D: V=0 graphisch verdeutlicht.
Das dem Zielsignal D entgegen der Fahrrichtung vorgelagerte Signal B, über das die Fahrstraße zum Zielsignal führt, befindet sich in einem ganz bestimmten Abstand vom Zielsignal. Dieser Abstand, ggf. modifiziert um weitere Parameter, auf die später noch eingegangen wird, bestimmt, um wieviel höher die am Signal B zulässige Geschwindigkeit liegen darf als die für das Zielsignal D geltende Geschwindigkeit. Je höher die Zielgeschwindigkeit liegt, um so höher darf auch die am Signal B zu signalisierende Geschwindigkeit sein. Die zahlenmäßigen Abhängigkeiten zwischen den an den beiden Signalen zulässigen Fahrgeschwindigkeiten sind in Figur 2 in Tabelle 3 aufgelistet. Diese Tabelle stellt auf der rechten Seite als Eingangsparameter für verschiedene am Zielsignal des jeweils betrachteten Abschnittes einzuhaltende Zielgeschwindigkeiten auf der linken Seite als Ausgangsparameter entsprechende Einfahrgeschwindigkeiten in den betreffenden Abschnitt gegenüber. Für das angenommene Beispiel, an dem das Zielsignal D den Haltbegriff zeigen soll, ist am Signal B eine Fahrgeschwindigkeit von 40 km/h zulässig. Diese Fahrgeschwindigkeit ist am Signal B darzustellen. Zu diesem Zweck ist es erforderlich, für das Signal B einen Verweis auf die Tabelle 3 zu hinterlegen, die zur Anwendung kommt, wenn vom Signal B zum Signal D gefahren werden soll. Im angenommenen Beispiel ist für das Signal B nur dieser eine Verweis auf die Tabelle 3 zu hinterlegen, weil vom Signal D aus in der betrachteten Fahrrichtung kein anderes Signal direkt erreicht werden kann; beim Signal A hingegen sind über unterschiedliche Fahrwege die Signale B und C erreichbar, so daß dort zwei Verweise auf ggf. unterschiedliche Tabellen zu hinterlegen sind, die dann fahrwegorientiert aufgerufen werden. Dies geschieht dadurch, daß dem betreffenden Startsignal des betrachteten Abschnittes mitgeteilt wird, welches das abschnittsspezifische Zielsignal ist, wobei aufgrund der in Fig. 3 angegebenen Gesetzmäßigkeiten dann gezielt der Verweis auf eine ganz bestimmte Tabelle aufgerufen wird, z.B. bei Fahrt über das Signal B zum Signal D: B → D: Tabelle 3.Fig. 1 shows a section of a track system with two tracks that can be driven in the same direction of travel. The tracks are divided into track sections that are covered by light signals A to D. It is assumed that a train journey from signal A as starting point S of a route via signal B to signal D as destination point Z has been set. After entering the driveway, the signal definition should now take place, by means of which the vehicles or vehicle groups advancing to the start signal A are assigned the highest possible speeds of travel in order to clear the tracks as quickly as possible, but in the sense of securing those driving in front by means of the Target signal D covered vehicles may only be so high that the advancing vehicle group does not pass the target signal at too high a driving speed. It is assumed that the vehicle group should stop at the target signal D, that this target signal therefore indicates the stop concept; this is illustrated graphically in FIG. 4 with the designation D: V = 0.
The signal B upstream of the target signal D against the direction of travel, via which the route leads to the target signal, is located at a very specific distance from the target signal. This distance, possibly modified by further parameters, which will be discussed later, determines how much higher the permissible speed on signal B may be as the speed valid for target signal D. The higher the target speed, the higher the speed to be signaled on signal B. The numerical dependencies between the driving speeds permissible on the two signals are listed in Table 2 in FIG. This table compares on the right-hand side as input parameters for various target speeds to be maintained on the target signal of the section under consideration on the left-hand side as corresponding entry speeds into the relevant section as output parameters. For the assumed example, in which the target signal D is intended to show the concept of halt, a driving speed of 40 km / h is permissible on the signal B. This driving speed is shown on signal B. For this purpose, it is necessary to store a reference to Table 3 for signal B, which is used when driving from signal B to signal D. In the assumed example, only this one reference to table 3 is to be stored for signal B, because no other signal can be reached directly from signal D in the direction of travel under consideration; with signal A, on the other hand, signals B and C can be reached via different routes, so that two references to possibly different tables must be stored there, which are then called up in a route-oriented manner. This is done by notifying the relevant start signal of the section under consideration, which is the section-specific target signal, the reference to a very specific table then being specifically called up on the basis of the laws specified in FIG. 3, for example when driving via signal B to the signal D: B → D: Table 3.
Neben der Kenntnis des jeweiligen abschnittsspezifischen Zielsignales ist für die Bestimmung des am Startsignal des betreffenden Abschnittes zulässigen Geschwindigkeitswertes noch die Kenntnis des am jeweiligen Zielsignal zulässigen Geschwindigkeitswertes erforderlich, im angenommenen Beispiel also die Zielgeschwindigkeit 0 für das Zielsignal D. Nachdem die am Signal B zulässige Fahrgeschwindigkeit von im Beispiel 40 km/h aus Tabelle 3 ermittelt und zur Anzeige gebracht ist, erfolgt die Ermittlung des entgegen der Fahrrichtung vorausliegenden nächsten Lichtsignales, im Beispiel des Signales A. Für den vom Signal A gedeckten Abschnitt bildet das Signal B das abschnittsspezifische Zielsignal. Aufgrund des Abstandes zwischen diesen beiden Signalen sind die Start- und die Zielgeschwindigkeit gemäß Fig. 3, Zeile 3, durch die Tabelle 1 bestimmt. Beim Aufgriff des entsprechenden Verweises wird diese Tabelle aufgerufen und für die geltende Zielgeschwindigkeit von 40 km/h als Eingangsparameter die zugehörige Einfahrgeschwindigkeit von 80 km/h als Ausgangsparameter entnommen und am Signal A zur Darstellung gebracht. Diese Zusammenhänge sind in Fig. 4, linke Spalte, in Zeile 2 und 4 graphisch verdeutlicht.In addition to the knowledge of the respective section-specific target signal, the determination of the speed value permitted on the start signal of the relevant section also requires knowledge of the speed value permitted on the respective target signal, in the example assumed the
Die von dem jeweiligen Zielsignal an das Startsignal eines Abschnittes übermittelten Geschwindigkeiten dienen dort nicht nur zur Bestimmung der jeweils zulässigen Einfahrgeschwindigkeit, sondern können in vorteilhafter Weise als Vorsignalbegriffe für die in der Fahrstraße folgenden Signale dargestellt werden. So ist am Signal B neben dem Hauptsignalbegriff VH = 40 der Vorsignalbegriff VV = 0 und am Einfahrsignal A neben dem Hauptsignalbegriff VH = 80 der Vorsignalbegriff VV = 40 anzuzeigen.The speeds transmitted from the respective target signal to the start signal of a section not only serve to determine the permissible entry speed in each case, but can also be advantageously represented as distant signal terms for the signals following in the route. Thus, the signal B in addition to the main signal term V H = 40, the distant signal term V V = 0 and the entry signal A in addition to the main signal term V H = 80, the distant signal term V V = 40 is to be displayed.
Für die Auswahl der einen oder anderen Tabelle nach Figur 2 ist vorstehend allein der Abstand (Variable x, y, z) zwischen aufeinanderfolgenden Lichtsignalen ausschlaggebend gewesen. Es ist jedoch auch möglich, zusätzlich andere Parameter in die Abhängigkeiten zwischen Ein- und Ausfahrgeschwindigkeiten aus den einzelnen Abschnitten einzubeziehen, beispielsweise unterschiedliche Neigungen bzw. Steigungen der Strecke zwischen den Signalen und/oder unterschiedliche Bremsvermögen der Züge. Bei Streckenneigungen sind geringere Einfahrgeschwindigkeiten in einen Abschnitt als bei ebenem Gleis zulässig, bei Steigungen entsprechend höhere Einfahrgeschwindigkeiten. Bei einem Zug mit hohem Bremsvermögen können höhere Einfahrgeschwindigkeiten zugelassen werden als bei einem Zug mit niedrigeren Bremshundertsteln. Die Einbeziehung der Bremseigenschaften von Fahrzeugen oder Fahrzeugverbänden macht es erforderlich, für die Abschnitte jeweils entsprechend mehr Verweise auf unterschiedliche Tabellen zu hinterlegen und diese abhängig von der Zugart individuell aufzurufen. Als Mittel zur Steuerung dieses Aufrufes kann z.B. ein in der Zugnummer enthaltenes Kennzeichen für das Bremsvermögen des Zuges verwendet sein oder ein beim Passieren von ortsfesten Übertragungseinrichtungen durch einen Zug ausgelöstes Kennzeichen.For the selection of one or the other table according to FIG. 2, only the distance (variable x, y, z) between successive light signals has been decisive. However, it is also possible to additionally include other parameters in the dependencies between entry and exit speeds from the individual sections, for example different inclinations or slopes of the route between the signals and / or different braking capacity of the trains. In the case of inclinations, lower entry speeds are permitted in a section than on level track, and correspondingly higher entry speeds on inclines. A higher braking speed can be allowed on a train with high braking capacity than on a train with lower braking percentages. The inclusion of the braking properties of vehicles or vehicle associations makes it necessary for the sections to have more references to different ones Store tables and call them up depending on the type of train. A means of controlling this call can be, for example, an indicator for the braking capacity of the train contained in the train number or an indicator triggered by a train when it passes fixed transmission devices.
Anzustreben ist die Verwendung von jeweils möglichst wenigen, möglichst universell verwendbaren Tabellen zur Vorgabe unterschiedlicher Einfahrgeschwindigkeiten auf unterschiedliche Zielgeschwindigkeiten. In die tatsächlich signalisierten Geschwindigkeiten ist außer dem Abstand zwischen den aufeinanderfolgenden Signalen und ggf. der Streckenneigung bzw. -steigung und/oder dem Bremsvermögen eines Zuges auch noch einzubeziehen eine innerhalb der einzelnen Abschnitte zulässige streckenabhängige Höchstgeschwindigkeit. Solche Streckenhöchstgeschwindigkeiten führen regelmäßig zur Verminderung der aus den Tabellen entnehmbaren Einfahrgeschwindigkeitswerte, sofern diese über der Streckenhöchstgeschwindigkeit liegen. Niedrige Streckenhöchstgeschwindigkeiten können beispielsweise durch Langsamfahrstellen oder durch Weichen bedingt sein, die über ihren abzweigenden Strang befahren werden. Zwar ist es möglich, diese Abhängigkeit mindestens bei Weichen und ständig vorhandenen Langsamfahrstellen durch Verweise auf entsprechend gestaltete Tabellen zu berücksichtigen; vorteilhafter erscheint es jedoch, auf diese zusätzlichen Tabellen zu verzichten und statt dessen die jeweils aus den den Abstand, die Neigung und/oder das Bremsvermögen eines Zuges berücksichtigenden Tabellen entnommenen Geschwindigkeitswerte vor ihrer Anerkennung zu vergleichen mit der auf dem betreffenden Abschnitt zulässigen Streckenhöchstgeschwindigkeit und den jeweils niedrigeren Geschwindigkeitswert für das jeweilige Einfahrsignal vorzugeben. Diese Geschwindigkeit stellt dann die Zielgeschwindigkeit für das Einfahrsignal des Abschnittes dar. Dieser Zusammenhang ist in Fig. 4, rechte Spalte verdeutlicht. Es ist angenommen, daß der vom Signal B gedeckte Abschnitt nur mit einer Geschwindigkeit von 20 km/h befahren werden darf. Der aus Tabelle 3 entnommene Geschwindigkeitswert 40 ist daher auf den Wert VH* = 20 abzuwerten. Hieraus folgt für das Signal A eine Einfahrgeschwindigkeit VH* von 60 und eine Vorsignalgeschwindigkeit VV* von 20.The aim should be to use as few tables as possible, which can be used as universally as possible, for specifying different entry speeds to different target speeds. In addition to the distance between the successive signals and possibly the inclination or gradient and / or the braking capacity of a train, the speed actually signaled must also include a maximum track-dependent speed permitted within the individual sections. Such maximum line speeds lead to a reduction in the entry speed values from the tables, provided that they are above the maximum line speed. Low maximum line speeds can be caused, for example, by slow travel points or by switches that are driven over their branching line. It is possible to take this dependency into account at least in the case of switches and permanent slow speed points by referring to appropriately designed tables; However, it seems more advantageous to dispense with these additional tables and instead to compare the speed values taken from the tables taking into account the distance, the inclination and / or the braking capacity of a train before their recognition with the maximum line speed permitted in the relevant section and the respective to specify a lower speed value for the respective entry signal. This speed then represents the target speed for the entry signal of the section. This relationship is illustrated in FIG. 4, right column. It is assumed that the section covered by signal B may only be driven at a speed of 20 km / h. The
Die Realisierung des erfindungsgemäßen Verfahren erfolgt bei einem nach dem Bereichsrechnerprinzip organisierten elekronischen Stellwerk in vorteilhafter Weise dergestalt, daß die Tabellen in den Bereichsrechnern abgelegt sind, die auch über die am Ende der einzelnen Abschnitte einzuhaltenden Zielgeschwindigkeiten orientiert sind. Die Verweise zum Auswählen der einen oder anderen Tabelle können in den den Signalen zugeordneten Stellrechnern oder auch in den zur Steuerung dieser Stellrechner vorgesehenen Bereichsrechnern hinterlegt sein. Hierzu sind den einzelnen Lichtsignalen Kennungen beispielsweise in Form von Nummern zuzuordnen, unter denen die diesen zugeordneten Verweise für die jeweils auszuwählenden Tabellen im Stellrechner oder in einem Bereichsrechner abgespeichert sind.The method according to the invention is advantageously implemented in an electronic signal box organized according to the area computer principle in such a way that the tables are stored in the area computers which are also oriented towards the target speeds to be observed at the end of the individual sections. The references for selecting one or the other table can be stored in the control computers assigned to the signals or also in the area computers provided for controlling these control computers. For this purpose, the individual light signals are assigned identifiers, for example in the form of numbers, under which the references assigned to them for the tables to be selected in each case are stored in the positioning computer or in an area computer.
Claims (5)
- Method for predetermining permitted running speeds for rolling stock on railway facilities divided into sections and protected by light signals, which method comprises the following features:- that there are a plurality of tables in which there are entered as output parameters, as a function at least of the distance of a first light signal from a second light signal following directly in the running direction, speed values for running speeds which are to be observed at the first light signal whenever a particular speed is permitted as input parameter at the second light signal,- that for each first light signal as many references to tables are stored as interlocking routes are settable by means of second light signals following directly in the running direction, wherein said references designate respectively those tables which apply to the respective distance from the directly following second light signal, and- that for a set track with starting point (S) and destination point (Z), starting from the destination point (Z), the first light signal (B) lying directly behind on the track is called up and accessed through the reference deposited for the latter to that table which applies to the distance from the second light signal (D) following directly on the track,wherein the speed permitted at said directly following second light signal (D) is determined,
wherein there is derived as output parameter from the table designated by the reference, and there is displayed at the first light signal, that speed which is assigned as input parameter to the speed to be observed at the directly following second light signal (D)
and wherein the same procedure is then adopted for the remaining light signals (A) following at the starting point (S). - Method according to claim 1, characterised in that- the speed values deposited in the tables are also dependent, in addition to the distance between successive light signals, on the descent or ascent of the line between successive light signals and/or idealized or actual stopping power of a train.
- Method according to claim 1 or 2, characterised in that- the speeds permitted at the respective second light signals (D) are deposited and displayed as approach signal speeds for the associated first light signals (B).
- Method according to claim 1, 2 or 3, characterised in that- the speed values derived from the tables and applying to the advancing to the following individual light signals on the track are prior to their acceptance compared with maximum permissible running speeds for track elements between the first light signal concerned and the second light signal following directly in the running direction and that the lower speed value is accepted in each case as the speed applying to the first light signal concerned.
- Method according to claim 1, characterised in that- there are assigned to the individual light signals codes, under which the references deposited for the light signals are stored for the individual tables used.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4032722 | 1990-10-15 | ||
| DE4032722A DE4032722A1 (en) | 1990-10-15 | 1990-10-15 | METHOD FOR PRESENTING SPEEDS ON LIGHT SIGNALS |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0481574A2 EP0481574A2 (en) | 1992-04-22 |
| EP0481574A3 EP0481574A3 (en) | 1993-11-18 |
| EP0481574B1 true EP0481574B1 (en) | 1995-02-01 |
Family
ID=6416337
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP91250268A Expired - Lifetime EP0481574B1 (en) | 1990-10-15 | 1991-10-02 | Method for predetermining running speed at light signals |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0481574B1 (en) |
| AT (1) | ATE117952T1 (en) |
| DE (2) | DE4032722A1 (en) |
| DK (1) | DK0481574T3 (en) |
| FI (1) | FI101364B1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4434375A1 (en) | 1994-09-15 | 1996-03-21 | Siemens Ag | Method for specifying driving speeds on a light signal |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2228947A1 (en) * | 1972-06-14 | 1973-12-20 | Siemens Ag | ARRANGEMENT IN RAILWAY SYSTEMS |
| DE3001440C2 (en) * | 1980-01-16 | 1982-04-08 | Siemens AG, 1000 Berlin und 8000 München | Device for determining the signal aspect to be transmitted to a railroad locomotive |
-
1990
- 1990-10-15 DE DE4032722A patent/DE4032722A1/en not_active Withdrawn
-
1991
- 1991-10-02 DK DK91250268.9T patent/DK0481574T3/en active
- 1991-10-02 DE DE59104476T patent/DE59104476D1/en not_active Expired - Fee Related
- 1991-10-02 EP EP91250268A patent/EP0481574B1/en not_active Expired - Lifetime
- 1991-10-02 AT AT91250268T patent/ATE117952T1/en not_active IP Right Cessation
- 1991-10-14 FI FI914841A patent/FI101364B1/en active IP Right Grant
Also Published As
| Publication number | Publication date |
|---|---|
| FI914841A (en) | 1992-04-16 |
| DK0481574T3 (en) | 1995-07-10 |
| FI914841A0 (en) | 1991-10-14 |
| FI101364B (en) | 1998-06-15 |
| DE59104476D1 (en) | 1995-03-16 |
| FI101364B1 (en) | 1998-06-15 |
| ATE117952T1 (en) | 1995-02-15 |
| EP0481574A3 (en) | 1993-11-18 |
| DE4032722A1 (en) | 1992-04-16 |
| EP0481574A2 (en) | 1992-04-22 |
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