EP0551972B1 - Train control device for railways - Google Patents

Train control device for railways Download PDF

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Publication number
EP0551972B1
EP0551972B1 EP93250004A EP93250004A EP0551972B1 EP 0551972 B1 EP0551972 B1 EP 0551972B1 EP 93250004 A EP93250004 A EP 93250004A EP 93250004 A EP93250004 A EP 93250004A EP 0551972 B1 EP0551972 B1 EP 0551972B1
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EP
European Patent Office
Prior art keywords
train
data
control instructions
control
trains
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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 - Lifetime
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EP93250004A
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German (de)
French (fr)
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EP0551972A1 (en
Inventor
Hans-Arnim Dipl.-Ing. Lange
Florian Kollmannsberger
Karl-Heinz König
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Siemens AG
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Siemens AG
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    • B61L15/0062—
    • 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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • 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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/128—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves for control of tilting trains by external control devices, e.g. by Eurobalise

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • a device is known from DE-A-1 438 782.
  • DE-A-2 633 089 describes a punctiform train control device for railway lines on which different types of trains, namely freight trains, passenger trains and express trains, operate. To control the speed of these trains, point-like transmission devices are arranged along the tracks, which can be activated by the trains passing by and then specifically transmit specific data or control instructions to the trains.
  • Each punctiform data transmission device contains a number of subunits corresponding to the number of train types operating on the route, in which the data and / or control instructions to be sent to the individual train types are stored. The trains select these z. B.
  • the punctiform transmission devices transmit only those data and / or control instructions to a passing train that are assigned to the train type in question.
  • This known train control device requires the provision of different data and / or control instructions for the individual train types at the individual control points. Since the data and / or control instructions may have to be changed as a function of route conditions, this requires a considerable amount of memory on the route facilities.
  • At high speeds stands for Transmission of data and / or control instructions available for a short period of time. The time period available for the transmission of data and control instructions is reduced in an unfavorable manner in the known control device in that the vehicle signal which selects the data and / or control instructions must first be transmitted and evaluated before the data and / or control instructions are transmitted can be started.
  • transmitting devices For the transmission of the selection signals, transmitting devices must be provided on the vehicles and corresponding receiving devices must be provided on the stationary devices. The aforementioned measures require considerable effort both in the vehicles and in the point transmission devices.
  • DE-OS 14 05 716 From DE-OS 14 05 716 it is known to only transmit data and / or control instructions for a regular train for speed control of different types of trains when braking these trains from point transmission devices and to modify these data and / or control instructions on the trains as they are required to control the type of train in question. This is done in such a way that the trains determine whether and in what way their driving behavior deviates from that of the standard train even after passing through predetermined measuring sections after braking has been initiated. This is done by relating the actual driving speed to the driving speed assigned to the control train.
  • the train control system proposed in this DE-OS requires one for the individual route facilities only a small amount of memory and it also works without additional data transmission from the trains to the track facilities;
  • the modification of the transmitted data and control instructions on the trains in accordance with the travel speeds measured there represents a measure that cannot be carried out in practice because the measured values determined are of course error-prone and because only then can reasonably exact ratios corresponding to the actual circumstances be used to modify the determined data and / or control instructions can be found if the trains actually pass the permissible speed when they pass the influencing devices.
  • Another disadvantage is that the transmitted data and / or control instructions on the trains can only be modified when they have run through the specified measuring sections.
  • the modification of the data and / or control instructions applicable to a standard train is limited to the area of braking a train by deriving a safety curve obtained from the safety curve applicable to the standard train for other types of train.
  • the object of the invention is to provide a device according to the preamble of claim 1, which allows reliable and optimal train control to be carried out with a minimum of transmitted data.
  • the invention solves this problem by the joint application of the features of claim 1.
  • the volume of the z. B. data to be transmitted by the route facilities and / or control instructions is only very slightly larger than in a facility that only has to transmit the data and / or control instructions for controlling a regular train;
  • the train itself recognizes from the transmitted data and / or control instructions whether and how it has to be modified and is therefore completely independent of any erroneous findings on its part.
  • the telegram shown in FIG. 1, stimulated by a train passing a punctiform train control device and transmitted by it to the train, contains a number of pieces of information which are used on the passing train for vehicle control.
  • the telegram initially contains start and synchronization indicators SYN in order to make the beginning of the telegram recognizable to the vehicle. Then it contains information about the at a previous destination, e.g. B. a signal, permissible target speed VZ and the target distance Z to this target point.
  • the telegram also contains information about the maximum permissible limit speed VGR to be observed on the route, which is used as a basis for the calculation of the braking application points during target braking.
  • the train In order to be able to determine these braking points of use, the train must also be given information about the inclinations of the line and, if necessary, also about the positions and lengths of these inclinations. Furthermore, additional identifiers ZSK are transmitted to the train, which will be discussed with reference to FIG. 2. For the specification of the travel speed to be observed in each case, in addition to the variables already mentioned or control instructions derived therefrom, the train must also be given information about the speeds VLA at which the slow travel points ahead in the direction of travel may be passed, as well as length information ZLA about the target distances at the start of the slow travel points and LLA for the lengths of the slow speed points.
  • the telegrams contain a security attachment in the form of code monitoring in a known manner CÜ and stop sign STP to indicate the end of the telegram.
  • the telegrams can also contain other data relevant to vehicle control, which need not be discussed here.
  • the number of bits to be transmitted depends on the volume of information to be transmitted, the transmission frequency and the duration of action of the transmission; in modern train control systems it is of the order of more than 100 bits.
  • the content of the partial information to be transmitted is called up from memories of the punctiform train control devices in accordance with route criteria such as. B. Light signal terms and slow speed points.
  • Figure 2 shows speed-path diagrams for two different train types.
  • the solid VZ1 characteristic applies; the associated data and / or control instructions are inductively transmitted to this train as it passes a point-shaped train control device B1.
  • These data and / or control instructions consist of the partial information of the telegram detailed in FIG. 1, i.e. in a target speed VZ, a target distance Z, at least one limit speed VGR, inclination information NG about the distance ahead in the direction of travel, the speed VLA at least one ahead Lambgsamfahrstelle and Distance and distance information ZLA and LLA to identify the respective location of the slow speed points.
  • the train journey for the regular train runs according to the solid speed characteristic VZ1.
  • This characteristic curve takes into account that the speed restriction of the slow-moving section only loses its validity when the train has cleared the slow-moving section with its entire train length ZL.
  • Corresponding train length information is available on the train and is included in the vehicle control system, or if a control center specifies corresponding control instructions, this size is used by the control center when determining the travel command considered.
  • the destination point VZ for example the location of a light signal, there is another influencing device B2 for transmitting further instructions to the train passing by.
  • the data and control instructions transmitted by the punctiform train influencing devices to the passing trains apply to a regular train, ie a train with a very specific, standardized driving behavior.
  • the route is also driven by other types of trains, which allow other driving speeds on the route, for example due to design measures, e.g. B. because of a higher braking capacity or because they z. B. are permitted by the control of the car bodies for higher lateral accelerations, then, according to the teaching of the invention, no complete additional telegrams are transmitted for these types of trains, but additional information is transmitted to these trains with the telegrams for the standard train, which there for a modification of transmitted data and / or driving instructions applicable to the standard train.
  • the punctiform train control devices there have to transmit correspondingly subdivided additional identifiers ZSK to the trains.
  • the passing trains know which of these additional indicators is intended for them and select the associated information in order to modify the data and driving instructions for the regular train transmitted with the telegram according to their respective type of train. Overall, it is thus possible to transmit different data and control instructions to the individual trains without, however, appreciably burdening the information volume of the punctiform train control devices.
  • the teaching of the invention is not only applicable for the punctiform transmission of data and / or control instructions but also advantageously for the linear train control.
  • data and / or control instructions for a standard train and additional identifiers are transmitted from a control center or a route device, which enable the trains traveling on the route to modify these data and / or control instructions according to their capabilities.

Abstract

In addition to the data and/or control instructions for a regular train, intermittent automatic control or continuous control transmission devices (B1, B2) transmit additional codes to the trains which permit there a modification of the transmitted data and/or control instructions according to the respective type of train. Thus, for example for a train which, due to its design, can travel faster than the regular train, higher acceptable travel speeds (VZ2) can be derived from the transmitted data and/or control instructions for the regular train, than for the said regular train (VZ1). The optimisation of the travel mode as a function of the respective type of train requires only quite a small increase in the volume of information of the train control devices; the application of the invention is intended in particular for intermittent automatic train control because here the volume of information to be transmitted is limited due to the only brief transmission times. <IMAGE>

Description

Die Erfindung bezieht sich auf eine Einrichtung nach dem Oberbegriff des Anspruches 1. Eine derartige Einrichtung ist aus der DE-A-1 438 782 bekannt.The invention relates to a device according to the preamble of claim 1. Such a device is known from DE-A-1 438 782.

DE-A-2 633 089 beschreibt eine punktförmige Zugbeeinflussungseeinrichtung für Eisenbahnstrecken, auf denen unterschiedliche Zugarten, nämlich Güterzüge, Personenzüge und Schnellzüge, verkehren. Zur Geschwindigkeitssteuerung dieser Züge sind entlang der Gleise punktförmige Übertragungseinrichtungen angeordnet, die von den vorüberlaufenden Zügen aktivierbar sind und dann gezielt ganz bestimmte Daten oder Steueranweisungen an die Züge übermitteln. Jede punktförmige Datenübertragungseinrichtung beinhaltet eine der Anzahl der auf der Strecke verkehrenden Zugarten entsprechende Zahl von Teileinheiten, in denen die an die einzelnen Zugarten abzusetzenden Daten und/oder Steueranweisungen abgespeichert sind. Die Züge selektieren diese z. B. von einer zentralen Steuereinheit oder Streckeneinrichtungen vorgegebenen Daten und Steueranweisungen durch ein von ihnen an die punktförmigen Datenübertragungseinrichtungen übermitteltes Kennzeichen; die punktförmigen Übertragungseinrichtungen übermitteln nur solche Daten und/oder Steueranweisungen an einen vorüberlaufenden Zug, die der betreffenden Zugart zugeordnet sind.DE-A-2 633 089 describes a punctiform train control device for railway lines on which different types of trains, namely freight trains, passenger trains and express trains, operate. To control the speed of these trains, point-like transmission devices are arranged along the tracks, which can be activated by the trains passing by and then specifically transmit specific data or control instructions to the trains. Each punctiform data transmission device contains a number of subunits corresponding to the number of train types operating on the route, in which the data and / or control instructions to be sent to the individual train types are stored. The trains select these z. B. data and control instructions given by a central control unit or route devices by means of an identifier transmitted by them to the punctiform data transmission devices; the punctiform transmission devices transmit only those data and / or control instructions to a passing train that are assigned to the train type in question.

Diese bekannte Zugbeeinflussungseinrichtung erfordert an den einzelnen Beeinflussungspunkten die Bereitstellung unterschiedlicher Daten und/oder Steueranweisungen für die einzelnen Zugarten. Da die Daten und/oder Steueranweisungen in Abhängigkeit von Streckengegebenheiten gegebenenfalls zu verändern sind, verlangt dies an den Streckeneinrichtungen einen erheblichen Speicherbedarf. Bei hohen Fahrgeschwindigkeiten steht für die Übertragung von Daten und/oder Steueranweisungen eine nur geringe Zeitspanne zur Verfügung. Die für die Übertragung von Daten und Steueranweisungen verfügbare Zeitspanne wird bei der bekannten Steuereinrichtung in ungünstiger Weise noch dadurch vermindert, daß zunächst einmal das die Daten und/oder Steueranweisungen selektierende Fahrzeugsignal übermittelt und ausgewertet werden muß, bevor mit der Übertragung der Daten und/oder Steueranweisungen begonnen werden kann. Für die Übermittlung der Selektionssignale sind auf den Fahrzeugen zwingend Sende- und an den ortsfesten Einrichtungen zwingend entsprechende Empfangseinrichtungen vorzusehen. Die vorgenannten Maßnahmen bedingen einen erheblichen Aufwand sowohl bei den Fahrzeugen als auch bei den punktförmigen Übertragungseinrichtungen.This known train control device requires the provision of different data and / or control instructions for the individual train types at the individual control points. Since the data and / or control instructions may have to be changed as a function of route conditions, this requires a considerable amount of memory on the route facilities. At high speeds, stands for Transmission of data and / or control instructions available for a short period of time. The time period available for the transmission of data and control instructions is reduced in an unfavorable manner in the known control device in that the vehicle signal which selects the data and / or control instructions must first be transmitted and evaluated before the data and / or control instructions are transmitted can be started. For the transmission of the selection signals, transmitting devices must be provided on the vehicles and corresponding receiving devices must be provided on the stationary devices. The aforementioned measures require considerable effort both in the vehicles and in the point transmission devices.

Die Übertragung der Daten und/oder Steueranweisungen für alle möglichen Zugarten durch punktförmige Zugbeeinflussungseinrichtungen verbietet sich wegen der Kürze der zur Verfügung stehenden Übertragungszeit.The transmission of the data and / or control instructions for all possible train types by point-type train control devices is prohibited because of the shortness of the available transmission time.

Aus der DE-OS 14 05 716 ist es bekannt, zur Geschwindigkeitssteuerung unterschiedlicher Zugarten beim Abbremsen dieser Züge von punktförmigen Übertragungseinrichtungen nur jeweils Daten und/oder Steueranweisungen für einen Regelzug zu übermitteln und auf den Zügen diese Daten und/oder Steueranweisungen so zu modifizieren, wie sie für die Steuerung der betreffenden Zugart erforderlich sind. Dies geschieht in der Weise, daß die Züge selbst beim Durchlaufen vorgegebener Meßstrecken nach dem Einleiten von Bremsvorgängen bestimmen, ob und in welcher Weise ihr Fahrverhalten abweicht von dem des Regelzuges. Dies geschieht durch das ins Verhältnissetzen der tatsächlichen Fahrgeschwindigkeit zu der dem Regelzug zugewiesenen Fahrgeschwindigkeit.From DE-OS 14 05 716 it is known to only transmit data and / or control instructions for a regular train for speed control of different types of trains when braking these trains from point transmission devices and to modify these data and / or control instructions on the trains as they are required to control the type of train in question. This is done in such a way that the trains determine whether and in what way their driving behavior deviates from that of the standard train even after passing through predetermined measuring sections after braking has been initiated. This is done by relating the actual driving speed to the driving speed assigned to the control train.

Das in dieser DE-OS vorgeschlagene Zugsteuerungssystem benötigt zwar für die einzelnen Streckeneinrichtungen einen nur geringen Speicheraufwand und es kommt auch ohne zusätzliche Datenübertragung von den Zügen zu den Streckeneinrichtungen aus; die Modifizierung der übermittelten Daten und Steueranweisungen auf den Zügen nach Maßgabe der dort jeweils gemessenen Fahrgeschwindigkeiten stellt jedoch eine in der Praxis nicht durchführbare Maßnahme dar, weil die ermittelten Meßwerte selbstverständlich fehlerbehaftet sind und weil nur dann einigermaßen exakte, den tatsächlichen Gegebenheiten entsprechende Verhältniszahlen zum Modifizieren der ermittelten Daten und/oder Steueranweisungen gefunden werden können, wenn die Züge beim Passieren der Beeinflussungseinrichtungen auch tatsächlich die dort jeweils zulässige Geschwindigkeit einhalten. Von Nachteil ist ferner, daß die übermittelten Daten und/oder Steueranweisungen auf den Zügen erst dann modifiziert werden können, wenn diese die vorgegebenen Meßstrecken durchlaufen haben. Das Modifizieren der für einen Regelzug geltenden Daten und/oder Steueranweisungen beschränkt sich auf den Bereich des Abbremsens eines Zuges durch Ableiten einer aus der für den Normzug geltenden Sicherheitskurve gewonnenen Sicherheitskurve für andere Zugarten.The train control system proposed in this DE-OS requires one for the individual route facilities only a small amount of memory and it also works without additional data transmission from the trains to the track facilities; However, the modification of the transmitted data and control instructions on the trains in accordance with the travel speeds measured there represents a measure that cannot be carried out in practice because the measured values determined are of course error-prone and because only then can reasonably exact ratios corresponding to the actual circumstances be used to modify the determined data and / or control instructions can be found if the trains actually pass the permissible speed when they pass the influencing devices. Another disadvantage is that the transmitted data and / or control instructions on the trains can only be modified when they have run through the specified measuring sections. The modification of the data and / or control instructions applicable to a standard train is limited to the area of braking a train by deriving a safety curve obtained from the safety curve applicable to the standard train for other types of train.

Aufgabe der Erfindung ist es, eine Einrichtung nach dem Oberbegriff des Anspruches 1 anzugeben, die es gestattet, eine zuverlässige und optimale Zugsteuerung mit einem Minimum an übermittelten Daten durchzuführen.The object of the invention is to provide a device according to the preamble of claim 1, which allows reliable and optimal train control to be carried out with a minimum of transmitted data.

Die Erfindung löst diese Aufgabe durch die gemeinsame Anwendung der Merkmale des Anspruches 1. Das Volumen der z. B. von den Streckeneinrichtungen zu übermittelnden Daten und/oder Steueranweisungen ist nur ganz geringfügig größer als bei einer Einrichtung, die ausschließlich die Daten und/oder Steueranweisungen zur Steuerung eines Regelzuges zu übermitteln hat; der Zug selbst erkennt aus den übermittelten Daten und/oder Steueranweisungen, ob und in welcher Weise er diese zu modifizieren hat und ist damit völlig unabhängig von irgendwelchen fehlerbehafteten Feststellungen seinerseits.The invention solves this problem by the joint application of the features of claim 1. The volume of the z. B. data to be transmitted by the route facilities and / or control instructions is only very slightly larger than in a facility that only has to transmit the data and / or control instructions for controlling a regular train; The train itself recognizes from the transmitted data and / or control instructions whether and how it has to be modified and is therefore completely independent of any erroneous findings on its part.

Die Erfindung ist nachstehend anhand eines in der Zeichnung dargestellten Ausführungsbeispieles näher erläutert. Die Zeichnung zeigt in

Figur 1
den beispielsweisen Aufbau eines von einer punktförmigen Übertragungseinrichtung an einen vorüberlaufenden Zug zu übertragenden Telegrammes und in
Figur 2
ein Geschwindigkeits-Wegdiagramm, das für unterschiedliche Zugarten Geltung hat.
The invention is explained below with reference to an embodiment shown in the drawing. The drawing shows in
Figure 1
the exemplary structure of a telegram to be transmitted from a punctiform transmission device to a passing train and in
Figure 2
a speed-path diagram that applies to different train types.

Das in Figur 1 dargestellte, von einem an einer punktförmigen Zugbeeinflussungseinrichtung vorüberlaufenden Zug angereizte und von dieser an den Zug übermittelte Telegramm beinhaltet eine Reihe von Teilinformationen, die auf dem vorüberlaufenden Zug für die Fahrzeugsteuerung verwendet werden. Das Telegramm beinhaltet zunächst Start- und Synchronisationskennzeichen SYN, um dem Fahrzeug den Telegrammanfang erkennbar zu machnen. Sodann enthält es Angaben über die an einem vorausliegenden Zielpunkt, z. B. einem Signal, zulässige Zielgeschwindigkeit VZ und die Zielentfernung Z zu diesem Zielpunkt. Das Telegramm enthält ferner Angaben über die auf der Strecke einzuhaltende höchstzulässige Grenzgeschwindigkeit VGR, die zugrunde gelegt wird für die Berechnung der Bremseinsatzpunkte bei der Zielbremsung. Um diese Bremseinsatzpunkte bestimmen zu können, sind dem Zug auch Angaben zu übermitteln über die Streckenneigungen und gegebenenfalls auch über die Lagen und die Längen dieser Neigungen. Ferner werden dem Zug Zusatzkennungen ZSK übermittelt, auf die anhand der Figur 2 eingegangen wird. Für die Vorgabe der jeweils einzuhaltenden Fahrgeschwindigkeit müssen dem Zug ferner neben den bereits genannten Größen oder daraus abgeleiteten Steueranweisungen auch Angaben übermittelt werden über die Geschwindigkeiten VLA, mit denen in Fahrrichtung vorausliegenden Langsamfahrstellen höchstens passiert werden dürfen, sowie Längenangaben ZLA über die Zielentfernungen zum Beginn der Langsamfahrstellen und LLA für die Längen der Langsamfahrstellen. Ferner beinhalten die Telegramme in bekannter Weise einen Sicherungsanhang in Form einer Codeüberwachung CÜ sowie Stoppzeichen STP zur Kennzeichnung des Telegrammendes. Die Telegramme können darüber hinaus weitere für die Fahrzeugsteuerung relevante Daten beinhalten, auf die hier nicht näher einzugehen ist. Die Anzahl der zu übertragenden Bits richtet sich nach dem zu übermittelnden Informationsvolumen, der Übertragungsfrequenz und der Einwirkdauer der Übertragung; sie liegt bei modernen Zugbeeinflussungsungseinrichtungen in der Größenordnung von über 100 Bit. Der Inhalt der jeweils zu übertragenden Teilinformationen wird aus Speichern der punktförmigen Zugbeeinflussungseinrichtungen abgerufen nach Maßgabe von Streckenkriterien wie z. B. Lichtsignalbegriffe und Langsamfahrstellen.The telegram shown in FIG. 1, stimulated by a train passing a punctiform train control device and transmitted by it to the train, contains a number of pieces of information which are used on the passing train for vehicle control. The telegram initially contains start and synchronization indicators SYN in order to make the beginning of the telegram recognizable to the vehicle. Then it contains information about the at a previous destination, e.g. B. a signal, permissible target speed VZ and the target distance Z to this target point. The telegram also contains information about the maximum permissible limit speed VGR to be observed on the route, which is used as a basis for the calculation of the braking application points during target braking. In order to be able to determine these braking points of use, the train must also be given information about the inclinations of the line and, if necessary, also about the positions and lengths of these inclinations. Furthermore, additional identifiers ZSK are transmitted to the train, which will be discussed with reference to FIG. 2. For the specification of the travel speed to be observed in each case, in addition to the variables already mentioned or control instructions derived therefrom, the train must also be given information about the speeds VLA at which the slow travel points ahead in the direction of travel may be passed, as well as length information ZLA about the target distances at the start of the slow travel points and LLA for the lengths of the slow speed points. Furthermore, the telegrams contain a security attachment in the form of code monitoring in a known manner CÜ and stop sign STP to indicate the end of the telegram. The telegrams can also contain other data relevant to vehicle control, which need not be discussed here. The number of bits to be transmitted depends on the volume of information to be transmitted, the transmission frequency and the duration of action of the transmission; in modern train control systems it is of the order of more than 100 bits. The content of the partial information to be transmitted is called up from memories of the punctiform train control devices in accordance with route criteria such as. B. Light signal terms and slow speed points.

Figur 2 zeigt Geschwindigkeits-Wegdiagramme für zwei unterschiedliche Zugarten. Für einen ersten Zug, den sogenannten Regelzug, gilt die durchgezogene VZ1-Kennlinie; die zugehörigen Daten und/oder Steueranweisungen werden diesem Zug beim Passieren einer punktförmigen Zugbeeinflussungseinrichtung B1 induktiv übermittelt. Diese Daten und /oder Steueranweisungen bestehen aus den Teilinformationen des in Figur 1 näher ausgeführten Telegrammes, d. h. in einer Zielgeschwindigkeit VZ, einem Zielabstand Z, mindestens einer Grenzgeschwindigkeit VGR, Neigungsangaben NG über die in Fahrrichtung vorausliegende Strecke, die Geschwindigkeit VLA mindestens einer vorausliegenden Lamgsamfahrstelle und Abstands- bzw. Entfernungsangaben ZLA und LLA zur Kennzeichnung der jeweiligen Lage der Langsamfahrstellen. Aufgrund der übermittelten Daten und/oder Steueranweisungen verläuft die Zugfahrt für den Regelzug entsprechend der durchgezogenen Geschwindigkeitskennlinie VZ1. Diese Kennlinie berücksichtigt, daß die Geschwindigkeitsbeschränkung der Langsamfahrstelle ihre Gültigkeit erst verliert, wenn der Zug mit seiner gesamten Zuglänge ZL die Langsamfahrstelle geräumt hat. Entsprechende Zuglängenangaben sind auf dem Zug vorhanden und werden in die Fahrzeugsteuerung einbezogen oder aber bei Vorgabe entsprechender Steueranweisungen durch eine Zentrale wird diese Größe von dieser bei der Fahrbefehlsermittlung berücksichtigt. Am Zielpunkt VZ, beispielsweise dem Standort eines Lichtsignales, befindet sich eine weitere Beeinflussungseinrichtung B2 zur Übermittlung weiterer Anweisungen an den vorüberlaufenden Zug.Figure 2 shows speed-path diagrams for two different train types. For a first train, the so-called standard train, the solid VZ1 characteristic applies; the associated data and / or control instructions are inductively transmitted to this train as it passes a point-shaped train control device B1. These data and / or control instructions consist of the partial information of the telegram detailed in FIG. 1, i.e. in a target speed VZ, a target distance Z, at least one limit speed VGR, inclination information NG about the distance ahead in the direction of travel, the speed VLA at least one ahead Lambgsamfahrstelle and Distance and distance information ZLA and LLA to identify the respective location of the slow speed points. Based on the transmitted data and / or control instructions, the train journey for the regular train runs according to the solid speed characteristic VZ1. This characteristic curve takes into account that the speed restriction of the slow-moving section only loses its validity when the train has cleared the slow-moving section with its entire train length ZL. Corresponding train length information is available on the train and is included in the vehicle control system, or if a control center specifies corresponding control instructions, this size is used by the control center when determining the travel command considered. At the destination point VZ, for example the location of a light signal, there is another influencing device B2 for transmitting further instructions to the train passing by.

Die von den punktförmigen Zugbeeinflussungseinrichtungen auf die vorüberlaufenden Züge übermittelten Daten und Steueranweisungen gelten nach der Lehre der vorliegenden Erfindung jeweils für einen Regelzug, d. h. einen Zug mit ganz bestimmtem normierten Fahrverhalten. Wird die Strecke auch von anderen Zugarten gefahren, die beispielsweise aufgrund konstruktiver Maßnahmen andere Fahrgeschwindigkeiten auf der Strecke zulassen, z. B. wegen eines höheren Bremsvermögens oder aber weil sie z. B. durch die Steuerung der Wagenkästen für höhere Seitenbeschleunigungen zugelassen sind, so werden nach der Lehre der Erfindung für diese Zugarten keine kompletten zusätzlichen Telegramme übertragen, sondern es werden mit den Telegrammen für den Regelzug Zusatzinformationen auf diese Züge übermittelt, die dort zu einer Modifizierung der übermittelten, für den Regelzug geltenden Daten und/oder Fahranweisungen dienen. Diese Zusatzinformationen, die in Figur 1 durch die Zusatzkennung ZSK symbolisiert sind, bestehen jeweils aus nur einigen wenigen Bits und vergrößern damit das Informationsvolumen der punktförmigen Zugbeeinflussungseinrichtungen nur ganz unwesentlich. Auf den Fahrzeugen jedoch bewirken sie die Umsetzung der für den Regelzug geltenden Parameter und tragen damit zu einer Optimierung der Zugsteuerung bei. In dem dargestellten Ausführungsbeispiel ist die für einen solchen Zug mit höheren zulässigen Fahrgeschwindigkeiten geltende Geschwindigkeitswegkennlinie VZ2 strichpunktiert eingetragen. Die Modifizierung der übermittelten Daten und/oder Steueranweisungen kann z. B. in der Vorgabe von Differenzgeschwindigkeiten gegenüber den für den Regelzug geltenden Daten und/oder Steueranweisungen bestehen. Diese Differenzgeschwindigkeiten, die in Figur 2 mit Δ VGR, Δ VLA und Δ VZ bezeichnet sind, müssen nicht stets gleichgroß sein, sondern können abhängig gemacht sein von der Höhe der am jeweiligen Fahrort zulässigen Fahrgeschwindigkeit, wobei - wie im dargestellten Ausführungsbeispiel erkennbar ist - diese Geschwindigkeitsdifferenzen mit zunehmender Fahrgeschwindigkeit abnehmen als Folge der exponentiellen Beziehung zwischen Bremsweg und Fahrgeschwindigkeit bei der Geschwindigkeitsänderung.According to the teaching of the present invention, the data and control instructions transmitted by the punctiform train influencing devices to the passing trains apply to a regular train, ie a train with a very specific, standardized driving behavior. If the route is also driven by other types of trains, which allow other driving speeds on the route, for example due to design measures, e.g. B. because of a higher braking capacity or because they z. B. are permitted by the control of the car bodies for higher lateral accelerations, then, according to the teaching of the invention, no complete additional telegrams are transmitted for these types of trains, but additional information is transmitted to these trains with the telegrams for the standard train, which there for a modification of transmitted data and / or driving instructions applicable to the standard train. This additional information, which is symbolized in FIG. 1 by the additional identifier ZSK, each consist of only a few bits and thus only increases the information volume of the point-type train control devices only insignificantly. On the vehicles, however, they effect the implementation of the parameters that apply to the regular train and thus help to optimize the train control. In the exemplary embodiment shown, the speed path characteristic curve VZ2, which is valid for such a train with higher permissible travel speeds, is shown in dash-dot lines. The modification of the transmitted data and / or control instructions can e.g. B. exist in the specification of differential speeds compared to the data applicable to the regular train and / or control instructions. These differential speeds, which are denoted by Δ VGR, Δ VLA and Δ VZ in FIG. 2, do not always have to be the same size, but can be made dependent be from the height of the permissible driving speed at the respective driving location, whereby - as can be seen in the exemplary embodiment shown - these speed differences decrease with increasing driving speed as a result of the exponential relationship between braking distance and driving speed when the speed changes.

Gibt es mehrere unterschiedlich zu steuernde Zugarten in einem Streckenbereich, so haben die punktförmigen Zugbeeinflussungseinrichtungen dort entsprechend vielfach unterteilte Zusatzkennzeichen ZSK an die Züge zu übermitteln. Die vorüberlaufenden Züge wissen, welches dieser Zusatzkennzeichen für sie bestimmt ist und wählen die zugehörige Information aus, um die mit dem Telegramm übermittelten Daten und Fahranweisungen für den Regelzug entsprechend ihrer jeweiligen Zugart zu modifizieren. Damit ist es insgesamt möglich, den einzelnen Zügen unterschiedliche Daten und Steueranweisungen zu übermitteln, ohne aber das Informationsvolumen der punktförmigen Zugbeeinflussungseinrichtungen in nennenswerter Weise zu belasten.If there are several train types to be controlled differently in a route area, the punctiform train control devices there have to transmit correspondingly subdivided additional identifiers ZSK to the trains. The passing trains know which of these additional indicators is intended for them and select the associated information in order to modify the data and driving instructions for the regular train transmitted with the telegram according to their respective type of train. Overall, it is thus possible to transmit different data and control instructions to the individual trains without, however, appreciably burdening the information volume of the punctiform train control devices.

Außerdem ist es möglich, bei Störungen auf dem Zug, die eine Fahrweise nach dem Fahrprogramm mit erhöhten Fahrgeschwindigkeiten nicht mehr zulassen, umgehend die Überwachung auf das Regelprogramm zu reduzieren.In addition, it is possible to immediately reduce the monitoring to the control program in the event of disruptions on the train that no longer permit a driving style according to the driving program with increased driving speeds.

Die Lehre der Erfindung ist nicht nur anwendbar für die punktförmige Übermittlung von Daten und/oder Steueranweisungen sondern mit Vorteil auch bei der linienförmigen Zugbeeinflussung. Auch hier werden von einer Zentrale oder einem Streckengerät nur Daten und/oder Steueranweisungen für einen Regelzug sowie Zusatzkennzeichen übertragen, die den die Strecke befahrenden Zügen eine Modifizierung dieser Daten und/oder Steueranweisungen nach ihren Fähigkeiten ermöglichen.The teaching of the invention is not only applicable for the punctiform transmission of data and / or control instructions but also advantageously for the linear train control. Here, too, only data and / or control instructions for a standard train and additional identifiers are transmitted from a control center or a route device, which enable the trains traveling on the route to modify these data and / or control instructions according to their capabilities.

Claims (3)

  1. Device for train running control in railways with use of line-side data-transfer devices for the transmission of data and/or control instructions to trains which are coupled with the line-side data-transfer devices and which are provided at least with corresponding receiving devices, with the line-side data-transfer devices transmitting data and/or control instructions for a special train to all the trains and with the trains, from the knowledge of their train type, modifying the transmitted data and/or control instructions according to their train type, characterised in that the line-side data-transfer devices (B1, B2) transmit to the trains the data (VZ, Z, VGR, NG, VLA, ZLA, LLA) and/or control instructions for the special train together with at least one additional identifier (ZSK), which specifies in what way this data and/or these control instructions is and/or are to be modified for other types of trains, and in that the trains, from the knowledge of their train type, modify the transmitted data and/or control instructions according to the transmitted additional identifier associated with their type of train.
  2. Device according to claim 1, characterised in that the modification of the transmitted data and/or control instructions consists in stipulating differential speeds (ΔVGR, ΔVLA, ΔVZ), determined from the respective additional identifier (ZSK), in respect of the data and/or control instructions valid for the control train.
  3. Device according to claim 2, characterised in that the level of the differential speeds, apart from being made dependent upon the respective additional identifier, is made to be dependent upon the level of the permissible travelling speed at the respective location of travel and rises with falling permissible travelling speed.
EP93250004A 1992-01-16 1993-01-06 Train control device for railways Expired - Lifetime EP0551972B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE9200582U 1992-01-16
DE9200582U DE9200582U1 (en) 1992-01-16 1992-01-16

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EP0551972A1 EP0551972A1 (en) 1993-07-21
EP0551972B1 true EP0551972B1 (en) 1995-05-03

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DE19856464A1 (en) * 1998-11-26 2000-05-31 Siemens Ag Train safety control system
ATE310662T1 (en) * 2001-02-14 2005-12-15 Siemens Schweiz Ag METHOD FOR TRAIN SECURITY
CN111469888B (en) * 2020-04-20 2022-06-07 中车株洲电力机车研究所有限公司 Method and system for planning ATO (automatic train operation) rapid target curve
CN112606873A (en) * 2020-12-29 2021-04-06 中车大连机车研究所有限公司 Control method and device for locomotive auxiliary driving

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DE1438782B2 (en) * 1964-07-20 1976-08-26 Siemens AG, 1000 Berlin und 8000 München METHOD FOR CONTROLLING TRACK-BASED TRAINS, IN PARTICULAR RAILWAYS
DE2633089A1 (en) * 1976-07-22 1978-01-26 Siemens Ag Automatic selective speed control system for locomotives - has train identification transponders with respective speed encoding and resonant circuits to identify class of locomotive

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DE59300166D1 (en) 1995-06-08
DE9200582U1 (en) 1992-03-12
DK0551972T3 (en) 1995-09-04
EP0551972A1 (en) 1993-07-21

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