Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or 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

Definitions

• the invention relates to a method according to the preamble of claim 1 and to a device for carrying out the method.
• Such a method is known from DE-OS 15 30 389.
• the individual metering points act on associated memories in which the metering results determined by the metering points are temporarily recorded. If the counting results of successive counting points match, the free signal of the track section lying between them is derived in a known manner; as long as this correspondence does not exist, the relevant section remains reported as occupied. If a train has now passed a sequence of track sections without train separation, but one of the metering points has counted too many or too few axes as a result of a fault, then the two sections adjacent to the disturbed metering point remain reported as occupied because their counting in and counting out points have different counting results.
• This known method for correcting axle counting errors does not take into account the possibility that e.g. B. in a train separation, a train stop that a shunting movement just as many axes can remain in a section as too little or too many were counted by an adjacent metering point due to a fault.
• the correction mechanism can then result in an incorrect vacant message for a section that is actually still occupied.
• the probability of coincidence of counting errors and train separations or train stops, which could lead to an unwanted release of an actually occupied section is not to be considered as negligible, especially in the area of very low number of axles.
• the known method can only be used for track sections without branches, because it is based on an unambiguous, rigid linkage of the counting results of neighboring metering points.
• the effort for storing and comparing the count results is considerable because of the decentralized design of the processing logic.
• a disturbed counting point is reset via the track vacancy signals of certain sections.
• the counting result of each metering point is compared with the counting result of the first metering point of a route.
• the counting result of this counting point remains stored until the associated train has left the route.
• the route can be used by several trains at the same time be, the number of axes of which is then recorded in a corresponding plurality of associated memories for the entry area and provided for comparison with the number of axes of the metering points on the route.
• Extending sections is made dependent on the axles retracted into the first section of a route; when counting errors and train separations or train stops come together, this does not lead to erroneous clearance of a section that is actually still occupied and thus does not correct an actually correct counting result; however, a disturbance at the first point of metering of the route affects all sections of this route in such a way that these sections remain occupied after the train journey has been completed, even if they have actually been completely cleared.
• This known device is also only suitable for use on continuous lines without branches.
• DE-OS 17 80 i ⁇ 69 suggests that for a counting point correction of a metering point not only the counting results of the two metering points directly adjacent to a faulty metering point should be compared with one another, but that it makes sense can be to perform the axle count comparison over three sections. In this way it should be achieved that counting errors at two directly successive counting points can also be corrected.
• the object of the invention is to provide a method according to the preamble of claim 1, which works highly reliably by correcting actually incorrect counting results, but which excludes unwanted vacancies in actually occupied sections as a result of an unfortunate interaction of counting errors and train separations .
• the invention also has the task of creating a device for carrying out the method.
• the invention solves these problems by applying the characterizing features of claim 1 and claim 6, respectively, by the fact that the correction of a counting result, in addition to the counting results of neighboring counting points, also has an additional identifier for clearing the fault-related If sections that are reported to be occupied are made dependent, incorrect point of delivery corrections can no longer occur as a result of the encounter of counting errors and train separations or train stops.
• the management of the counting results of a large number of metering points of a certain route area in a common computer allows access to the metering results of different metering points required for axle count correction at any time.
• a preferred embodiment of the method according to the invention consists, according to claim 2, in that for the additional checking / monitoring of the free state of track sections, the counting results from selected metering points are used which are outside the track sections which are still occupied due to the fault lie on both sides of the disturbed metering point.
• claim 3 allow the method according to the invention to be used also and especially for routes with branching tracks and to specifically access the counting results of those counting points that were passed by the train concerned in order to correct a counting result.
• the metering point correction is to be brought about by taking into account the metering results of very specific neighboring metering points which result from a correction equation valid for the metering point concerned.
• These correction equations each apply to a certain type of track element; the numerical values of the counting results to be taken into account in each case result from the topography of the counting point to be corrected.
• the method features of claim 5 provide for this purpose to access the metering results of metering points in the adjacent route areas.
• computers should be provided according to claim 6, which manage the number of axes of a large number of metering points and which allow access to the number of axes required for the release and correction of metering results.
• these computers should store the number of axles at least until the axles extend from the respective route area and thus provide them for a maximum correction time.
• the features of claim 8 provide for assigning a separate metering point with its own meter reading to each line of each track element, wherein according to claim 9, the metering points with their own meter reading can also be used jointly for adjacent track elements. Only by providing these counter readings on all lines pointing to a neighboring track element is a counting correction also possible in the area of branching switch lines and in the area of crossings.
• the counting results of counting points are to be used, which are preferably assigned to the entry and exit sections of the vehicle / vehicle association in or out of the route area, because this corrects the counting results of all of them allows lying points of the route area.
• the computer should store the postage reporting equations of each metering point traveled at least until the vehicle / vehicle assembly has passed the following metering point, so that from the equality of the metering equations respectively assigned to these metering points to that of the vehicle / vehicle association closed path and thus the respective results can be brought together.
• the computer deletes the memories temporarily installed for the individual vehicles / vehicle associations at the earliest when the vehicle / vehicle association leaves the route area, with which these memories can then be assigned to subsequent vehicles / vehicle associations.
• Claim 16 identifies the use of metering points with different treatment of the counting results and claim 17 shows how a permanent malfunction of a metering point can be advantageously determined.
• FIG. 1 shows the principle of counting error correction according to the prior art
• FIGS. 3 and 4 show two cases in which the known method can lead to an impermissible correction of counting results under unfavorable conditions
• FIG. 5 a route area consisting of four switches with counting results detected by the individual metering points
• FIG. 6 the occurrence the correction equation valid for a specific metering point as well as the assumptions and requirements for carrying out the error correction
• FIG. 7 the information stored in the computer for a vehicle / vehicle association about the counting results detected by the individual metering points as the vehicle / vehicle association advances as well as the free reporting equations used for linking the meter results in a route.
• FIG. 2 shows a route with a total of five metering points ZI to Z5, each through two adjacent
• Points are shown. These points stand for any wheel detection devices for recognizing passing vehicle axles depending on the direction of travel.
• the route is said to be traveled by a vehicle association FV, which is said to have completely passed the metering point Z3 at a first observation time t1.
• This vehicle group should have 20 axes, which should be properly detected by the metering points ZI and Z2; the number of axes is plotted below the individual metering points, above the corresponding counting results of the metering points
• a vehicle association may have passed the route, a two-axle vehicle remaining in the section between the metering points ZI and Z2 due to train separation; the counting point Z3 is said to have detected a number of axes that is too large by two axes due to a fault. It can be seen from the graphical illustration of FIG. 3 that the counting result of the metering point Z2 is corrected on the basis of the corresponding number of axes of the metering points ZI and Z3, with the result that the sections located between these metering points are reported free, although the section between the metering points ZI and Z2 is actually still occupied.
• a two-axle vehicle is said to have remained between the metering points Z4 and Z5; the metering point Z3 may have counted two axes too few.
• the matching counting results of the metering points Z3 and Z5 initially cause the correcting of the correct counting result for the metering point Z4 in the direction of the lower number of axles, with the result that the sections between the metering points Z3 to Z5 then match due to the agreement of the counting results Metering points are reported, even though the section between metering points Z4 and Z5 is actually still occupied.
• Vehicles have remained on the route.
• the remaining of vehicles in a route can be recognized by train closing monitoring or by additional track monitoring of the sections which are occupied by a counting error by means of any one, at least this one
• Sections comprising track vacancy detection.
• the information about the free status of a section which is reported to be occupied is preferably provided, however, by comparing the counting results of the metering points arranged at the beginning and at the end of a section of the route, but can also be obtained by comparing any other metering points outside the sections affected by the fault .
• the counting results of those metering points, by means of which the additional check of the free status of a route is determined, cannot be corrected without further ado, unless it is possible to access the counting results of other metering points, which are arranged on both sides of these metering points .
• the counting results of metering points in the adjacent route points access areas; this requires additional transmission measures between the individual route areas.
• the use of metering points arranged at the boundaries of a route area is advantageous for the additional checking of the free state of a track, because this enables the greatest possible number of metering points to be made available for a correction of the counting result.
• the usual free notification of the individual sections by the metering points delimiting the sections is made possible by the additional check of the free status of the
• FIGS. 2 to 4 there are simple, clearly manageable conditions because the routes are continuous without branches, that is to say that the successive metering points must be provided that no counting errors and no train separations have occurred after a complete train journey always have the same meter reading. From the actual meter readings, it is easy to see whether the sections are free, whether they are occupied or whether an incorrect count has occurred. The prerequisites are different for lines with track branches.
• FIG. 5 of the drawing shows a section of the route which is formed from four switches W1 to W4. It is initially assumed that only the axes entering and leaving this route area are detected at the metering points 26 ZU, Z8 and Z13.
• the number of axles detected by the individual metering points are given in brackets next to the metering points.
• the metering points under consideration have all different meter readings. It is no longer easily recognizable whether the route between the metering points is free, whether it is occupied or whether a metering error has occurred anywhere.
• the invention provides for a metering point with its own counting result to be added to each line of each track element pointing to a neighboring trackway element ⁇ arrange, with the adjacent strands of adjacent track elements can each be assigned a common point of delivery.
• the assignment of the metering points to the individual neighboring track elements for the different types of track elements is shown in FIG. 1.
• a track section A, a switch W and an intersection K are shown with associated metering points on each branching branch.
• the conditions for the free notification of the route element in question are listed in the form of a free reporting equation.
• the number NA of the vehicle axles in section A is equal to that Difference between the number of axles N14 and N15 detected by the limiting metering points depending on the direction of travel.
• a free message FA is triggered when the number of axes detected by metering point Z14 and moved into the section is equal to the number of axes detected by metering point Z15 and extended from the section.
• the number NW of the axes traversing the turnout is defined by the difference between the z. B. on the point of delivery Z16 retracted vehicle axles N16 and on the branching branches and the counting points Z17 and Z18 axles N17 and N18.
• the free message FW of the switch is given when the number of vehicle axles N16 retracted via the common branch is equal to or vice versa the number of axes N17 and N18 extended via the branching branches.
• intersection K with its four branching strands is delimited by four metering points Z19 to Z22.
• the number of vehicle axles NK in the intersection area is equal to the difference between the z. B. the vehicle axles N19 and N21 retracted via the metering points Z19 and Z21 and the vehicle axles N20 and N22 extended via the metering points Z20 and Z22.
• the intersection K is free, with the result that a free message FK can be initiated if the sum of the retracted vehicle axles N19 + N21 is equal to the sum of the extended vehicle axles N22 + N20.
• the application of the measures according to FIG. 1 means that the switches provided there on their Entrance and exit passengers are to be provided with associated metering points at which the vehicle wheels that are passing in each case can be detected in a direction-related manner.
• the metering point Z10 should serve as an example. This metering point detects the vehicle axles running over the branches of the turnouts W2 and W4. For him, two free-reporting equations apply, namely that for the switch W2 and that for the switch W4. The two free reporting equations have been listed in FIG. 6. Equating the two free reporting equations leads to a so-called correction equation for the metering point Z10. This correction equation shows that it is necessary for the free notification of the
• Points W2 and W4 do not matter at all to the counting result of metering point Z10 if the counting results of the other metering points of the two points are known, i. H. Even if the counting result of metering point Z10 is faulty due to a fault, the free signaling of the points can be derived from the numerical values of the counting results of the other metering points of the points. The numerical control of the correction equation confirms this finding. An error correction can therefore be carried out according to the teaching of the present invention if the following conditions are met:
• the two sections adjacent to the point of delivery to be corrected must be occupied after a train journey.
• the condition of the correction equation for the point of delivery to be corrected must be fulfilled, ie the sum of the vehicle axles retracted and extended by the other points of delivery of the sections affected by the fault must be zero.
• the counting result correction may only be carried out if and when the sum of the axes retracted into the route area with the disturbed metering point is equal to the sum of the axes moved out of this area, the number of axles being determined from the disturbed metering point distant points of delivery can be made.
• Corresponding correction equations can be set up in the same way for all other metering points of a track system. If necessary, they will be used to correct the counting results.
• the technical implementation of the method according to the invention is expediently carried out using a computer, preferably a multicomputer system composed of single or double computers, for the processing of the counting results in a secure manner in terms of signal technology, in each case a large number of counting points assigned to them.
• a computer preferably a multicomputer system composed of single or double computers
• the arrangement should preferably be such that each individual computer has the
• the metering points at the route area boundaries preferably form the metering points which are used for the additional check of the free status of the associated route area.
• the computers store the number of axles transmitted to them by the individual metering points at least as long as they are required for a later axle count correction, ie preferably until the vehicle axles move out of the associated route area.
• a particularly advantageous embodiment of a device according to the invention for applying the claimed correcting method method therefore provides that the linking of the counting results in the individual computers is carried out by the advancing train itself, using the free reporting equations applicable to the individual metering points.
• the associated computer determines which point of delivery it is and which route element type this point of delivery is assigned to. From the respective route element type, the computer knows the pattern of the associated clearing equations, which is now implemented taking into account the track topography, with the information for the associated metering points and the counting results of the metering points, which flow into the associated clearing equations.
• the computer From the free reporting equations of the currently activated metering point, the computer recognizes the other metering points that can be involved in occupying the track sections to which the activated metering point belongs. He also knows, among other things, the exemption equations for those previously traveled Point of delivery. From the identity of the free reporting equations for the point of delivery just activated and the point of delivery previously activated, the computer recognizes the assignment of the counting results of these two points of delivery to the same vehicle / vehicle group. In this way, it is possible for him to assign the incoming point of delivery sensor messages to specific vehicles / vehicle groups.
• the invention provides that the computer of a certain route area temporarily installs a memory for each vehicle / vehicle group penetrating into it, in which the continuously increasing with the advancement of the vehicle (s) from the points of consecutive in the respective route detected number of axes can be loaded.
• the decision as to which of these memories the number of axes of a specific metering point is to be supplied is made by the computer in the manner explained above from knowledge of the respectively effective metering point and the free reporting equations of this metering point and knowledge of the free reporting equations of the same Vehicle / vehicle group previously used point of delivery.
• the free reporting equations for the individual metering points must be stored in the respective computer memories at least until the link to the following metering point has been successfully achieved.
• FIG. 7 shows a schematic representation of the structure of the information in such a memory.
• the computer reserves a memory area for any train A breaking into a route area hereinafter referred to as the correction group.
• the two free reporting equations indicated in FIG. 7 for the 5th byte are assigned to this metering point.
• the computer checks the free reporting equations of the metering points last activated there for all the correction groups installed by it and recognizes in the correction group of train A for metering point CLOSE a free reporting equation that corresponds to a free reporting equation of the metering point Corresponds to Z12. From this, the computer recognizes that the point of delivery Z12 was subsequently driven to the point of delivery CLOSE, that is, the train has advanced to the point of delivery Z12 via the point of delivery CLOSE. He then adds up the counting pulses supplied from the metering point Z12 to a counting result and stores this in the 5th byte of the correction group for train A. Corresponding processes are repeated when the train advances z. B.
• the additional track vacancy detection can preferably again are effected by the counting results NE and NA of the entry and exit counting points of the route area.
• the correction of each counting result can either take place automatically when the train leaves the route area, or it can be carried out manually by an operator who then has to take responsibility for this operating action. In any case, it is advantageous to record every correction process in a fault log at least according to the point of delivery and time for later examinations.
• the particular advantage of the method according to the invention and the device according to the invention is that the reliability of axle counting systems is increased considerably because inevitable incorrect counts can preferably be eliminated automatically after a relatively short time, so that there are no significant operational errors due to counting errors.
• the application of the measures according to the invention compared to the measures according to the prior art for axle count error correction also increases the security of the track vacancy detection because undesired vacancies of sections which are actually occupied are reliably prevented in the unfortunate encounter of axle count errors and train separations or shunting movements .
• the method according to the invention and its application in a suitable device is independent of the type of metering points used, both with regard to the actual sensors for the wheel detection and with regard to the possible counting mechanisms for the wheel pulses.
• the number of axles actually passed for the individual metering points can be added up depending on the direction of travel.
• deleting the counting results is only permitted if it is certain that the individual counting results are no longer required for a possible correction of a subsequent point of delivery, ie the deletion of the counting results would have to be made dependent on the clearing of one in the Route of the following route element.

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Mechanical Engineering (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Indication And Recording Devices For Special Purposes And Tariff Metering Devices (AREA)
• Radar Systems Or Details Thereof (AREA)
• Length Measuring Devices With Unspecified Measuring Means (AREA)
• Cash Registers Or Receiving Machines (AREA)

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• 1992
  • 1992-10-01 DE DE4233546A patent/DE4233546A1/de not_active Withdrawn
• 1993
  • 1993-09-08 AU AU49438/93A patent/AU666225B2/en not_active Ceased
  • 1993-09-08 ES ES93918984T patent/ES2102054T3/es not_active Expired - Lifetime
  • 1993-09-08 DK DK93918984.1T patent/DK0662898T3/da active
  • 1993-09-08 AT AT93918984T patent/ATE150398T1/de not_active IP Right Cessation
  • 1993-09-08 DE DE59305901T patent/DE59305901D1/de not_active Expired - Fee Related
  • 1993-09-08 WO PCT/DE1993/000847 patent/WO1994007730A1/fr active IP Right Grant
  • 1993-09-08 EP EP93918984A patent/EP0662898B1/fr not_active Expired - Lifetime
  • 1993-09-30 CN CN93118448A patent/CN1053150C/zh not_active Expired - Fee Related
  • 1993-10-01 MX MX9306121A patent/MX9306121A/es not_active IP Right Cessation
• 1995
  • 1995-03-31 FI FI951543A patent/FI110082B/fi active

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