EP0700819A2 - Dispositif de commande linéaire d'un véhicule - Google Patents

Dispositif de commande linéaire d'un véhicule Download PDF

Info

Publication number
EP0700819A2
EP0700819A2 EP95250182A EP95250182A EP0700819A2 EP 0700819 A2 EP0700819 A2 EP 0700819A2 EP 95250182 A EP95250182 A EP 95250182A EP 95250182 A EP95250182 A EP 95250182A EP 0700819 A2 EP0700819 A2 EP 0700819A2
Authority
EP
European Patent Office
Prior art keywords
track
vehicle
inclination
section
track section
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP95250182A
Other languages
German (de)
English (en)
Other versions
EP0700819B1 (fr
EP0700819A3 (fr
Inventor
Wolf-Pieter Gellermann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0700819A2 publication Critical patent/EP0700819A2/fr
Publication of EP0700819A3 publication Critical patent/EP0700819A3/fr
Application granted granted Critical
Publication of EP0700819B1 publication Critical patent/EP0700819B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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 train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/24—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits
    • B61L3/246—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits using coded current

Definitions

  • the invention relates to a device for influencing a vehicle in a line on a track section divided into several track sections by means of track circuits, the track currents of the track section occupied by the vehicle being used to transmit data telegrams for vehicle security and control from a control device to a vehicle computer.
  • a device of the type mentioned is known under the designation LZB 700 from the magazine “SIGNAL + DRAHT", 84 (1992) 6, pages 158 to 164, and also from DE-C2-34 36 845 and enables in particular in local transport automatic train protection and control.
  • This facility works with remotely powered, coded audio frequency track circuits that feed section-specific modulated carrier frequencies to the track for track vacancy or track occupancy notification.
  • the track circuits are used in a manner known per se (DE-C2-34 35 524) by the line control for data telegram transmission to the vehicle for the continuous signaling and monitoring of the speeds permitted at the travel location.
  • a route-side control unit determines permissible entry speeds into the next track section in each case and transmits these to the vehicle together with information about the inclination of the track section currently being traveled by the vehicle.
  • the vehicle speed is thus controlled during the braking process from track section to track section to the next stopping point or predetermined point for slow travel, the vehicle computer, knowing the inclination of the current track section, determining and checking the vehicle speed with regard to the predetermined entry speed into the next track section.
  • the object of the invention is therefore to create a device for influencing a vehicle in a line which realizes an optimal braking curve (braking behavior) adapted to the braking capacity of the vehicle.
  • control unit during a vehicle stop lying in the direction of travel or on a sufficiently long track section which, before the initiation of a next braking operation, stops the vehicle at a stop located in the direction of travel or for slow travel in one the slow travel area lying ahead, temporarily transmits separate inclination profile telegrams to the vehicle on the transmission path existing for the data telegrams, which contain at least one inclination value for each track section of the route section reaching the next stop or slow travel area in the direction of travel, and that the vehicle computer determines a target braking curve from the inclination values, the vehicle-specific braking capacity and the length of the track sections.
  • An important advantage of the device according to the invention is that the inclination profile existing between the stopping points and relevant for the braking process can be taken into account independently of the track circuit division (track section division). Another advantage is that for differently configured vehicles or vehicle groups with different braking properties - z. B. railcars and locomotive-covered trains - individual braking curves can be determined on the same track and thus optimal travel times can be achieved.
  • the trackside control device is advantageously relieved of the determination of brake curve-relevant specifications (entry speeds).
  • a particularly noteworthy advantage of the device according to the invention is that the aforementioned improvements can be achieved without significant additional expenditure on components in existing systems and that the inclination profile telegrams are then transmitted (e.g. when the vehicle is at a previous stop or while driving on a sufficiently long track section) ) takes place if the continuous transmission of the data telegrams can be interrupted (briefly) without safety-related restrictions.
  • an advantageous development of the invention provides that the inclination profile telegrams for everyone Track section, which has different inclination sections, contain several inclination values and assigned inclination section lengths. This embodiment of the invention allows the transmission of a particularly realistic inclination profile.
  • the control unit transmits inclination profile telegrams in accordance with an advantageous embodiment of the invention for alternative routes to the vehicle.
  • This embodiment of the invention is particularly advantageous when the alternative routes differ greatly in terms of their inclination profiles.
  • FIG. 1 shows a device for influencing a vehicle FZ in a line, which is to run on a track section GST in the direction of travel R.
  • the track section is divided into a large number of track sections (track sections G1 to G19 are explicitly shown), each of which is subjected to modulated track currents with frequencies specific to the track section in a known manner (SIGNAL + DRAHT, 84 (1992) 6, pages 158 to 163; DE- D2-34 35 524).
  • the track currents of the remotely powered, coded audio frequency track circuits are fed into the rails via track connection devices GAG and initially serve to locate the vehicle FZ on the track section GST.
  • the entry of a vehicle into a track section is recognized by a receiver of the track circuit and then a switch triggered, whereby the track circuits are now used for linear influencing of the vehicle and send data telegrams for continuous signaling and monitoring to the vehicle FZ or its vehicle computer FR and thus enable automatic train protection and control.
  • FIG. 1 shows the vehicle FZ in the position shown in FIG. 1 (with solid lines).
  • the vehicle FZ should then start again and drive to another station BHF2 to a next stop B (shown in dash-dot lines).
  • the route section from the stop A to the stop B is designated STA.
  • FIG. 1 also shows the inclination profile NP of the section STA, which has section-specific inclinations. This results in section-specific information for the respective inclination (inclination values).
  • the track sections G1 to G11 have neutral slope values N1 to N11, the slopes of the track sections G12 and G13 are represented by positive slope values N12 and N13 and the negative slopes (slopes) of the track sections G14, G15 are represented by negative slope values N14, N15.
  • FIG. 2 shows a digital inclination profile telegram NPT which, after a telegram header TK, has a specific identifier KN which identifies this telegram for the vehicle computer FR as an inclination profile telegram.
  • the subsequent useful field NF contains bit patterns for each track section G3 to G19, which - as shown by way of example for the inclinations N3, N13, N14 of the track sections G3, G13, G14 - for each track section of the section STA extending to the next stop B (FIG 1) represent at least one incline value for each track section.
  • the inclination profile telegram NPT is completed by a checksum section PS (CRC) to ensure secure data transmission.
  • a plurality of inclination values N17 1, N17 2 can be contained in the telegram.
  • the respective inclination section lengths L171, L172 are assigned to the respective inclination values N171, N172.
  • the track section lengths (z. B. L2, L3 / Figure 1) of the other track sections G2, G3 can also be transmitted by the inclination profile telegram NPT or by the regular data telegrams.
  • the vehicle computer FR uses the vehicle-specific braking capacity (for example -0.5 m / s2) to determine a target braking curve from the individual track section inclinations and associated track section lengths, taking into account the braking curve BK (speed decrease) in the last part TE of the speed curve GKV shown in FIG. 1 is shown.
  • the vehicle FZ starts the braking process in the track section G14 and reaches the stopping point B in the BHF2 station with a minimal travel time.
  • the beginning of the speed curve GKV is determined by the acceleration BS (speed increase) which the vehicle FZ assumes when leaving the station BHF1 until the intended limit speed VG of the vehicle FZ is reached.
  • the control device ST can alternatively or additionally also provide the inclination profile telegrams NPT during a full journey in a sufficiently long track section (e.g. G11)
  • the vehicle FZ could drive an alternative track section (not shown) which differs considerably in terms of its slope profile from the slope profile NP. If the route to be selected for the journey to stop B is not yet finally determined at the stop in stop A, inclination profile telegrams are transmitted to the vehicle computer FR for the route GST as well as for the alternative track route. As soon as the route to be traveled is established (route set), the vehicle computer FR selects the inclination profile that is then valid and is to be used as the basis for its calculation.

Landscapes

  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP95250182A 1994-08-18 1995-07-27 Dispositif de commande linéaire d'un véhicule Expired - Lifetime EP0700819B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4430578 1994-08-18
DE4430578A DE4430578A1 (de) 1994-08-18 1994-08-18 Einrichtung zur linienförmigen Beeinflussung eines Fahrzeugs

Publications (3)

Publication Number Publication Date
EP0700819A2 true EP0700819A2 (fr) 1996-03-13
EP0700819A3 EP0700819A3 (fr) 1996-08-28
EP0700819B1 EP0700819B1 (fr) 1998-09-23

Family

ID=6526793

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95250182A Expired - Lifetime EP0700819B1 (fr) 1994-08-18 1995-07-27 Dispositif de commande linéaire d'un véhicule

Country Status (2)

Country Link
EP (1) EP0700819B1 (fr)
DE (2) DE4430578A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3435524A1 (de) 1984-09-27 1986-04-03 Siemens AG, 1000 Berlin und 8000 München Einrichtung zur linienfoermigen zugbeeinflussung
DE3436845C2 (fr) 1984-10-08 1990-09-13 Siemens Ag, 1000 Berlin Und 8000 Muenchen, De

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3118421A1 (de) * 1981-05-09 1982-12-02 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zur sicherung und steuerung von schienenfahrzeugen
SU1400937A1 (ru) * 1986-06-13 1988-06-07 Уральское отделение Всесоюзного научно-исследовательского института железнодорожного транспорта Устройство дл передачи информации с пути на рельсовое транспортное средство

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3435524A1 (de) 1984-09-27 1986-04-03 Siemens AG, 1000 Berlin und 8000 München Einrichtung zur linienfoermigen zugbeeinflussung
DE3435524C2 (fr) 1984-09-27 1989-05-24 Siemens Ag, 1000 Berlin Und 8000 Muenchen, De
DE3436845C2 (fr) 1984-10-08 1990-09-13 Siemens Ag, 1000 Berlin Und 8000 Muenchen, De

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
"Zugsicherungs- und Zugsteuerungssysteme bei der RBG Duesseldorf", SIGNAL + DRAHT, no. 7/8, 1989, pages 135 - 141
SIGNAL + DRAHT, vol. 84, no. 6, 1992, pages 158 - 163
SIGNAL + DRAHT, vol. 84, no. 6, 1992, pages 158 - 164

Also Published As

Publication number Publication date
DE4430578A1 (de) 1996-02-22
EP0700819B1 (fr) 1998-09-23
DE59503680D1 (de) 1998-10-29
EP0700819A3 (fr) 1996-08-28

Similar Documents

Publication Publication Date Title
DE60213747T2 (de) Zugsteuerungsverfahren und -system
EP3102474B1 (fr) Véhicule ferroviaire comportant une unité de bord etcs, rame de véhicules ferroviaires comportant au moins deux véhicules ferroviaires munis chacun d'une unité de bord etcs et procédé de gestion de ladite rame de véhicules
DE2215442A1 (de) Fahrzeugsteuerungssystem
EP3230147B1 (fr) Procédé pour faire fonctionner une installation de triage par gravité et système de commande pour une telle installation
EP1607300A2 (fr) Méthode de commande de train
CH680121A5 (fr)
EP1097077A2 (fr) Procede pour la reduction de donnees dans le service des chemins de fer
EP0424664B1 (fr) Dispositif pour la transmission d'information de commande à un véhicule ferroviaire
DE19902777A1 (de) Zugvollständigkeits-Überwachungsvorrichtung
EP0700819B1 (fr) Dispositif de commande linéaire d'un véhicule
DE2846801C2 (de) Steuerungs-System für spurgeführte Modellfahrzeuge
EP0551972B1 (fr) Dispositif de commande de train pour les chemins de fer
EP0043339A1 (fr) Méthode de freinage de précision pour véhicules sur rails pour propulsion
DE1605421B2 (de) Einrichtung zur linienfoermigen informationsuebertragung zwischen schienengebundenen fahrzeugen und der strecke
DE19907466C1 (de) Verfahren zum Sichern der Zugfolge im Schienenverkehr
DE2528463A1 (de) Steuerung des antriebes und/oder der bremse von triebfahrzeugen
DE102004048993A1 (de) System und Verfahren zur Steuerung von schienengebundenen Fahrzeugen, insbesondere von Zügen, mittels einer Steuerzentrale, in Abhängigkeit vom Zustand des Fahrwegs, insbesondere des verfügbaren Reibwertes
DE2849008C2 (de) Verfahren zur Abbremsung von kontinuierlich beeinflußten Schienenfahrzeugen bei Übertragungsausfall
EP1069021B1 (fr) Système de commande de train
EP0792230B1 (fr) Procede permettant a des vehicules de freiner par la methode du tir au but a des points d'arret
DE2710113A1 (de) Verfahren zur ueberwachung des verkehrs von zuegen
EP0864478B2 (fr) Procédé pour commander des véhicules sur rails ainsi qu'ordinateur pour véhicule et système de commande de véhicule pour ce procédé
DE1801494C (de) Isolierstoßfreie, mit Wechselstrom gespeiste Gleisstromkreise für Eisenbahnsicherungsanlagen
EP4063232A1 (fr) Véhicule, en particulier véhicule ferroviaire et son procédé de fonctionnement
DE2732907A1 (de) Einrichtung automatischer steuerung von fahrzeugen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE FR IT NL SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE FR IT NL SE

17P Request for examination filed

Effective date: 19960806

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

17Q First examination report despatched

Effective date: 19971127

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR IT NL SE

REF Corresponds to:

Ref document number: 59503680

Country of ref document: DE

Date of ref document: 19981029

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20010717

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030201

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 20030201

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20080919

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20080729

Year of fee payment: 14

Ref country code: FR

Payment date: 20080715

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20080708

Year of fee payment: 14

EUG Se: european patent has lapsed
REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20100331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100202

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090727

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090728