EP0705753A2 - Procédé pour prédéterminer des vitesses de déplacement à des signaux lumineux - Google Patents

Procédé pour prédéterminer des vitesses de déplacement à des signaux lumineux Download PDF

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Publication number
EP0705753A2
EP0705753A2 EP95250212A EP95250212A EP0705753A2 EP 0705753 A2 EP0705753 A2 EP 0705753A2 EP 95250212 A EP95250212 A EP 95250212A EP 95250212 A EP95250212 A EP 95250212A EP 0705753 A2 EP0705753 A2 EP 0705753A2
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EP
European Patent Office
Prior art keywords
signal
sections
length
information
track
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
EP95250212A
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German (de)
English (en)
Other versions
EP0705753A3 (fr
EP0705753B1 (fr
Inventor
Hans-Jürgen Dr. Nollau
Günter Weidlich
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
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Siemens AG
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Publication date
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Publication of EP0705753A2 publication Critical patent/EP0705753A2/fr
Publication of EP0705753A3 publication Critical patent/EP0705753A3/fr
Application granted granted Critical
Publication of EP0705753B1 publication Critical patent/EP0705753B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • 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 trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only

Definitions

  • the invention relates to a method according to the preamble of claim 1. Such a method is known from DE 40 32 722 A1.
  • the signal term to be activated on a light signal is essentially dependent on five different quantities. Above all, this includes the length of the route area to be covered by the signal up to a follow-up signal, the track gradient in this route area, the signal term connected to the follow-up signal, the length of the subsequent slip path, if applicable, and the permissible top speed on the individual sections of the route area.
  • these parameters are taken into account when determining the signal term to be switched on a light signal by using one of several tables for the individual light signals in the context of the choice of signal term for route formation and possibly route monitoring, in which the at the respective start signals, the signal terms to be switched on as a function of the signal terms that can be switched on the target signals are stored.
  • the associated start and finish speeds take into account the parameters listed above with regard to distance, track gradient, maximum line speed and possibly Slip path length.
  • the known method with tabular specification of travel speeds on light signals with its rigid assignments of start and finish speeds is not readily applicable to changes in the track system or during construction work that temporarily lead to a reduction in the permissible maximum line speed on individual sections, unless it is Corresponding tables existed from the start, which would take the individual construction conditions on the system into account.
  • the known method also does not take into account the case of bypasses, which may require different driving speeds than the normally set standard routes.
  • the object of the invention is to provide a method according to the preamble of claim 1, which does not require a large number of assignment tables and which reacts flexibly to changes in the parameters to be included in the determination of travel speeds, and thus also fully covers the case of temporary track construction work and bypasses .
  • the invention solves this problem by the characterizing features of claim 1.
  • the signal terms to be activated in each case can be dependent on the route determine; Any changes to the system or changes to the parameters required for the selection of signal terms and stored for the individual route elements are thus automatically recorded and taken into account.
  • the length information stored for the individual sections can be taken into account in rounded form.
  • the storage effort and transmission effort to be kept for the individual sections is reduced without any rounding off of the length information resulting in any signs of danger.
  • Claim 3 provides that, with different slope information for the individual sections, the strongest slope inclination is used as the total slope for all sections. This measure serves to make the calculation of the permissible driving speeds as simple as possible by assuming a constant inclination for the route to be taken into account. This slope is the slope that causes the greatest driving restriction. Since the actual inclination of the route is at least partially lower than assumed when determining the travel term to be activated on the start signal, it is ensured that a train actually comes to a stop before a destination signal or can be braked to the permissible advance speed there.
  • Claim 4 regulates the case that the route following the start signal has only gradients;
  • the gradient of the entire route corresponds to the gradient of the section with the smallest gradient.
  • the length and possibly slope information for branching elements should be stored in relation to the strand and evaluated according to the respective route of the route.
  • This training takes into account the case that different maximum speeds are permitted via the continuous and branching rod of a switch, which in individual cases, depending on whether a route leads over one or the other branch, may lead to different signal terms for the light signal.
  • the length and possibly slope information to be stored for the sections can also be stored together for several sections according to the teaching of claim 6. This is of interest in particular for jointly isolated guideway elements, which are also dealt with jointly in the choice of signal terms.
  • the lengths of the individual sections can also be weighted on the basis of the respectively associated inclination information.
  • larger incline slopes shorten the length of a track section more than lower incline values.
  • the respective shortening is taken into account the influence of the respective gradient on the braking distance of the vehicles.
  • the length and, if applicable, gradient specifications can be determined as soon as the scale map of the track system is recorded and stored for the sections. Any changes to the respective parameters can be taken into account at any time by changing the stored information without the corresponding information in adjacent sections being affected.
  • the braking properties of the trains can be taken into account when determining the travel speed to be specified. This means that different signal terms may be switched on for vehicles with different braking properties. Trains with better braking properties can pass the line faster and thus contribute to increasing the line performance.
  • the drawing shows a section of a section between two directly successive main light signals, the start signal SS and the target signal ZS. No real length track areas are assigned to these two signals in the outdoor area. Between the two light signals are the track sections A1 and A3 and a switch W with the track-related track sections A2.1 and A2.2; all these sections are represented in the outdoor area by real length track areas.
  • the length of these track sections is plotted below the line representation, for example.
  • the length of section A1 is 200 m, that of section A2.1 on the continuous strand of the switch is 125 m and that of section A3 is 300 m; the track section A2.2 leading over the branching branch of the switch W has a length of 140 m.
  • the slope is plotted in the drawing, which the individual track sections have; this is the steepest slope or the flattest slope within the individual track sections. Furthermore, the maximum line speeds permitted for the individual track sections, namely 160 km / h, 120 or 80 km / h and 160 km / h, are plotted. All this data is stored for the individual sections and can be called up as required. This data is expedient when it is recorded the scale map of the track system is determined and saved for the individual sections.
  • the target signal ZS follows the start signal SS at a shortened signal distance below the normally available control distance.
  • the arrangement in a shortened signal distance requires a separate determination of the signal term to be specified on the start signal SS with other than the usually taken into account distance information so that a train traveling on the route can be braked reliably to the respectively predetermined target speed on the way from the start signal to the target signal.
  • u. a. the length information stored for the individual track sections between the start and the destination signal is called up and added according to the track plan.
  • each slope has the effect of an extension of this section.
  • the influence of the track gradient when choosing the signal term. For the exemplary embodiment shown, it is assumed that the entire distance between the start and the destination signal has a uniform gradient, namely that of the most inclined track section. As can be seen from the assumed section gradients, this is the track inclination of section A3. With the track schedule Calling up the slope information stored for the individual track sections between the start and target signal, the slope value saved for section A3 prevails by overwriting the slope information stored for the other sections.
  • the signal term to be activated in each case on the start signal is dependent not only on the distance between the target signal and the gradient, but also on the signal term that is respectively activated on the target signal; if the train is to stop at the destination signal, a much lower concept of speed must be activated at the start signal than if the destination signal also shows a travel term.
  • the slip path following the target signal must also be taken into account when setting train routes. Only if the danger point follows the target signal at a minimum distance, which is determined by the braking power of vehicles with positive brakes and a maximum driving speed assumed when the target signal slips, does the slipping path have no influence on the determination of the driving concept to be activated on the start signal. However, if it is a shortened slip path with a danger point closer to the target signal, this shortened slip path can certainly lead to a reduction in the term of travel to be activated on the start signal.
  • the target speed VZ stored for the target signal and the length LD stored for the adjacent slip path are advanced via the route elements called up according to the track plan and transmitted to the route element of the start signal. From the parameters available there, a computing arrangement determines a speed VR for the signal image to be switched on at the start signal in a manner not to be explained here. This speed is higher than the permissible maximum speeds VH stored for the individual track sections, the speed VS is to be graded to the permissible maximum speed in the adjacent route area. In the present case, the lowest permissible maximum line speed VH on the way to the target signal is the travel speed of 120 km / h stored for the continuous line of the switch W.
  • the calculated speed VR is below this permissible maximum line speed VH or if it has been graded to this maximum line speed, it forms the speed VS which is to be switched on at the start signal SS.
  • a train passing the start signal at this speed can be safely braked to the target speed of the target signal even with a shortened signal distance.
  • Another less complex way of taking the respective track gradient into account when selecting the signal concept could be to modify the length information stored for the individual sections depending on the inclination, i. H. when calculating the signal term to be switched on for the length of the track section A3 z. B. only to be considered 250 m; on the other hand, the length of section A1 z. B. go into the calculation with 300 m.
  • the length and slope information does not necessarily have to be stored separately for each route element, but can also be stored together for several route elements. This is particularly advantageous in the case of jointly insulated guideway elements that are treated by the signal box as a single guideway element.
  • the signal box When determining the length between successive light signals, the signal box also recognizes the case that there are such short distances between the signals that the formation of a train route is not permitted and short-long journeys are to be used instead.
  • the actual braking capacity of a vehicle can also be taken into account there instead of the braking capacity that is otherwise taken into account when selecting the signal concept.
  • the method according to the invention does not necessarily have to be used where the light signals follow one another at a distance that is at least equal to the defined control distance; There the control interval can be assumed everywhere for the choice of signal terms.
  • memories are then to be set in the route elements in an advantageous manner, the query of which within the framework of the choice of signal terms and, if appropriate the monitoring makes the connection of a signal term independent of the consideration of these variables. This measure shortens the time for determining the signal term to be switched on and relieves the computers provided for the control from unnecessary work.
  • the method according to the invention can also be used advantageously for routes in which the signals follow one another at intervals which are greater than the predetermined control interval, with higher entry speeds then possibly also at greater intervals can be approved.
  • the vehicles are braked to the target speed specified on the target signal and cover the rest of the route to the target signal at a constant speed, the so-called intermediate speed.
  • the application of the method to such sections of the route leads to a greater utilization of the computers used, but also contributes significantly to the increase in the route performance because the route can now be traveled at a higher speed than when taking into account constant control intervals between the signals.
  • main speed indicators are arranged in a route and these are at a shorter distance from the target signal ahead, the main indicators or the groups of elements provided for this purpose should also determine the speed to be displayed, taking into account the determined distance from the target signal ahead in the direction of travel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Indicators Other Than Cathode Ray Tubes (AREA)
  • Liquid Crystal (AREA)
EP95250212A 1994-09-15 1995-08-29 Procédé pour prédéterminer des vitesses de déplacement à des signaux lumineux Expired - Lifetime EP0705753B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4434375A DE4434375A1 (de) 1994-09-15 1994-09-15 Verfahren zur Vorgabe von Fahrgeschwindigkeiten an einem Lichtsignal
DE4434375 1994-09-15

Publications (3)

Publication Number Publication Date
EP0705753A2 true EP0705753A2 (fr) 1996-04-10
EP0705753A3 EP0705753A3 (fr) 1998-01-07
EP0705753B1 EP0705753B1 (fr) 2002-11-20

Family

ID=6529226

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95250212A Expired - Lifetime EP0705753B1 (fr) 1994-09-15 1995-08-29 Procédé pour prédéterminer des vitesses de déplacement à des signaux lumineux

Country Status (3)

Country Link
EP (1) EP0705753B1 (fr)
AT (1) ATE228079T1 (fr)
DE (2) DE4434375A1 (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4032722A1 (de) 1990-10-15 1992-04-16 Siemens Ag Verfahren zur vorgabe von fahrgeschwindigkeiten an lichtsignalen

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2550444C3 (de) * 1975-11-10 1984-01-12 Siemens AG, 1000 Berlin und 8000 München Fahrzeugeinrichtung zum Ermitteln der zulässigen Fahrgeschwindigkeit
DE3001440C2 (de) * 1980-01-16 1982-04-08 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum Bestimmen des an ein Eisenbahn-Triebfahrzeug zu übertragenden Signalbegriffes

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4032722A1 (de) 1990-10-15 1992-04-16 Siemens Ag Verfahren zur vorgabe von fahrgeschwindigkeiten an lichtsignalen

Also Published As

Publication number Publication date
DE4434375A1 (de) 1996-03-21
DE59510463D1 (de) 2003-01-02
EP0705753A3 (fr) 1998-01-07
ATE228079T1 (de) 2002-12-15
EP0705753B1 (fr) 2002-11-20

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