EP0705753B1 - Method for predeterminating running speed at light signals - Google Patents

Abstract

In the signalling system, the signal provided at the beginning of a track section is dependent upon the signal provided at the end of the track section, allowing for the travel velocity restrictions within the track section and the braking characteristics of the train. The track section is divided into successive track elements (A1,A2.1,A2.,A3) of defined length and gradient, with the signal at the beginning of the track section also dependent on the sum of the track element lengths between the signals and the track section gradients.

Description

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 in essentially depends on five different sizes. For this counts above all the length of the signal to be covered Line area up to a follow signal, the track gradient in this route area, the one connected to the next signal Signal term, possibly the length of the subsequent one Slip way and the permissible top speed on the individual sections of the route area. ever greater the distance to the following signal, i.e. Target signal ZS, the lower the track inclination there and the higher the permissible there Driving speed is, the higher the most in the driving direction previous signal, i.e. Start signal SS, permissible driving speed. This driving speed may be still limited by the length of that adjacent to the target signal Slip way and the permissible top speed. In the aforementioned DE-A1, these are Parameters when determining which to switch on a light signal Signal term takes into account that in Framework of the choice of signal terms for route formation and if necessary, route monitoring for the individual light signals one of several tables is used, in which those to be switched on with the respective start signals Signal terms depending on the at the target signals switchable signal terms are stored. The each consider related start and finish speeds the parameters listed above regarding Distance, track gradient, maximum line speed and possibly Durchrutschweglänge. That known from DE-40 32 722 A1 Procedure for specifying driving speeds on light signals is also applicable where the distance between the successive Light signals are smaller than usual considered standard distance of these signals; for such shortened signal distances are corresponding tables with to keep related start and finish speeds and if necessary to query.

The well-known method with tabular specification of driving speeds on light signals with its rigid assignments of start and finish speeds is not without further applicable for changes to the track system or during Construction work that temporarily reduces the permissible maximum line speed on individual sections unless it existed from the start Corresponding tables that show the individual construction stages on the Plant would take into account. The known method is taken into account also not the case of bypasses, which are quite can demand different speeds than usual set regular routes.

The object of the invention is a method according to the preamble of claim 1 specify that without a variety from allocation tables and that flexibly Changes in the determination of driving speeds parameters to be included reacts, and so does the case of temporary track construction work and bypasses full covers.

The invention solves this problem by Features of claim 1. By the track plan Call up the sections between the start and finish signal and the track-based retrieval of those saved for these sections, leave variables relevant for the choice of signal terms the signal terms to be switched on depend on the route determine; any changes to the system or changes the one required for the signal definition, for the individual Track elements stored parameters are like this automatically recorded and taken into account.

Advantageous training and further developments of the invention Procedures are specified in the subclaims.

So according to the teaching of claim 2 for the individual Sections stored length information in rounded Form are taken into account. This reduces the the individual sections of memory to be kept as well Transmission effort without being rounded off by the Length specifications for any signs of danger can come.

Claim 3 provides that with different gradients the steepest incline for each section used as the total gradient for all sections becomes. This measure is used to calculate the allowable To make driving speeds as simple as possible by a constant slope for the distance to be taken into account Is accepted. This inclination is the inclination that the causes greatest driving restriction. Because the actual Route inclination is at least partially less than that of the Determination of the driving concept to be activated on the start signal it is assumed that a train is actually comes to a stop in front of a target signal or on the one there permissible advance speed can be braked.

Claim 4 regulates the case that on the start signal the following route has only gradients; here is used for specifying the driving speeds on the start signal pretended the slope of the entire stretch of the slope of the section with the smallest slope.

Even so, there is a reserve for the advancing train at the Target braking to the target signal.

According to the teaching of claim 5, the length and if necessary Slope information for branching elements related to the string stored and according to the respective route to be evaluated on a string basis. This training takes into account the case that the continuous and the branching rod of a switch different maximum speeds be approved in individual cases, each after whether a driveway over one or the other Branch may lead to different signal terms lead for the light signal.

The length and, if applicable, to be stored for the sections Gradients can be given according to the teaching of the claim 6 can also be stored together for several sections. This is especially true for jointly insulated track elements of interest, which is also common when choosing signal terms be treated.

Is taken into account according to claim 7 when determining the specified travel speeds the actual section lengths and slope statements of the route to optimized speed specifications for the start signal; however, it must be accepted that the corresponding section-related sizes actually all are included in the choice of signal terms, which one increased transmission and computing effort required.

To simplify the computing process, according to claim 8 also a weighting of the length information of the individual sections based on the associated inclination information occur. In this way, larger inclines decrease purely mathematically the length information of a track section stronger 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 possibly slope information can be after the Teaching of claim 9 expediently already at Recording of the scale map of the track system determined and be stored for the sections. Any changes of the respective parameters can be changed by changing the stored information can be taken into account at any time without that the corresponding information of adjacent sections thereof are affected.

If, according to claim 10, the query for the specification of Driving speeds counter the required parameters the direction of the trains happens, then in line is known for speed measurement required sizes available where the relevant one Signal term should be switched on, namely on the start signal.

If there is a possibility that those on the route Trains information about their braking ability to the fail-safe Submit signal box, so according to the teaching of the claim 11 the braking properties of the trains when determining the driving speed to be specified is taken into account become. This leads to that for vehicles with different Braking characteristics may be different Signal terms are switched on. Trains with better braking properties can pass the route faster and thus contribute to increasing the route performance.

When finding very small distances between successive ones Light signals will be according to the teaching of the claim 12 recognized the inadmissibility of the formation of train routes.

In the event that station areas without shortened signal distances are present, claim 13 teaches the setting of Save the associated route elements. This store make the choice of signal terms independent of the length addition and, if necessary, the inclination consideration. In the choice of signal terms is then the standard distance between the light signals as well as inclusion of a regular gradient.

The invention is based on one in the drawing illustrated embodiment explained in more detail.

The drawing shows a section of a route between two successive main light signals, the start signal SS and the target signal ZS. These two signals are in no real length track areas assigned to the outdoor area. The track sections are located between the two light signals A1 and A3 as well as a turnout W with the strand-related Track sections A2.1 and A2.2; all of these sections are in the outdoor area by real length track areas represents. The length of these track sections is below the route display, for example. So is the length of section A1 200 m, that of the section A2.1 on the continuous strand of the switch 125 m and the section A3 300 m; the over the branching strand the track section A2.2 which leads to the soft W has a length of 140 m. Below the lengths are in the drawing Applied slopes that have the individual track sections; this is the steepest gradient or the flattest slope within the individual track sections. Furthermore, for the individual track sections permissible maximum line speeds depending on the route structure, namely 160 km / h, 120 or 80 km / h and Applied at 160 km / h. All of this data is for the individual Sections are stored and can be called up if necessary. This data is expedient when it is recorded the scale map of the track system determined and for the individual sections are saved.

It is assumed that the target signal ZS is shortened Signal distance below the usual control distance follows the start signal SS. The arrangement in a shortened signal distance requires a separate one Determination of the signal term to be specified on the start signal SS with distances other than the usually taken into account, thus a train traveling on the route on the Path from the start signal to the target signal reliably on each specified target speed can be braked. According to the teaching of the invention it is provided that u. a. those for the individual track sections between start and Destination signal stored length information retrieved and on track be added. This is expediently carried out by Target signal from against the direction of travel, so that for the Determination of the signal term to be activated on the start signal relevant distance value between start and target signal in the Element group of the start signal is present; in the present For example, this distance is 625 m compared to an assumed one Control distance of z. B. 1,000 m.

In the determination of the signal term to be activated on the start signal flows next to the length of the individual track sections between the start and finish signal also their respective Slope on; every track inclination has the effect of a shortening of the associated track section, each slope like an extension of this section. There are multiple possibilities, the influence of the track gradient in the choice of signal terms to consider. For the illustrated embodiment it is assumed that the entire distance between The start and finish signals have a uniform gradient and that of the most inclined track section. As can be seen from the assumed section gradients, this is the slope of section A3. With the track schedule Call up the for the individual track sections between Start and finish signal stored slope information the slope value saved for section A3 is set by depositing those for the other sections Gradient overrides.

The signal term to be switched on at the start signal is in addition to the distance between the target signal and the gradient depending on the signal term switched on at the target signal; if the train should stop at the destination signal, then a much lower concept of speed at the start signal to turn on as if the target signal is also one Driving concept shows.

Another relevant variable for the choice of signal terms is when setting train routes still to the target signal each subsequent slipping path to be considered. Just if the danger point at a minimum distance to the target signal follows, which is determined by the braking ability braked vehicles and one slipping on Target signal assumed the highest driving speed, so the slipping path has no influence on the determination of the am Start signal to be switched on. Is it however by a shortened slip way with a closer to Target signal located danger point, this can be shortened Slip way to a reduction in the start signal lead driving concept to be switched on.

The target speed saved for the target signal VZ and the one saved for the adjacent slip path Length LD are called up via the track schedule Track elements advanced and to the track element of the Start signal transmitted. From the parameters available there determines a computing arrangement for a not to be explained here Way a speed VR for that at the start signal signal image to be switched on. This speed is higher than the permissible stored for the individual track sections Maximum speeds VH, so is the speed VS graded to the permissible maximum speed in the adjacent Haul. In the present case it is the lowest permissible maximum line speed VH on the way to the target signal for the continuous strand of the switch W stored driving speed of 120 km / h. Is that calculated speed VR below this permissible Line speed VH or is it on this Line speed has been graduated, so it forms the speed VS to turn on the start signal SS is. A passing the start signal at this speed Train can safely move up even with a shortened signal distance the target speed of the target signal are braked.

Another less expensive way to take into account the respective track gradient in the choice of signal terms could consist of those deposited for the individual sections Modify length specifications depending on inclination, d. H. in the Calculation of the signal term to be switched on for the length the track section A3 z. B. only to be considered 250 m; on the other hand, the length of section A1 z. B. with 300 m in do the calculation.

Of course it is also possible for the calculation the actual slope of the signal term to be switched on of the individual track sections. This requires however the transmission of an appropriate number of Slope information on the route element of the start signal and it requires a corresponding computing effort.

When taking the individual section lengths into account it makes sense to round off the length specifications, d. H. With if necessary, slightly shortened section lengths expected. This would have the advantage that the storage effort for the individual track elements would be reduced and that too less data would have to be transferred. By shortening the length information included in the calculation can in no way to incorrect signal specifications in the sense of safety come because these reductions in length are too low Signal terms, but never too high signal terms to lead.

The length and slope information does not necessarily have to be for each track element can be stored separately, but can also be stored together for several track elements his. This is particularly advantageous in the case of jointly insulated Track elements made by the signal box like a single one Track element are treated.

The signal box detects between when determining the length successive light signals also the case that between the signals are so short distances that the Forming a train route is prohibited and instead Short-long trips are to be used.

If the vehicles traveling on the route are able to information about their actual status in a signal-safe manner Can then transmit braking power to the signal box there instead of what is otherwise taken into account when choosing the signal term Braking ability also the actual braking ability of a vehicle are taken into account.

Where the light signals follow each other at a distance, which is at least equal to the specified control interval, must the method according to the invention is not necessarily used come; there can be used everywhere for the signal definition Standard distance can be assumed. For the track elements such route areas in the outdoor area through track areas are presented in real length To set track elements in an advantageous manner, their query as part of the choice of signal terms and, if necessary monitoring the connection of a signal term from taking these variables into account. This measure shortens the time for determining the each signal term to be switched on and relieves the for the controller provided computers from unnecessary work. On the other hand, it is also the case for Routes where the signals follow one another at intervals, which are larger than the specified control distance, the inventive methods are used with advantage can, and then possibly also at larger distances higher entry speeds can be permitted. So far, it is usually the case that on such sections of the route the vehicles to the target speed specified on the target signal be braked and the rest of the route up to the target signal at constant speed, the so-called intermediate speed, travel. The application of the procedure for such sections of the route to a greater utilization of the computers used, however, also contributes significantly to increasing route performance at because the route is now at higher speed can be driven on, taking into account constant Regular intervals between the signals. In any case it is advantageous to use the method according to the invention there, where light signals are at a shorter distance from each other consequences.

Main speed indicators are arranged in a route and they are located in front of the target signal the shortened distance, so the main indicators or provided element groups the speed to be displayed also taking into account the determined distance determine the target signal in the direction of travel.

Claims (13)

1. Method for predefining travelling speeds at a light signal as a starting signal (SS) as a function of a signal indication which applies to a following light signal as a target signal (ZS), in particular for the case of a distance between two signals which is shortened in comparison with a standard distance, taking into account speed restrictions by route elements lying on the route and taking into account the braking properties of the train or trains travelling along the line, characterized in that relevant length information and, if appropriate, negative gradient information, is stored for all the route elements which are represented in the external system by means of track areas (A1, A2.1, A2.2, A3) with real lengths, in that the length information for all the sections lying between the start signal and target signal (SS, SZ) are added in accordance with the respective course of the track, and in that the signal indication which is to be connected to the starting signal (SS) is made additionally dependent on the added length information of the track stations between the start signal and target signal (SS,ZS) and if appropriate on the negative gradient information and line maximum speeds which are stored for these sections and called in accordance with the track diagram.
2. Method according to Claim 1, characterized in that, during the addition of the length information, said information is respectively approximated, and thus abbreviated.
3. Method according to Claim 1 or 2, characterized in that, given different negative gradient information (+3%, ±0% - 1%) for the individual sections, the largest negative gradient (-1%) is used as the overall negative gradient for all the sections.
4. Method according to Claim 1 or 2, characterized in that in the event of exclusively positive gradients being stored for the individual sections, the smallest positive gradient is used as the overall positive gradient for all the sections.
5. Method according to one of Claims 1 to 4, characterized in that the length information and, if appropriate, the negative gradient information in the case of branching elements (W) is stored on a path-specific basis and evaluated on a path-specific basis in accordance with the respective course of the route.
6. Method according to one of Claims 1 to 5, characterized in that common length information and, if appropriate, negative gradient information is stored for the route elements with common insulation.
7. Method according to one of Claims 1 to 6, characterized in that, given different negative gradient information for the individual sections, the actual section lengths and negative gradient data are used for determining the start signal indication.
8. Method according to one of Claims 1 to 6, characterized in that weighting of the length information takes place in the individual route elements on the basis of the respectively associated gradient information.
9. Method according to one of Claims 1 to 8, characterized in that the length information and, if appropriate, negative gradient information, for the individual sections is determined during the registration of the scale position diagram of the track system and is stored for these sections.
10. Method according to one of Claims 1 to 9, characterized in that the addition of the length information and the interrogation of the other parameters which are necessary for determining a signal indication takes place in each case counter to the travelling direction and ends at the respective start signal.
11. Method according to one of Claims 1 to 10, characterized in that the signal indication which is to be connected to a light signal is made dependent on the actual braking properties of a train which is travelling along the line, and in that the respective train transmits information relating to its braking capacity, in good time before it reaches a start signal, by means of a failsafe transmission of information to the signal box which determines the signal indication.
12. Method according to one of Claims 1 to 11, characterized in that when signal distances below a given minimum distance are determined, the formation of main routes is prevented.
13. Method according to one of Claims 1 to 11, characterized in that, for railway station areas without abbreviated signal distances in the route elements, memories are set whose interrogation makes the connection of a signal indication independent of the length addition and, if appropriate, independent of the consideration of the inclination of the sections following this signal, within the scope of the selection of a signal indication and if appropriate the monitoring.

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