EP0705753B1 - 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
EP0705753B1
EP0705753B1 EP95250212A EP95250212A EP0705753B1 EP 0705753 B1 EP0705753 B1 EP 0705753B1 EP 95250212 A EP95250212 A EP 95250212A EP 95250212 A EP95250212 A EP 95250212A EP 0705753 B1 EP0705753 B1 EP 0705753B1
Authority
EP
European Patent Office
Prior art keywords
signal
information
sections
track
route
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.)
Expired - Lifetime
Application number
EP95250212A
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German (de)
English (en)
Other versions
EP0705753A3 (fr
EP0705753A2 (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
Original Assignee
Siemens AG
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • u. a. those for the individual track sections between start and Destination signal stored length information retrieved and on track be added.
  • 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.
  • 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.
  • 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.
  • 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.

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  • 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)

Claims (13)

  1. Procédé de prescription de vitesse de déplacement à un signal lumineux servant de signal (SS) de départ, en fonction d'une position de signal pour un signal lumineux suivant valant comme signal (ZS) de destination, notamment pour le cas d'un intervalle raccourci par rapport à un intervalle de réglage entre deux signaux, en tenant compte de restrictions de vitesse par des éléments de voie de communication se trouvant dans la voie de communication et en tenant compte des propriétés de freinage du train ou des trains parcourant le trajet,
       caractérisé en ce que pour tous les éléments de la voie de communication qui sont représentés dans l'installation extérieure par des parties (A1, A2.1, A2.2, A3) de voie de longueur réelle, on mémorise des indications correspondantes de longueur, ainsi que, le cas échéant, des indications de pente,
       en ce que l'on ajoute les indications de longueur pour tous les tronçons se trouvant entre le signal de départ et le signal de destination (SS, ZS) en fonction du tracé respectif de la voie et
       en ce que l'on fait dépendre en plus la position du signal se rattachant au signal (SS) de départ des indications ajoutées de longueur des tronçons de voie entre le signal de départ et le signal de destination (SS, ZS) et, le cas échéant, des indications de pente et des vitesses les plus grandes sur le trajet mémorisé pour ces tronçons et appelées en fonction du schéma de voie.
  2. Procédé suivant la revendication 1, caractérisé en ce que, lors de l'addition des indications de longueur, on les arrondit respectivement et ainsi on les raccourcit.
  3. Procédé suivant la revendication 1 ou 2, caractérisé en ce que, pour des indications différentes de pente (+3%, ±0%, -1%) pour les divers tronçons, on prend comme pente globale pour tous les tronçons l'inclinaison (-1%) la plus forte de pente.
  4. Procédé suivant la revendication 1 ou 2, caractérisé en ce que, dans le cas où l'on mémorise pour les divers tronçons exclusivement des pentes, on prend la pente la plus douce comme pente globale pour tous les tronçons.
  5. Procédé suivant l'une des revendications 1 à 4, caractérisé en ce que l'on mémorise, rapportées au tronçon, les indications de longueur et le cas échéant les indications de pente pour des éléments (W) de bifurcation et on les évalue rapportées au tronçon en fonction du tracé de voies respectives.
  6. Procédé suivant l'une des revendications 1 à 5, caractérisé en ce que l'on mémorise, pour tous les éléments de voie de communication isolés d'une manière commune, des indications communes de longueur et, le cas échéant, des indications communes de pente.
  7. Procédé suivant l'une des revendications 1 à 6, caractérisé en ce que, pour des indications différentes de pente pour les divers tronçons, on prend pour la détermination de la position du signal de départ les longueurs réelles de tronçon et les prédictions de pente.
  8. Procédé suivant l'une des revendications 1 à 6, caractérisé en ce que, dans les divers éléments de voie, se produit une pondération des indications de longueur en fonction des informations de pente qui leur sont associées respectivement.
  9. Procédé suivant l'une des revendications 1 à 8, caractérisé en ce que l'on détermine les indications de longueur et, le cas échéant, les indications de pente pour les divers tronçons lors de la réception du plan de position à l'échelle de l'installation ferroviaire et on les mémorise pour ces tronçons.
  10. Procédé suivant l'une des revendications 1 à 9, caractérisé en ce que l'on effectue l'addition des indications de longueur et l'interrogation des autres paramètres nécessaires à la détermination d'une position de signal respectivement dans le sens inverse de la direction de déplacement et on la termine au signal de départ respectif.
  11. Procédé suivant l'une des revendications 1 à 10, caractérisé en ce que l'on fait dépendre la position du signal se rattachant au signal lumineux des propriétés de freinage réelles d'un train parcourant le trajet et en ce que l'on transmet à chaque train des indications sur son pouvoir de freinage par une transmission d'informations sans fautes, à temps avant d'atteindre un signal de départ au poste d'itinéraire déterminant la position du signal.
  12. Procédé suivant l'une des revendications 1 à 11, caractérisé en ce que l'on empêche, lorsque l'on reconnaít des intervalles de signal inférieurs à un intervalle minimum prescrit, la formation d'itinéraires de train.
  13. Procédé suivant l'une des revendications 1 à 11, caractérisé en ce que, pour des parties de gare ou des intervalles de signal raccourcis, on met dans les éléments de voie de communication des mémoires dont l'interrogation dans le cadre du choix de la position du signal et, le cas échéant, de la surveillance rend le rattachement d'une position de signal indépendante de l'addition des longueurs et, le cas échéant, du fait que l'on tient compte de la pente des tronçons suivant ce signal.
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
DE4434375 1994-09-15
DE4434375A DE4434375A1 (de) 1994-09-15 1994-09-15 Verfahren zur Vorgabe von Fahrgeschwindigkeiten an einem Lichtsignal

Publications (3)

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

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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)

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

Family Cites Families (3)

* 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
DE4032722A1 (de) 1990-10-15 1992-04-16 Siemens Ag Verfahren zur vorgabe von fahrgeschwindigkeiten an lichtsignalen

Also Published As

Publication number Publication date
EP0705753A3 (fr) 1998-01-07
EP0705753A2 (fr) 1996-04-10
DE59510463D1 (de) 2003-01-02
ATE228079T1 (de) 2002-12-15
DE4434375A1 (de) 1996-03-21

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