EP0714823A2 - Train recording system in a track section with crossing lines - Google Patents
Train recording system in a track section with crossing lines Download PDFInfo
- Publication number
- EP0714823A2 EP0714823A2 EP95250288A EP95250288A EP0714823A2 EP 0714823 A2 EP0714823 A2 EP 0714823A2 EP 95250288 A EP95250288 A EP 95250288A EP 95250288 A EP95250288 A EP 95250288A EP 0714823 A2 EP0714823 A2 EP 0714823A2
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- European Patent Office
- Prior art keywords
- line
- train
- conductor loop
- frequency
- transmission
- 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.)
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Classifications
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- 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 vehicle train, e.g. to release brake, 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
- B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
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- 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 vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
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- 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 vehicle train, e.g. to release brake, 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
- B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
- B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]
Definitions
- the invention relates to a device according to the preamble of claim 1.
- a device is such. B. known from DE 21 54 913 A1.
- short loops are arranged in front of the entry sections of a route area equipped with devices for line-shaped train control, via which the trains or vehicles passing them are transmitted identifiers, under which they are then supplied with line conductor information in a train- or location-selective manner.
- a train protection system with line-shaped signal transmission between train and route in which local transmission devices are arranged for the transmission of additional point-like information along the route, which are supplied with energy via the line conductor.
- a direct or alternating current is fed into the line conductor in addition to the signal current, which is decoupled from the line conductor at the fixed transmission devices and is used there to feed a frequency converter to which a transmission loop for the location-selective transmission of additional information a passing train or vehicle is connected.
- the frequency of the signals emitted by the fixed transmission devices differs from case to case and always differs from the frequency of the line conductor signals.
- the information that can be transmitted by a stationary transmission device therefore consists in the respective frequency of the emitted signals and is therefore very limited.
- the known transmission devices are therefore only suitable to a limited extent for the transmission of telephone numbers as are required for the inclusion of trains and vehicles in an LZB area. Because of the transmission of signals of different frequencies, corresponding selection means must also be present on the vehicles, which means additional effort in the vehicle devices.
- the object of the invention is to design a device according to the preamble of claim 1 so that the supply of a separate conductor loop for the number transfer in a known manner also via a line conductor, but that this conductor loop diverse information in the same form of presentation and the same frequency can be transmitted as via the line manager, so that no additional effort is required on the vehicles for recognizing the phone numbers.
- the drawing shows a light signal S, the respective signal term of which is in front of the light signal in the direction of travel routed line conductor L possibly should be transmitted together with other information to a train approaching the light signal.
- the line conductor is provided with marking points which are recognizable by a vehicle passing by.
- the line conductor is fed with an AC signal in a manner to be explained.
- a vehicle whose vehicle antennas e.g. B.
- the line conductor signals contain travel commands that are represented by information telegrams. These information telegrams are intended to enable the vehicle to brake to a predetermined target speed at the light signal S or at another route point. In addition to the target speed related to the end of the relevant section and the respective target distance to the target, here for the light signal, they include, among other things, the advance speed permitted at the end of the individual sections.
- the vehicle From this advance speed, the vehicle has to continuously determine its current speed as it advances according to the length of the section and the distance covered in the respective section, as well as a predetermined braking deceleration, until this information is updated in a subsequent section of the route by new line manager information. It does not need to be of interest here whether the vehicle reports its respective driving location to the route center and this route center then specifically switches only the data held ready for the section reported by the vehicle or cyclically one after the other to the line manager. In any case it is the case that a vehicle is in the route area equipped with devices for continuous information transmission If you want to drive in, you have to be informed beforehand at least about the identifier that is attached to the line manager information intended for the first section of the LZB route.
- An initial loop A arranged in front of the LZB link area serves this purpose. This is fed by a frequency converter F which is connected to the line conductor L. So that the same antennas and signal evaluation devices can be used for the transmission of the identifier referred to below as the call number on the vehicles as for the recording and evaluation of the line conductor information, telegrams should be transmitted via the initial loop, the structure of which corresponds to that of the LZB telegrams and these telegrams should be represented by means of a signal current which has the same transmission frequency as the signal currents of the line conductor. Nevertheless, it must be ensured that the telephone number telegrams can only be transmitted to the vehicles via the initial loop and not via the line manager.
- the frequency converter F is used to feed the frequency converter F, the frequency of which is inversely proportional to the line conductor transmission frequency as the input / output converter ratio of the frequency converter. If, as in the example assumed, the frequency converter is set up to double the input frequency on the output side, the telephone number telegrams are fed into the line conductor L with half the frequency of the signal streams used for the transmission of the LZB telegrams.
- the LZB telegrams are transmitted from a transmitter S1 with a center frequency of 36 kHz and the telegrams for the initial loop from a transmitter S2 with a center frequency of 18 kHz.
- the signal is transmitted by frequency modulation in accordance with data that can be extracted from telegram memories.
- This data - insofar as it concerns travel command data - is kept available for transmission in TL.1 and TL.2 telegram memories, which are duplicated for reasons of safety, and in accordance with the am Light signal S each of the connected signal terms is alternately called up from the telegram memories via a signal interface SI.
- the telegrams for fixed data to be transmitted from the initial loop are taken from a separate telegram memory TA and lead to frequency modulation of the 18 kHz signal. This 18 kHz signal cannot be picked up by a train traveling in the line conductor area because it lies outside the bandwidth of its receiving antennas.
- the 36 kHz signal cannot be detected by a train traveling through the initial loop A because, due to the frequency conversion, it is emitted there at a frequency of 72 kHz, which is also outside the bandwidth of the receiving antennas on the vehicle, or by a selective frequency converter is suppressed. Because the telegrams to be transmitted are only represented by signal currents of a predetermined frequency (36 kHz) where they are actually supposed to be transmitted, there is a clear selection of the telegrams by telephone number and LZB telegrams.
- the minimum length of at least the initial loop is determined by the maximum permissible travel speed of a train in the area of the initial loop, the telegram transmission time and the number of telegrams that should at least be able to be transmitted during the coupling of the initial loop and vehicle antenna.
- the initial loop A is designed as a short-circuit loop.
- this extended initial loop can be used to transmit further information to a train advancing into the LZB area, for example information about the travel speeds permitted there. This makes it possible for information such.
- B. about Transfer slow speed points to the train and monitor compliance with the specified speed values on the train. This information can be transmitted in a location-selective manner, separate information being specified for each section, or else the same information can be transmitted in all sections of the initial loop.
Abstract
Description
Die Erfindung bezieht sich auf eine Einrichtung nach dem Oberbegriff des Patentanspruchs 1. Eine derartige Einrichtung ist z. B. aus der DE 21 54 913 A1 bekannt. Dort sind vor den Einfahrabschnitten eines mit Einrichtungen zur linienförmigen Zugbeeinflussung ausgerüsteten Streckenbereiches sogenannte Kurzschleifen angeordnet, über die den sie passierenden Zügen oder Fahrzeugen Kennungen übermittelt werden, unter denen sie anschließend zug- oder ortsselektiv mit Linienleiterinformationen versorgt werden.The invention relates to a device according to the preamble of
Bei den bekannten Einrichtungen zur Aufnahme eines Zuges oder Fahrzeugs in einen mit einem Linienleiter zur kontinuierlichen Informationsübertragung ausgerüsteten Streckenbereich bedarf es zum übermitteln von Rufnummern für die anschließende Übertragung von LZB-Informationen regelmäßig dann gesonderter Energieversorgungseinrichtungen, wenn für das Erkennen dieser Rufnummern auf den Fahrzeugen die gleichen Einrichtungen verwendet werden sollen wie für das Erkennen der LZB-Informationen.In the known devices for accommodating a train or vehicle in a route area equipped with a line conductor for the continuous transmission of information, separate energy supply devices are required for the transmission of telephone numbers for the subsequent transmission of LZB information, if the same for recognizing these telephone numbers on the vehicles Facilities should be used as for recognizing the LZB information.
Aus der DE-OS 15 30 384 ist ein Zugsicherungssystem mit linienförmiger Signalübertragung zwischen Zug und Strecke bekannt, bei dem zur Übermittlung zusätzlicher punktförmiger Informationen entlang der Strecke Ortsübertragungseinrichtungen angeordnet sind, die über den Linienleiter mit Energie versorgt werden. Hierzu wird in den Linienleiter zusätzlich zum Signalstrom ein Gleich- oder Wechselstrom eingespeist, der an den ortsfesten Übertragungseinrichtungen aus dem Linienleiter ausgekoppelt wird und dort zum Speisen eines Frequenzumsetzers dient, an den eine Übertragungsschleife für die ortsselektive Übermittlung einer Zusatzinformation an einen vorüberlaufenden Zug oder ein vorüberlaufendes Fahrzeug angeschlossen ist. Die Frequenz der von den ortsfesten Übertragungseinrichtungen abgestrahlten Signale ist von Fall zu Fall verschieden und unterscheidet sich immer von der Frequenz der Linienleitersignale. Die von einer ortsfesten Übertragungseinrichtung übermittelbare Information besteht also in der jeweiligen Frequenz der abgestrahlten Signale und ist daher sehr begrenzt. Für die Übermittlung von Rufnummern, wie sie für die Aufnahme von Zügen und Fahrzeugen in einen LZB-Bereich benötigt werden, sind die bekannten Übertragungseinrichtungen daher nur bedingt geeignet. Wegen der Übermittlung von Signalen unterschiedlicher Frequenzen müssen auf den Fahrzeugen auch entsprechende Selektionsmittel vorhanden sein, welche einen zusätzlichen Aufwand in den Fahrzeuggeräten bedeuten.From DE-OS 15 30 384, a train protection system with line-shaped signal transmission between train and route is known, in which local transmission devices are arranged for the transmission of additional point-like information along the route, which are supplied with energy via the line conductor. For this purpose, a direct or alternating current is fed into the line conductor in addition to the signal current, which is decoupled from the line conductor at the fixed transmission devices and is used there to feed a frequency converter to which a transmission loop for the location-selective transmission of additional information a passing train or vehicle is connected. The frequency of the signals emitted by the fixed transmission devices differs from case to case and always differs from the frequency of the line conductor signals. The information that can be transmitted by a stationary transmission device therefore consists in the respective frequency of the emitted signals and is therefore very limited. The known transmission devices are therefore only suitable to a limited extent for the transmission of telephone numbers as are required for the inclusion of trains and vehicles in an LZB area. Because of the transmission of signals of different frequencies, corresponding selection means must also be present on the vehicles, which means additional effort in the vehicle devices.
Aufgabe der Erfindung ist es, eine Einrichtung nach dem Oberbegriff des Patentanspruchs 1 so auszubilden, daß die Speisung einer gesonderten Leiterschleife für die Rufnummernübermittlung in an sich bekannter Weise zwar ebenfalls über einen Linienleiter geschieht, daß aber über diese Leiterschleife vielfältige Informationen in der gleichen Darstellungsform und der gleichen Frequenz übermittelt werden können wie über den Linienleiter, so daß auf den Fahrzeugen für das Erkennen der Rufnummern keinerlei zusätzlicher Aufwand erforderlich ist.The object of the invention is to design a device according to the preamble of
Die Erfindung löst diese Aufgabe durch die kennzeichnenden Merkmale des Patentanspruches 1. Vorteilhafte Aus- und Weiterbildungen der erfindungsgemäßen Einrichtung sind in den Unteransprüchen angegeben.The invention solves this problem by the characterizing features of
Die Erfindung ist nachstehend anhand eines in der Zeichnung schematisch dargestellten Ausführungsbeispieles näher erläutert. Die Zeichnung zeigt ein Lichtsignal S, dessen jeweiliger Signalbegriff über einen in Fahrrichtung vor dem Lichtsignal verlegten Linienleiter L möglicherweise zusammen mit anderen Informationen an einen sich dem Lichtsignal nähernden Zug übermittelt werden soll. Der Linienleiter ist durch Kreuzen seines Hin- und Rückleiters in vorgegebenen, vorzugsweise gleichen Abständen mit Markierungsstellen versehen, die von einem vorüberlaufenden Fahrzeug erkennbar sind. Hierzu wird der Linienleiter auf noch zu erläuternde Weise mit einem Signalwechselstrom gespeist. Ein Fahrzeug, dessen Fahrzeugantennen z. B. an die gleismittig verlegten Teile des Linienleiters angekoppelt ist, erkennt aus dem Phasenwechsel der Linienleitersignale in den aufeinanderfolgenden Abschnitten das Überfahren einer solchen Markierungsstelle und kann sich damit innerhalb des Linienleiterbereiches orientieren. Die Linienleitersignale beinhalten Fahrbefehle, die durch Informationstelegramme dargestellt sind. Diese Informationstelegramme sollen es dem Fahrzeug ermöglichen, am Lichtsignal S oder an einem sonstigen Streckenpunkt auf eine vorgegebene Zielgeschwindigkeit abzubremsen. Sie beinhalten neben der auf das Ende des betreffenden Abschnitts bezogenen Zielgeschwindigkeit und der jeweiligen Zielentfernung zum Ziel, hier zum Lichtsignal, u. a. die am Ende der einzelnen Abschnitte jeweils zulässige Vorrückgeschwindigkeit. Aus dieser Vorrückgeschwindigkeit hat das Fahrzeug beim Vorrücken entsprechend der Länge des Abschnittes und der im jeweiligen Abschnitt zurückgelegten Wegstrecke sowie einer vorgegebenen Bremsverzögerung ständig seine aktuelle Geschwindigkeit zu bestimmen, bis diese Angaben in einem folgenden Streckenabschnitt durch neue Linienleiterinformationen aktualisiert werden. Ob dabei das Fahrzeug seinen jeweiligen Fahrort an die Streckenzentrale meldet und diese Streckenzentrale dann gezielt nur die für den vom Fahrzeug besetztgemeldeten Abschnitt bereitgehaltenen Daten oder zyklisch nacheinander die für alle Abschnitte bereitgehaltenen Daten auf den Linienleiter schaltet, braucht hier nicht zu interessieren. Auf jeden Fall ist es so, daß ein Fahrzeug, das in den mit Einrichtungen zur kontinuierlichen Informationsübertragung ausgerüsteten Streckenbereich einfahren will, vorher unterrichtet werden muß mindestens über die Kennung, die den für den ersten Abschnitt der LZB-Strecke bestimmten Linienleiterinformationen beigegeben ist. Hierzu dient eine vor dem LZB-Streckenbereich angeordnete Anfangsschleife A. Diese wird von einem Frequenzumsetzer F gespeist, der an den Linienleiter L angeschlossen ist. Damit für die Übermittlung der nachfolgend als Rufnummer bezeichneten Kennung auf den Fahrzeugen die gleichen Antennen und Signalauswerteeinrichtungen verwendet werden können wie für das Aufnehmen und Bewerten der Linienleiterinformationen, sollen über die Anfangsschleife Telegramme übertragen werden, deren Aufbau dem der LZB-Telegramme entspricht und diese Telegramme sollen mittels eines Signalstromes dargestellt werden, der die gleiche Übertragungsfrequenz aufweist wie die Signalströme des Linienleiters. Dennoch ist sicherzustellen, daß die Rufnummerntelegramme ausschließlich über die Anfangsschleife, nicht jedoch über den Linienleiter auf die Fahrzeuge übermittelbar sind. Dies geschieht dadurch, daß zum Speisen des Frequenzumsetzers F ein Signalstrom verwendet wird, dessen Frequenz sich zur Linienleiterübertragungsfrequenz umgekehrt proportional verhält wie das Eingangs/Ausgangsumsetzerverhältnis des Frequenzumsetzers. Wenn der Frequenzumsetzer wie im angenommenen Beispiel zu einer ausgangsseitigen Verdoppelung der Eingangsfrequenz eingerichtet ist, so erfolgt die Einspeisung der Rufnummerntelegramme in den Linienleiter L mit der halben Frequenz der für die Übermittlung der LZB-Telegramme verwendeten Signalströme. Im dargestellten Beispiel werden die LZB-Telegramme von einem Sender S1 mit einer Mittenfrequenz von 36 kHz übertragen und die Telegramme für die Anfangsschleife von einem Sender S2 mit einer Mittenfrequenz von 18 kHz. Die Signalübertragung erfolgt durch Frequenzmodulation nach Maßgabe von aus Telegrammspeichern entnehmbaren Daten. Diese Daten - soweit es sich um Fahrbefehlsdaten handelt - werden in aus Gründen der Sicherheit doppelt vorhandenen Telegrammspeichern TL.1 und TL.2 zur Übertragung bereitgehalten und nach Maßgabe des am Lichtsignal S jeweils angeschalteten Signalbegriffs wechselweise über ein Signalinterface SI aus den Telegrammspeichern abgerufen. Die von der Anfangsschleife zu übertragenden Telegramme für Festdaten werden aus einem gesonderten Telegrammspeicher TA entnommen und führen zur Frequenzmodulation des 18 kHz-Signals. Dieses 18 kHz-Signal kann von einem den Linienleiterbereich befahrenden Zug nicht aufgenommen werden, weil es außerhalb der Bandbreite seiner Empfangsantennen liegt. In entsprechender Weise kann das 36 kHz-Signal nicht von einem die Anfangsschleife A befahrenden Zug detektiert werden, weil es infolge der Frequenzumsetzung dort mit einer Frequenz von 72 kHz abgestrahlt wird, die ebenfalls außerhalb der Bandbreite der fahrzeugseitigen Empfangsantennen liegt, oder durch einen selektiven Frequenzumsetzer unterdrückt wird. Dadurch, daß die jeweils zur Übertragung anstehenden Telegramme nur dort durch SignalstrÖme vorgegebener Frequenz (36 kHz) dargestellt werden, wo sie auch tatsächlich übertragen werden sollen, ist eine eindeutige Selektion der Telegramme nach Rufnummer und LZB-Telegrammen gegeben.The invention is explained below with reference to an embodiment shown schematically in the drawing. The drawing shows a light signal S, the respective signal term of which is in front of the light signal in the direction of travel routed line conductor L possibly should be transmitted together with other information to a train approaching the light signal. By crossing its outward and return conductors at predetermined, preferably equal intervals, the line conductor is provided with marking points which are recognizable by a vehicle passing by. For this purpose, the line conductor is fed with an AC signal in a manner to be explained. A vehicle whose vehicle antennas e.g. B. is coupled to the track-centered parts of the line conductor, recognizes from the phase change of the line conductor signals in the successive sections, the passage of such a marking point and can thus orient itself within the line conductor area. The line conductor signals contain travel commands that are represented by information telegrams. These information telegrams are intended to enable the vehicle to brake to a predetermined target speed at the light signal S or at another route point. In addition to the target speed related to the end of the relevant section and the respective target distance to the target, here for the light signal, they include, among other things, the advance speed permitted at the end of the individual sections. From this advance speed, the vehicle has to continuously determine its current speed as it advances according to the length of the section and the distance covered in the respective section, as well as a predetermined braking deceleration, until this information is updated in a subsequent section of the route by new line manager information. It does not need to be of interest here whether the vehicle reports its respective driving location to the route center and this route center then specifically switches only the data held ready for the section reported by the vehicle or cyclically one after the other to the line manager. In any case it is the case that a vehicle is in the route area equipped with devices for continuous information transmission If you want to drive in, you have to be informed beforehand at least about the identifier that is attached to the line manager information intended for the first section of the LZB route. An initial loop A arranged in front of the LZB link area serves this purpose. This is fed by a frequency converter F which is connected to the line conductor L. So that the same antennas and signal evaluation devices can be used for the transmission of the identifier referred to below as the call number on the vehicles as for the recording and evaluation of the line conductor information, telegrams should be transmitted via the initial loop, the structure of which corresponds to that of the LZB telegrams and these telegrams should be represented by means of a signal current which has the same transmission frequency as the signal currents of the line conductor. Nevertheless, it must be ensured that the telephone number telegrams can only be transmitted to the vehicles via the initial loop and not via the line manager. This is done in that a signal current is used to feed the frequency converter F, the frequency of which is inversely proportional to the line conductor transmission frequency as the input / output converter ratio of the frequency converter. If, as in the example assumed, the frequency converter is set up to double the input frequency on the output side, the telephone number telegrams are fed into the line conductor L with half the frequency of the signal streams used for the transmission of the LZB telegrams. In the example shown, the LZB telegrams are transmitted from a transmitter S1 with a center frequency of 36 kHz and the telegrams for the initial loop from a transmitter S2 with a center frequency of 18 kHz. The signal is transmitted by frequency modulation in accordance with data that can be extracted from telegram memories. This data - insofar as it concerns travel command data - is kept available for transmission in TL.1 and TL.2 telegram memories, which are duplicated for reasons of safety, and in accordance with the am Light signal S each of the connected signal terms is alternately called up from the telegram memories via a signal interface SI. The telegrams for fixed data to be transmitted from the initial loop are taken from a separate telegram memory TA and lead to frequency modulation of the 18 kHz signal. This 18 kHz signal cannot be picked up by a train traveling in the line conductor area because it lies outside the bandwidth of its receiving antennas. In a corresponding manner, the 36 kHz signal cannot be detected by a train traveling through the initial loop A because, due to the frequency conversion, it is emitted there at a frequency of 72 kHz, which is also outside the bandwidth of the receiving antennas on the vehicle, or by a selective frequency converter is suppressed. Because the telegrams to be transmitted are only represented by signal currents of a predetermined frequency (36 kHz) where they are actually supposed to be transmitted, there is a clear selection of the telegrams by telephone number and LZB telegrams.
Die Mindestlänge mindestens der Anfangsschleife ist bestimmt durch die maximal zulässige Fahrgeschwindigkeit eines Zuges im Bereich der Anfangsschleife, die Telegrammübertragungszeit und die Anzahl der Telegramme, die während der Kopplung von Anfangs schleife und Fahrzeugantenne mindestens übermittelbar sein sollen.The minimum length of at least the initial loop is determined by the maximum permissible travel speed of a train in the area of the initial loop, the telegram transmission time and the number of telegrams that should at least be able to be transmitted during the coupling of the initial loop and vehicle antenna.
Im vorliegenden Beispiel ist die Anfangsschleife A als Kurzschlußschleife ausgeführt. Es ist jedoch auch möglich, die Anfangsschleife durch eine längere Schleife nach Art eines Linienleiters auszuführen, der dann jedoch durch den Wellenwiderstand abzuschließen ist. Über diese verlängerte Anfangsschleife können neben der Rufnummer weitere Informationen an einen auf den LZB-Bereich vorrückenden Zug übermittelt werden, beispielsweise Angaben über dort zulässige Fahrgeschwindigkeiten. Damit ist es möglich, Informationen z. B. über Langsamfahrstellen an den Zug zu übertragen und auf dem Zug das Einhalten der vorgegebenen Geschwindigkeitswerte zu überwachen. Die Übermittlung dieser Informationen kann ortsselektiv erfolgen, wobei für jeden Abschnitt gesonderte Informationen vorgegeben werden, oder aber in allen Abschnitten der Anfangsschleife können die gleichen Informationen übertragen werden.In the present example, the initial loop A is designed as a short-circuit loop. However, it is also possible to carry out the initial loop by means of a longer loop in the manner of a line conductor, which, however, must then be terminated by the characteristic impedance. In addition to the telephone number, this extended initial loop can be used to transmit further information to a train advancing into the LZB area, for example information about the travel speeds permitted there. This makes it possible for information such. B. about Transfer slow speed points to the train and monitor compliance with the specified speed values on the train. This information can be transmitted in a location-selective manner, separate information being specified for each section, or else the same information can be transmitted in all sections of the initial loop.
Claims (5)
dadurch gekennzeichnet,
daß das den Linienleiter (L) speisende Streckengerät (SG) dem Frequenzumsetzer (F) über den Linienleiter für die Übermittlung der Rufnummer Signale zuführt, deren Frequenz (18 kHz) sich zur Linienleiter-Übertragungsfrequenz (36 kHz) umgekehrt proportional (2:1) verhält wie das Eingangs/Ausgangs-Umsetzverhältnis (1:2) des Frequenzumsetzers.Device for picking up a train / vehicle in a route area equipped with a line conductor for continuous information transmission when entering this area using a separate conductor loop in the direction of travel before the first section of the route area for transmitting a telephone number to the train or the vehicle, under the following on this / this data are to be transmitted in a location-selective manner, the energy supply for this conductor loop being carried out via a frequency converter incorporated in the line conductor,
characterized,
that the line device (L) feeding the line device (SG) feeds the frequency converter (F) via the line line for the transmission of the call number, the frequency (18 kHz) of which is inversely proportional to the line line transmission frequency (36 kHz) (2: 1) behaves like the input / output conversion ratio (1: 2) of the frequency converter.
dadurch gekennzeichnet,
daß die Rufnummer durch mindestens ein Datentelegramm dargestellt ist.Device according to claim 1,
characterized,
that the number is represented by at least one data telegram.
dadurch gekennzeichnet,
daß die Ausdehnung der Leiterschleife (A) in Längsrichtung des Gleises mindestens so groß ist, daß bei einer angenommenen maximalen Fahrgeschwindigkeit eine verabredete Anzahl von Datentelegrammen vereinbarter Länge an einen vorüberlaufenden Zug vollständig übermittelbar sind.Device according to claim 2,
characterized,
that the extension of the conductor loop (A) in the longitudinal direction of the track is at least so large that an agreed number of data telegrams of an agreed length can be completely transmitted to a passing train at an assumed maximum traveling speed.
dadurch gekennzeichnet,
daß die Leiterschleife (L) als Kurzschlußschleife ausgeführt ist.Device according to claim 3,
characterized,
that the conductor loop (L) is designed as a short-circuit loop.
dadurch gekennzeichnet,
daß die Leiterschleife als ein- oder mehrfach gekreuzte, mit dem Wellenwiderstand abgeschlossene Linienleiterschleife ausgeführt ist, über die neben der Rufnummer auch weitere Daten übermittelbar sind.Device according to claim 3,
characterized by
that the conductor loop is designed as a single or multiple crossed line conductor loop terminated with the characteristic impedance, via which, in addition to the telephone number, further data can also be transmitted.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4444516 | 1994-11-30 | ||
| DE19944444516 DE4444516A1 (en) | 1994-11-30 | 1994-11-30 | Device for taking a train into an LZB route area |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0714823A2 true EP0714823A2 (en) | 1996-06-05 |
| EP0714823A3 EP0714823A3 (en) | 1999-01-13 |
Family
ID=6535783
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95250288A Withdrawn EP0714823A3 (en) | 1994-11-30 | 1995-11-22 | Train recording system in a track section with crossing lines |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP0714823A3 (en) |
| DE (1) | DE4444516A1 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1530384A1 (en) | 1965-07-23 | 1969-10-02 | Siemens Ag | Train protection system with linear signal transmission between train and track |
| DE2154913A1 (en) | 1971-11-02 | 1973-05-10 | Licentia Gmbh | PROCEDURE FOR VEHICLE LOCATION IN A ROUTE NETWORK |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4235105A1 (en) * | 1992-10-17 | 1994-04-21 | Sel Alcatel Ag | System for linear train control with improved vehicle location |
-
1994
- 1994-11-30 DE DE19944444516 patent/DE4444516A1/en not_active Withdrawn
-
1995
- 1995-11-22 EP EP95250288A patent/EP0714823A3/en not_active Withdrawn
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1530384A1 (en) | 1965-07-23 | 1969-10-02 | Siemens Ag | Train protection system with linear signal transmission between train and track |
| DE2154913A1 (en) | 1971-11-02 | 1973-05-10 | Licentia Gmbh | PROCEDURE FOR VEHICLE LOCATION IN A ROUTE NETWORK |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0714823A3 (en) | 1999-01-13 |
| DE4444516A1 (en) | 1996-06-05 |
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