EP0792230A1 - Process for the braking of trains/vehicles at halts in the target shooting manner - Google Patents

Process for the braking of trains/vehicles at halts in the target shooting manner

Info

Publication number
EP0792230A1
EP0792230A1 EP95936443A EP95936443A EP0792230A1 EP 0792230 A1 EP0792230 A1 EP 0792230A1 EP 95936443 A EP95936443 A EP 95936443A EP 95936443 A EP95936443 A EP 95936443A EP 0792230 A1 EP0792230 A1 EP 0792230A1
Authority
EP
European Patent Office
Prior art keywords
braking
train
slip
stopping
path
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
EP95936443A
Other languages
German (de)
French (fr)
Other versions
EP0792230B1 (en
Inventor
Wolf-Dieter Gellermann
Karsten Huth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0792230A1 publication Critical patent/EP0792230A1/en
Application granted granted Critical
Publication of EP0792230B1 publication Critical patent/EP0792230B1/en
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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • a so-called slip path is provided behind the destination points of train routes.
  • This slip way serves to avoid an operational risk in the event that a train does not come to a stop exactly at the destination signal, but rather - for example due to incorrect assessment of the braking behavior by the driver - only a limited number of meters behind it.
  • the track elements of the slip path (switches, crossings, track sections) are secured according to current practice, as are the elements belonging to the actual track, i.e. H. They are locked and fixed in the correct position with the help of the corresponding logical elements of the interlocking system, checked for freedom and secured against flanking and opposite vehicle movements.
  • Main signals should be arranged at least 100 m in front of a switch and 200 m in front of an intersection or the end of a train in the station.
  • slipping paths For the breakpoints at the individual main signals, there can be several possible slipping paths (signal + Draht 54 (1962) Issue 2, pages 17 to 39). These slip paths can be selected as required. The end of the selected slipping path acts on the signal or additional signal control in order, depending on different slipping paths or different slipping paths depending on the track position. B. to control certain terms on additional indicators. The respective additional signal terms are shown as speed indicators on a signal lying in the direction of travel and oblige the driver to pay particular attention when approaching the stopping point. In addition, the permissible advance speed of the vehicles is reduced in the case of a shortened slipping path and, when approaching a stopping point with a shortened slipping path, is monitored at least point-wise for falling below a predetermined value.
  • This process should take place at least 150 m before the main signal, but at least 450 m before the danger point. If the necessary distance from the danger point cannot be created, an additional speed test section must be provided at the signal level, which causes the train to brake automatically when it is driven at too high a speed.
  • the object of the present invention is to provide, in the context of a train control system, a method according to the preamble of patent claim 1, which makes it possible, even with shortened slip paths, with initially undiminished Driving speed into the track sections lying in front of a target point.
  • the invention solves this problem by the characterizing features of claim 1.
  • the trains approaching a stopping point start braking earlier than usual and approach the stopping point at a lower speed than before. Because of the assumed lower advancement speed, the train only needs a shorter slip than a train braked with the usual higher braking deceleration. Overall, however, the approach time to a signal indicating a stop is still shorter than with a reduced contact speed.
  • Figure 1 is a diagram for a train braked in the usual way to a stop and in
  • Figure 2 shows a corresponding train braked with less braking deceleration.
  • a section of a railway line can be seen, which in z. B. same length sections A, B, C is divided.
  • the route is traveled by a train ZI in the direction of travel from left to right.
  • a light signal L Next to the route is a light signal L, at which the train should stop.
  • the stop signal term connected to the light signal L and its respective distance from the light signal have been communicated to him beforehand in any manner.
  • the train ZI is calculated on the basis of its own braking deceleration bl of z. B. 0.9 m / s ? a braking curve on which it comes to a standstill at the target signal.
  • a slipping path D1 is provided behind the stopping point, the freedom of which is monitored by an interlocking or a control center.
  • the train ZI is only allowed to advance up to the light signal L if the slip path Dl is released; otherwise it will already be braked to a standstill by a further light signal.
  • the case illustrated in FIG. 2 can occur that because of a train Z2 standing there, the slipping path D1 used for the usual holding braking is no longer available.
  • the track section C z. B. would be a switch that is included in another route; Even then, only a shortened slip path D2 would be available for train ZI.
  • the approaching train ZI is no longer signaled a reduced entry speed into section A or into the section lying back in the direction of travel, but is informed that it is braking with a reduced braking deceleration of z. B.
  • b2 0.4 m / s 2 should advance to the stop.
  • the train begins braking earlier than in the embodiment shown in FIG. 1; until it reaches the brake application point, however, like the train in the exemplary embodiment in FIG. 1, it can advance at undiminished speed. This results in a shorter advance time to the stopping point than with a reduced entry speed into the upstream sections. Due to the slower approach to the stop, it can be assumed that the train 5 Estimates of the braking capacity by the driver of the vehicle passes the stop L at an assumed maximum speed, which is significantly lower than that in the exemplary embodiment in FIG. 1. For this reason, a shorter slip path D2 can be assumed for the train braking with reduced braking deceleration than that Slip path D1 taken into account in FIG. 1.
  • the train ZI therefore comes to a standstill before the danger point, in this case the train Z2, even in the event of slipping.
  • the prerequisites for this are that the distance between the stop L and the danger point Z2 is longer than the slip path D2 applicable for the braking deceleration b2 and that the train ZI has the information about the stop concept connected to the light signal L, the target distance and the one to be specified Braking deceleration is known in good time, ie before passing the brake application point. This must be ensured by the control system.
  • the actual information transmission is preferably wireless, e.g. B. via radio, via line conductors or via punctiform train control devices.
  • the need to switch from a braking curve with the braking deceleration b1 to a braking curve with the braking deceleration b2 depends solely on the fact that the slip path D1 usually present is not available for some reason. This may be due to the fact that the rear end of the slip path D1 is occupied as in the example in FIG. 2. B. construction work is taking place or that this part of the slip path is included in another route that claims this part of the slip path differently than the slip path Dl. Switching to a braking curve with reduced braking deceleration can occur e.g. B.
  • Sections B and C associated track free detection devices which on the one hand recognize the occupation or occupancy of track section C and thus the unavailability of the rear part of the slide path D1 and on the other hand the release of the shortened slide path D2. Only if if these conditions are met, the train may advance to the stop signal L with reduced braking deceleration. Would also be z. B. the section B reported busy, the train ZI should not advance to the light signal L, but would have to stop at another stop beforehand.
  • the stopping point which is followed by a slip path, is represented by a light signal.
  • a light signal For the application of the method according to the invention, it does not matter whether such light signals are present or not.
  • the only decisive factor is the fact that vehicles are to be stopped at a specific destination and that they receive the corresponding information from a control center in good time.
  • the point which prepares the control instructions for the trains traveling on a route must then determine, on the basis of the respective route availability, which brake deceleration is permitted for a train advancing to a stopping point and the corresponding information to transmit the train.
  • the train can determine the respective braking point of use itself or the control point determines it and transmits a corresponding distance information to the train which is to take this braking point of application into account.

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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)

Abstract

If the slip limit (D2) available after a halt (L) is shorter than the slip limit (D1) usually available for application of the brakes, the train (Z1) approaching the halt is ordered to brake to a stop with reduced deceleration (b2). Consequently, the speed at which the train enters the slip limit, which speed also has to be taken into account, is also reduced when the train slips over the halt, such that a shorter slip limit is required for the slip travel. Even when the slip limits are shorter, this process enables the section lying in front of the halt to be travelled over at a higher speed until the braking input point is reached, which has a favourable effect on the carrying capacity of a line.

Description

Beschreibung description
Verfahren zur Zielbremsung von Zügen/Fahrzeugen auf HaltepunkteProcedure for target braking of trains / vehicles at stopping points
Die Erfindung bezieht sich auf ein Verfahren nach dem Oberbe¬ griff des Patentanspruches 1.The invention relates to a method according to the preamble of claim 1.
Hinter den Zielpunkten von Zugstraßen wird ein sogenannter Durchrutschweg vorgehalten. Dieser Durchrutschweg dient dazu, eine Betriebsgefahr zu vermeiden für den Fall, daß ein Zug nicht genau am Zielsignal zum Halten kommt, sondern - etwa wegen unrichtiger Einschätzung des Bremsverhaltens durch den Triebfahrzeugführer - erst eine begrenzte Meterzahl dahinter. Die Gleiselemente des Durchrutschweges (Weichen, Kreuzungen, Gleisabschnitte) werden dabei nach der gegenwärtigen Praxis ebenso gesichert wie die zum eigentlichen Fahrweg gehörenden Elemente, d. h. sie werden, mit Hilfe von ihnen entsprechenden logischen Elementen der Innenanlage des Stellwerkes in der richtigen Lage verschlossen und festgelegt, auf Freisein geprüft und gegen flankengefährdende und gegengerichtete Fahrzeugbewegungen gesichert. Die Mindestlange eines solchen Durchrutschweges ist im wesentlichen abhangig von der Ein- fahrgeschwindigkeit, die für durchrutschende Zuge/Fahrzeuge beim Durchrutschen über einen Haltepunkt angenommen werden muß. In Bestimmungen der Bahnverwaltungen sind bestimmte Mindestabstände zwischen den Hauptsignalen, an denen die Zuge bedarfsweise anhalten sollen, und den im Durchrutschwegab- stand dahinterliegenden eigentlichen Gefahrenpunkten festge- legt (Signal + Draht 52(1960) Heft 8, Seiten 133 bis 144). So sollen Hauptsignale mindestens 100 m vor einer Spitzweiche und 200 m vor einer Fahrwegkreuzung oder dem Schluß eines im Bahnhof stehenden Zuges angeordnet sein.A so-called slip path is provided behind the destination points of train routes. This slip way serves to avoid an operational risk in the event that a train does not come to a stop exactly at the destination signal, but rather - for example due to incorrect assessment of the braking behavior by the driver - only a limited number of meters behind it. The track elements of the slip path (switches, crossings, track sections) are secured according to current practice, as are the elements belonging to the actual track, i.e. H. They are locked and fixed in the correct position with the help of the corresponding logical elements of the interlocking system, checked for freedom and secured against flanking and opposite vehicle movements. The minimum length of such a slipping path is essentially dependent on the entry speed, which must be assumed for slipping trains / vehicles when slipping through a stopping point. The regulations of the railway administrations stipulate certain minimum distances between the main signals at which the trains should stop if necessary and the actual danger points behind them in the slip distance (Signal + Draht 52 (1960) Issue 8, pages 133 to 144). Main signals should be arranged at least 100 m in front of a switch and 200 m in front of an intersection or the end of a train in the station.
Für die Haltepunkte an den einzelnen Hauptsignalen kann es jeweils mehrere mögliche Durchrutschwege geben (Signal + Draht 54(1962) Heft 2, Seiten 17 bis 39). Diese Durchrutsch¬ wege können bedarfsweise ausgewählt werden. Das Ende des ausgewählten Durchrutschweges wirkt auf die Signal- oder Zusatzsignalsteuerung ein, um in Abhängigkeit von verschie- denlangen oder in der Gleislage unterschiedlichen Durch¬ rutschwegen z. B. bestimmte Begriffe an Zusatzanzeigern steuern zu können. Die jeweiligen Zusatzsignalbegriffe werden als Geschwindigkeitsanzeigen an einem in Fahrrichtung zurück¬ liegenden Signal dargestellt und verpflichten den Fahrzeug- führer zu besonderer Aufmerksamkeit bei Annäherung an den Haltepunkt. Außerdem wird die zulassige Vorruckgeschwindig- keit der Fahrzeuge bei verkürztem Durchrutschweg herabgesetzt und bei Annäherung an einen Haltepunkt mit verkürztem Durchrutschweg mindestens punktformig auf das Unterschreiten eines vorgegebenen Wertes überwacht. Dieser Vorgang soll mindestens 150 m vor dem Hauptsignal, jedoch mindestens 450 m vor dem Gefahrenpunkt stattfinden. Kann der notwendige Ab¬ stand vom Gefahrenpunkt nicht geschaffen werden, so ist in Signalhohe ein zusätzlicher Geschwmdigkeitsprufabschnitt vorzusehen, der beim Überfahren mit zu hoher Geschwindigkeit eine Zwangsbremsung des Zuges veranlaßt.For the breakpoints at the individual main signals, there can be several possible slipping paths (signal + Draht 54 (1962) Issue 2, pages 17 to 39). These slip paths can be selected as required. The end of the selected slipping path acts on the signal or additional signal control in order, depending on different slipping paths or different slipping paths depending on the track position. B. to control certain terms on additional indicators. The respective additional signal terms are shown as speed indicators on a signal lying in the direction of travel and oblige the driver to pay particular attention when approaching the stopping point. In addition, the permissible advance speed of the vehicles is reduced in the case of a shortened slipping path and, when approaching a stopping point with a shortened slipping path, is monitored at least point-wise for falling below a predetermined value. This process should take place at least 150 m before the main signal, but at least 450 m before the danger point. If the necessary distance from the danger point cannot be created, an additional speed test section must be provided at the signal level, which causes the train to brake automatically when it is driven at too high a speed.
Die Verminderung der zulassigen Vorruckgeschwindigkeit in den vor einem verkürzten Durchrutschweg liegenden Gleisabschnit- ten in Verbindung mit einer ein- oder mehrmaligen Geschwin¬ digkeitsüberprüfung bei Annäherung an den Haltepunkt dient ausschließlich der Sicherheit des Bahnverkehrs und fuhrt gelegentlich zu Betriebsbehinderungen, weil die Zuge nur mit verminderter Geschwindigkeit auf den Haltepunkt vorrücken können.The reduction in the permissible advance speed in the track sections lying in front of a shortened slip path in connection with a single or multiple speed check when approaching the stopping point serves exclusively for the safety of the rail traffic and occasionally leads to operational disabilities because the trains only run at a reduced speed can advance to the breakpoint.
Aufgabe der vorliegenden Erfindung ist es, im Rahmen einer Zugbeeinflussungsanlage ein Verfahren nach dem Oberbegriff des Patentanspruches 1 anzugeben, das es gestattet, auch bei verkürzten Durchrutschwegen mit zunächst unverminderter Geschwindigkeit in die vor einem Zielpunkt liegenden Gleisab¬ schnitte einzufahren.The object of the present invention is to provide, in the context of a train control system, a method according to the preamble of patent claim 1, which makes it possible, even with shortened slip paths, with initially undiminished Driving speed into the track sections lying in front of a target point.
Die Erfindung löst diese Aufgabe durch die kennzeichnenden Merkmale des Patentanspruches 1. Durch die Vorgabe von Brems¬ kurven mit verminderter Bremsverzogerung beginnen die auf einen Haltepunkt zulaufenden Züge früher als sonst mit dem Bremsvorgang und nähern sich dem Haltepunkt mit niedrigerer Geschwindigkeit als bisher. Wegen der dabei anzunehmenden niedrigeren Vorrückgeschwindigkeit benotigt der Zug auch nur einen kürzeren Durchrutschweg als ein mit der üblichen höhe¬ ren Bremsverzögerung gebremster Zug. Insgesamt ist die An¬ rückzeit auf ein Halt zeigendes Signal aber immer noch kurzer als bei reduzierter Anruckgeschwindigkeit.The invention solves this problem by the characterizing features of claim 1. By specifying braking curves with reduced braking deceleration, the trains approaching a stopping point start braking earlier than usual and approach the stopping point at a lower speed than before. Because of the assumed lower advancement speed, the train only needs a shorter slip than a train braked with the usual higher braking deceleration. Overall, however, the approach time to a signal indicating a stop is still shorter than with a reduced contact speed.
Vorteilhafte Aus- und Weiterbildungen des erfindungsgemäßen Verfahrens sind in den Unteranspruchen angegeben.Advantageous developments and further developments of the method according to the invention are specified in the subclaims.
Die Erfindung ist nachstehend anhand eines in der Zeichnung dargestellten Ausfuhrungsbeispieles naher erläutert. DieThe invention is explained in more detail below with reference to an exemplary embodiment shown in the drawing. The
Zeichnung zeigt inDrawing shows in
Figur 1 ein Diagramm für einen in üblicher Weise auf einen Haltepunkt gebremsten Zug und inFigure 1 is a diagram for a train braked in the usual way to a stop and in
Figur 2 einen entsprechenden mit geringerer Bremsverzogerung gebremsten Zug.Figure 2 shows a corresponding train braked with less braking deceleration.
In Figur 1 ist in ausschnittsweiser schematischer Darstellung eine Bahnstrecke zu sehen, die in z. B. gleichlange Gleisab¬ schnitte A, B, C unterteilt ist. Die Strecke wird von einem Zug ZI in Fahrrichtung von links nach rechts befahren. Neben der Strecke steht ein Lichtsignal L, an dem der Zug anhalten soll. Zu diesem Zwecke ist ihm zuvor auf beliebige Art und Weise der am Lichtsignal L angeschaltete Haltsignalbegriff und sein jeweiliger Abstand zum Lichtsignal mitgeteilt wor- den. Der Zug ZI berechnet sich unter Zugrundelegung einer ihm eigenen Bremsverzogerung bl von z. B. 0,9 m/s? eine Brems- kurve, auf der er am Zielsignal zum Stillstand kommt. Für den Fall, daß der Fahrzeugführer aus irgendwelchen Gründen die von ihm eingestellte Bremswirkung überschätzt hat und den Haltepunkt überfährt, ist hinter dem Haltepunkt ein Durch- rutschweg Dl vorgesehen, dessen Freisein von einem Stellwerk oder einer Steuerzentrale überwacht wird. Nur wenn der Durchrutschweg Dl freigemeldet ist, darf der Zug ZI überhaupt bis zum Lichtsignal L vorrücken; andernfalls wird er bereits an einem weiter zurückliegenden Lichtsignal auf Stillstand gebremst.In Figure 1, a section of a railway line can be seen, which in z. B. same length sections A, B, C is divided. The route is traveled by a train ZI in the direction of travel from left to right. Next to the route is a light signal L, at which the train should stop. For this purpose, the stop signal term connected to the light signal L and its respective distance from the light signal have been communicated to him beforehand in any manner. The train ZI is calculated on the basis of its own braking deceleration bl of z. B. 0.9 m / s ? a braking curve on which it comes to a standstill at the target signal. In the event that the driver has overestimated the braking effect that he has set for some reason and passes the stopping point, a slipping path D1 is provided behind the stopping point, the freedom of which is monitored by an interlocking or a control center. The train ZI is only allowed to advance up to the light signal L if the slip path Dl is released; otherwise it will already be braked to a standstill by a further light signal.
Unter der Annahme, daß es sich bei dem Lichtsignal L um das Einfahrsignal in einen Bahnhof handelt und daß der Gleisab¬ schnitt C mindestens einen Teil des Bahnhofsgleises im Be- reich eines Bahnsteigs umfaßt, kann der in Figur 2 darge¬ stellt Fall eintreten, daß wegen eines dort stehenden Zuges Z2 der für die übliche Haltbremsung zugundegelegte Durch¬ rutschweg Dl nicht mehr zur Verfügung steht. Gleiches würde auch gelten, wenn es sich bei dem Gleisabschnitt C z. B. um eine Weiche handeln würde, die in eine andere Fahrstraße einbezogen ist; auch dann stände für den Zug ZI nur ein verkürzter Durchrutschweg D2 zur Verfugung. Nach der erfin¬ dungsgemäßen Lehre wird nun dem anruckenden Zug ZI nicht mehr eine verminderte Einfahrgeschwindigkeit in den Abschnitt A bzw. in den in Fahrrichtung zurückliegenden Abschnitt signa¬ lisiert, sondern es wird ihm mitgeteilt, daß er mit vermin¬ derter Bremsverzögerung von z. B. b2 = 0,4m/s2 auf den Halte¬ punkt vorrücken soll. Der Zug beginnt zwar früher mit dem Bremsvorgang als bei dem in Figur 1 dargestellten Ausfüh- rungsbeispiel; bis zum Erreichen des Bremseinsatzpunktes kann er jedoch wie der Zug im Ausführungsbeispiel der Figur 1 mit unverminderter Geschwindigkeit vorrücken. Dadurch ergibt sich eine kürzere Vorrückzeit bis zum Haltepunkt als bei vermin¬ derter Einfahrgeschwindigkeit in die vorgelagerten Ab- schnitte. Wegen der langsameren Annäherung an den Haltepunkt darf angenommen werden, daß der Zug bei etwaigen Fehlein- 5 Schätzungen des Bremsvermögens durch den Fahrzeugführer den Haltepunkt L mit einer anzunehmenden Höchstgeschwindigkeit passiert, die deutlich geringer ist als die bei dem Ausfüh¬ rungsbeispiel der Figur 1. Aus diesem Grunde darf für den mit verminderter Bremsverzögerung bremsenden Zug ein kürzerer Durchrutschweg D2 angenommen werden als der in Figur 1 be¬ rücksichtigte Durchrutschweg Dl. Der Zug ZI kommt daher auch im Falle des Durchrutschens sicher vor dem Gefahrenpunkt, in diesem Falle dem Zug Z2, zum Stillstand. Voraussetzung hier- für ist, daß der Abstand zwischen Haltepunkt L und Gefahren¬ punkt Z2 länger ist als der für die Bremsverzögerung b2 geltende Durchrutschweg D2 und daß dem Zug ZI die Informatio¬ nen über den am Lichtsignal L angeschalteten Haltbegriff, die Zielentfernung und die vorzugebende Bremsverzögerung recht- zeitig, d. h. vor Passieren des Bremseinsatzpunktes bekannt sind. Dies muß durch das Steuerungssystem sichergestellt werden. Die eigentliche Informationsübertragung erfolgt vorzugsweise drahtlos, z. B. über Funk, über Linienleiter oder über punktförmige Zugbeeinflussungseinrichtungen.Assuming that the light signal L is the entry signal into a station and that the track section C comprises at least part of the station track in the area of a platform, the case illustrated in FIG. 2 can occur that because of a train Z2 standing there, the slipping path D1 used for the usual holding braking is no longer available. The same would apply if the track section C z. B. would be a switch that is included in another route; Even then, only a shortened slip path D2 would be available for train ZI. According to the teaching according to the invention, the approaching train ZI is no longer signaled a reduced entry speed into section A or into the section lying back in the direction of travel, but is informed that it is braking with a reduced braking deceleration of z. B. b2 = 0.4 m / s 2 should advance to the stop. The train begins braking earlier than in the embodiment shown in FIG. 1; until it reaches the brake application point, however, like the train in the exemplary embodiment in FIG. 1, it can advance at undiminished speed. This results in a shorter advance time to the stopping point than with a reduced entry speed into the upstream sections. Due to the slower approach to the stop, it can be assumed that the train 5 Estimates of the braking capacity by the driver of the vehicle passes the stop L at an assumed maximum speed, which is significantly lower than that in the exemplary embodiment in FIG. 1. For this reason, a shorter slip path D2 can be assumed for the train braking with reduced braking deceleration than that Slip path D1 taken into account in FIG. 1. The train ZI therefore comes to a standstill before the danger point, in this case the train Z2, even in the event of slipping. The prerequisites for this are that the distance between the stop L and the danger point Z2 is longer than the slip path D2 applicable for the braking deceleration b2 and that the train ZI has the information about the stop concept connected to the light signal L, the target distance and the one to be specified Braking deceleration is known in good time, ie before passing the brake application point. This must be ensured by the control system. The actual information transmission is preferably wireless, e.g. B. via radio, via line conductors or via punctiform train control devices.
Das bedarfsweise Umschalten von einer Bremskurve mit der Bremsverzögerung bl auf eine Bremskurve mit der Bremsverzöge¬ rung b2 ist allein abhängig davon, daß der üblicherweise vorhandene Durchrutschweg Dl aus irgendwelchen Gründen nicht verfügbar ist. Dies kann daran liegen, daß das hintere Ende des Durchrutschweges Dl wie im Beispiel der Figur 2 besetzt ist, daß dort z. B. Bauarbeiten stattfinden oder daß dieser Teil des Durchrutschweges in eine andere Fahrstraße einbezo¬ gen ist, die diesen Durchrutschwegteil anders beansprucht als der Durchrutschweg Dl. Das Umschalten auf eine Bremskurve mit verminderter Bremsverzögerung kann z. B. durch den Abschnit¬ ten B und C zugeordnete Gleisfreimeldeeinrichtungen gesche¬ hen, die einerseits das Besetzen oder Belegen des Gleisab¬ schnittes C und damit die NichtVerfügbarkeit des hinteren Teils des Durchrutschweges Dl erkennen und andererseits die Freimeldung des verkürzten Durchrutschweges D2. Nur wenn diese Voraussetzungen gegeben sind, darf der Zug mit vermin¬ derter Bremsverzögerung auf das Haltsignal L vorrücken. Wäre auch z. B. der Abschnitt B besetzt gemeldet, so dürfte der Zug ZI nicht bis zum Lichtsignal L vorrücken, sondern müßte bereits vorher an einem anderen Haltepunkt anhalten.The need to switch from a braking curve with the braking deceleration b1 to a braking curve with the braking deceleration b2 depends solely on the fact that the slip path D1 usually present is not available for some reason. This may be due to the fact that the rear end of the slip path D1 is occupied as in the example in FIG. 2. B. construction work is taking place or that this part of the slip path is included in another route that claims this part of the slip path differently than the slip path Dl. Switching to a braking curve with reduced braking deceleration can occur e.g. B. by Sections B and C associated track free detection devices happening, which on the one hand recognize the occupation or occupancy of track section C and thus the unavailability of the rear part of the slide path D1 and on the other hand the release of the shortened slide path D2. Only if if these conditions are met, the train may advance to the stop signal L with reduced braking deceleration. Would also be z. B. the section B reported busy, the train ZI should not advance to the light signal L, but would have to stop at another stop beforehand.
Im dargestellten Ausführungsbeispiel wird der Haltepunkt, an den sich ein Durchrutschweg anschließt, durch ein Lichtsignal dargestellt. Für die Anwendung des erfindungsgemäßen Verfah- rens spielt es keine Rolle, ob solche Lichtsignale vorhanden sind oder nicht. Maßgeblich ist lediglich der Umstand, daß Fahrzeuge an einem bestimmte Zielpunkt angehalten werden sollen und daß sie rechtzeitig die entsprechenden Informatio¬ nen von einer Steuerstelle erhalten.In the exemplary embodiment shown, the stopping point, which is followed by a slip path, is represented by a light signal. For the application of the method according to the invention, it does not matter whether such light signals are present or not. The only decisive factor is the fact that vehicles are to be stopped at a specific destination and that they receive the corresponding information from a control center in good time.
Prinzipiell ist es möglich, neben einem Durchrutschweg für die übliche Betriebsbremsung nicht nur einen, sondern mehrere unterschiedlichlange verkürzte Durchrutschwege vorzuhalten, die jeweils für Bremskurven mit unterschiedlicher Bremsverzö- gerung gelten. Abhängig von der Verfügbarkeit der Gleisele¬ mente hat dann die Stelle, die die Steueranweisung für die eine Strecke befahrenden Züge erarbeitet, aufgrund der jewei¬ ligen Streckenverfügbarkeit festzulegen, welche Bremsverzoge¬ rung für einen auf einen Haltepunkt vorruckenden Zug zulässig ist und die entsprechenden Angaben an den Zug zu übermitteln. Den jeweiligen Bremseinsatzpunkt kann sich der Zug selbst ermitteln oder aber die Steuerstelle bestimmt diesen und übermittelt eine entsprechende Entfernungsangabe an den Zug, der diesen Bremseinsatzpunkt berücksichtigen soll. In principle, in addition to a slipping path for the usual service braking, it is possible to provide not only one but several shortened slipping paths of different lengths, each of which applies to braking curves with different braking decelerations. Depending on the availability of the track elements, the point which prepares the control instructions for the trains traveling on a route must then determine, on the basis of the respective route availability, which brake deceleration is permitted for a train advancing to a stopping point and the corresponding information to transmit the train. The train can determine the respective braking point of use itself or the control point determines it and transmits a corresponding distance information to the train which is to take this braking point of application into account.

Claims

Patentansprüche claims
1. Verfahren zur Zielbremsung von eine Strecke befahrenden Zügen/Fahrzeugen auf Haltepunkte zur Deckung von Gefahren- punkten, die in unterschiedlichen Durchrutschwegabständen auf die Haltepunkte folgen, d a d u r c h g e k e n n z e i c h n e t , daß beim Erkennen eines besetztgemeldeten Gleisabschnittes oder eines sonst nicht verfügbaren Fahrortes innerhalb eines üblicherweise berücksichtigten Durchrutschweges (Dl) für die Zielbremsung eines auf einen Haltepunkt (L) vorrückenden Zuges (ZI)/Fahrzeugs eine Bremskurve mit einer Bremsverzöge¬ rung (b2) unterhalb der üblicherweise berücksichtigten Brems¬ verzogerung (bl) herangezogen wird, sofern eine am Haltepunkt einsetzende Zwangsbremsung ein Anhalten des Zuges/Fahrzeugs innerhalb eines verkürzten Durchrutschweges (Dl) vor dem besetztgemeldeten Abschnitt oder dem sonstwie als nicht verfügbar gekennzeichneten Fahrort zuläßt.1. Method for braking the destination of trains / vehicles traveling on a route to stopping points to cover danger points which follow the stopping points at different slip-through distances, characterized in that when a track section which is reported as being occupied or an otherwise unavailable driving location is detected within a slip-through path which is usually taken into account ( Dl) for the target braking of a train (ZI) / vehicle advancing to a stopping point (L), a braking curve with a braking deceleration (b2) below the braking deceleration (bl) that is usually taken into account is used, provided that an emergency braking application at the stopping point stops of the train / vehicle within a shortened slip-through path (Dl) in front of the section that is reported as busy or the place of travel that is otherwise marked as not available.
2. Verfahren nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , daß das vorübergehende Umschalten auf eine Bremskurve mit verminderter Bremsverzögerung (b2) davon abhangig gemacht ist, daß mindestens der am Haltepunkt (L) beginnende Gleisab- schnitt (B) freigemeldet und ein in Fahrrichtung folgender Gleisabschnitt (C) besetzt gemeldet ist.2. The method according to claim 1, characterized in that the temporary switching to a braking curve with reduced braking deceleration (b2) is made dependent on the fact that at least the track section (B) beginning at the stopping point (L) is released and a track section following in the direction of travel ( C) is reported busy.
3. Verfahren nach Anspruch 1 oder 2, d a d u r c h g e k e n n z e i c h n e t , daß die Anweisung zum Wirksamschalten einer Bremskurve mit verminderter Bremsverzögerung (b2) einem auf einen Haltepunkt vorrückenden Zug/Fahrzeug vor dem Erreichen seines jeweiligen Bremseinsatzpunktes mitgeteilt wird. 3. The method according to claim 1 or 2, characterized in that the instruction for activating a braking curve with reduced braking deceleration (b2) is communicated to a train / vehicle advancing to a stopping point before reaching its respective braking point of application.
4. Verfahren nach Anspruch 3, d a d u r c h g e k e n n z e i c h n e t , daß die Übermittlung der Umschaltanweisung dem Zug/Fahrzeug auf drahtlosem Wege übermittelt wird.4. The method of claim 3, d a d u r c h g e k e n n z e i c h n e t that the transmission of the switchover instruction to the train / vehicle is transmitted wirelessly.
5. Verfahren nach einem der Ansprüche 1 bis 4, d a d u r c h g e k e n n z e i c h n e t , daß der Zug/das Fahrzeug für den Fall, daß eine am Haltepunkt einsetzende Zwangsbremsung voraussichtlich nicht zum Anhalten innerhalb eines verkürzten Durchrutschweges (Dl) führen würde unter Berücksichtigung der üblicherweise angenommen Bremsver¬ zögerung (bl) auf einen vorher erreichbaren Haltepunkt gebremst wird. 5. The method according to any one of claims 1 to 4, characterized in that the train / the vehicle in the event that an emergency braking onset at the stopping point would probably not lead to stopping within a shortened slip path (Dl) taking into account the brake deceleration normally assumed (bl) is braked to a previously accessible stop.
EP95936443A 1994-11-15 1995-11-13 Process for the braking of vehicles at halts in the target shooting manner Expired - Lifetime EP0792230B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4442196 1994-11-15
DE4442196A DE4442196A1 (en) 1994-11-15 1994-11-15 Procedure for target braking of trains / vehicles at stopping points
PCT/DE1995/001600 WO1996015017A1 (en) 1994-11-15 1995-11-13 Process for the braking of trains/vehicles at halts in the target shooting manner

Publications (2)

Publication Number Publication Date
EP0792230A1 true EP0792230A1 (en) 1997-09-03
EP0792230B1 EP0792230B1 (en) 1999-03-31

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DE (2) DE4442196A1 (en)
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WO (1) WO1996015017A1 (en)

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ES2275181T3 (en) * 2004-09-20 2007-06-01 Frank Haubert PROVISION AND PROCEDURE FOR TRAIN PROTECTION.
DE102015218971A1 (en) * 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Safety procedure for a rail network
DE102021213704A1 (en) 2021-12-02 2023-06-07 Robert Bosch Gesellschaft mit beschränkter Haftung Method for operating a rail vehicle

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DE2626617C2 (en) * 1976-06-14 1982-08-12 Siemens AG, 1000 Berlin und 8000 München Brake monitoring device
JPS5612801A (en) * 1979-07-13 1981-02-07 Hitachi Ltd Method of stopping vehicle in fixed position
DE3047637A1 (en) * 1980-12-17 1982-07-22 Siemens AG, 1000 Berlin und 8000 München Train safety device with controlled braking - includes transmitter signalling to approaching train to maintain safe braking distance

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Title
See references of WO9615017A1 *

Also Published As

Publication number Publication date
WO1996015017A1 (en) 1996-05-23
EP0792230B1 (en) 1999-03-31
DE4442196A1 (en) 1996-05-23
GR3030505T3 (en) 1999-10-29
DE59505531D1 (en) 1999-05-06

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