EP0792230B1 - Process for the braking of vehicles at halts in the target shooting manner - Google Patents
Process for the braking of vehicles at halts in the target shooting manner Download PDFInfo
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- EP0792230B1 EP0792230B1 EP95936443A EP95936443A EP0792230B1 EP 0792230 B1 EP0792230 B1 EP 0792230B1 EP 95936443 A EP95936443 A EP 95936443A EP 95936443 A EP95936443 A EP 95936443A EP 0792230 B1 EP0792230 B1 EP 0792230B1
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- braking
- stop
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- vehicle
- slip
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- 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 way provided.
- This slip way serves to avoid an operational hazard in the event that a train does not come to a stop exactly at the target signal, but - for example due to incorrect assessment of braking behavior by the Driver - only a limited number of meters behind.
- the track elements of the slip way are based on current practice just as secured as those belonging to the actual driveway Elements, d. H. they become appropriate with the help of them logical elements of the interlocking system in the locked in the correct position and set to being free tested and against flank-endangering and counter-directed Vehicle movements secured.
- the minimum length of such Slipping path is essentially dependent on the entry speed, the one for slipping trains / vehicles when slipping through a breakpoint got to.
- Main signals should be at least 100 m in front of a switch and 200 m before an intersection or the end of an in Station standing train to be arranged.
- This process is supposed to at least 150 m before the main signal, but at least 450 m take place before the danger point. Can the necessary distance are not created by the danger point, then in Signal height an additional speed check section to be provided for when driving over too high a speed causes the train to brake.
- the object of the present invention is, in the context of a Train control system a method according to the generic term of claim 1, which also allows shortened slipping paths with initially undiminished Speed in the track sections in front of a target point retract.
- the invention solves this problem by the characterizing Features of claim 1.
- a section of a railway line can be seen, which in z. B. track sections A, B, C of equal length is divided.
- a train Z1 travels the route from left to right in the direction of travel.
- 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 Z1 is calculated on the basis of its own braking deceleration b1 of z. B. 0.9 m / s 2 a braking curve on which it comes to a standstill at the target signal.
- a slip path D1 is provided behind the stopping point, the freedom of which is monitored by an interlocking or a control center.
- the train Z1 is only allowed to advance to the light signal L if the slip path D1 is released; otherwise it will already be braked to a standstill by a further light signal.
- the case shown in FIG. 2 can occur that because of a train Z2 the slip path D1, which was used for the usual stop 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 Z1.
- the approaching train Z1 is no longer signaled a reduced entry speed into section A or in the section lying in the direction of travel, but it is informed that it has a reduced braking deceleration of z. B.
- b2 0.4m / s 2 should advance to the stop.
- the train starts earlier with the braking process than in the embodiment shown in Figure 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. Because of the slower approach to the stopping point, it can be assumed that the train passes the stopping point L at an assumed maximum speed, which is significantly lower than that in the exemplary embodiment in FIG with a reduced braking deceleration, a shorter slipping path D2 can be assumed than the slipping path D1 taken into account in FIG. 1.
- the train Z1 therefore comes to a stop in front of the danger point, in this case the train Z2, even if it slips.
- the prerequisites for this are that the distance between the stop L and the danger point Z2 is longer than the slip path D2 that applies to the braking deceleration b2 and that the train Z1 receives the information about the stop concept connected to the light signal L, the target distance and the braking deceleration to be specified in good time, i.e. before passing the brake application point are known. This must be ensured by the control system.
- the actual information transmission is preferably wireless, e.g. B. via radio, line conductor or punctiform train control devices.
- the need to switch from a braking curve with the Braking deceleration b1 on a braking curve with the braking deceleration b2 depends solely on the fact that the usual existing slip path D1 for some reason not is available. This may be because the rear end of the slip path D1 as in the example of FIG. 2 occupied is that there z. B. construction work or that this Part of the slip way included in another driveway which claims this part of the slide differently than the slip way D1. Switching to a braking curve with reduced braking deceleration can, for. B.
- the breakpoint is on which is followed by a slide through a light signal shown.
- the breakpoint is on which is followed by a slide through a light signal shown.
- the method according to the invention it does not matter whether such light signals are present are or not.
- the only decisive factor is that Vehicles are stopped at a specific destination should and that they have the appropriate information in time received from a tax office.
- a slide for the usual service braking not just one, but several to provide different shortened slides, each for braking curves with different braking deceleration be valid.
- the body that has the tax instruction for the trains operating on a route based on the respective Route availability determine what braking deceleration permitted for a train advancing to a stop and to transmit the corresponding information to the train.
- the train can determine the respective braking point itself determine or the control center determines this and transmits a corresponding distance information to the train, who should take this braking point into account.
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- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
Die Erfindung bezieht sich auf ein Verfahren nach dem Oberbegriff 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 Mindestlänge eines solchen Durchrutschweges ist im wesentlichen abhängig von der Einfahrgeschwindigkeit, die für durchrutschende Züge/Fahrzeuge beim Durchrutschen über einen Haltepunkt angenommen werden muß. In Bestimmungen der Bahnverwaltungen sind bestimmte Mindestabstände zwischen den Hauptsignalen, an denen die Züge bedarfsweise anhalten sollen, und den im Durchrutschwegabstand dahinterliegenden eigentlichen Gefahrenpunkten festgelegt (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 way provided. This slip way serves to avoid an operational hazard in the event that a train does not come to a stop exactly at the target signal, but - for example due to incorrect assessment of braking behavior by the Driver - only a limited number of meters behind. The track elements of the slip way (switches, crossings, Track sections) are based on current practice just as secured as those belonging to the actual driveway Elements, d. H. they become appropriate with the help of them logical elements of the interlocking system in the locked in the correct position and set to being free tested and against flank-endangering and counter-directed Vehicle movements secured. The minimum length of such Slipping path is essentially dependent on the entry speed, the one for slipping trains / vehicles when slipping through a breakpoint got to. The regulations of the railway administrations are specific Minimum distances between the main signals at which the trains should stop if necessary, and the slip distance underlying actual danger points set (Signal + Draht 52 (1960) Issue 8, pages 133 to 144). So Main signals should be at least 100 m in front of a switch and 200 m before an intersection or the end of an in Station standing train to be arranged.
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 Durchrutschwege können bedarfsweise ausgewählt werden. Das Ende des ausgewählten Durchrutschweges wirkt auf die Signal- oder Zusatzsignalsteuerung ein, um in Abhängigkeit von verschiedenlangen oder in der Gleislage unterschiedlichen Durchrutschwegen z. B. bestimmte Begriffe an Zusatzanzeigern steuern zu können. Die jeweiligen Zusatzsignalbegriffe werden als Geschwindigkeitsanzeigen an einem in Fahrrichtung zurückliegenden Signal dargestellt und verpflichten den Fahrzeugführer zu besonderer Aufmerksamkeit bei Annäherung an den Haltepunkt. Außerdem wird die zulässige Vorrückgeschwindigkeit der Fahrzeuge bei verkürztem Durchrutschweg herabgesetzt und bei Annäherung an einen Haltepunkt mit verkürztem Durchrutschweg mindestens punktförmig 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 Abstand vom Gefahrenpunkt nicht geschaffen werden, so ist in Signalhöhe ein zusätzlicher Geschwindigkeitsprüfabschnitt vorzusehen, der beim Überfahren mit zu hoher Geschwindigkeit eine Zwangsbremsung des Zuges veranlaßt.For the breakpoints on the individual main signals, it can give several possible slipping paths (signal + Draht 54 (1962) Issue 2, pages 17 to 39). These slides can be selected if necessary. The end of selected slip path affects the signal or Additional signal control in order depending on different lengths or different slip ways in the track position e.g. B. certain terms on additional indicators to be able to control. The respective additional signal terms are as speed indicators on a back in the direction of travel Signal displayed and oblige the driver to special attention when approaching the Breakpoint. In addition, the permissible advance speed the vehicles are reduced in the event of a shortened slipping path and when approaching a stopping point with shortened Slip way at least point-wise on falling below of a predetermined value is monitored. This process is supposed to at least 150 m before the main signal, but at least 450 m take place before the danger point. Can the necessary distance are not created by the danger point, then in Signal height an additional speed check section to be provided for when driving over too high a speed causes the train to brake.
Die Verminderung der zulässigen Vorrückgeschwindigkeit in den vor einem verkürzten Durchrutschweg liegenden Gleisabschnitten in Verbindung mit einer ein- oder mehrmaligen Geschwindigkeitsüberprüfung bei Annäherung an den Haltepunkt dient ausschließlich der Sicherheit des Bahnverkehrs und führt gelegentlich zu Betriebsbehinderungen, weil die Züge nur mit verminderter Geschwindigkeit auf den Haltepunkt vorrücken können.The reduction in the permissible advance speed in the in front of a shortened slide path in connection with a single or multiple speed check serves when approaching the stop exclusively the safety of rail traffic and leads occasionally to operational disabilities because the trains only with Reduce speed to advance to the stop can.
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 Gleisabschnitte einzufahren.The object of the present invention is, in the context of a Train control system a method according to the generic term of claim 1, which also allows shortened slipping paths with initially undiminished Speed in the track sections in front of a target point retract.
Die Erfindung löst diese Aufgabe durch die kennzeichnenden Merkmale des Patentanspruches 1. Durch die Vorgabe von Bremskurven mit verminderter Bremsverzögerung 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 benötigt der Zug auch nur einen kürzeren Durchrutschweg als ein mit der üblichen höheren Bremsverzögerung gebremster Zug. Insgesamt ist die Anrückzeit auf ein Halt zeigendes Signal aber immer noch kürzer als bei reduzierter Anrückgeschwindigkeit.The invention solves this problem by the characterizing Features of claim 1. By specifying braking curves with reduced braking deceleration they begin trains arriving at a stop earlier than usual with the Braking process and approach the stopping point with lower Speed than before. Because of the assumed The train only needs a lower advance speed a shorter slide than one with the usual higher one Braking decelerated train. Overall, the approach time signal pointing to a stop but still shorter than at a reduced approach speed.
Vorteilhafte Aus- und Weiterbildungen des erfindungsgemäßen Verfahrens sind in den Unteransprüchen angegeben.Advantageous training and further developments of the invention Procedures are specified in the subclaims.
Die Erfindung ist nachstehend anhand eines in der Zeichnung dargestellten Ausführungsbeispieles näher erläutert. Die Zeichnung zeigt in
- Figur 1
- ein Diagramm für einen in üblicher Weise auf einen Haltepunkt gebremsten Zug und in
- Figur 2
- einen entsprechenden mit geringerer Bremsverzögerung gebremsten Zug.
- Figure 1
- a diagram for a train braked in the usual way on a breakpoint and in
- Figure 2
- 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 Gleisabschnitte A, B, C unterteilt ist. Die Strecke wird von einem Zug Z1 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 worden. Der Zug Z1 berechnet sich unter Zugrundelegung einer ihm eigenen Bremsverzögerung b1 von z. B. 0,9 m/s2 eine Bremskurve, 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 Durchrutschweg D1 vorgesehen, dessen Freisein von einem Stellwerk oder einer Steuerzentrale überwacht wird. Nur wenn der Durchrutschweg D1 freigemeldet ist, darf der Zug Z1 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. track sections A, B, C of equal length is divided. A train Z1 travels the route from left to right in the direction of travel. 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 Z1 is calculated on the basis of its own braking deceleration b1 of z. B. 0.9 m / s 2 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 he has set for some reason and passes the stopping point, a slip path D1 is provided behind the stopping point, the freedom of which is monitored by an interlocking or a control center. The train Z1 is only allowed to advance to the light signal L if the slip path D1 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 Gleisabschnitt C mindestens einen Teil des Bahnhofsgleises im Bereich eines Bahnsteigs umfaßt, kann der in Figur 2 dargestellt Fall eintreten, daß wegen eines dort stehenden Zuges Z2 der für die übliche Haltbremsung zugundegelegte Durchrutschweg D1 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 Z1 nur ein verkürzter Durchrutschweg D2 zur Verfügung. Nach der erfindungsgemäßen Lehre wird nun dem anrückenden Zug Z1 nicht mehr eine verminderte Einfahrgeschwindigkeit in den Abschnitt A bzw. in den in Fahrrichtung zurückliegenden Abschnitt signalisiert, sondern es wird ihm mitgeteilt, daß er mit verminderter Bremsverzögerung von z. B. b2 = 0,4m/s2 auf den Haltepunkt vorrücken soll. Der Zug beginnt zwar früher mit dem Bremsvorgang als bei dem in Figur 1 dargestellten Ausführungsbeispiel; 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 verminderter Einfahrgeschwindigkeit in die vorgelagerten Abschnitte. Wegen der langsameren Annäherung an den Haltepunkt darf angenommen werden, daß der Zug bei etwaigen Fehleinschätzungen des Bremsvermögens durch den Fahrzeugführer den Haltepunkt L mit einer anzunehmenden Höchstgeschwindigkeit passiert, die deutlich geringer ist als die bei dem Ausführungsbeispiel 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 berücksichtigte Durchrutschweg D1. Der Zug Z1 kommt daher auch im Falle des Durchrutschens sicher vor dem Gefahrenpunkt, in diesem Falle dem Zug Z2, zum Stillstand. Voraussetzung hierfür ist, daß der Abstand zwischen Haltepunkt L und Gefahrenpunkt Z2 länger ist als der für die Bremsverzögerung b2 geltende Durchrutschweg D2 und daß dem Zug Z1 die Informationen über den am Lichtsignal L angeschalteten Haltbegriff, die Zielentfernung und die vorzugebende Bremsverzögerung rechtzeitig, 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 shown in FIG. 2 can occur that because of a train Z2 the slip path D1, which was used for the usual stop 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 Z1. According to the teaching of the invention, the approaching train Z1 is no longer signaled a reduced entry speed into section A or in the section lying in the direction of travel, but it is informed that it has a reduced braking deceleration of z. B. b2 = 0.4m / s 2 should advance to the stop. The train starts earlier with the braking process than in the embodiment shown in Figure 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. Because of the slower approach to the stopping point, it can be assumed that the train passes the stopping point L at an assumed maximum speed, which is significantly lower than that in the exemplary embodiment in FIG with a reduced braking deceleration, a shorter slipping path D2 can be assumed than the slipping path D1 taken into account in FIG. 1. The train Z1 therefore comes to a stop in front of the danger point, in this case the train Z2, even if it slips. The prerequisites for this are that the distance between the stop L and the danger point Z2 is longer than the slip path D2 that applies to the braking deceleration b2 and that the train Z1 receives the information about the stop concept connected to the light signal L, the target distance and the braking deceleration to be specified in good time, i.e. before passing the brake application point are known. This must be ensured by the control system. The actual information transmission is preferably wireless, e.g. B. via radio, line conductor or punctiform train control devices.
Das bedarfsweise Umschalten von einer Bremskurve mit der Bremsverzögerung b1 auf eine Bremskurve mit der Bremsverzögerung b2 ist allein abhängig davon, daß der üblicherweise vorhandene Durchrutschweg D1 aus irgendwelchen Gründen nicht verfügbar ist. Dies kann daran liegen, daß das hintere Ende des Durchrutschweges D1 wie im Beispiel der Figur 2 besetzt ist, daß dort z. B. Bauarbeiten stattfinden oder daß dieser Teil des Durchrutschweges in eine andere Fahrstraße einbezogen ist, die diesen Durchrutschwegteil anders beansprucht als der Durchrutschweg D1. Das Umschalten auf eine Bremskurve mit verminderter Bremsverzögerung kann z. B. durch den Abschnitten B und C zugeordnete Gleisfreimeldeeinrichtungen geschehen, die einerseits das Besetzen oder Belegen des Gleisabschnittes C und damit die Nichtverfügbarkeit des hinteren Teils des Durchrutschweges D1 erkennen und andererseits die Freimeldung des verkürzten Durchrutschweges D2. Nur wenn diese Voraussetzungen gegeben sind, darf der Zug mit verminderter Bremsverzögerung auf das Haltsignal L vorrücken. Wäre auch z. B. der Abschnitt B besetzt gemeldet, so dürfte der Zug Z1 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 on a braking curve with the braking deceleration b2 depends solely on the fact that the usual existing slip path D1 for some reason not is available. This may be because the rear end of the slip path D1 as in the example of FIG. 2 occupied is that there z. B. construction work or that this Part of the slip way included in another driveway which claims this part of the slide differently than the slip way D1. Switching to a braking curve with reduced braking deceleration can, for. B. through the sections B and C assigned track vacancy detection devices happen, on the one hand occupying or occupying the track section C and thus the unavailability of the rear Recognize part of the slip path D1 and on the other hand the Free notification of the shortened slip path D2. Only if if these conditions are met, the train may be reduced Advance braking deceleration to the stop signal L. Would also z. B. Section B reported busy, the Train Z1 should not advance to light signal L, but should 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 Verfahrens 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 Informationen von einer Steuerstelle erhalten.In the illustrated embodiment, the breakpoint is on which is followed by a slide through a light signal shown. For the application of the method according to the invention it does not matter whether such light signals are present are or not. The only decisive factor is that Vehicles are stopped at a specific destination should and that they have the appropriate information in time received from a tax office.
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 Bremsverzögerung gelten. Abhängig von der Verfügbarkeit der Gleiselemente hat dann die Stelle, die die Steueranweisung für die eine Strecke befahrenden Züge erarbeitet, aufgrund der jeweiligen Streckenverfügbarkeit festzulegen, welche Bremsverzögerung für einen auf einen Haltepunkt vorrückenden 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, it is possible to use a slide for the usual service braking not just one, but several to provide different shortened slides, each for braking curves with different braking deceleration be valid. Depending on the availability of the track elements then has the body that has the tax instruction for the trains operating on a route, based on the respective Route availability determine what braking deceleration permitted for a train advancing to a stop and to transmit the corresponding information to the train. The train can determine the respective braking point itself determine or the control center determines this and transmits a corresponding distance information to the train, who should take this braking point into account.
Claims (5)
- Method for the target braking of vehicles travelling on a route, in particular trains, at stops for covering danger spots which follow the stops at different braking distances, characterized in that, upon the detection of a track section (C) which is signalled as being occupied or a travel location which is otherwise not available within a usually considered braking distance (D1) for the target braking of a vehicle (Z1) which advances towards a stop (L) a braking curve with a braking rate (b2) below the usually considered braking rate (b1) is used, if an automatic application of the brakes beginning at the stop allows a stopping of the vehicle within a shortened braking distance (D2) in front of the section (C) which is signalled as being occupied or the travel location which is characterized in some other way as not being available.
- Method according to claim 1, characterized in that the temporary changeover to the braking curve with reduced braking rate (b2) is made dependent on the fact that at least the track section (B) beginning at the stop (L) is signalled as being free and a track section (C) following in the travel direction is signalled as being occupied.
- Method according to claim 1 or 2, characterized in that the instruction for the effective switching of the braking curve with reduced braking rate (b2) is communicated to the vehicle, which advances towards a stop (L), before reaching its respective brake usage point.
- Method according to claim 3, characterized in that the communication of the changeover instruction is communicated to the vehicle by radio.
- Method according to one of claims 1 to 4, characterized in that, for the case where an automatic application of the brakes beginning at the stop would probably not lead to the stopping within a shortened braking distance (D2), with consideration of the usually assumed braking rate (b1) the vehicle is braked to a previously reachable stop.
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 EP0792230A1 (en) | 1997-09-03 |
| EP0792230B1 true EP0792230B1 (en) | 1999-03-31 |
Family
ID=6534272
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95936443A Expired - Lifetime EP0792230B1 (en) | 1994-11-15 | 1995-11-13 | Process for the braking of vehicles at halts in the target shooting manner |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0792230B1 (en) |
| DE (2) | DE4442196A1 (en) |
| GR (1) | GR3030505T3 (en) |
| WO (1) | WO1996015017A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
-
1994
- 1994-11-15 DE DE4442196A patent/DE4442196A1/en not_active Withdrawn
-
1995
- 1995-11-13 WO PCT/DE1995/001600 patent/WO1996015017A1/en active IP Right Grant
- 1995-11-13 DE DE59505531T patent/DE59505531D1/en not_active Expired - Fee Related
- 1995-11-13 EP EP95936443A patent/EP0792230B1/en not_active Expired - Lifetime
-
1999
- 1999-06-15 GR GR990401580T patent/GR3030505T3/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| GR3030505T3 (en) | 1999-10-29 |
| WO1996015017A1 (en) | 1996-05-23 |
| EP0792230A1 (en) | 1997-09-03 |
| DE4442196A1 (en) | 1996-05-23 |
| DE59505531D1 (en) | 1999-05-06 |
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