EP0792230B1 - Procede permettant a des vehicules de freiner par la methode du tir au but a des points d'arret - Google Patents

Procede permettant a des vehicules de freiner par la methode du tir au but a des points d'arret Download PDF

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Publication number
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
Authority
EP
European Patent Office
Prior art keywords
braking
stop
train
vehicle
slip
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95936443A
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German (de)
English (en)
Other versions
EP0792230A1 (fr
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/fr
Application granted granted Critical
Publication of EP0792230B1 publication Critical patent/EP0792230B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Lorsqu'après un point d'arrêt (L), au lieu de la marge de glissement (D1) prévue habituellement pour le freinage de service, on ne dispose que d'une marge de glissement (D2) plus courte, il est recommandé au train (Z1) qui avance à un point d'arrêt d'effectuer un freinage d'arrêt avec une décélération réduite (b2). La vitesse d'entrée du train sur la marge de glissement, dont il faut tenir compte, se trouve par conséquent elle aussi réduite, au moment du glissement sur le point d'arrêt, ce qui signifie que pour le glissement, une marge de glissement plus courte suffit. Ce procédé permet, même lorsque les marges de glissement sont plus courtes, de pouvoir parcourir la section située avant le point d'arrêt à régime plus élevé, jusqu'à ce que le point d'entrée de freinage soit atteint, ce qui a de bonnes répercussions sur la capacité de ligne.

Claims (5)

  1. Procédé pour le freinage dirigé de véhicules circulant sur une voie, notamment de trains, en des points d'arrêt, afin de couvrir des points de danger qui suivent les points d'arrêt à des distances différentes de parcours d'évitement,
    caractérisé en ce que, lors de la reconnaissance d'un tronçon (C) de voie signalé occupé ou d'un lieu de déplacement autrement non disponible à l'intérieur d'un parcours (D1) d'évitement habituellement pris en compte pour le freinage dirigé d'un véhicule (Z1) avançant à un point (L) d'arrêt, on se sert d'une courbe de freinage dont la décélération (b2) de freinage est inférieure à la décélération (b1) de freinage habituellement prise en compte, dans la mesure où un freinage forcé intervenant au point d'arrêt autorise une immobilisation du véhicule dans un parcours (D2) d'évitement raccourci situé avant le tronçon (C) signalé occupé ou le lieu de déplacement autrement identifié comme non disponible.
  2. Procédé suivant la revendication 1, caractérisé en ce que le passage provisoire à une courbe de freinage de décélération (b2) de freinage réduite est rendu dépendant du fait qu'au moins le tronçon (B) de voie commençant au point (L) d'arrêt est signalé libre, et qu'un tronçon (C) de voie consécutif dans la direction de marche est signalé occupé.
  3. Procédé suivant la revendication 1 ou 2, caractérisé en ce que l'instruction de rendre active la course de freinage à décélération (b2) de freinage réduite est communiquée au véhicule avançant à un point (L) d'arrêt avant l'atteinte de son point respectif d'application des freins.
  4. Procédé suivant la revendication 3, caractérisé en ce que la transmission au véhicule de l'instruction de changement de courbe de freinage s'effectue sans fil.
  5. Procédé suivant l'une des revendications 1 à 4, caractérisé en ce que, dans le cas où un freinage forcé intervenant au point d'arrêt n'engendrerait pas probablement l'immobilisation du véhicule dans un parcours (D2) d'évitement raccourci, le train sera, en prenant en compte la décélération (b1) de freinage habituellement utilisée, freiné à un point d'arrêt qu'il peut atteindre en amont.
EP95936443A 1994-11-15 1995-11-13 Procede permettant a des vehicules de freiner par la methode du tir au but a des points d'arret Expired - Lifetime EP0792230B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4442196A DE4442196A1 (de) 1994-11-15 1994-11-15 Verfahren zur Zielbremsung von Zügen/Fahrzeugen auf Haltepunkte
DE4442196 1994-11-15
PCT/DE1995/001600 WO1996015017A1 (fr) 1994-11-15 1995-11-13 Procede permettant a des trains/vehicules de freiner par la methode du tir au but a des points d'arret

Publications (2)

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

Family

ID=6534272

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95936443A Expired - Lifetime EP0792230B1 (fr) 1994-11-15 1995-11-13 Procede permettant a des vehicules de freiner par la methode du tir au but a des points d'arret

Country Status (4)

Country Link
EP (1) EP0792230B1 (fr)
DE (2) DE4442196A1 (fr)
GR (1) GR3030505T3 (fr)
WO (1) WO1996015017A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE502004001752D1 (de) * 2004-09-20 2006-11-23 Frank Haubert Anordnung und Verfahren zur Zugsicherung
DE102015218971A1 (de) 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren für ein Gleisstreckennetz
DE102021213704A1 (de) 2021-12-02 2023-06-07 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Schienenfahrzeugs

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2626617C2 (de) * 1976-06-14 1982-08-12 Siemens AG, 1000 Berlin und 8000 München Bremsüberwachungseinrichtung
JPS5612801A (en) * 1979-07-13 1981-02-07 Hitachi Ltd Method of stopping vehicle in fixed position
DE3047637A1 (de) * 1980-12-17 1982-07-22 Siemens AG, 1000 Berlin und 8000 München Zugsicherungseinrichtung

Also Published As

Publication number Publication date
GR3030505T3 (en) 1999-10-29
EP0792230A1 (fr) 1997-09-03
WO1996015017A1 (fr) 1996-05-23
DE4442196A1 (de) 1996-05-23
DE59505531D1 (de) 1999-05-06

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