EP0794888A1 - Systeme de commande automatique de la marche des trains - Google Patents

Systeme de commande automatique de la marche des trains

Info

Publication number
EP0794888A1
EP0794888A1 EP95938358A EP95938358A EP0794888A1 EP 0794888 A1 EP0794888 A1 EP 0794888A1 EP 95938358 A EP95938358 A EP 95938358A EP 95938358 A EP95938358 A EP 95938358A EP 0794888 A1 EP0794888 A1 EP 0794888A1
Authority
EP
European Patent Office
Prior art keywords
data
section
sections
trains
train
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.)
Withdrawn
Application number
EP95938358A
Other languages
German (de)
English (en)
Inventor
Hans-Arnim Lange
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 EP0794888A1 publication Critical patent/EP0794888A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—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 train control device according to the preamble of claim 1.
  • a train control device is known from DE-AS 20 01 321.
  • DE-AS a device for train protection with line-shaped signal transmission between train and route for section areas divided into sections is reported, in which each train or vehicle determines its location from the LZB sections it has traveled through and / or by means of a path measurement determined and in which a route center assigned to the route area elaborates driving commands for the trains and transmits these to the trains in a location-selective manner via a line conductor laid in the track.
  • the line conductor divides the route into individual sections by crossing his forward and return conductor.
  • the route control center transmits the travel commands it has worked out to the trains, and the trains determine which travel commands are intended for them from the knowledge of the sections they are traveling on.
  • the route control center supplies the Device known from DE-AS, irrespective of the route occupancy, cyclically follows all sections of the route area with information. The reason for this is that these routes are also or only used by trains that are not set up to inform the route center of their respective destination.
  • the information that can be transmitted from the route control center represents driving commands and each includes one Section identifier, among other things, an identifier for a target speed related to the end of the respective section.
  • Section identifier among other things, an identifier for a target speed related to the end of the respective section.
  • the trains then use the transmitted data to determine the driving speeds to be observed at their respective travel location and adapt their actual advancement speeds to the target speeds determined in this way.
  • Antenna arrangements and devices for receiving and evaluating this data are provided on the vehicles for the transmission of data to the vehicles; data transmission takes the form of data telegrams.
  • railway tracks in which only very specific, shorter route areas are provided with such facilities.
  • Such devices are used, for example, to inductively transmit the signal concept connected to a light signal to a train approaching the light signal. If a route control center or a route device supplies such a train with driving commands that apply to the individual sections and the train provides them
  • the number of line conductor sections to be supplied by a line device is limited. This can result in the case that the line conductor length available for the transmission of travel commands, what is meant is the number of sections, shorter than the braking distance of a train. This means that a further line device has to be provided to support a further line conductor that is limited to the first line conductor.
  • the particular advantage of the train protection device according to the invention lies in the fact that all vehicles which are set up to inform a control point of their respective place of travel and which are then usually supplied with travel commands in a location-selective manner in each section reported by them, including these for only can record and process every second or third section of transmitted data without the need for any hardware or software adjustments on the vehicles.
  • FIG. 1 shows a line area provided with a line conductor in front of a light signal
  • FIG. 2 shows a diagram to illustrate the mode of operation of the invention.
  • FIG. 1 shows a track G which is traversed by a train Z from left to right in the direction of travel.
  • a light signal S which, for. B. shows the stop signal concept.
  • a line device L beginning with the light signal and extending against the direction of travel over a predetermined length with the sections 1 to 6, route commands developed there from a line device SG for braking the train to target the light signal are to be transmitted to the approaching train.
  • the longitudinal extension of the line conductor L should correspond at least to the braking distance of the train from a maximum advance speed to the stop at the signal.
  • further data can be transmitted, such as B. Track slopes and slow speed points.
  • the route device SG transmits to the train Z advancing to a destination the data important for its onward journey not necessarily for each individual section, but at least outside the vicinity of the destination point S, for example, only in every second section, that is to say in the sections in the present case 1, 3 and 5.
  • the train itself measures that of it in the individual 5 sections covered route and uses this to determine its respective distance from the destination point in a manner known per se. In accordance with this distance, the train modifies an advancing speed that has been communicated to it and applies to the section in question, in a manner known per se, by building up a braking curve that is scanned depending on the path.
  • the inventive finding is that in the event that it does not receive any data such as target speed, target distance and / or advancement speed that is important for its further travel, for example for track section 4, the train continues to accept the data received for the previous section 3 and this according to the route he has traveled since then. For the illustrated embodiment, this means that the train reduces the distance value x3 transmitted to it when traveling in section 3 by the travel distance xZ since then and thus determines its current distance to the signal showing the stop. Details can be found in the diagram in FIG. 2, in which the target speeds applicable for the beginning of LZB sections 1, 3 and 5 are particularly marked. The
  • train Z can also synchronize its vehicle-side displacement measuring devices at the line conductor crossing point between sections 3 and 4 and thus take the travel path xZ * into account when determining its actual travel location.
  • the advantage of the train control device according to the invention lies in the utilization of this behavior of LZB-compatible trains in connection with line conductor areas in which the transmission of location reports to a route device or a control center is not mandatory.
  • the further great advantage of the train control device according to the invention is that a route device can now supply a much larger route area with driving commands than on routes on which each individual section is to be supplied with location-selective data.
  • the line device also includes, for. B. section 6 is supplied with data that are then recorded and evaluated by the train in a location-selective manner.
  • the train control device can not only be used with advantage in the close range of light signals or slow speed points, but can of course also be used for other LZB route areas.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un dispositif de commande de lignes (SG) ne fournit des données importantes pour la poursuite du parcours des trains, qu'à une section sur deux (1, 3, 5) ou sur trois d'un conducteur de ligne. Des secteurs de conducteurs de lignes plus importants peuvent ainsi être régis par un seul dispositif de commande de lignes. Les trains mettent à jour les données transmises, au fur et à mesure de la distance qu'ils ont parcourue depuis le moment où ils ont reçu ces données. A cet effet, en absence d'appel du système de commande de lignes, tous les trains aptes à fonctionner en commande automatique de marche et équipés en conséquence, sont en mesure de poursuivre le traitement d'un parcours prédéfini, à l'aide des toutes dernières données reçues dont la validité a été établie.
EP95938358A 1994-11-30 1995-11-22 Systeme de commande automatique de la marche des trains Withdrawn EP0794888A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19944444518 DE4444518A1 (de) 1994-11-30 1994-11-30 Zugbeeinflussungseinrichtung
DE4444518 1994-11-30
PCT/DE1995/001712 WO1996016854A1 (fr) 1994-11-30 1995-11-22 Systeme de commande automatique de la marche des trains

Publications (1)

Publication Number Publication Date
EP0794888A1 true EP0794888A1 (fr) 1997-09-17

Family

ID=6535785

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95938358A Withdrawn EP0794888A1 (fr) 1994-11-30 1995-11-22 Systeme de commande automatique de la marche des trains

Country Status (4)

Country Link
EP (1) EP0794888A1 (fr)
CN (1) CN1171760A (fr)
DE (1) DE4444518A1 (fr)
WO (1) WO1996016854A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101927775B (zh) * 2010-08-18 2012-07-11 北京交大资产经营有限公司 Cbtc系统中列车跨越控制区域时的安全防护方法
CN111145609A (zh) * 2020-01-14 2020-05-12 北京智联友道科技有限公司 一种城轨列控中心模拟系统及其使用方法

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1605430C3 (de) * 1967-11-24 1976-01-08 Siemens Ag, 1000 Berlin Und 8000 Muenchen Verfahren zur Zugfolgesicherung mit linienförmiger Informationsübertragung zwischen Zug und Strecke
DE2710113A1 (de) * 1977-03-04 1978-09-07 Licentia Gmbh Verfahren zur ueberwachung des verkehrs von zuegen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9616854A1 *

Also Published As

Publication number Publication date
CN1171760A (zh) 1998-01-28
DE4444518A1 (de) 1996-06-05
WO1996016854A1 (fr) 1996-06-06

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