EP0890495B1 - Method for generating a signal which identifies a section of a rail track as free of vehicle axles - Google Patents

Method for generating a signal which identifies a section of a rail track as free of vehicle axles Download PDF

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Publication number
EP0890495B1
EP0890495B1 EP98250250A EP98250250A EP0890495B1 EP 0890495 B1 EP0890495 B1 EP 0890495B1 EP 98250250 A EP98250250 A EP 98250250A EP 98250250 A EP98250250 A EP 98250250A EP 0890495 B1 EP0890495 B1 EP 0890495B1
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EP
European Patent Office
Prior art keywords
track
section
vehicle axle
time
speed
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EP98250250A
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German (de)
French (fr)
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EP0890495A1 (en
Inventor
Martin Jung
Wolfgang Talke
Günter Meuters
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Siemens AG
ThyssenKrupp Technologies AG
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Siemens AG
ThyssenKrupp Automotive AG
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Publication of EP0890495A1 publication Critical patent/EP0890495A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/12—Track brakes or retarding apparatus electrically controlled
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • track brakes in automatic marshalling yards use with which the driving speed of wagons can be reduced (see for example "microcomputer - controlled electrodynamic directional track brake ", Jean-Pierre Pfander and Alexander Hörder, shunting technology and Gleisanschlußtechnik (1980/81), episode 40, pages 45 to 47). It is also known that in some types of track brakes, such as B. rubber track brakes, the track brake is not switched on may be allowed if a vehicle axle is in the lead or braking section of the track brake.
  • a correction method for axle counting methods is also known (EP 0 739 803 A2), with the counting error when counting the Vehicle axes can be corrected automatically.
  • the invention has for its object, one with particular low-cost process for generating a Specify control signal that a portion of a at least one track section equipped with a track brake marks as free of vehicle axles.
  • this object is achieved with a method in which each vehicle axis entering the track section the entry speed with a speed sensor is measured with the retraction speed of the respective vehicle axis and with the braking characteristics of the at least one track brake a start and an end time the period of stay of the respective vehicle axle an auxiliary signal is calculated in the section formed at the beginning and at the end of the stay the respective vehicle axle withdrawn and the control signal in an auxiliary signal-free state is produced.
  • the method according to the invention can also be used to generate a Control signal are used, which is a section of a at least one track section equipped with a track brake marks as drive free; this can be concretely achieve, for example, that after each in the Track section entering vehicle axis started a blocking time and all retracted within the respective blocking period Vehicle axes can be assigned to a drive.
  • Single axles and bogies are also considered as drives two or three axes.
  • the advantage of the method according to the invention is that by using only one speed sensor on measuring contacts such as the pre-section contact, the inlet contact and the outlet contact can be dispensed with.
  • the method according to the invention is more flexible than that conventional, since any section of the track section can be detected without corresponding measuring contacts must be attached to the tracks.
  • auxiliary signals can be used in the method according to the invention generated and evaluated in different ways to win the control signal. For example, with the respective Auxiliary signal, a pulse can be generated with the End time ends; if no pulse can be detected, then it will Control signal generated.
  • the control signal can be particularly precise and therefore advantageous generate when the start and end time of the stay period the respective vehicle axis in the section is determined by using the retraction speed of the respective vehicle axis and the braking characteristics of the at least one track brake the extension speed of the respective vehicle axis determined from the track section is, from the entry and exit speed of the respective vehicle axis the average speed of the respective vehicle axis in the track section by estimation is determined and from the average speed and the spatial arrangement of the section in the track section of Start and end time of the respective stay Vehicle axis is calculated in the section.
  • the extension speed is particularly simple and therefore advantageous or calculate the average speed, when assuming a constant deceleration (Energy level) of the track brake can be calculated.
  • FIG. 1 shows a track section 1 of a track system 3 with a weight-independent track brake 5.
  • a speed sensor 9 is attached to a route point X0 of the track section 1, with which entry speeds Vein of each vehicle axis entering the track section 1 along an arrow 10 are measured.
  • the calibration factor k is in the range between 1 and 10 and, depending on the accuracy requirements, can also be dependent on the vehicle axles located in track section 1. Very precise measurement results can be obtained, for example, if the factor k is 2.5 for up to four vehicle axles in track section 1 and 8 is equal to five vehicle axles in track section 1.
  • the average speed Vm for every vehicle axis entering the track section 1 and end times of periods of stay in sections of track section 1 calculated, in one Lead section 11 of the track section 1, in a lead section 13 of the track brake 5 and in a braking area 15 of the track brake 5.
  • the lead section 11 of the track section 1 is limited by route points X0 and X1
  • the lead section 13 of the track brake 5 is by the route points X1 and X2 are formed and the braking area 15 the track brake 5 is delimited by the route points X2 and X3 according to FIG. 1.
  • the times t0 and t1 are therefore start and end times the period of stay of the respective vehicle axle in the lead section 11 of the track section 1.
  • the point in time at which the respective vehicle axle penetrates the lead section 13 of the track brake 5 corresponds to the point in time t1 at which it leaves the lead section of the track section 1;
  • the control signal St is in an auxiliary signal-free state generated. Specifically, this is in the control unit 17 with the Auxiliary signals one counter variable each at the start t1 of the respective vehicle axis by one counter position counted up and at the end time t3 of the respective vehicle axle counted down by one digit.
  • the control signal St in this case, that through the lead section 13 of the track brake 5 and the braking area 15 of the track brake 5 formed section of the track section 1 as free of Identifies vehicle axles, is in the control unit 17th generated when the counter variable has the value zero.
  • Appropriate Control signals for other sections of the track section 1 can be created by forming corresponding counter variables produce.
  • pulses are also generated with end at the respective end time t3; an impulse defined so always the busy state of the respective associated section. If at least one pulse can be detected the respective section is always occupied.
  • FIG. 2 shows a track section 20 of a track system 23 with a track brake 25 corresponding to the track brake 5 according to FIG. 1 and an additional track brake 27.
  • a speed sensor 29 is attached to a route point X0 and measures the entry speed Vein of vehicle axles entering the track section 20. With the retraction speed Vein of the respective vehicle axis and the position and thus the braking characteristics of the track brake 25 and the additional track brake 27, an average speed Vm is first - as in the embodiment according to FIG Parts of the track section 20 calculated.
  • Portions of the track section 20 can be, for example, the lead section 33 of the track section 20, the lead section 35 of the track brake 25, the braking area 37 of the track brake 25 and the braking area 39 of the additional track brake 27.
  • the variables X1, X2, X3 and X4 designate the respective ones Route points in track section 20 of track system 23 according to Figure 2.
  • Each of these sections is in a control unit 40 assigned a counter variable that is entered the respective vehicle axle up into the section and when leaving the section by the respective vehicle axle is counted down one meter position.
  • On Control signal St is for the respective section of the Control unit 40 generates when the corresponding counter variable has the value zero.

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

Abstract

The method involves measuring the entry speed of each vehicle axle entering the section (1) of track using a speed sensor. The entry speed is used with the braking characteristic of the one or more rail brakes (5) to derive a start and end time point (t0-t4) for the period during which the axle occupies part (11,13,15) of the track section. An auxiliary signal is generated at the start time point and is reset at the end time point for each vehicle axle's occupation of the section of track. The control signal (st) is generated if there is no auxiliary signal.

Description

Verfahren zum Erzeugen eines Signals, das ein Teilstück eines Gleisabschnittes als frei von Fahrzeugachsen kennzeichnetMethod for generating a signal which is a section of a Track section marks free of vehicle axles

Es ist bekannt, in automatischen Rangierbahnhöfen Gleisbremsen einzusetzen, mit denen die Fahrgeschwindigkeit von Wagen reduziert werden kann (siehe beispielsweise "Mikrocomputer - gesteuerte elektrodynamische Richtungsgleisbremse", Jean-Pierre Pfander und Alexander Hörder, Rangiertechnik und Gleisanschlußtechnik (1980/81), Folge 40, Seiten 45 bis 47). Weiterhin ist bekannt, daß bei manchen Arten von Gleisbremsen, wie z. B. Gummigleisbremsen, die Gleisbremse nicht eingeschaltet werden darf, wenn sich eine Fahrzeugachse im Vorlauf- oder Bremsabschnitt der Gleisbremse befindet. Um nun festzustellen, ob sich eine Fahrzeugachse im Vorlauf- oder Bremsabschnitt der Gleisbremse aufhält, werden üblicherweise und auch gemäß der eingangs erwähnten Literaturstelle an den Gleisen angebrachte Meßkontakte eingesetzt, und zwar in Form eines Vorabschnittskontaktes, eines Einlaufkontaktes und eines Auslaufkontaktes, die jeweils ein Vorbeifahren von Fahrzeugachsen signalisieren; diese Meßsignale der Meßkontakte werden dann mit einem Achszählverfahren ausgewertet. Außerdem ist ein Korrekturverfahren für Achszählverfahren bekannt (EP 0 739 803 A2), mit dem Zählfehler beim Zählen der Fahrzeugachsen automatisch korrigiert werden können.It is known to have track brakes in automatic marshalling yards use with which the driving speed of wagons can be reduced (see for example "microcomputer - controlled electrodynamic directional track brake ", Jean-Pierre Pfander and Alexander Hörder, shunting technology and Gleisanschlußtechnik (1980/81), episode 40, pages 45 to 47). It is also known that in some types of track brakes, such as B. rubber track brakes, the track brake is not switched on may be allowed if a vehicle axle is in the lead or braking section of the track brake. Um now determine whether a vehicle axle is in the lead or Brake section of the track brake is usually stopped and also according to the literature mentioned at the beginning Rail-mounted measuring contacts used, in the form a pre-section contact, an inlet contact and one Outlet contact, each passing by Signal vehicle axles; these measuring signals of the measuring contacts are then evaluated using an axle counting method. A correction method for axle counting methods is also known (EP 0 739 803 A2), with the counting error when counting the Vehicle axes can be corrected automatically.

Der Erfindung liegt die Aufgabe zugrunde, ein mit besonders geringem Aufwand durchführbares Verfahren zum Erzeugen eines Steuersignals anzugeben, das ein Teilstück eines mit mindestens einer Gleisbremse ausgestatteten Gleisabschnittes als frei von Fahrzeugachsen kennzeichnet.The invention has for its object, one with particular low-cost process for generating a Specify control signal that a portion of a at least one track section equipped with a track brake marks as free of vehicle axles.

Diese Aufgabe wird erfindungsgemäß mit einem Verfahren gelöst, bei dem jeder in den Gleisabschnitt einfahrenden Fahrzeugachse die Einfahrgeschwindigkeit mit einem Geschwindigkeitssensor gemessen wird, mit der Einfahrgeschwindigkeit der jeweiligen Fahrzeugachse und mit der Bremscharakteristik der mindestens einen Gleisbremse ein Anfangs- und ein Endzeitpunkt des Aufenthaltszeitraums der jeweiligen Fahrzeugachse in dem Teilstück berechnet wird, ein Hilfssignal zum Anfangszeitpunkt gebildet und zum Endzeitpunkt des Aufenthaltszeitraumes der jeweiligen Fahrzeugachse zurückgenommen wird und das Steuersignal bei einem hilfssignalfreien Zustand erzeugt wird.According to the invention, this object is achieved with a method in which each vehicle axis entering the track section the entry speed with a speed sensor is measured with the retraction speed of the respective vehicle axis and with the braking characteristics of the at least one track brake a start and an end time the period of stay of the respective vehicle axle an auxiliary signal is calculated in the section formed at the beginning and at the end of the stay the respective vehicle axle withdrawn and the control signal in an auxiliary signal-free state is produced.

Das erfindungsgemäße Verfahren kann auch zum Erzeugen eines Steuersignals verwendet werden, das ein Teilstück eines mit mindestens einer Gleisbremse ausgestatteten Gleisabschnittes als frei von Laufwerken kennzeichnet; dies läßt sich konkret beispielsweise dadurch erreichen, daß nach jeder in den Gleisabschnitt einfahrenden Fahrzeugachse eine Sperrzeit gestartet wird und alle innerhalb der jeweiligen Sperrzeit eingefahrenen Fahrzeugachsen einem Laufwerk zugeordnet werden. Als Laufwerke gelten dabei Einzelachsen und Drehgestelle mit zwei oder drei Achsen.The method according to the invention can also be used to generate a Control signal are used, which is a section of a at least one track section equipped with a track brake marks as drive free; this can be concretely achieve, for example, that after each in the Track section entering vehicle axis started a blocking time and all retracted within the respective blocking period Vehicle axes can be assigned to a drive. Single axles and bogies are also considered as drives two or three axes.

Der Vorteil des erfindungsgemäßen Verfahrens besteht darin, daß durch die Verwendung nur eines Geschwindigkeitssensors auf Meßkontakte wie den Vorabschnittskontakt, den Einlaufkontakt und den Auslaufkontakt verzichtet werden kann. Darüber hinaus ist das erfindungsgemäße Verfahren flexibler als das herkömmliche, da jedes beliebige Teilstück des Gleisabschnittes erfaßt werden kann, ohne daß dafür entsprechende Meßkontakte an den Gleisen angebracht werden müssen.The advantage of the method according to the invention is that that by using only one speed sensor on measuring contacts such as the pre-section contact, the inlet contact and the outlet contact can be dispensed with. About that in addition, the method according to the invention is more flexible than that conventional, since any section of the track section can be detected without corresponding measuring contacts must be attached to the tracks.

Die Hilfssignale können bei dem erfindungsgemäßen Verfahren in unterschiedlicher Weise erzeugt und ausgewertet werden, um das Steuersignal zu gewinnen. Beispielsweise kann mit dem jeweiligen Hilfssignal ein Impuls erzeugt werden, der mit dem Endzeitpunkt endet; ist kein Impuls erfaßbar, dann wird das Steuersignal erzeugt.The auxiliary signals can be used in the method according to the invention generated and evaluated in different ways to win the control signal. For example, with the respective Auxiliary signal, a pulse can be generated with the End time ends; if no pulse can be detected, then it will Control signal generated.

Einfach und damit besonders vorteilhaft lassen sich die Hilfssignale auswerten, wenn mit ihnen eine Zählervariable zum Anfangszeitpunkt herauf- und zum Endzeitpunkt des Aufenthaltszeitraumes der jeweiligen Fahrzeugachse um eine Zählerstelle heruntergezählt wird und das Steuersignal erzeugt wird, wenn die Zählervariable den Wert Null aufweist.The can be simple and therefore particularly advantageous Evaluate auxiliary signals if they contain a counter variable up at the start and end of the stay the respective vehicle axis by one counter position is counted down and generates the control signal when the counter variable is zero.

Besonders genau und damit vorteilhaft läßt sich das Steuersignal erzeugen, wenn der Anfangs-und Endzeitpunkt des Aufenthaltszeitraumes der jeweiligen Fahrzeugachse in dem Teilstück bestimmt wird, indem mit der Einfahrgeschwindigkeit der jeweiligen Fahrzeugachse und der Bremscharakteristik der mindestens einen Gleisbremse die Ausfahrgeschwindigkeit der jeweiligen Fahrzeugachse aus dem Gleisabschnitt bestimmt wird, aus der Einfahr- und Ausfahrgeschwindigkeit der jeweiligen Fahrzeugachse die mittlere Geschwindigkeit der jeweiligen Fahrzeugachse im Gleisabschnitt durch Schätzung ermittelt wird und aus der mittleren Geschwindigkeit und der räumlichen Anordnung des Teilstückes im Gleisabschnitt der Anfangs-und Endzeitpunkt des Aufenthaltszeitraumes der jeweiligen Fahrzeugachse in dem Teilstück berechnet wird.The control signal can be particularly precise and therefore advantageous generate when the start and end time of the stay period the respective vehicle axis in the section is determined by using the retraction speed of the respective vehicle axis and the braking characteristics of the at least one track brake the extension speed of the respective vehicle axis determined from the track section is, from the entry and exit speed of the respective vehicle axis the average speed of the respective vehicle axis in the track section by estimation is determined and from the average speed and the spatial arrangement of the section in the track section of Start and end time of the respective stay Vehicle axis is calculated in the section.

Besonders einfach und damit vorteilhaft lassen sich die Ausfahrgeschwindigkeit oder die mittlere Geschwindigkeit berechnen, wenn sie unter der Annahme einer konstanten Abbremsbeschleunigung (Energiehöhe) der Gleisbremse berechnet werden.The extension speed is particularly simple and therefore advantageous or calculate the average speed, when assuming a constant deceleration (Energy level) of the track brake can be calculated.

Zur Erläuterung der Erfindung zeigt

  • Figur 1 schematisch ein Ausführungsbeispiel einer Anordnung mit einer Gleisbremse in einem Gleisabschnitt zur Durchführung des erfindungsgemäßen Verfahrens und
  • Figur 2 schematisch ein Ausführungsbeispiel einer Anordnung mit zwei Gleisbremsen im Gleisabschnitt zur Durchführung des erfindungsgemäßen Verfahrens.
    • To illustrate the invention shows
  • Figure 1 schematically shows an embodiment of an arrangement with a track brake in a track section for performing the method and
  • Figure 2 schematically shows an embodiment of an arrangement with two track brakes in the track section for performing the method according to the invention.

    • Figur 1 zeigt einen Gleisabschnitt 1 einer Gleisanlage 3 mit einer gewichtsunabhängigen Gleisbremse 5. An einem Streckenpunkt X0 des Gleisabschnittes 1 ist ein Geschwindigkeitssensor 9 angebracht, mit dem Einfahrgeschwindigkeiten Vein jeder entlang einem Pfeil 10 in den Gleisabschnitt 1 einfahrenden Fahrzeugachse gemessen werden. Mit der Einfahrgeschwindigkeit Vein der jeweiligen Fahrzeugachse und der Stellung bzw. der Bremswirkung der Gleisbremse 5 wird eine Ausfahrgeschwindigkeit Vaus der jeweiligen Fahrzeugachse aus dem Gleisabschnitt 1 berechnet, gemäß den Beziehungen: Vaus = Vein   (Bremse ausgeschaltet) Vaus = Vein2 - 2g'·l k    (Bremse eingeschaltet) wobei g' eine vorab gemessene oder bekannte, konstante Abbremsbeschleunigung (Energiehöhe) der Gleisbremse 5, l die Länge der Gleisbremse 5 (1=X3-X2 in Figur 1) und k einen Kalibrierungsfaktor angibt. Der Kalibrierungsfaktor k liegt im Bereich zwischen 1 und 10 und kann je nach Genauigkeitsanforderungen auch abhängig von den im Gleisabschnitt 1 befindlichen Fahrzeugachsen sein. Sehr genaue Meßergebnisse lassen sich beispielsweise erhalten, wenn der Faktor k gleich 2,5 ist für bis zu vier Fahrzeugachsen im Gleisabschnitt 1 und gleich 8 ist ab fünf Fahrzeugachsen im Gleisabschnitt 1.FIG. 1 shows a track section 1 of a track system 3 with a weight-independent track brake 5. A speed sensor 9 is attached to a route point X0 of the track section 1, with which entry speeds Vein of each vehicle axis entering the track section 1 along an arrow 10 are measured. With the retraction speed Vein of the respective vehicle axis and the position or braking effect of the track brake 5, an exit speed V is calculated from the respective vehicle axis from the track section 1, according to the relationships: Vaus = Vein (brake switched off) Vaus = vein 2 - 2g ' l k (Brake on) where g 'is a previously measured or known, constant braking acceleration (energy level) of the track brake 5, l the length of the track brake 5 (1 = X3-X2 in FIG. 1) and k a calibration factor. The calibration factor k is in the range between 1 and 10 and, depending on the accuracy requirements, can also be dependent on the vehicle axles located in track section 1. Very precise measurement results can be obtained, for example, if the factor k is 2.5 for up to four vehicle axles in track section 1 and 8 is equal to five vehicle axles in track section 1.

    Aus der Einfahrgeschwindigkeit Vein und der Ausfahrgeschwindigkeit Vaus der jeweiligen Fahrzeugachse wird eine mittlere Geschwindigkeit Vm der jeweiligen Fahrzeugachse im Gleisabschnitt 1 durch folgende Schätzung ermittelt: Vm = Vein2 - Vaus2 2 An average speed Vm of the respective vehicle axis in the track section 1 is determined from the entry speed Vein and the exit speed Vout of the respective vehicle axis by the following estimate: Vm = vein 2 - Various 2 2

    Im folgenden werden mit der mittleren Geschwindigkeit Vm für jede in den Gleisabschitt 1 einfahrende Fahrzeugachse Anfangs- und Endzeitpunkte von Aufenthaltszeiträumen in Teilstücken des Gleisabschnittes 1 berechnet, und zwar in einem Vorlaufabschnitt 11 des Gleisabschnittes 1, in einem Vorlaufabschnitt 13 der Gleisbremse 5 und in einem Bremsbereich 15 der Gleisbremse 5. Der Vorlaufabschnitt 11 des Gleisabschnittes 1 ist dabei von den Streckenpunkten X0 und X1 begrenzt, der Vorlaufabschnitt 13 der Gleisbremse 5 wird durch die Streckenpunkte X1 und X2 gebildet und der Bremsbereich 15 der Gleisbremse 5 ist eingegrenzt durch die Streckenpunkte X2 und X3 gemäß Figur 1.In the following, the average speed Vm for every vehicle axis entering the track section 1 and end times of periods of stay in sections of track section 1 calculated, in one Lead section 11 of the track section 1, in a lead section 13 of the track brake 5 and in a braking area 15 of the track brake 5. The lead section 11 of the track section 1 is limited by route points X0 and X1, the lead section 13 of the track brake 5 is by the route points X1 and X2 are formed and the braking area 15 the track brake 5 is delimited by the route points X2 and X3 according to FIG. 1.

    Der Zeitpunkt, an dem die jeweilige Fahrzeugachse in den Gleisabschnitt 1 und damit in den Vorlaufabschnitt 11 des Gleisabschnittes 1 einfährt, wird in Figur 1 mit dem Bezugszeichen t0 bezeichnet. Der Zeitpunkt, an dem die jeweilige Fahrzeugachse den Vorlaufabschnitt 11 wieder verläßt, wird in Figur 1 mit dem Bezugszeichen t1 beschrieben und bestimmt gemäß: t1 = X1 - X0 Vm + t0. The point in time at which the respective vehicle axle enters the track section 1 and thus the lead section 11 of the track section 1 is denoted in FIG. 1 by the reference symbol t0. The point in time at which the respective vehicle axle leaves the lead section 11 is described in FIG. 1 with the reference symbol t1 and is determined in accordance with: t1 = X1 - X0 vm + t0.

    Die Zeitpunkte t0 und t1 sind also Anfangs- bzw. Endzeitpunkte des Aufenthaltszeitraumes der jeweiligen Fahrzeugachse in dem Vorlaufabschnitt 11 des Gleisabschnittes 1.The times t0 and t1 are therefore start and end times the period of stay of the respective vehicle axle in the lead section 11 of the track section 1.

    Für die anderen Teilstücke des Gleisabschnittes 1, nämlich für den Vorlaufabschnitt 13 der Gleisbremse 5 und den Bremsbereich 15 der Gleisbremse 5, werden die entsprechenden Anfangs- und Endzeitpunkte, die in Figur 1 die Bezugszeichen t1, t2 und t3 tragen, entsprechend berechnet:For the other sections of the track section 1, namely for the lead section 13 of the track brake 5 and the braking area 15 of the track brake 5, the corresponding initial and end times, the reference numerals in Figure 1 Wear t1, t2 and t3, calculated accordingly:

    Der Zeitpunkt, an dem die jeweilige Fahrzeugachse in den Vorlaufabschnitt 13 der Gleisbremse 5 eindringt, entspricht dem Zeitpunkt t1, an dem sie den Vorlaufabschnitt des Gleisabschnittes 1 verläßt; der Zeitpunkt t2, an dem die jeweilige Fahrzeugachse aus dem Vorlaufabschnitt 13 der Gleisbremse 5 herausfährt, berechnet sich gemäß: t2 = X2 - X0Vm + t0. The point in time at which the respective vehicle axle penetrates the lead section 13 of the track brake 5 corresponds to the point in time t1 at which it leaves the lead section of the track section 1; The time t2 at which the respective vehicle axle moves out of the lead section 13 of the track brake 5 is calculated according to: t2 = X2 - X0 vm + t0.

    Der Zeitpunkt, an dem die jeweilige Fahrzeugachse in den Bremsbereich 15 der Gleisbremse 5 eindringt, entspricht dem Zeitpunkt t2, an dem der Vorlaufabschnitt 13 der Gleisbremse 5 verlassen wird; der Zeitpunkt t3 in Figur 1, an dem die jeweilige Fahrzeugachse den Bremsbereich 15 der Gleisbremse 5 verläßt, ergibt sich dementsprechend zu: t3 = X3 - X0Vm + t0. The point in time at which the respective vehicle axle penetrates into the braking area 15 of the track brake 5 corresponds to the point in time t2 at which the lead section 13 of the track brake 5 is left; The point in time t3 in FIG. 1 at which the respective vehicle axle leaves the braking area 15 of the track brake 5 results accordingly: t3 = X3 - X0 vm + t0.

    Nachdem nun mit der Einfahrgeschwindigkeit Vein der jeweiligen Fahrzeugachse und der Stellung und damit der Bremscharakteristik der Gleisbremse 5 die Anfangs- und die Endzeitpunkte der jeweiligen Aufenthaltszeiträume der jeweiligen Fahrzeugachse in den jeweiligen Teilstücken berechnet wurde, kann nun in einer Steuereinheit 17 für jedes Teilstück ein Steuersignal St erzeugt werden, das das jeweilige Teilstück des Gleisabschnittes 1 als frei von Fahrzeugachsen kennzeichnet (Freizustand). Dies soll nun anhand eines Beispieles erläutert werden:Now with the entry speed Vein of the respective Vehicle axis and the position and thus the braking characteristics the track brake 5 the start and end times the respective periods of stay of the respective Vehicle axis was calculated in the respective sections, can now be in a control unit 17 for each section Control signal St are generated that the respective section of track section 1 marks as free of vehicle axles (Free state). This should now be based on an example are explained:

    Soll sichergestellt sein - beispielsweise zum Betätigen der Gleisbremse 5 -, daß in einem durch den Vorlaufabschnitt 13 der Gleisbremse 5 und den Bremsbereich 15 der Gleisbremse 5 gebildeten Teilstück des Gleisabschnittes 1 keine Fahrzeugachse vorhanden ist, so werden zunächst für jede in den Gleisabschnitt eintretende Fahrzeugachse der Anfangszeitpunkt und der Endzeitpunkt des Aufenthaltszeitraumes der jeweiligen Fahrzeugachse in diesem Teilstück ermittelt. Bei diesem Beispiel entspricht der Anfangszeitpunkt des Aufenthaltszeitraumes dem Zeitpunkt t1 in Figur 1 und der Endzeitpunkt dem Zeitpunkt t3 in Figur 1.Should be ensured - for example to operate the Track brake 5 - that in a through the lead section 13th the track brake 5 and the braking area 15 of the track brake 5 formed section of the track section 1 no vehicle axis is present, so first for each in the Vehicle axis entering track section the start time and the end time of the respective stay Vehicle axis determined in this section. In this example corresponds to the start of the stay the time t1 in FIG. 1 and the end time the Time t3 in FIG. 1.

    Anschließend wird in der Steuereinheit 17 jeweils zum Anfangszeitpunkt t1 der jeweiligen Fahrzeugachse ein Hilfssignal gebildet und zum Endzeitpunkt t3 zurückgenommen; das Steuersignal St wird bei einem hilfssignalfreien Zustand erzeugt. Konkret wird hierzu in der Steuereinheit 17 mit den Hilfssignalen eine Zählervariable jeweils zum Anfangszeitpunkt t1 der jeweiligen Fahrzeugachse um eine Zählerstelle heraufgezählt und zum Endzeitpunkt t3 der jeweiligen Fahrzeugachse um eine Zählerstelle heruntergezählt. Das Steuersignal St, das in diesem Fall das durch den Vorlaufabschnitt 13 der Gleisbremse 5 und den Bremsbereich 15 der Gleisbremse 5 gebildete Teilstück des Gleisabschnittes 1 als frei von Fahrzeugachsen kennzeichnet, wird in der Steuereinheit 17 erzeugt, wenn die Zählervariable den Wert Null aufweist. Entsprechende Steuersignale für andere Teilstücke des Gleisabschnittes 1 lassen sich durch Bildung entsprechender Zählervariablen erzeugen.Subsequently, in the control unit 17 at the start time t1 of the respective vehicle axle Auxiliary signal formed and withdrawn at end time t3; The control signal St is in an auxiliary signal-free state generated. Specifically, this is in the control unit 17 with the Auxiliary signals one counter variable each at the start t1 of the respective vehicle axis by one counter position counted up and at the end time t3 of the respective vehicle axle counted down by one digit. The control signal St, in this case, that through the lead section 13 of the track brake 5 and the braking area 15 of the track brake 5 formed section of the track section 1 as free of Identifies vehicle axles, is in the control unit 17th generated when the counter variable has the value zero. Appropriate Control signals for other sections of the track section 1 can be created by forming corresponding counter variables produce.

    Anstatt mit den Hilfssignalen eine Zählervariable heraufoder herunterzuzählen, können mit den Hilfssignalen jeweils zum Anfangszeitpunkt t1 auch Impulse erzeugt werden, die mit dem jeweiligen Endzeitpunkt t3 enden; ein Impuls definiert dabei also immer den Besetztzustand des jeweiligen zugehörigen Abschnitts. Wenn mindestens ein Impuls erfaßbar ist, ist der jeweilige Abschnitt also immer besetzt. Instead of going up or up a counter variable with the auxiliary signals can count down with the auxiliary signals each at the start point in time t1, pulses are also generated with end at the respective end time t3; an impulse defined so always the busy state of the respective associated section. If at least one pulse can be detected the respective section is always occupied.

    Figur 2 zeigt einen Gleisabschnitt 20 einer Gleisanlage 23 mit einer Gleisbremse 25 entsprechend der Gleisbremse 5 nach Figur 1 und einer zusätzlichen Gleisbremse 27. An einem Streckenpunkt X0 ist ein Geschwindigkeitssensor 29 angebracht, der die Einfahrgeschwindigkeit Vein von in den Gleisabschnitt 20 einfahrenden Fahrzeugachsen mißt. Mit der Einfahrgeschwindigkeit Vein der jeweiligen Fahrzeugachse und der Stellung und damit der Bremscharakteristik der Gleisbremse 25 und der zusätzlichen Gleisbremse 27 wird zunächst - wie bei dem Ausführungsbeispiel gemäß Figur 1 - eine mittlere Geschwindigkeit Vm und anschließend jeweils Anfangs- und Endzeitpunkte von Aufenthaltszeiträumen der jeweiligen Fahrzeugachse in Teilstücken des Gleisabschnittes 20 berechnet. Teilstücke des Gleisabschnittes 20 können beispielsweise der Vorlaufabschnitt 33 des Gleisabschnittes 20, der Vorlaufabschnitt 35 der Gleisbremse 25, der Bremsbereich 37 der Gleisbremse 25 und der Bremsbereich 39 der zusätzlichen Gleisbremse 27 sein. Die Anfangs- bzw. Endzeitpunkte t0, t1, t2, t3 und t4 der Aufenthaltszeiträume der jeweiligen Fahrzeugachse in den jeweiligen Teilstücken lassen sich berechnen gemäß den nachfolgenden Gleichungen: t1 = x1 - x0Vm + t0, t2 = x2 - x0Vm + t0, t3 = x3 - x0Vm + t0, t4 = x4 - x0Vm + t0. FIG. 2 shows a track section 20 of a track system 23 with a track brake 25 corresponding to the track brake 5 according to FIG. 1 and an additional track brake 27. A speed sensor 29 is attached to a route point X0 and measures the entry speed Vein of vehicle axles entering the track section 20. With the retraction speed Vein of the respective vehicle axis and the position and thus the braking characteristics of the track brake 25 and the additional track brake 27, an average speed Vm is first - as in the embodiment according to FIG Parts of the track section 20 calculated. Portions of the track section 20 can be, for example, the lead section 33 of the track section 20, the lead section 35 of the track brake 25, the braking area 37 of the track brake 25 and the braking area 39 of the additional track brake 27. The start and end times t0, t1, t2, t3 and t4 of the periods of stay of the respective vehicle axle in the respective sections can be calculated according to the following equations: t1 = x1 - x0 vm + t0, t2 = x2 - x0 vm + t0, t3 = x3 - x0 vm + t0, t4 = x4 - x0 vm + t0.

    Dabei bezeichnen die Variablen X1, X2, X3 und X4 die jeweiligen Streckenpunkte im Gleisabschnitt 20 der Gleisanlage 23 gemäß Figur 2. Jedem dieser Teilstücke ist in einer Steuereinheit 40 eine Zählervariable zugeordnet, die beim Eindringen der jeweiligen Fahrzeugachse in das Teilstück herauf und beim Verlassen des Teilstückes durch die jeweilige Fahrzeugachse um eine Zählerstelle heruntergezählt wird. Ein Steuersignal St wird für das jeweilige Teilstück von der Steuereinheit 40 erzeugt, wenn die entsprechende Zählervariable den Wert Null aufweist.The variables X1, X2, X3 and X4 designate the respective ones Route points in track section 20 of track system 23 according to Figure 2. Each of these sections is in a control unit 40 assigned a counter variable that is entered the respective vehicle axle up into the section and when leaving the section by the respective vehicle axle is counted down one meter position. On Control signal St is for the respective section of the Control unit 40 generates when the corresponding counter variable has the value zero.

    Claims (4)

    1. In a track section (1) which comprises elements (11, 13, 15) and is equipped with at least one track brake (5), a method for production of a control signal (St) which identifies the elements (11, 13, 15) as being free of vehicle axles, wherein, in the case of the method,
      the entry speed (Vin) is measured by means of a speed sensor (9) for each vehicle axle which enters the track section (1),
      an initial time and a final time (t0 and t1 as well as t1 and t2, as well as t2 and t3) for the time for which the vehicle axle remains in the respective element (11, 13 or 15) is calculated using the entry speed (Vin) of the respective vehicle axle and the braking characteristic of the at least one track brake (5),
      an auxiliary signal is formed at the initial time and is cancelled at the end of the time for which that vehicle axle remains in the respective element, and
      the control signal (St) is produced in a state when there is no auxiliary signal.
    2. Method according to Claim 1,
      characterized in that
      using the auxiliary signals, a counter variable is incremented by one count at the start time and is decremented by one count at the end time of the time period for which the respective vehicle axle remains in the element, and
      the control signal (St) is produced when the counter variable has the value 0.
    3. Method according to Claim 1 or 2,
      characterized in that
      the initial and end times of the time for which the selected vehicle axle remains in the element (11, 13, 15) are determined in that
      the exit speed (Vout) of the respective vehicle axle from the track section (1) is determined from the entry speed (Vin) of the respective vehicle axle and the braking characteristic of the at least one track brake (5),
      the mean speed (Vm) of the respective vehicle axle in the track section (1) is determined by estimation from the entry speed and exit speed (Vin, Vout) of the respective vehicle axle, and
      the initial time and the end time of the time for which the respective vehicle axle remains in the element (11, 13, 15) is calculated from the mean speed (Vm) and the physical arrangement of the element (11, 13, 15) in the track section (1).
    4. Method according to Claim 3,
      characterized in that
      the exit speed (Vout) or the mean speed (Vm) are calculated on the assumption of a constant braking deceleration (g') from the track brake (5).
    EP98250250A 1997-07-09 1998-07-09 Method for generating a signal which identifies a section of a rail track as free of vehicle axles Expired - Lifetime EP0890495B1 (en)

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    DE19730261 1997-07-09
    DE19730261A DE19730261C1 (en) 1997-07-09 1997-07-09 Method for generating a signal which identifies a section of a track section as being free from vehicle axles

    Publications (2)

    Publication Number Publication Date
    EP0890495A1 EP0890495A1 (en) 1999-01-13
    EP0890495B1 true EP0890495B1 (en) 2004-04-07

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    AT (1) ATE263697T1 (en)
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    CN113184022B (en) * 2021-06-07 2022-12-16 济南维优科技开发有限公司 Method for detecting vehicle entrance speed of anti-slip stopper of railway station

    Family Cites Families (5)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    DE1605368B2 (en) * 1966-11-18 1976-04-15 Siemens AG, 1000 Berlin und 8000 München CONTROL DEVICE FOR A TRACK BRAKE IN A SEWAGE SYSTEM
    US3549880A (en) * 1968-10-25 1970-12-22 Dynamics Corp America Apparatus for controlling the speed of a moving body
    US3745334A (en) * 1971-09-23 1973-07-10 Southern Pacific Transport Co Hump yard retarder control system
    US3844514A (en) * 1973-03-08 1974-10-29 Gen Signal Corp Car retarder control system
    DE19515694A1 (en) * 1995-04-28 1996-10-31 Sel Alcatel Ag Procedure for the automatic correction of counting errors in multi-section axle counting systems

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    DE19730261C1 (en) 1998-11-19
    EP0890495A1 (en) 1999-01-13

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