EP1069021A2 - Système de commande de train - Google Patents

Système de commande de train Download PDF

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Publication number
EP1069021A2
EP1069021A2 EP99250408A EP99250408A EP1069021A2 EP 1069021 A2 EP1069021 A2 EP 1069021A2 EP 99250408 A EP99250408 A EP 99250408A EP 99250408 A EP99250408 A EP 99250408A EP 1069021 A2 EP1069021 A2 EP 1069021A2
Authority
EP
European Patent Office
Prior art keywords
train
speed
trains
data transmission
data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP99250408A
Other languages
German (de)
English (en)
Other versions
EP1069021A3 (fr
EP1069021B1 (fr
Inventor
Bernd Müller
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 EP1069021A2 publication Critical patent/EP1069021A2/fr
Publication of EP1069021A3 publication Critical patent/EP1069021A3/fr
Application granted granted Critical
Publication of EP1069021B1 publication Critical patent/EP1069021B1/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
    • 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
    • B61L3/128—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 for control of tilting trains by external control devices, e.g. by Eurobalise

Definitions

  • the invention relates to a train control system according to the preamble of claim 1.
  • a train control system is known from EP 0 551 972 B1.
  • the height of the permissible differential speeds can doing z. B. be made dependent on the amount of the respective Driving location permissible driving speed and with falling permissible driving speed increase; the differential speed is used as a so-called offset on the corresponding Standard train speed with just a few transmit additional telegram bits.
  • the punctiform data transmission devices transmitted additional data for the entire preceding Route to a next data transmission facility apply or until they are replaced by other driving instructions be replaced.
  • the object of the invention is a according to the preamble of Claim 1 designed train control system so to further develop that of a data transmission device served route by technically differently trained Trains with different speeds if necessary may be driven on, with the individual Trains result in different driving profiles; thereby the Amount of data to be transmitted and thus the data transmission time be kept as low as possible.
  • This is a requirement that a train even at high speed all for controlling his driving speed data actually required for the route ahead gets transmitted, whereby the data transmission depends of the respective speed when passing the Data transmission device possibly even several times he follows.
  • the invention solves this problem by using the Characteristic features of claim 1. Submit afterwards the data transmission devices for vehicle control relevant speed data location-specific via a speed profile assigned to a standard train and train type-dependent offsets, which case by case Case can be different and with little data overhead too are transmitted.
  • the trains look for the one for them applicable offsets and determine from these and from the for a standard train, the speed profile that applies to they each apply speed profile.
  • the speed profile the standard train can, but does not have to, the speed profile of a train with side acceleration his.
  • control systems are in the subclaims specified.
  • the invention is based on one in the drawing illustrated embodiment explained in more detail.
  • Figure 2 shows in a speed / distance representation
  • the train to which the driving profile RS is assigned is referred to below as the standard train, the Abbreviation RS stands for control side acceleration.
  • the driving profiles ES1 and ES2 are different types of tilting technology trains assigned, the abbreviation ES for increased lateral acceleration stands.
  • the travel profiles for the individual trains are transmitted to them when they pass a fixed trackside data transmission device ZUB1 in the form of maximum speeds (limit speeds) that depend on the type of train, which apply when there are no further trackside speed restrictions and the travel speeds applicable to certain destination points, which are determined by the individual Trains must be observed.
  • the trains themselves ensure through their vehicle control that the respectively specified maximum speeds are not exceeded, inter alia by initiating the braking process in good time beforehand in the event of an abrupt reduction in the permissible advance speed given by the respective driving profile.
  • the driving profiles are either determined in a control or control center or they are stored in a stored form on site at the data transmission devices and are only selected there if necessary and transmitted to the vehicles passing by.
  • the type of data transmission and the configuration of the trackside and vehicle-side transmission devices required for this are known per se.
  • the trackside data transmission devices are usually designed to be passive. They are supplied with energy as they pass by appropriately equipped vehicles and then inductively transmit the data stored in or supplied to them to the vehicles passing by.
  • active data transmission devices for the data transmission, which, if necessary, not only enable punctiform but also at least limited linear data transmission.
  • the driving profiles that can be transmitted by the route-side data transmission devices apply to a certain route area St up to a subsequent data transmission device ZUB2 or to a route point at which the vehicle is supplied with driving instructions applicable to the following route area.
  • the first goal is the route point A. It applies to one after the Driving profile RS controlled regular train the target distance ZLA and the target speed VLA.
  • the slow speed point starting there, supposedly at the same speed VLA may be used like the previous section of the route to target point A (the permissible advance speed was previously the target speed for the train Installation location of the train control device ZUB1 transmitted), has an LLA extension.
  • the train may Specifications up to a limit speed that applies to him Accelerate national accounts, with which he the in the Target distance Z following installation location of the data transmission device ZUB2 reached.
  • the target speed applicable there VZ agrees with the limit speed that applies to it VGR agree. Accelerating the train after Passing the slow speed section requires that the train The slow speed passage passes over its entire length of the train Has. This means that he is not already at route point B, the end of the slow speed point, but only at the waypoint C may start accelerating.
  • the extension of the Slow travel through the length ZLA of the train can either be specified on the track side, in which case the Length of the longest train traveling on the route is, or it is - as assumed here - on the vehicle is taken into account, this then the actual Train length can take into account. But here too of course of the same maximum length for everyone Trains are going out.
  • the regular train is able to Driving speed either manually by a driver, monitored by an appropriate vehicle device, or to control it via an automatic system on the vehicle, that the speed profile applicable to him on the whole operated by the train control device ZUB1 Route is observed. Get the appropriate instructions the regular train when passing the data transmission device ZUB1.
  • the ones required for vehicle control Data is transmitted to him in the form of data telegrams, whose telegram structure is shown schematically in Figure 1.
  • the first six telegram blocks, in to whom the information about the target distance ZLA to the slow driving point, the target speed VLA at the beginning of the slow speed point, the length LLA of the slow speed point that for the standard train valid limit speed VGR, the target distance Z to the following data transmission device ZUB2 and the permissible target speed VZ are included.
  • the Data transfer rate should be selected so that during the coupling of train and track side transmit and receive antennas all route data relevant for vehicle control at least once, but preferably several times of that Leading vehicle equipped for data transmission Train will be received.
  • a train for which the speed profile ES1 is to apply may travel the section of the route between the driving locations A and B at a significantly higher speed than a standard train. This speed is transmitted to him by the punctiform data transmission device ZUB1 by means of a corresponding offset ⁇ VLES1 target speed_speeding point to the target speed_speeding point VLA of the control train.
  • the route to route point A may be traveled by the train at a speed, not shown in FIG. 2, which is above the speed at which the slow travel point is to be traveled.
  • the trains determine whether and which of the received offset values are intended for them. If you accept the offset values, you use these and the corresponding target speeds and target distances for the regular train to determine the speed values that apply to you and use them to build the speed profile according to which you have to drive the route.
  • the speed profiles applicable to trains with increased lateral acceleration are formed by offsets to the corresponding speed values for the standard train. It is also possible, however, that in the event that there are several speed profiles for trains with different increased lateral acceleration, these trains determine their speed profiles by offsets to the speed values of other trains for increased lateral acceleration. In the example of FIG. 2, this would mean, for example, that the train for which the speed profile ES2 is to apply, the speeds permitted for it in each case from the offsets applicable to it and the offsets of the train to which the speed profile ES1 applies to the speed profile of the Regular train determined.
  • the one Data transmission over a longer period than with enable punctiform data transmission can also be used.
  • the punctiform data transmission devices with short conductor loops or transmitters with low power to provide the coupling area of the data transmission devices enlarge and even at high driving speeds enable reliable data transmission to the trains.
  • different train types applicable target distances and target speeds z. B. via a line conductor or radio train control to the Trains to be transmitted, in all cases according to the driving profile of any standard train with different driving profiles Transmission of appropriate speed offsets, if necessary also additional distance offsets to the corresponding ones Information about the regular train are transmitted.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Alarm Systems (AREA)
  • Circuits Of Receivers In General (AREA)
EP99250408A 1998-11-26 1999-11-19 Système de commande de train Expired - Lifetime EP1069021B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19856464A DE19856464A1 (de) 1998-11-26 1998-11-26 Zugbeeinflussungssystem
DE19856464 1998-11-26

Publications (3)

Publication Number Publication Date
EP1069021A2 true EP1069021A2 (fr) 2001-01-17
EP1069021A3 EP1069021A3 (fr) 2002-09-18
EP1069021B1 EP1069021B1 (fr) 2006-03-01

Family

ID=7890296

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99250408A Expired - Lifetime EP1069021B1 (fr) 1998-11-26 1999-11-19 Système de commande de train

Country Status (5)

Country Link
EP (1) EP1069021B1 (fr)
AT (1) ATE318743T1 (fr)
DE (2) DE19856464A1 (fr)
DK (1) DK1069021T3 (fr)
ES (1) ES2260887T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2416864A (en) * 2004-08-05 2006-02-08 Hitachi Ltd Train control system and wayside system

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006004799A1 (de) * 2006-01-23 2007-08-02 Siemens Ag System, insbesondere Bahnsystem, mit sich entlang einer Fahrstrecke bewegenden Fahrzeugen und Verfahren zur sicheren Steuerung der Fahrzeuge

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1438782A1 (de) * 1964-07-20 1969-09-04 Lagershausen Dr Ing Hermann System zur manuellen oder automatischen Steuerung von spurgebundenen Fahrzeugen,insbesondere Eisenbahnfahrzeugen
DE2633089A1 (de) * 1976-07-22 1978-01-26 Siemens Ag Streckengebundene geschwindigkeitssteuerung fuer fahrweggebundene fahrzeuge
EP0551972A1 (fr) * 1992-01-16 1993-07-21 Siemens Aktiengesellschaft Dispositif de commande de train pour les chemins de fer

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1438782A1 (de) * 1964-07-20 1969-09-04 Lagershausen Dr Ing Hermann System zur manuellen oder automatischen Steuerung von spurgebundenen Fahrzeugen,insbesondere Eisenbahnfahrzeugen
DE2633089A1 (de) * 1976-07-22 1978-01-26 Siemens Ag Streckengebundene geschwindigkeitssteuerung fuer fahrweggebundene fahrzeuge
EP0551972A1 (fr) * 1992-01-16 1993-07-21 Siemens Aktiengesellschaft Dispositif de commande de train pour les chemins de fer

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2416864A (en) * 2004-08-05 2006-02-08 Hitachi Ltd Train control system and wayside system
GB2416864B (en) * 2004-08-05 2007-01-17 Hitachi Ltd Train control system and wayside system

Also Published As

Publication number Publication date
EP1069021A3 (fr) 2002-09-18
DK1069021T3 (da) 2006-07-03
EP1069021B1 (fr) 2006-03-01
ES2260887T3 (es) 2006-11-01
DE59913175D1 (de) 2006-04-27
DE19856464A1 (de) 2000-05-31
ATE318743T1 (de) 2006-03-15

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