EP1069021B1 - Système de commande de train - Google Patents

Système de commande de train Download PDF

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Publication number
EP1069021B1
EP1069021B1 EP99250408A EP99250408A EP1069021B1 EP 1069021 B1 EP1069021 B1 EP 1069021B1 EP 99250408 A EP99250408 A EP 99250408A EP 99250408 A EP99250408 A EP 99250408A EP 1069021 B1 EP1069021 B1 EP 1069021B1
Authority
EP
European Patent Office
Prior art keywords
train
speed
trains
data
data transmission
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
EP99250408A
Other languages
German (de)
English (en)
Other versions
EP1069021A2 (fr
EP1069021A3 (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.
  • Such Buchbeein lambungssystem is known from EP 0 551 972 B1.
  • the trains determine whether they have the driving profile of the regular train or the driving profile of a train increased allowable lateral acceleration applies. In any case, it is the case that the additional data transmitted by the point-shaped data transmission devices apply to the entire preceding route up to a next data transmission device or until they are replaced by other travel instructions. This has the consequence that trains with increased allowable lateral acceleration on all parts of the route ahead may drive faster than regular trains.
  • the object of the invention is to develop a configured according to the preamble of claim 1 Anlagenbeein.ungssystem so that the operated by a data transmission route of technically differently trained trains may be used with different speeds if necessary, resulting in different driving profiles for each train;
  • the amount of data to be transmitted and thus the data transmission time should be kept as low as possible. This is a prerequisite for a train even at high speeds, all actually required for the control of its driving speed on the route ahead data gets transmitted, wherein the data transmission depending on the respective speed when passing through the data transmission device optionally even takes place several times.
  • the data transmission devices transmit the respectively relevant for the vehicle control speed data by location on a rule train associated speed profile and zugartpare offsets that may vary from case to case and with little data are to be transmitted.
  • the trains select the applicable offsets for them and determine from these and from the speed profile that applies to a regular train, the applicable speed profile for them.
  • the speed profile of the control train can be, but need not be the speed profile of a train with rule lateral acceleration.
  • FIG. 2 shows, in a speed / path representation, the driving profiles RS, ES1 and ES2 of trains belonging to different types of trains.
  • the train to which the driving profile RS is assigned is referred to below as a control train, where the abbreviation RS stands for control side acceleration.
  • the driving profiles ES1 and ES2 are assigned to different types of tilting technology trains, where the abbreviation ES stands for increased lateral acceleration.
  • the driving profiles for the individual trains are transmitted to them when they pass through a stationary track-side data transmission device ZUB1 in the form of train-dependent maximum speeds (limit speeds), which then apply if there are no further roadside speed restrictions and of driving speeds applicable to certain destination points, which are there by the individual Trains are to be observed.
  • the trains themselves ensure by their vehicle control that the respective predetermined maximum speeds are not exceeded, inter alia, that they initiate the braking operation in good time before given a given by the respective driving profile sudden reduction of the permissible advance speed.
  • the driving profiles are either determined in a control or control center or they are in stored form on-site at the data transmission devices and are there optionally only selected and transmitted to the passing vehicles.
  • the track-side data transmission devices are passively formed. They are supplied with energy when passing by suitably equipped vehicles and then transmit the inductive paths deposited in them or supplied data to the passing vehicles.
  • the data transmission active data transmission devices which optionally not only allow a punctiform, but also at least a limited linear data transmission.
  • the travel profiles which can be transmitted by the track-side data transmission devices are valid for a certain route area St up to a following data transmission device ZUB2 or up to a route point at which the vehicle is supplied with driving instructions valid for the following route area.
  • the speeds changing at the individual waypoints are transmitted to the vehicles in the form of limit speeds, target distances, slow-speed lengths and target speeds.
  • the first target point is the route point A.
  • the target distance ZLA and the target speed VLA apply with respect to a control train controlled according to the driving profile RS.
  • the slow starting point beginning there which can be assumed to be driven at the same speed VLA as the previous section to the destination point A (the permissible advancing speed was previously transmitted to the train as the target speed for the location of the train control device ZUB1), has an extent LLA.
  • the train After passing through the slow-moving area, the train may, in the absence of further speed-limiting requirements, accelerate to a limit speed VGR which is valid for the latter and reaches the place of attachment of the ZUB2 data transmission device following the target distance Z.
  • the extension of the slow driving lane through the length ZLA of the train can either be specified on the track side, then preferably taking into account the length of the longest train traveling on the route, or it is taken into account on the vehicle as assumed here, taking into account the actual train length can. Of course, it is also possible here to assume the same maximum length for all trains.
  • the control train After the transmitted target distances, speeds and target speeds, the control train is able to control its driving speed either manually by a vehicle operator, monitored by a corresponding vehicle device, or via an on-board automatic so that the applicable speed profile for him on the entire the train control device ZUB1 operated route is maintained.
  • the corresponding instructions are given to the control train when passing through the data transmission device ZUB1.
  • the data required for the vehicle control are transmitted to it in the form of data telegrams whose telegram structure is shown schematically in FIG.
  • the first six telegram blocks in which the information about the target distance ZLA for the slow travel point, the target speed VLA at the beginning of the slow travel, the length LLA of the slow travel point, the limit speed VGR valid for the control train, the target distance Z to the following data transmission device ZUB2 and the there are allowed target speed VZ.
  • the data transmission rate is to be chosen so that during the coupling of train and trackside transmitting and receiving antennas all relevant to the vehicle control track data at least once, but preferably several times from the received for the data transmission equipped leading vehicle of a train.
  • the transmission of the speed values applicable to trains with increased lateral acceleration is effected by offsets to the corresponding speeds of a regular train, ie the speeds applicable to trains with increased lateral acceleration are transmitted to the trains by transmission of differential speeds to the speeds of the regular train and the target speeds applicable to it.
  • a train for which the speed profile ES1 is to apply may travel the section between the locations A and B at a significantly higher speed than a regular train.
  • This speed is transmitted to it by the point-shaped data transmission device ZUB1 by a corresponding offset ⁇ VLES1 Ziel technically_Langsamfahrstelle on the Ziel Anthony_Langsamfahrstelle VLA the rule train.
  • the route up to the waypoint A, the train may travel at a speed unspecified in Figure 2, the above the speed with which the slow driving is to drive.
  • the train in question may accelerate to a speed which it is aware of, the value of which it knows from the offset ⁇ VGES1 to the speed of the control train.
  • the train has to maintain a target speed determined by its limit speed.
  • the abovementioned speeds are transmitted to the train by the data transmission device ZUB1 by the corresponding offset values ⁇ VLES1 and ⁇ VZES1 together with the corresponding distance and speed specifications which apply to a control train.
  • the trains determine, based on knowledge of their own train type, if and which of the received offset values are intended for them. If they accept the offset values, they determine from these and from the corresponding target speeds and target distances for the control train the respective speed values which apply to them and from this, build up the speed profile according to which they have to travel the route.
  • the speed profile ES2 shall apply. It looks for all locations where the speed can change, as well as for the associated limit speed VGES2 corresponding offsets ⁇ VLES2, ⁇ VZES2 and ⁇ VGES2 before, which also takes the form of a few bits in each of the telegram shown in Figure 1 of the data transmission device are fitted. It can be quite a total of more than altogether for differently trained trains give three permissible velocity profiles, which is indicated in Figure 1 by corresponding offsets ⁇ VLESn, ⁇ VZESn and ⁇ VGESn.
  • the trains are always transmitted in addition to the target distances or lengths and the target speeds and the limit speed for the rule train, the speed offsets of all trains that drive the route for which the data transmission is designed.
  • the traits determine which offset values are relevant to them and link them with the corresponding information for the rule trait.
  • the derived speed profiles are fed to the vehicle control.
  • the speed profiles applicable to trains with increased lateral acceleration are formed by offsets to the corresponding speed values for the control train.
  • these trains will determine their speed profiles by offsetting the speed values of other trains for increased lateral acceleration.
  • this would mean, for example, that the train for which the velocity profile ES2 is to apply; the respective permissible speeds for him from the applicable offsets and the offsets of the train, for which the speed profile ES1 applies, determined on the speed profile of the rule train.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Circuits Of Receivers In General (AREA)
  • Alarm Systems (AREA)

Claims (4)

  1. Système de sécurité ferroviaire, comportant des dispositifs de transmission de données du côté voie pour la transmission de données à des dispositifs de réception du côté trains pouvant être couplés aux dispositifs de transmission de données, les dispositifs de transmission de données du côté voie transmettant aux trains, en plus de données destinées à un train régulier, d'autres données qui permettent à ces trains de rouler avec un profil de vitesse différent de celui d'un train régulier, caractérisé en ce que les dispositifs de transmission de données (ZUB1, ZUB2) sont destinés à délivrer des messages de données qui contiennent pour chaque type de train la vitesse de marche permise en au moins une section de roulement (A) en amont par référence au sens de roulement et se présentant sous la forme de décalages (ΔVLES1, ΔVLES2) par rapport à la vitesse de marche permise (VLA) d'un train régulier et en ce que les trains sont destinés à déterminer les décalages (ΔVGES1) qui leur sont valables à partir des décalages transmis (ΔGES1, ΔVGES2) et à déterminer à partir de ces décalages et du profil de roulement (VGR) valable pour le train régulier les vitesses de marche que chacun de ces trains doit respecter sur les sections de roulement individuelles de la voie en amont (St).
  2. Système d'intervention ferroviaire selon la revendication 1, caractérisé en ce que les messages de données contiennent des décalages de vitesse (ΔVLES1, ΔVLES2) pour chaque type de train par rapport à la vitesse de marche (VLA) d'un train régulier pour tous les types de train ainsi que des données de distance et le cas échéant de longueur (ZLA, LLA, Z) communément valables qui spécifient les sections de roulement où ces vitesses doivent être respectées.
  3. Système d'intervention ferroviaire selon la revendication 2, caractérisé en ce que les messages de données contiennent en plus des données de distance et le cas échéant de longueur les décalages de vitesse (VGES1, VLES1, VZES1) pour plusieurs sections de roulement en aval (A, B) où différentes vitesses doivent être respectées.
  4. Système d'intervention ferroviaire selon la revendication 3, caractérisé en ce que les voies, auxquelles font référence les messages de données, contiennent une ou plusieurs sections à marche lente.
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 EP1069021A2 (fr) 2001-01-17
EP1069021A3 EP1069021A3 (fr) 2002-09-18
EP1069021B1 true 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
CN1730337B (zh) * 2004-08-05 2010-09-08 株式会社日立制作所 车辆控制系统及地上系统

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

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1438782B2 (de) * 1964-07-20 1976-08-26 Siemens AG, 1000 Berlin und 8000 München Verfahren zur steuerung von spurgebundenen zuegen, insbesondere eisenbahnzuegen
DE2633089A1 (de) * 1976-07-22 1978-01-26 Siemens Ag Streckengebundene geschwindigkeitssteuerung fuer fahrweggebundene fahrzeuge
DE9200582U1 (fr) * 1992-01-16 1992-03-12 Siemens Ag, 8000 Muenchen, De

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1730337B (zh) * 2004-08-05 2010-09-08 株式会社日立制作所 车辆控制系统及地上系统

Also Published As

Publication number Publication date
ATE318743T1 (de) 2006-03-15
DK1069021T3 (da) 2006-07-03
EP1069021A2 (fr) 2001-01-17
ES2260887T3 (es) 2006-11-01
EP1069021A3 (fr) 2002-09-18
DE19856464A1 (de) 2000-05-31
DE59913175D1 (de) 2006-04-27

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