EP1336946B1 - System und Verfahren zur Erfassung des Vorbeifahrens von Strassenbahnen, insbesondere zur Koordinierung des Ampelntaktzyklus für Strassenbahnen und Fahrzeuge - Google Patents

System und Verfahren zur Erfassung des Vorbeifahrens von Strassenbahnen, insbesondere zur Koordinierung des Ampelntaktzyklus für Strassenbahnen und Fahrzeuge Download PDF

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Publication number
EP1336946B1
EP1336946B1 EP02022751A EP02022751A EP1336946B1 EP 1336946 B1 EP1336946 B1 EP 1336946B1 EP 02022751 A EP02022751 A EP 02022751A EP 02022751 A EP02022751 A EP 02022751A EP 1336946 B1 EP1336946 B1 EP 1336946B1
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EP
European Patent Office
Prior art keywords
traffic
tramcars
sensors
tram
detection device
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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
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EP02022751A
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English (en)
French (fr)
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EP1336946A3 (de
EP1336946A2 (de
Inventor
Roberto Rizzoli
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Azienda Torinese Mobilita' SpA
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Azienda Torinese Mobilita' SpA
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Publication of EP1336946A3 publication Critical patent/EP1336946A3/de
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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/081—Plural intersections under common control
    • G08G1/083—Controlling the allocation of time between phases of a cycle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/284—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated using rail-contacts, rail microphones, or the like, controlled by the vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals

Definitions

  • the present invention relates to a system and a method for detecting the passage of tramcars, envisaged in particular for the purposes of the co-ordination between tram traffic-light cycles and motor-vehicle traffic-light cycles.
  • a first system known for this purpose consists in the physical detection of the presence of the tram in the area of entry to the cross-roads, via means of contact electrically connected to the overhead contact line of the tram network.
  • the said means of contact have basically the shape of large metal spring-like elements, which hang from the overhead line and are designed to be physically displaced by the tram in transit, so as to cause closing of an electrical contact; the effect of the said closing is to generate an electrical signal indicating the presence of the tram, which a specially designed regulator uses for the purposes of coordination between the traffic-light networks of road traffic and rail traffic.
  • the above-mentioned means of contact are subjected to the same voltage as the overhead supply line of the tram, which is usually high (in the region of 600 V), and hence potentially dangerous in operation.
  • a critical aspect of said detection system is also due to the fact that the above-mentioned spring-like elements do not supply an output signal that can be easily interpreted (of the on/off type), but rather a series of random pulses due to the oscillations of the spring. Said elements are moreover continuously subjected to mechanical stresses, with consequently rapid wear.
  • US6241197 B1 discloses a device for monitoring the passage of a train traveling through a railway crossing.
  • the device includes first and second sensors for sensing the presence of the train on a rail track when the train is in proximity to the sensors.
  • First and second processors are operatively coupled to the first and second sensors to monitor the sensors and determine the speed and direction of the train when the train passes the sensors.
  • the purpose of the present invention is to overcome the aforesaid drawbacks and in particular to provide a system for detecting the passage of tramcars that is simple and inexpensive to install, as well as being safe and reliable over time.
  • the reference number 1 designates as a whole a generic tramcar, or tram, equipped with wheels 2 engaged on tracks 3 forming part of a tram-circulation network.
  • the pantograph 5 is of a traditional type and comprises as such a frame 5A for supporting two sliding contacts C1 and C2, as well as for keeping them constantly in contact with the overhead line 4, for the purposes of the electrical supply of the engine of the tram 1.
  • the two sliding contacts C1 and C2 each made of graphite contained in a respective self-supporting metal support, are parallel to one another and extend in a direction substantially perpendicular to the overhead line 4.
  • associated to the overhead line 4 are means aimed at detecting the passage of a tram, in particular for the purposes of management of traffic-light cycles.
  • Figure 2 designated as a whole by 10 is a detection device built according to the invention.
  • the device 10 has a box-like body 11, for example made of plastic material or in any case electrically insulating material, comprising a bottom main part 11A and a lid 11B, connected together in a sealed removable way, according to modalities in themselves known.
  • a box-like body 11 for example made of plastic material or in any case electrically insulating material, comprising a bottom main part 11A and a lid 11B, connected together in a sealed removable way, according to modalities in themselves known.
  • the two terminals 12 are of the two-screw clinch type, but they may be of any shape, in the perspective of being fastened on the metal cable that forms the overhead line 4, so as to support the device 10 over the line itself.
  • the above-mentioned metal cable can be made of electrolytic copper with shaped section.
  • the two sensors may be of an optical-triangulation type, for example of the type NAIS MQ-W20C-12-24VEM, and more in general sensors capable of detecting objects made of carbon or graphite (whether opaque or black), of having a range of action that can be pre-set from 4 cm to 20 cm (on the outside of which there must not be detectable objects of any kind) and of having fast response times, in particular less than or equal to 2 ms.
  • the two sensors S1 and S2 which are wired on respective digital inputs of a control unit of the system, enable detection of the passage of trams, identification of the direction of travel and carrying-out of the corresponding count.
  • Figure 4 shows one of the two above-mentioned sensors, and in particular the optical sensor S1, which is supported at the respective window 13 by a supporting bracket 14, fixed on the bottom of the part 11A of the body 11.
  • a multipolar signal conductor 15 which is connected to a terminal block of a type in itself known, designated by 16.
  • the terminal block 16 to which also the conductor of signals at output from the sensor S2 of Figure 3 is connected, is in turn interfaced, for example by means of a metal multipolar electrical cable, to the above-mentioned control unit of the system (not represented in the figures), which is located in a remote position with respect to the device 10.
  • the body 11 of the device 10 will be purposely equipped with an output passage for the above-mentioned metal interfacing cable, with associated respective gripping means of a type in itself known, such as a cable grip.
  • the distance between the centres of the two optical sensors S1 and S2, with which the device 10 is equipped is equal to the distance between the centres of the two sliding contacts C1 and C2 of the pantograph 5 of the trams being detected.
  • the distance between the sliding contacts of a pantograph of the type in question is of a standard size.
  • said distance between centres may be equal to 198 mm, i.e., the distance between centres of all the sliding contacts of the pantograph that equip the tram circulating in the town of Turin.
  • the shape of the pantograph 5 is exploited for detecting the passage of a tram in a unique way.
  • the device 10 is, as has been said, designed to be interfaced to a control unit, which is operative for sending appropriate control signals to a traffic-light regulator, of a conception in itself known.
  • Said regulator is a device, of conception in itself known, envisaged for handling traffic-light cycles distinguished between ordinary traffic flow and tramcar traffic flow, i.e., so that the cycles with the tram traffic-light phase are not activated except when the presence of a tram has been detected in some way.
  • control logic of the control unit will be implemented by means of an electrical microcontroller, with associated respective actuators (such as relays) for the generation of signals designed for the traffic-light regulator.
  • Figure 5 is a schematic representation of an example of use of the system according to the invention.
  • Designated by 10' and 10" are two detection devices, as described previously with reference to Figures 2 to 4, where the devices 10' and 10" are set, respectively, in the stretch that precedes and in the stretch that follows the cross-roads I.
  • Both of the devices 10' and 10" are interfaced to the above-mentioned control unit of the system, the latter being in turn connected in signal-communication with the traffic-light regulator. Note that, for greater clarity of representation, in Figure 5, the control unit, the regulator, and the traffic lights of the tram network and motor-vehicle network are not represented.
  • the active part of the respective sensors S1 and S2 is oriented downwards, at the windows 13, i.e., in the direction of the area of passage of the sliding contacts of a pantograph of a tram.
  • the simultaneous excitation of the two sensors S1 and S2 of the device 10' constitutes, for the control unit of the system purposely programmed, the information indicative of the fact that a tram is entering the cross-roads: consequently, the control unit will see to informing the traffic-light regulator, for the purposes of starting up the tram traffic-light cycle.
  • the control unit is moreover programmed for recognizing whether, after the pantograph of the tram 1 has passed underneath the device 10', the tram itself has performed a reversing manoeuvre. In this case, in fact, the control unit will detect an excitation sequence opposite to the one previously designated; that is:
  • control unit will be able to signal to the traffic-light regulator to return to the motor-vehicle traffic-light cycle, so as to avoid unnecessary waiting times for the private traffic.
  • the pantograph of the tram 1 After traversing the cross-roads I, the pantograph of the tram 1 will pass underneath the device 10", which functions exactly as the device 10'. Consequently, also in this case, the simultaneous excitation of the sensors S1 and S2 of the device 10" will constitute, for the control unit, information indicative of the fact that the tram 1, previously detected by the device 10', is leaving the cross-roads. Consequently, the control unit itself will see to controlling the traffic-light regulator, for the purposes of returning to the motor-vehicle traffic-light cycle.
  • control unit will be capable of detecting a possible reversing manoeuvre on the part of the tram, so as to control the consequent return to the tram traffic-light cycle.
  • the control unit is likewise conveniently purposely programmed for counting the number of trams entering and/or leaving the cross-roads, between the points of reference provided by the devices 10' and 10". Should the difference between the two values be greater than zero, the control unit itself will see to sending to the traffic-light regulator the signal of tram presence on the cross-roads, so as to maintain the tram traffic-light cycle active.
  • the control unit in addition to signalling this fact to the traffic-light regulator, will see to starting to time the stay time of the tram within the cross-roads.
  • the control unit will see to sending an alarm, for example by means of a modem integrated in the control unit itself, to signal the anomalous situation.
  • the alarm signal can be sent on commercially available apparatus, such as ones used for search for people, teledrin, cellphones having information appearing clearly on a display, videotel terminals or PCs with emulators.
  • a direct-reflection trigonometric sensor suitable for application in the system according to the invention has a detection range of from 4 to 20 cm and a maximum detection time in the region of 2 ms.
  • the object to be detected i.e., the slider of the pantograph
  • the slider of the pantograph has on average a width of not less than approximately 40 mm.
  • Figure 6 represents a second example of use of the system according to the invention.
  • the letter I designates, as a whole, a generic cross-roads, traversed by a first tramcar-track lane, represented by the respective overhead contact line 4A, and from which there branches off a second tramcar-track lane, represented by the respective overhead contact line 4B.
  • the reference number 10 designates two detection devices like the ones described previously with reference to Figures 2 to 4, the devices 10 being set each in the outgoing stretch of the cross-roads I, on the line 4A and on the line 4B, respectively.
  • the reference CS designates control equipment of a tram points operative between the tram lines 4A and 4B.
  • the control equipment CS is in itself known (it may, for example, be of the VETAG or VECOM type produced by Philips) and integrates an electrical contact that identifies the presence of trams at the cross-roads and the request to turn (in the case illustrated in the example of Figure 6, a turn to the right).
  • Both of the devices 10 and the tram-points control equipment CS are interfaced to the control unit of the system, the latter being in turn connected to the traffic-light regulator. Also in this case, for greater clarity of representation, in Figure 6 the control unit, the regulator and the traffic lights of the tram network and motor-vehicle network are not represented.
  • the signal that identifies the presence of a tram entering on the stretch for which there is a request for activation of the tram traffic-light cycle can be generated directly by the apparatus CS, which will be purposely interfaced to the control unit of the system.
  • the system of Figure 6 presents an operation similar to the one described previously with reference to Figure 5, in the sense that the two detection devices 10 will be operative for detecting the tram leaving the area of the cross-roads, following the line 4A or the line 4B, respectively.
  • a substantial advantage of the invention is then represented by the applicability of the system described, in a simple and inexpensive manner, to pre-existing tram networks, without the need for interventions within the framework of the tramcar-track lane or roadway.
  • the sensor means S1 and S2 are not subjected to the voltage of the high-tension overhead line of the tram network, but rather are insulated with respect to the latter, is altogether to the advantage of the safety of the system.
  • the fact that the optical sensors are protected inside the body of the device do not detect the presence of a tram by means of physical contact is to the advantage of the reliability and durability of the system.
  • the control unit of the system can be purposely programmed for performing additional functions other than the co-ordination of traffic-light cycles.
  • the control unit can be purposely programmed for recording the number of trams crossing the cross-roads concerned and for consequently monitoring the tram traffic, also at pre-set times and for pre-set periods, so as to obtain information of a statistical nature.
  • the supporting means 14 of the sensors could, in this case, be of the regulatable type, with the aim of enabling the variation of the relative position of or the distance between the sensors themselves, the aim being to enable the applicability of said devices 10 to different tram networks, each characterized by a different distance between centres of the sliding contacts of the pantograph of the respective trams.
  • optical sensors referred to in the embodiment of the invention described previously purely by way of example could be replaced by sensors of another sort (for example proximity sensors, inductive sensors, reeds, etc.) with modalities that are evident for a person skilled in the art.
  • sensors of another sort for example proximity sensors, inductive sensors, reeds, etc.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Traffic Control Systems (AREA)
  • Investigating Or Analysing Materials By Optical Means (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Investigating, Analyzing Materials By Fluorescence Or Luminescence (AREA)

Claims (18)

  1. System zur Erfassung der Durchfahrt von Triebwagen, vorgesehen insbesondere für die Zwecke der Koordination zwischen Triebwagen-Ampelzyklen und Kraftfahrzeug-Ampelzyklen, wobei das System aufweist, eine erste Erfassungs-Vorrichtung (10; 10"), die mit einer Oberleitung (4) für die elektrische Versorgung der Triebwagen (1) assoziiert ist, wobei die erste Erfassungs-Vorrichtung (10; 10") mindestens einen ersten Sensor (S1) und einen zweiten Sensor (S2) in fixierten relativen Positionen umfasst, und voneinander gemäß der Bewegungsrichtung der Triebwagen (1) beabstandet sind, dadurch gekennzeichnet, dass der Abstand zwischen dem ersten und zweiten Sensor (S1, S2) im Wesentlichen gleich dem Abstand zwischen einem ersten Anregungselement (C1) und einem zweiten Anregungselement (C2) für die Sensoren (S1, S2) ist, wobei das erste und zweite Anregungselement (C1, C2) mit dem Aufbau eines entsprechenden Triebwagens (1) in fixierten relativen Positionen assoziiert und im Wesentlichen in Bewegungsrichtung des Triebwagens (1) voneinander beabstandet sind.
  2. System gemäß Anspruch 1, dadurch gekennzeichnet, dass das erste beziehungsweise zweite Anregungselement (C1, C2) einen ersten und einen zweiten Gleitkontakt (C1, C2) eines Pantographen (5) des Triebwagen (1) umfassen.
  3. System gemäß Anspruch 1 oder Anspruch 2, dadurch gekennzeichnet, dass der erste und zweite Sensor (S1, S2) vom optischen Typ sind, insbesondere vom optischen Triangulierungs-Typ sind.
  4. System gemäß Anspruch 1, dadurch gekennzeichnet, dass der Abstand ungefähr 198 mm beträgt.
  5. System gemäß Anspruch 1, dadurch gekennzeichnet, dass die erste Erfassungs-Vorrichtung (10; 10") einen Behälter umfasst, mit dem Mittel (12) zum Fixieren der Oberleitung (4) assoziiert sind, so dass der Behälter selbst oben auf der Oberleitung (4) getragen wird.
  6. System gemäß Anspruch 5, dadurch gekennzeichnet, dass in der Bodenwandung des Behälters ein Durchgang oder ein Schlitz (13) vorhanden ist, der zu dem anregbaren Teil des Sensors (S1, S2) ausgerichtet ist.
  7. System gemäß Anspruch 1, dadurch gekennzeichnet, dass der erste und zweite Sensor (S1, S2) mit entsprechenden Digitaleingängen einer Steuereinheit verdrahtet sind, wobei sich letztere bezüglich der ersten Erfassungs-Vorrichtung (10; 10") in einer entfernten Position befindet.
  8. System gemäß Anspruch 7, dadurch gekennzeichnet, dass die Steuervorrichtung zum Senden von Steuersignalen zu einem Ampel-Regulator betriebsfähig ist, wobei der Letztere zur Verarbeitung von Ampel-Zyklen betriebsfähig ist, die zwischen herkömmlichem Verkehrsfluss und Triebwagen-Verkehrsfluss unterscheiden.
  9. System gemäß Anspruch 8, dadurch gekennzeichnet, dass die Steuereinheit vom elektronischen Mikrochip-Typ ist und Schaltmittel, wie Relais, für die Bildung der Steuersignale umfasst.
  10. System gemäß Anspruch 1, dadurch gekennzeichnet, dass die erste Erfassungs-Vorrichtung (10") stromabwärts einer Kreuzung (I) angeordnet ist.
  11. System gemäß Anspruch 10, dadurch gekennzeichnet, dass eine zweiten Erfassungs-Vorrichtung (10') vorgesehen ist, die in einer ersten Erfassungs-Vorrichtung (10") vergleichbaren Art und Weise hergestellt und betrieben wird, und stromaufwärts der Kreuzung (I) angeordnet ist.
  12. System gemäß Anspruch 10, dadurch gekennzeichnet, dass stromaufwärts der Kreuzung (I) eine Steuerausstattung für Triebwagenpunkte (CS) Integriermittel zur Identifizierung der Anwesenheit eines Triebwagens in Durchfahrt (1) vorgesehen ist.
  13. System gemäß Anspruch 11 oder Anspruch 12, dadurch gekennzeichnet, dass die Steuereinheit zur Durchführung einer Zählung der Triebwagen (1) betriebsfähig ist, die in die Kreuzung (I) einfahren und/oder diese verlassen, auf der Basis von Signalen, die von der zweiten und ersten Erfassungs-Vorrichtung (10", 10') empfangen wurden, d. h. von der Steuerausstattung zur Steuerung der Punkte (CS) und der ersten Erfassungs-Vorrichtung (10).
  14. System gemäß Anspruch 11 oder Anspruch 12, dadurch gekennzeichnet, dass die Steuereinheit betriebsfähig ist zum:
    Zählen der Aufenthaltszeit eines Triebwagens (1) in dem Raum, der zwischen der zweiten und ersten Erfassungs-Vorrichtung (10", 10') vorhanden ist, d. h. zwischen der Steuerausstattung zum Steuern der Punkte (CS) und der ersten Bestimmungsvorrichtung (10); und
    Senden eines Warnsignals, sollte die Aufenthaltszeit einen vorbestimmten Wert übersteigen.
  15. System gemäß Anspruch 11 oder Anspruch 12, dadurch gekennzeichnet, dass die Steuereinheit zum Aufzeichnen der Anzahl von Triebwagen (1) betriebsfähig ist, die sich zwischen der zweiten und ersten Erfassungs-Vorrichtung (10", 10') bewegen, d.h. zwischen der Steuerausstattung zur Steuerung der Punkte (CS) und der ersten Erfassungs-Vorrichtung (10), für die Zwecke des Erhalts statistischer Informationen.
  16. Verfahren zum Erfassen der Durchfahrt von Triebwagen in einem Bereich einer zu überwachenden Strecke, insbesondere für die Zwecke der Koordination zwischen Triebwagen-Ampelzyklen und Kraftfahrzeug-Ampelzyklen, wobei zwei Sensoren (S1, S2) in fixierten relativen Positionen angeordnet und voneinander im Wesentlichen gemäß der Bewegungsrichtung der Triebwagen (1) beabstandet sind, dadurch gekennzeichnet, dass das Erreichen einer vorbestimmten Durchfahrtsbedingung eines Triebwagens (1) durch die gleichzeitige Anregung der zwei Sensoren (S1, S2) erfasst wird, wobei die gleichzeitige Anregung der zwei Sensoren (S1, S2) durch entsprechende Anregungselemente (C1, C2) bewirkt wird, die mit dem Aufbau der Triebwagen (1) in fixierten relativen Positionen assoziiert sind und voneinander im Wesentlichen in Bewegungsrichtung des Triebwagens (1) beabstandet sind, wobei der Abstand zwischen den zwei Sensoren (S1, S2) im Wesentlichen gleich dem Abstand zwischen den zwei Anregungselementen (C1, C2) ist.
  17. Verfahren gemäß Anspruch 16, dadurch gekennzeichnet, dass die zwei Anregungselemente von zwei Gleitkontakten (C1, C2) eines Pantographen (5) der Triebwagen (1) erhalten werden.
  18. Verfahren gemäß mindestens einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass aus der Anregungsabfolge der zwei Sensoren (S1, S2) die Fahrtrichtung der Triebwagen (1) abgeleitet wird.
EP02022751A 2002-02-15 2002-10-11 System und Verfahren zur Erfassung des Vorbeifahrens von Strassenbahnen, insbesondere zur Koordinierung des Ampelntaktzyklus für Strassenbahnen und Fahrzeuge Expired - Lifetime EP1336946B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT2002TO000235A ITTO20020235A1 (it) 2002-02-15 2002-02-15 Sistema e metodo per il rilevamento del passaggio di vetture tranviarie,in particolare ai fini del coordinamento tra cicli semaforici tranvi
ITTO20020235 2002-02-15

Publications (3)

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EP1336946A2 EP1336946A2 (de) 2003-08-20
EP1336946A3 EP1336946A3 (de) 2003-10-15
EP1336946B1 true EP1336946B1 (de) 2005-03-16

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EP (1) EP1336946B1 (de)
AT (1) ATE291265T1 (de)
DE (1) DE60203255T2 (de)
IT (1) ITTO20020235A1 (de)

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Publication number Priority date Publication date Assignee Title
ES2246719B1 (es) * 2004-08-09 2007-04-16 Jose Manuel Ruiz Aguirre Sistema de aviso del paso de vehiculos.
CN106960583B (zh) * 2017-05-19 2023-05-23 西南交通大学 一种有轨电车路口信号优先控制系统
CN108168867B (zh) * 2017-12-29 2024-03-19 苏州瑞艾思机械设备有限公司 汽车大灯调节器机械性能检测机构

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3444426A1 (de) * 1984-12-06 1986-06-19 Gerhard 7750 Konstanz Klingenberger Signalgebendes und signalempfangendes erkennungssystem fuer bewegte koerper auf zum beispiel bahnen aller art
US6241197B1 (en) * 1998-01-23 2001-06-05 Sydney A. Harland Automated rail way crossing
JP3457183B2 (ja) * 1998-06-25 2003-10-14 三菱電機株式会社 移動物体の通過検出装置
DE59909957D1 (de) * 1999-04-14 2004-08-19 Scheidt & Bachmann Gmbh Verfahren zum Betrieb einer Lichtzeichenanlage

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ITTO20020235A0 (it) 2002-03-15
EP1336946A3 (de) 2003-10-15
ATE291265T1 (de) 2005-04-15
DE60203255D1 (de) 2005-04-21
ITTO20020235A1 (it) 2003-09-15
DE60203255T2 (de) 2006-06-22
EP1336946A2 (de) 2003-08-20

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