EP1378418B1 - Procédé de signalisation de section libre et occupée d'une voie ferrée - Google Patents

Procédé de signalisation de section libre et occupée d'une voie ferrée Download PDF

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Publication number
EP1378418B1
EP1378418B1 EP02360194A EP02360194A EP1378418B1 EP 1378418 B1 EP1378418 B1 EP 1378418B1 EP 02360194 A EP02360194 A EP 02360194A EP 02360194 A EP02360194 A EP 02360194A EP 1378418 B1 EP1378418 B1 EP 1378418B1
Authority
EP
European Patent Office
Prior art keywords
rail
free
occupied
track section
passing
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
EP02360194A
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German (de)
English (en)
Other versions
EP1378418A1 (fr
Inventor
Bernd Klose
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.)
Alcatel Lucent SAS
Original Assignee
Alcatel CIT SA
Alcatel SA
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 Alcatel CIT SA, Alcatel SA filed Critical Alcatel CIT SA
Priority to EP02360194A priority Critical patent/EP1378418B1/fr
Priority to DE50207005T priority patent/DE50207005D1/de
Priority to AT02360194T priority patent/ATE327932T1/de
Publication of EP1378418A1 publication Critical patent/EP1378418A1/fr
Application granted granted Critical
Publication of EP1378418B1 publication Critical patent/EP1378418B1/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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction

Definitions

  • the invention relates to a method for free and busy reporting of track sections.
  • Each axle counter includes a metering point, which has two rail contacts and an evaluation unit.
  • Each axle counter monitors a track section assigned to it. If the axle counter detects a passing rail vehicle, the track section is switched to occupied. If the axle counter closest to the direction of travel of the rail vehicle detects the passing rail vehicle, the track section is released again.
  • an interference signal is generated when at least one rail contact is influenced against the expected direction of a passing rail vehicle and / or at least one free, adjacent track section.
  • One metering point has two rail contacts. Depending on the direction of the passing rail vehicle, first one rail contact and then the other rail contact will detect axles of the passing rail vehicle.
  • the invention combines the evaluation of the detected axes by the rail contacts with the expected direction of the passing rail vehicle, e.g. a train. If, for example, a train is expected to pass first the first and then the second rail contact, the first rail contact first detects an axis of the train and then the second rail contact after a correctly functioning metering point. If it is now e.g.
  • the first rail contact due to a cable break is no longer able to detect axes or forward the detected information, so when passing the train only the second rail contact will detect detected axes.
  • the combination with the expected direction of the passing train shows that a fault has occurred.
  • Trigger for the detection by the second, but not by the first rail contact is a non-functioning first rail contact. This fault must be remedied. This happens, for example, by a fitter who exchanges the rail contact on site. In addition, both track sections adjoining the rail contact are switched to occupied. As a result, faults are detected quickly.
  • both rail contacts detect detected axes, but does not correspond to the time sequence of the expected - for example, was a train in the direction of first before second Rail contact expected, but the second has triggered before the first - so there is a fault.
  • An interference signal is generated, the corresponding track sections are blocked by occupancy.
  • an interference signal is generated when at least one rail contact is influenced by at least one free, adjacent track section.
  • a metering point By means of a metering point, the occupancy and activation of a track section in the direction of the passing train is determined.
  • a first metering point is provided for a first track section and a second metering point for a second track section adjoining the first track section.
  • the method according to the invention is distinguished, in particular, by the fact that, after the fault has been remedied, initially only one track section is released again. Thus, not several track sections are enabled simultaneously. Namely, the track section is initially released in the direction of travel of the expected train. For the activation of the upstream track section a free message is provided by the adjacent metering point.
  • an inventive metering point is provided with an evaluation unit and two rail contacts.
  • the evaluation unit has a Arithmetic unit, which is programmed to produce three different output states, namely free, occupied and disturbed.
  • the output state free is generated if no influence on the rail contacts occurs.
  • the initial state occupied is generated when an influence of the rail contacts occurs in the order corresponding to the expected direction of a passing rail vehicle and / or at least one occupied adjacent track section.
  • the initial state is disturbed is generated when an influence of at least one rail contact against the expected direction of a passing rail vehicle and / or at least one free, adjacent track section occurs.
  • the point of delivery is characterized in particular by the fact that the initial state is generated freely if the initial state was previously occupied and an enable signal is received by the point of delivery adjacent to the passing rail vehicle.
  • an arithmetic unit for processing signals from at least two points of delivery, each with two rail contacts.
  • the arithmetic unit is programmed to generate three different output states for each counting point, namely free, occupied and disturbed.
  • the output state is generated free, if no influence on the rail contacts occurs, the output state occupies when an influence of the rail contacts in the order corresponding to the expected direction of a passing rail vehicle and / or at least one occupied, adjacent track section occurs and disturbed the initial state, if an influence of at least one rail contact against the expected direction of a passing rail vehicle and / or at least one free, adjacent track section occurs.
  • the arithmetic unit is designed, for example, as a microprocessor, digital signal processor or microcontroller.
  • the Programming takes place, for example, by means of a special software program in C ++ programming language or by means of at least two software program components which can be stored on one or more memories and to which different processors can have access. It is for example arranged centrally, for example in an electronic interlocking and is designed to take over the evaluation and / or the generation of the states free, occupied and disturbed for at least two points of delivery. To determine a condition disturbed, a comparison of the time sequence of the detection of axes by two rail contacts of a counting point is performed.
  • not only the time sequence of the detection of the axes, but also their number is monitored. If the first and the second rail contact detect the same number of axes, there is no interference. Is the number different? If there is a fault and the condition is disturbed, it is generated.
  • a comparison is made between the number of detected axes of both rail contacts. This is done, for example, by using two counters. If the counter readings coincide, taking into account the time delay in the detection, there is no disturbance.
  • a comparison is made, for example, taking into account the direction of travel after a certain period of time, which is advantageously selected depending on the speed of the passing train.
  • a comparison may be made 0.72 seconds after the last detection by the second rail contact, taking into account that axles are for example at most 40 meters apart.
  • FIG. 1 shows two track sections.
  • Each metering point has two rail contacts Sk1, Sk2 and an evaluation unit evaluation.
  • the rail contacts Sk1, Sk2 serve to detect axles of a passing rail vehicle, e.g. a train.
  • the evaluation evaluation units are interconnected via at least one data line for the purpose of exchanging information.
  • This information includes e.g. the condition of a track section, e.g. free, busy, disturbed.
  • Each point of delivery Zp1, Zp2, Zp3 is part of an axle counter and is also advantageously connected via at least one data line with an electronic interlocking and the adjacent points of delivery.
  • Each evaluation unit evaluation has an arithmetic unit, which, e.g. is designed as a microprocessor, signal processor or microcontroller with special software.
  • Each evaluation unit evaluation is informed by the electronic interlocking about the direction of the train to be expected. In addition to the direction, the exact time or period during which the train is expected at the respective point of delivery is transmitted. As in the exemplary embodiment, the evaluation units can be arranged decentrally at the locations of the points of delivery or centrally, advantageously combined in an evaluation unit in the electronic interlocking.
  • the rail contacts Sk1, Sk2 of a counting point report the detected axes of a passing train of the associated evaluation unit Evaluation. This compares the time sequence of the detections with the expected direction of travel of the pre-traveling train and generates a fault message if there is no match. This is transmitted to the electronic interlocking.
  • the faulty state can only be left controlled by an operator.
  • track section is 1-2 reported disturbed and busy, because this rail contact can not be properly driven first and obviously a fault has occurred at the point of delivery Zp1, eg caused by an intermittent wire interruption.
  • the track section section 2-3 is also switched busy, as this state also occurs during a control travel. If the fault on the rail contact Sk1 is now rectified, track section section 1-2 remains in the fault state and track section 2-3 signals again. Both sections will not be released at the same time. Only when the fault is corrected at the point of delivery Zp1 will track section 1-2 be released again.

Claims (4)

  1. Procédé de signalisation d'occupation et de disponibilité de sections de voie ferrée, dans lequel les deux sections de rail attenantes au point de détection sont basculées en position occupée et un signal de dysfonctionnement est généré lorsqu'une influence est exercée sur au moins un contact de rail d'un point de détection dans le sens inverse de la direction de passage attendue d'un véhicule ferroviaire et lorsque au moins une section de rail attenante dans le sens inverse de circulation est disponible, sachant qu'une fois que le dysfonctionnement est éliminé, seule la section attenante dans le sens de circulation est tout d'abord remise en position disponible.
  2. Point de détection avec une unité d'évaluation et deux contacts de rail, dans lequel l'unité d'évaluation présente une unité de calcul programmée de façon à produire trois états de sortie différents, sachant que l'état de sortie « disponible » est généré lorsque aucune influence n'est exercée sur les contacts de rail, l'état de sortie « occupé » lorsqu'une influence est exercée sur les contacts de rail par le passage d'un véhicule ferroviaire dans l'ordre correspondant à la direction de passage attendue et lorsque au moins une section de rail attenante est occupée, et l'état de sortie « défectueux » lorsqu'une influence est exercée sur au moins un contact de rail dans le sens inverse de la direction de passage attendue d'un véhicule ferroviaire et lorsque au moins une section de rail attenante est disponible, sachant qu'une fois que le dysfonctionnement est éliminé, l'unité de calcul ne libère tout d'abord que la section attenante dans le sens de circulation.
  3. Point de détection selon la revendication 2, caractérisé en ce que l'état de sortie «disponible» est généré lorsque l'état de sortie précédent était « occupé » et lorsqu'un signal de libération est reçu par le plus proche point de détection dans le sens de passage du véhicule ferroviaire.
  4. Unité de calcul pour le traitement de signaux d'au moins deux points de détection séparés par des sections de rail et présentant respectivement deux contacts de rail, programmée de façon à produire pour chaque point de détection trois états de sortie différents, sachant que l'état de sortie «disponible» est généré lorsque aucune influence n'est exercée sur les contacts de rail, l'état de sortie « occupé » lorsqu'une influence est exercée sur les contacts de rail par le passage d'un véhicule ferroviaire dans l'ordre correspondant à la direction de passage attendue et lorsque au moins une section de rail attenante est occupée, et l'état de sortie «défectueux » lorsqu'une influence est exercée sur au moins un contact de rail dans le sens inverse de la direction de passage attendue du véhicule ferroviaire et lorsque au moins une section de rail attenante est disponible, sachant qu'une fois que le dysfonctionnement est éliminé, l'unité de calcul ne libère tout d'abord que la section attenante dans le sens de circulation.
EP02360194A 2002-07-01 2002-07-01 Procédé de signalisation de section libre et occupée d'une voie ferrée Expired - Lifetime EP1378418B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP02360194A EP1378418B1 (fr) 2002-07-01 2002-07-01 Procédé de signalisation de section libre et occupée d'une voie ferrée
DE50207005T DE50207005D1 (de) 2002-07-01 2002-07-01 Verfahren zur Frei- und Belegtmeldung von Gleisabschnitten
AT02360194T ATE327932T1 (de) 2002-07-01 2002-07-01 Verfahren zur frei- und belegtmeldung von gleisabschnitten

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP02360194A EP1378418B1 (fr) 2002-07-01 2002-07-01 Procédé de signalisation de section libre et occupée d'une voie ferrée

Publications (2)

Publication Number Publication Date
EP1378418A1 EP1378418A1 (fr) 2004-01-07
EP1378418B1 true EP1378418B1 (fr) 2006-05-31

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EP (1) EP1378418B1 (fr)
AT (1) ATE327932T1 (fr)
DE (1) DE50207005D1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115140118A (zh) * 2022-07-15 2022-10-04 北京全路通信信号研究设计院集团有限公司 一种计轴方法及系统

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3431171C2 (de) * 1984-08-24 1986-11-27 Standard Elektrik Lorenz Ag, 7000 Stuttgart Gleisfreimeldeeinrichtung mit Achszählung
DE19957258C2 (de) * 1999-11-19 2001-09-20 Siemens Ag Verfahren zur Gleisfreimeldung mittels Achszählung

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DE50207005D1 (de) 2006-07-06
EP1378418A1 (fr) 2004-01-07
ATE327932T1 (de) 2006-06-15

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