EP1637427B2 - Train safety assembly and method - Google Patents

Abstract

A reporting system protects a train on a first section (S) of railway track from a following train. The first section (S) incorporates an 'all clear' reporting section (A) located downstream of a reporter sensor (1.1) as seen in the direction of travel. Operation of the reporting sensor (1.1) is allowed by 'all clear' signals from one or more sections (A, B). The first reporting sensor is automatically released for operation in response to an 'all clear' signal from section A.

Description

The invention relates to an arrangement and a method for train control on track and / or railway tracks of railways.

In the prior art, the so-called Zugleitbetrieb is used in Germany in particular on branch lines with simple operating conditions, especially on single-track routes. The Zugleitbetrieb in the context of the invention is the train protection without optical signals. It allows the railway operation without complex technical facilities such as signaling devices. The train drivers provide telephone reports to the train conductor and receive instructions from them by telephone.

The pure Zugleitbetrieb has no fuses against human error or communication error. In such a case, a serious accident is hardly avoidable.

In a further development, the so-called Zugleitbetrieb is carried out with route safety, which has a route block. The railway stations are equipped with Ausfahrsignalvorrichtungen. This development is expensive because Ausfahrsignalvorrichtungen must be installed.

On the telephone communication can be waived if also the train stations are equipped in the so-called Zugleitbetrieb with route and station security with remote-controlled signal boxes with track vacancy and Einfahrsignalvorrichtungen. This form of Zugleitbetriebes is even more expensive than the form with track safety, as in addition still Einfahrsignalvorrichtungen and remote-controlled interlockings are required. In Germany, among other things, static signal panels are used in the train control mode. The trapezoidal panel So5 or Ne1 in marks a point where trains must stop in Zugleitbetrieb. The board So8 or Ne5 with the letter H indicates the stopping place of the Zugspitze in stations or stopping points, in particular if no exit signal is present.

In general, it is known to attach so-called track magnets of an inductive train protection (Indusi) or other release devices and test devices as parts of a punctiform train control (PZB) to main and pre-signals as well as to low-speed stations. The track magnets used in Germany contain resonant circuits with different resonance frequencies, the effectiveness of which is detectable by a passing locomotive. A 2000 Hz track magnet attached to the track in the region of a main signal is effectively switched while the main signal indicates a stop signal. A 1000 Hz track magnet mounted as a test device in the area of a pre-signal is effectively switched if the associated main signal shows a stop signal. A traction vehicle passing an effective 2000 Hz track magnet immediately initiates emergency braking in response to the detected track magnet. A traction vehicle passing by an activated 1000 Hz track magnet, in response to the detected track magnet, checks the driver's vigilance and the speed reduction of the traction unit, initiating emergency braking if, depending on various parameters such as the type of braking of the train predetermined value is exceeded. In addition, 500 Hz track magnets may be installed in front of main signals or danger points, at which a speed reduction is also tested. The 500 Hz and 1000 Hz track magnets can also be used to test a temporal speed curve. In principle, the driver has no influence on the reactions of the locomotive. He can only prevent the emergency braking on the main signal by an operating action in order to be able to drive over it in special cases, for example in a disturbed signal.

In other European countries similar systems are used for punctiform train control such as BRS / Crocodile, Integra or ZUB. The corresponding tripping and testing devices are usually magnets, sliding contacts or coils.

Furthermore, the European train control system (ETCS) is known, in which mandatory mandatory in level 1 and in level 2 optional switchable Eurobalises are arranged as punctiform triggering devices. The switchable Eurobalises operate on the principle of an electromagnetic transponder, variable data being transferable.

The DE 197 49 697 A1 describes a device for controlling the railway operation on moderate-density railway lines using so-called tokens, which include the permission to drive on the route and the trains are assigned as needed and exclusively by a control station. To award the tokens, a fail-safe processor is provided which makes the delivery of a token to a train dependent on the setting of a route for the train at least over the track sections for which the token is valid, up to a destination track. Along the tracks, punctiform train control devices are provided, which cause on the passing trains a location-dependent monitoring of both the permissible advancing speeds and the tokens. The trains themselves determine their respective location using a dedicated location system and return or discard the tokens assigned to them when clearing the track sections traversed by the tokens to the token processor, in which latter case a gap-free message informs the token processor of the eviction of the sections and discarding the associated tokens.

This facility requires a complex electronic administration of the tokens and their allocation.

The invention has for its object to provide an arrangement and a method that allow with little effort automatic train protection with a high degree of security, especially in conjunction with Zugleitbetrieb.

The object is achieved by an arrangement having the features specified in the independent claim 1 features, and by a method having the features specified in independent claim 13.

Advantageous embodiments of the invention are the subject of the respective dependent claims.

Signals in the sense of the invention are track-free and track-occupied signals as well as their negations. In the following, the position data "before" and "after" for a device are respectively related to a specific direction of travel and a reference point of a route. The indication "before" here means that a traction vehicle traveling in the direction of travel first passes the device and later the reference point. Analogously, the indication "after" means that a traction vehicle traveling in the direction of travel first passes the reference point and later the device. For all embodiments of the invention is in principle that the direction of travel and the opposite direction can be reversed. In the following, a release of track free or occupied signals by a control unit of a train detection section is also referred to simplifying as output of the signals by the train detection section.

With the arrangement for train protection according to the invention succeeds, especially in Zugleitbetrieb, ie without optical signals, an automatic train protection with a high degree of security by at least partially a first track free detection section is assigned to a track section to be secured and at least one associated first triggering device, which is part of a punctual Zugbeeinflussung , is provided in at least one direction of travel before the beginning of the first train free reporting section, wherein both the effectiveness and the ineffectiveness of the first triggering device exclusively depends on signals emitted by at least one train detection section, wherein the first triggering device is automatically activated, inter alia, if for the Track detection section is a track busy signal. As soon as a train has retracted into the track free reporting section and as long as it is in the train detection section, the tripping device located in front of the train detection section is automatically activated, whereby on the one hand a guarding and on the other hand an entry-extension protection is formed around a point of danger or another point of operation. In both cases, a train following the same direction of travel on the release device is braked forcibly if the train in front is still in the train detection section, either during the regular journey or due to emergency braking of the preceding train.

The arrangement according to the invention makes it possible, in particular, for the train control operation with route protection without complex block technology and without signals. It works automatically in the background, without the need for operator assistance. Additional controls are not needed. The arrangement is realizable with all systems of punctiform train control.

In the arrangement according to the invention in the track section to be secured, the first train free reporting section, which is associated with a direction of travel, and a second track free reporting section, which is associated with the opposite direction, provided in the direction of travel before the first train free reporting section, the at least one first trip device corresponding to the first train free reporting section and in the opposite direction before the second track free reporting section at least one second trip device associated with the second train free detection section is arranged. In this way, a Nachfahrschutz from both directions is made.

In this case, a preferred embodiment provides that the first triggering device is automatically activated, inter alia, if there is a track-occupied signal for the first train-free reporting section and / or that the second triggering device is automatically activated, inter alia, if there is a track-occupied signal for the second train-free reporting section , This arrangement provides an automatic counter-vehicle protection in a single-track section. As soon as and as long as one of the two track free reporting sections is occupied, a train traveling in the opposite direction is forcibly decelerated at the associated triggering device. With an appropriate arrangement of safe slipping paths between the tripping devices and the associated track free reporting sections, a collision between two oppositely entering trains on the track section between the tripping devices of the first and the second train free reporting section can thus be avoided.

An increased reliability provides an embodiment in which the first triggering device is automatically activated, if there is a track release signal for the second train detection section, and / or in which the second triggering device is automatically activated, if there is a track release signal for the first train detection section. The tripping devices are thus basically effective. In the case of a false negative track vacancy despite a retracted in a direction of travel in a train detection section train remains in this Gleisfreimeldeabschnitt lying triggering device, which belongs to the adjacent in the direction of travel train detection section, effective and there is an emergency braking of the train.

In this case, an embodiment is further preferred in such a way that the first triggering device is automatically inoperative if there is a track release signal for the first train detection section and a track busy signal for the second train detection section and / or if the second triggering device is automatically deactivated the second train free reporting section a track release signal and for the first train detection section a track busy signal present. This arrangement realizes the so-called permission principle. If a train enters a track free reporting section and gives it a correct track-occupied signal, a tripping device in the track-free reporting section belonging to a track-free reporting section following in the direction of travel becomes ineffective if the following track-free reporting section emits a track release signal. An unwanted forced braking of a train entitled to travel is thus avoidable.

In a possible embodiment, the first triggering device is then automatically disabled ineffective, if there is a track release signal for the first train detection section and / or the second triggering device then automatically disabled ineffective, if there is a track release signal for the second train free detection section. In this case, the logical allocation circuit between the signals of the train detection sections and the effectiveness of the tripping devices is easy to implement.

A particularly advantageous embodiment provides that the first train free reporting section and the second train free reporting section overlap each other, the first trip device being disposed within the second train free reporting section and the second trip device being disposed within the first train free reporting section. This configuration allows the counter-traffic protection in the case of simultaneous and almost simultaneous retraction into the track section to be secured.

A particularly secure, adaptable embodiment provides for a shift gap by a first and / or a second triggering device by a distance covered in a track section to be secured in a defined maximum time plus a safety margin away from an end of the not belonging to this triggering device Track free reporting section is arranged, wherein the maximum time is the time after which a track free reporting section at the latest emits a track busy message, if this track free reporting section is occupied and / or disturbed.

In a preferred embodiment, a third triggering device is provided in the opposite direction behind the end of the second track free reporting section, which acts exclusively on the direction of travel, if this third triggering device is effectively switched. Advantageously, a third triggering device is provided in a direction of travel behind the end of the first track free reporting section, which acts exclusively on the opposite direction of travel, if this third triggering device is effectively switched. This allows the backup also the time-delayed retraction from opposite directions in the track section to be secured. In this case, for example, by arranging the tripping devices and according to the required slip paths before turnouts, also blocking the operation interrupting blocking of the track section avoided by a forced-braked train.

In an advantageous embodiment, the track free reporting section is an axle counting section for which at least two axle counting sensors and a control device are provided, wherein a track-loading signal can be issued by the control unit if the axle counting section is occupied by a train, and otherwise a track release signal can be issued. Due to the axle counting, the track occupancy report can be reached cost-effectively and reliably.

A particularly high level of operational reliability is achieved in that track-release signal and track-occupancy signal are each transferable and redundant in a separate channel, the two channels are antivalent. Faulty operating conditions can be easily detected in this way. In a preferred variant, a track occupancy signal and a non-track release signal are automatically issued in the event of malfunction, whereby the associated triggering devices are effective.

Advantageously, no optical signal device is arranged in the region of a triggering device. With the arrangement according to the invention can be dispensed with this complex device, especially in Zugleitbetrieb, without reducing the collision safety.

In one possible embodiment, an associated, optical signaling device is provided in the region of a triggering device, wherein a stop signal can be automatically displayed by means of the signaling device, if the associated triggering device is effective, and otherwise a ride signal can be displayed. An unexpected emergency braking for a driver is thus avoidable, since the driver can recognize that the associated triggering device is effective and emergency braking would be triggered if he passed the triggering device. Since the signaling device is driven exclusively in direct dependence on the effectiveness of the associated triggering device, in this case at least a complicated wiring to a signal box is not necessary. Preferably, a pre-signal is arranged in front of an optical signal device, which is not an extension signal, to allow an early response of a passing driver. Advantageously, a triggering device is arranged at least 20 m in the direction of travel and / or in the opposite direction of travel before a start of the associated track free reporting section. Otherwise there is the danger that, for example, one in the train detection section retracting traction vehicle whose Indusi device is mounted on the rear end in the direction of travel, its own emergency braking causes by the triggering device is effective before the Indusi device has been passed.

In preferred embodiments, a triggering device is a 2000 Hz track magnet. The arrangement is thus usable with conventional, standardized Indusi systems. Advantageously, an advanced testing device is arranged in the direction of travel in front of a triggering device. At high speeds, which are associated with long braking distances, such an early speed control and in case of exceeding a maximum speed timely forced braking can be introduced. A test apparatus is preferably a 1000 Hz or 500 Hz track magnet, as the arrangement is thus usable with conventional, standardized Indusi systems. By early testing devices and / or programming a permitted speed curve in the locomotive also a protection against the start against a stop signal is made possible.

Train controlled runways are particularly prone to accidents, especially due to human error. Therefore, use of an arrangement according to the invention for train protection is particularly advantageous here since such accidents can be avoided in this way.

Single-track sections and / or sections with a danger point and / or a point of operation can be effectively protected with the inventive arrangement against collisions of opposing trains

In a method according to the invention for operating an arrangement comprising at least a first track free signal section (A) and a first tripping device (1.1) disposed in front in a direction of travel (F), both the switching of the effectiveness and the switching of the inefficiency of the first tripping device (1.1) depend exclusively from by at least one train detection section (A, B) emitted signals from, wherein the first triggering device (1.1) is inter alia then activated, if there is a track occupancy signal for the train detection section (A).

The inventive method provides that a second triggering device, which is arranged in a counter-traveling direction in front of a second track free reporting section, is then effectively activated if there is a track busy signal for the second track free reporting section and / or a track release signal for the first train free reporting section, and that the first Tripping device is then effectively activated if for the first train free reporting section a track busy signal and / or a track release signal for the second train detection section, the first triggering device is then disabled ineffective, if there is a track release signal for the first train free detection section and a track busy signal for the second train free detection section and wherein the second triggering device is then deactivated in effect if a track release signal for the second train detection section and a track slip for the first train detection section are present signal.

Another advantageous embodiment provides that the first triggering device is switched to effect exactly if a track-occupied signal is present for the first train-free-reporting section and is then deactivated in that case if a track-release signal is available for the first train-free-reporting section

The invention will be explained below with reference to an embodiment.

Figur 1

einen Streckenabschnitt mit Nachfahrschutz,

Figur 2

einen Streckenabschnitt mit Ein- und Ausfahrschutz um einen Gefahrenpunkt,

Figur 3

einen Streckenabschnitt mit Gegenfahrschutz,

Figur 4

einen Streckenabschnitt mit kombiniertem Nach- und Gegenfahrschutz

und

Figur 5

ein Blockschaltbild eines Steuerschrankes.

To show:

FIG. 1

a section of road with after-ride protection,

FIG. 2

a section of the track with entry and exit protection around a danger point,

FIG. 3

a section of road with antivirus protection,

FIG. 4

a section with combined after- and counter-traffic protection

and

FIG. 5

a block diagram of a control cabinet.

In the examples shown below an impermissible train ride is prevented by an emergency braking, triggered by the influence of at least one designed as a track magnet tripping device. Switchable Eurobalises according to ETCS can also be used as tripping devices, for example. As a result, the arrangement according to the invention is also suitable for future train control systems.

Inadmissible train travel is defined here as the travel of a train in an operating situation with immediate danger, for example in the case of the departure of a train from an ordinary stopping place equipped with a stop So8 or an exit signal; the exit of a train on the route; the passage of a train past one Boundary point between the free line and the operating point, which is equipped either with entry signal or So5 or Ne1 board in front of a breakpoint or station; the passing or slipping of a train at the usual stopping place, the so-called flank ride protection; if in the cases mentioned the subsequent track or track section is occupied by a preceding or oncoming vehicle. Included here is the simultaneous exit from two opposite operating points in the same section of the route. In all cases, human error or other infringements are assumed in the process of Zugleitbetriebs.

The occupation of a track or track section is registered in all examples by an automatically operating train detection system based on axle counting. The train detection system delivers antivalente, dual-channel track occupancy and track release signals using axle counting 2. The respective track section is divided into subsections, so-called Achszählabschnitte. By comparing the axle counts of Achszählsensoren 2 at the respective limits of a fixed train detection section so a signal technically safe output of a track vacancy or - busy message. In the following, the case of a delivered signal pair "track free + track not busy" a track detection section is summarized under the term track release signal. Accordingly, the case of a delivered signal pair "track not free + track occupied" a train detection section is summarized under the term track occupancy signal. The same terms apply analogously to those train detection systems which emit only single-channel signals. With these, the inventive arrangement can also be used. In principle, another measuring principle than the axle counting can be used for the train detection system, for example the track current measurement. By way of example, the train detection system is installed completely in the entire track section. An exception to this may be tracks within a station, where the prevention of trips to an occupied station siding is given by sufficient security in connection with visual clearance. With the evaluation of the track vacancy and - busy message is automatically the immediate production of the effectiveness or ineffectiveness of track magnets for emergency braking or unimpeded onward journey according to a predetermined logical assignment.

The locomotives must be equipped with a safety system of types 160, PZ80 or higher. Traction vehicles according to ETCS are also suitable with "Specific Transmission Modules" (STM). If switchable Eurobalises are used as tripping devices, the traction units must be equipped at least in accordance with ETCS Level 1.

In all examples, both the effectiveness and the ineffectiveness of the tripping devices depends solely on signals emitted by at least one track free reporting section. Other conditions or signals are not required.

The in FIG. 1 illustrated track section S has a switch W ₁ . Extending over the switch W ₁ is a first track free signal section A, at the ends of which axle counting sensors 2 are arranged. In both track branches is considered in the direction of travel F before the first train detection section A as the first tripping device 1.1 per a 2000 Hz track magnet right of the track arranged, which acts exclusively on traction vehicles of the direction of travel F, if it is effective. Not shown are two 500-Hz track magnets, which are mounted in both track branches each 250 m in front of the respective first tripping device 1.1 right on the track. By the track occupancy message of the first train detection section A both first tripping devices 1.1 and the not shown 500 Hz track magnets are automatically switched to full clearances of the first train free reporting section A. Until then, another train in the direction of travel F to the first train detection section A, it is forcibly braked at the first tripping devices 1.1. The function of the first tripping devices 1.1 is not limited to the Nachfahrschutz. Inevitably, the effectiveness of the first triggering device 1.1 in principle results in each occupation of the first train detection section A. The first tripping devices 1.1 are in this and all the following examples at least 20 m away from the first subsequent Achszählsensor 2 of the associated first train free reporting section A, to exclude that Vehicle in which the Indusi vehicle device is located at the rear of the drive train, by driving the first track free reporting section A initiates the emergency braking for themselves. The following table shows the logical assignment of the switching states: First triggering device 1.1 Signal of the first GFM section A Effective occupied occupied Ineffective free free

In FIG. 2 an arrangement is shown at a boundary point X between free route Y and operating point H ₁ , which is provided in the direction of travel F with a signal panel So5 or Ne1. Extends across the border a first train detection section A, at the ends of each Achszählsensoren 2 are arranged. In the area of the signal board So5 or Ne1 a 2000 Hz track magnet is arranged as the first triggering device 1.1, which acts exclusively on traction vehicles of the direction of travel F, if it is effective. In the operating point H ₁ , a 2000 Hz track magnet, viewed in the opposite direction of travel G, in the area of a signal plate So8, not shown, in front of the boundary point according to FIG FIG. 1 arranged, which acts exclusively on the opposite direction of travel G, if it is effective. All first and third tripping devices 1.1 and 1.3 are automatically activated when the first train detection section A is busy. They thus prevent by an emergency braking a possible entry in both directions F and G in the operating point H ₁ at busy border X. This may be the case, inter alia, if an inadmissible from the operating point H ₁ in the opposite direction G extending train after an emergency braking due of its braking distance until it reaches the path of the train entering in direction F. As soon as and as long as the first train free reporting section A is unoccupied, the first and third trip devices 1.1 and 1.3 are disabled.

The distance between the first triggering device 1.1 in the area of the So5 board for entry and the third triggering device 1.3 in the area of the So8 board for the exit is at least twice the local braking distance in order to enable a safe stop for both trains.

FIG. 3 shows an inventive arrangement for the anti-collision protection on a track section S. The track section S is provided with two overlapping track free reporting sections, the first train free reporting section A and the second train free reporting section B, at the ends of each Achszählsensoren 2 are arranged and each with the Nachfahrschutz from FIG. 1 equipped, which in this case also acts as an anti-collision protection. For this purpose, the lying in the direction of travel F before the first train detection section A, serving as the first trigger device 1.1 2000 Hz track magnet associated with this first train free reporting section A and acts exclusively on the direction of travel F, if it is effective, whereas in the opposite direction G before the second train free reporting section B lying, serving as a second triggering device 1.2 2000 Hz track magnet is assigned to the track detection section B and only on the opposite direction of travel G acts, if it is effective. Each of the two tripping devices 1.1 and 1.2 is automatically effective as soon as the belonging to their first train detection section A or B is reported as busy: By the busy message of the first train free reporting section A, the first tripping device 1.1 is activated in the direction of travel F, occupying the second track free reporting section B, the second triggering device 1.2 is activated in the opposite direction of travel G. By the free message of the first train detection section A, the first tripping device 1.1 is switched in the direction of travel F ineffective, in free message of the second train free reporting section B, the second tripping device 1.2 is switched in the opposite direction of G ineffective.

The first and the second train detection section A and B need not necessarily overlap. It is crucial that the first and second tripping devices 1.1 and 1.2 in for the emergency braking both directions F and G sufficiently large distance from each other and that the first tripping device 1.1 within the not belonging to it second track free reporting section B and the second tripping device 1.2 within the not to her belonging first track free reporting section A are arranged.

To increase the reliability of the same arrangement is used with another circuit that realizes the so-called permission principle. The automatic, logical assignment of track-occupied or track-occupied signals to the effectiveness of the first and second tripping devices 1.1 and 1.2 show the following tables: First triggering device 1.1 Signal of the first GFM section A Signal of the second GFM section B effective occupied free free free occupied occupied ineffective free occupied Second triggering device 1.2 Signal of the first GFM section A Signal of the second GFM section B effective free occupied free free occupied occupied ineffective occupied Free

The first and second tripping devices 1.1 and 1.2 are basically effective, even if both Track free reporting sections A and B are reported unoccupied. A false negative track release signal despite an incoming train thus still has the consequence of an emergency braking of the train. According to the permission principle, the first or the second triggering device 1.1 or 1.2 is only ineffective when the respective not belonging to her second or first train detection section B or A, within which it is arranged for the train gives a correct track occupancy signal and the other , belonging to it track detection section A and B outputs a track release signal.
In the case of a track occupancy message of the first or the second track free reporting sections A or B, that tripping device 1.1 or 1.2, which is assigned to the other track free reporting section B or A, automatically switched ineffective. An unnecessary, delaying the operation emergency braking is prevented.

A train moves, for example, in the opposite direction G from the operating point H ₁ in the direction of the operating point H ₂ . The second train detection section B is unoccupied. The first train detection section A thus outputs a track occupancy signal, the second train detection section B a track release signal. With occupation of the first train detection section A, the automatic activation of the first triggering device 1.1 and at the same time the automatic disabling circuit of the second triggering device 1.2 according to the permission principle. With subsequent occupation of the second track free reporting section B, the activation of both tripping devices 1.1 and 1.2 takes place. When the train finally leaves the first train free reporting section, only the second trip device 1.2 is effective. In the case of the exact or nearly simultaneous departure of two opposing moving trains both tripping devices 1.1 and 1.2 are effectively switched before the trains pass the tripping devices 1.1 and 1.2. So both trains are braked forcibly. A collision is prevented in this case.

The issuance of track occupancy or clearing of the link sections occurs at adjacent service locations coupled via link cables with a time offset. In the case of a transmission fault in the exchange of information between the evaluation of the axle counting inevitably takes place the output of a busy message at the latest after a maximum time T, which is greater than the time offset. This results in the maintenance of a minimum distance, a so-called switching distance, between the in the opposite direction barley Achszählsensoren 2 of the train detection section A and the second tripping device 1.2 or between the first in the direction of travel F Achszählsensoren 2 of the train detection section B and the first triggering device 1.1 for the safe activation at least the first tripping device 1.1 and / or the second tripping device 1.2 for emergency braking a train in the case of exactly the same time approach of both trains. The minimum distance is calculated according to: $$\left(\mathrm{locally\; approved\; speed}\right)\mathrm{x\; T}+\mathrm{safety\; margin}$$

The arrangements for Nachfahr-, retractable and anti-collision protection can be arranged in different combinations with each other to achieve increased safety. Due to the multiple use of Achszählsensoren 2 a corresponding juxtaposition of free reporting sections for the various combinations of functions is possible.

In FIG. 4 such a combination is shown. It corresponds to the arrangement FIG. 3 , Wherein 2000 Hz track magnets are arranged as third tripping devices 1.3 outside the ends of the train detection sections A and B in the sections of the operating points H ₁ and H ₂ . The third tripping devices 1.3 in the operating point H ₁ act exclusively on traction vehicles of the opposite direction of travel G, if they are effective, while the third tripping devices 1.3 act in the operating point H ₂ exclusively on traction vehicles of the direction of travel F, if they are effective. The third triggering devices 1.3 are automatically activated when a train or train part is in at least one of the two sections A or B. This is most easily realized by the outer axle counting sensors 2 at the boundaries to the operating points H ₁ and H ₂ define an entire, third track free reporting section C, the third tripping devices are assigned 1.3. The arrangement shown in this way makes both the counter-drive protection and the Nachfahrschutz. Both at exactly or approximately simultaneously as well as at very different departure or exit times of two trains from the operating points H ₁ and H _{2, there} is automatically a safe emergency braking of both trains or the last train departing or leaving. It makes sense here also the logical assignment of the switching states according to the permission principle according to the example FIG. 3 be used.

In the arrangement of scheduled stops and tripping devices 1.1, 1.2, 1.3 railways usually a relatively long braking distance is taken into account. If hazards can not be ruled out despite the emergency braking of the vehicles already within the braking distance behind the designated stopping place, an advanced testing device, for example, can be provided at a distance to be calculated in the direction of travel in front of the necessary stopping point a 500 Hz track magnet, which, in accordance with the train control program, triggers the checking of compliance with the speed reduction in the vehicle. The automatic control of the test device is identical to the respective associated triggering device 1.1, 1.2, 1.3.

The evaluation of the axle counting systems are housed together with the signal relay for controlling the track magnets in control cabinets. FIG. 5 shows a block diagram of a control cabinet to an inventive arrangement. To transmit the axle counting information, the control cabinets are connected to each other along the route via a track cable. The data transmission for the alignment of the axle counting system must be maintained uninterrupted. Furthermore, there is a power supply in the control cabinet, consisting of a rectifier and a battery, which maintains the power supply of all systems without interruption for at least four hours in the event of a power failure. The Achszählauswerteeinrichtung works two-channel redundant. This results in each evaluation the output of the track vacancy and occupancy message via two antivalent operating signal relay. The logical control of the track magnet relay is set up depending on the function (trailing, retracting, extending, driving) of the track section. To increase reliability, the connection is provided by means of both output relay of Achszählanlage in the forward and return line of the switching relay, so that in any malfunction such as failures of Achszählsystems, wire breaks or relay errors of the track magnet remains in effective position. For each counting circuit, a separate basic setting button is provided in the control cabinet to establish the basic position in the event of a fault. The control cabinet is supplied with a 230V mains connection. The installation is therefore possible close to an accessible mains connection. The cabinet is provided with a safety-approved lock, so that an opening can only be made by authorized maintenance personnel. Also, for maintenance purposes, a lighting and a socket in the cabinet is provided.

The housing of the control cabinet is modular, flexible and weatherproof. The side walls, the doors and the rear wall are double-walled, which has a positive effect on the climate inside the housing. The housing system provides protection against vandalism. An additional use of the air conditioner for the housing system is to match the requirements of the modules used. The control cabinet is set up on a concrete base, which also serves for cable entry.

The modules are arranged and installed in the control cabinet on mounting plates, in swing frames, on profile rails or in cable system systems in a system design, so that this basic concept allows various stages of expansion. In the interconnection of the modules with each other and in the assembly and internal wiring of the relay groups, a system design is also applied. These are on the one hand the basic circuits or internal wiring and the system cables, which are identical in each of the systems described here and thus interchangeable. This wiring and arrangement of the module is prefabricated according to uniform switching and assignment documents. On the other hand, it is the jumper wiring and system cables that differ and can be adapted depending on the application and expansion stage.

The relay groups are plug-in vascular systems in which suitable signal relays are mounted, which are required for evaluating the clear and busy signals of the axle counting system, for controlling the track magnets and for other functions. The contacts and terminals of the signal relays are interconnected by internal wiring or routed to an interface 101. This interface 101 is a plug-in connection to another interface 102, at which the jumper wiring to the interface 103 are executed. Interface 103 establishes the connection to the axle counting system (track vacancy and occupancy message, basic position, power supply), to the basic setting buttons, to the cable system of the track magnets and to the battery-supported power supply. Via further interfaces 104 ₁ and 104 ₂ , the connection of the axle counting system (meter point input and data transfer to other control cabinets) for the cable installation of the metering points and the track cable is made. The power supply system, consisting of mains connection, battery and rectifier, is constructed with modules which correspond to the current state of the art.

The linking of the plant components and their specific properties correspond to technical safety principles. Failures in the function that are not due to planning or installation errors, such as accidental failure of components, interruption of lines or the failure of the power supply, resulting in no security deficiency. Since the goal of the entire functional processes in the system is the ineffective switching of the track magnet, a defect caused by the failure of a component will lead to the fact that the intended goal is not achieved. The track magnet remains effective. The inevitable resulting forced braking of a train acts as an error disclosure. A signaling of the error message at the location of the track magnets, centrally on the control cabinet or as a central group message is possible. Due to the quality of the components used, it can be assumed that these errors are kept to a minimum. Errors in the axle counting system, such as incorrect counting or the interruption of the transmission of information between the modules lead to automatic busy signaling. In the case of a busy signal due to errors in the axle counting system, it is necessary to bring the system into the basic position by means of the home key or system reset. The basic position can only be brought about by the maintenance personnel on site. The separately installed home button can only be operated if counting has taken place in the axle counting circle as the last counting. The axle counting system has a temporary logging so that errors as well as operating actions can be reconstructed and evaluated.

Failures of the power supply network for up to 4 hours by the utility company have no effect on the function of the systems due to the built-in uninterruptible power supply. If the power supply is interrupted significantly longer, this leads to the shutdown of the axle counting system. A busy message is issued. When the power supply returns, the home position must be established by manual on-site operation.

The invention can be used both for single-track and multi-track operation with one or two directions of travel.

LIST OF REFERENCE NUMBERS

1.1

First triggering device

1.2

Second triggering device

1.3

Third triggering device

2

Achszählsensor

S

track section

F

direction of travel

G

Opposite direction of travel

X

border crossing

H ₁ , H ₂

operating points

A

First train free reporting section

B

Second train detection section

C

Third train free reporting section

W ₁

switch

Y

Free route

T

maximum time

101, 102, 103, 104 ₁ , 104 ₂

interface

Claims (14)

1. Arrangement for protecting trains on rails outside and/or inside of railway stations, whereby at least one first track free reporting section (A) is at least partially assigned to a track section (S) to be protected and at least one associated first trigger device (1.1), which is part of a punctual automatic train running, is arranged in at least one direction of traffic before the start of the first track free reporting section (A), whereby both the operativeness and the inoperativeness of the first trigger device (1.1) exclusively depends on signals emitted by at least one track free reporting section (A, B), whereby the first trigger device (1.1) is automatically turned operative in case a track occupied signal is reported for the first track free reporting section (A), whereby the first track free reporting section (A) assigned to a direction of traffic (F) and a second track free reporting section (B) assigned to the opposite direction of traffic (G) are arranged in the track section (S) to be protected, whereby the at least one first trigger device (1.1) associated to the first track free reporting section (A) is arranged before the first track free reporting section (A) in the direction of traffic (F) and at least one second trigger device (1.2) associated to the second track free reporting section (B) is arranged before the second track free reporting section (B) in the opposite direction of traffic (G).
2. Arrangement according to claim 1, characterised in that the first trigger device (1.1) is automatically turned operative if, amongst others, a track occupied signal is reported for the first track free reporting section (A) and/or that the second trigger device (1.2) is automatically turned operative if, amongst others, a track occupied signal is reported for the second track free reporting section (B).
3. Arrangement according to claim 2, characterised in that the first trigger device (1.1) is automatically turned operative if a track free signal is reported for the second track free reporting section (B) and/or that the second trigger device (1.2) is automatically turned operative if a track free signal is reported for the first track free reporting section (A).
4. Arrangement according to claim 3, characterised in that the first trigger device (1.1) is automatically turned inoperative if and only if a track free signal is reported for the first track free reporting section (A) and a track occupied signal is reported for the second track free reporting section (B) and/or that the second trigger device (1.2) is automatically turned inoperative if a track free signal is reported for the second track free reporting section (B) and a track occupied signal is reported for the first track free reporting section (A).
5. Arrangement according to claim 2, characterised in that the first trigger device (1.1) is automatically turned inoperative if and only if a track free signal is reported for the first track free reporting section (A) and/or that the second trigger device (1.2) is automatically turned inoperative if and only if a track free signal is reported for the second track free reporting section (B).
6. Arrangement according to one of the claims 1 to 5, characterised in that the first track free reporting section (A) and the second track free reporting section (B) overlap each other, whereby the first trigger device (1.1) is arranged inside of the second track free reporting section (B) and the second trigger device (1.2) is arranged inside the first track free reporting section (A).
7. Arrangement according to claim 6, characterised in that a first and/or a second trigger device (1.1, 1.2) is arranged a distance, which is covered at a speed permitted in the track section (S) within a defined maximum time period (T), plus a safety clearance away from one end of the track free reporting section (B, A) not assigned to that trigger device (1.1, 1.2), whereby the maximum time period (T) is the time period, after which a track free reporting section (A, B) at the latest reports a track occupied signal in case this track free reporting section (A, B) is occupied or malfunctioning.
8. Arrangement according to one of the claims 1 to 7, characterised in that a third trigger device (1.3) is arranged behind the end of the second track free reporting section (B) in the opposite traffic direction (G), whereby the third trigger device (1.3) exclusively affects the traffic direction (F) if this third trigger device (1.3) is turned operative.
9. Arrangement according to one of the preceding claims, characterised in that a third trigger device (1.3) is arranged behind the end of the first track free reporting section (A) in a traffic direction (F), whereby the third trigger device (1.3) exclusively affects the opposite traffic direction (G) if this third trigger device (1.3) is turned operative.
10. Arrangement according to one of the preceding claims, characterised in that a track free reporting section (A, B, C) is an axle count section which at least two axle count sensors (2) and a control device are arranged for, whereby a track occupied signal is emittable by the control device if this axle count section is occupied by a train and a track free signal is emittable by the control device otherwise.
11. Arrangement according to one of the preceding claims, characterised in that the track free signal and the track occupied signal of a track free reporting section (A, B, C) are redundant and transmittable each in one separate channel, whereby the two channels are antivalent.
12. Arrangement according to one of the preceding claims, characterised in that in the range of a trigger device (1.1, 1.2, 1.3) no optically signalling device is arranged.
13. Method for operating an arrangement at least comprising a first track free reporting section (A) and one first trigger device (1.1) arranged before the first track free reporting section (A) in a traffic direction (F), whereby both the turning operative and the turning inoperative of the first trigger device (1.1) depend exclusively on signals emitted by at least one track free reporting section (A, B), whereby the first trigger device (1.1) is turned operative if a track occupied signal is reported for the first track free reporting section (A), whereby a second trigger device (1.2) arranged before a second track free reporting section (B) in an opposite traffic direction (G) is turned operative if and only if a track occupied signal is reported for the second track free reporting section (B) and/or a track free signal is reported for the first track free reporting section (A) and that the first trigger device (1.1) is turned operative if and only if a track occupied signal is reported for the first track free reporting section (A) and/or a track free signal is reported for the second track free reporting section (B), whereby the first trigger device (1.1) is turned inoperative if and only if a track free signal is reported for the first track free reporting section (A) and a track occupied signal is reported for the second track free reporting section (B) and whereby the second trigger device (1.2) is turned inoperative if and only if a track free signal is reported for the second track free reporting section (B) and a track occupied signal is reported for the first track free reporting section (A).
14. Method according to claim 13, characterised in that the first trigger device (1.1) is turned operative if and only if a track occupied signal is reported for the first track free reporting section (A) and is turned inoperative if and only if a track free signal is reported for the first track free reporting section (A).

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