EP2279107B1 - Device for the detection of the occupied or free state of a track section - Google Patents

Device for the detection of the occupied or free state of a track section Download PDF

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Publication number
EP2279107B1
EP2279107B1 EP09749741A EP09749741A EP2279107B1 EP 2279107 B1 EP2279107 B1 EP 2279107B1 EP 09749741 A EP09749741 A EP 09749741A EP 09749741 A EP09749741 A EP 09749741A EP 2279107 B1 EP2279107 B1 EP 2279107B1
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EP
European Patent Office
Prior art keywords
receivers
transmitter
receiver
track
track section
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Not-in-force
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EP09749741A
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German (de)
French (fr)
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EP2279107A1 (en
Inventor
Uwe Kaluscha
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Siemens AG
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Siemens AG
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    • 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 train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train

Definitions

  • the invention relates to a device for detecting the busy or idle state of a track section with at least one vehicle-side transmitter and track-side receiver pairs, which are arranged at the ends of the track section and each spaced in the track direction first and second receivers, wherein the receiver signals upon passage of the vehicle received by the transmitter and connected to an evaluation device.
  • the EP1501663 A1 discloses such a device.
  • the track vacancy is an essential decision criterion for the control of switches and signals. On the basis of the occupancy state of the track sections, the decision is made whether a rail vehicle may enter this track section or not.
  • the goal is in principle the prevention of collisions of vehicles by driving or flanking. For this purpose, it must be ensured that in each case only one vehicle is located in a defined section of the route. Other vehicles must be prevented from entering this section of track occupied by a vehicle. This is the classic task for a signal box.
  • the interlocking requires a backup technical information, which occupied track sections and which are free.
  • the invention has for its object to overcome these disadvantages and to provide a Gleisokomelde appealing of the generic type, in which an increase in the coupling range is detected promptly, so premature free message of a still occupied track section can be avoided.
  • the object is achieved in that a response of the receiver during the passage at a coupling range between the transmitter and the receiver plus a maximum distance, which results from a minimum pulse duration of the receiver and a maximum line speed, is preset in such a way that with error-induced increase the coupling range results in an overlap of the response of the receivers of the receiver pair.
  • a response of the receiver during the passage at a coupling range between the transmitter and the receiver plus a maximum distance, which results from a minimum pulse duration of the receiver and a maximum line speed is preset in such a way that with error-induced increase the coupling range results in an overlap of the response of the receivers of the receiver pair.
  • the receiver according to claim 3 are connected to a signal-technically safe evaluation of a signal box, with an AND link is provided with respect to the response of the two receivers of a pair of receivers.
  • the interlocking receives redundant information that meet the required very high security in the track vacancy by the usually safe signal evaluation within the interlocking.
  • the AND operation makes it easy to determine whether both receivers generate output information at the same time.
  • FIG. 1 a track section 1 is shown, at the ends 2 and 3 each have a receiver pair with receivers E1 and E2 is arranged.
  • a vehicle 4 Figures 2 and 3
  • the receivers E1 and E2 output signals which are fed to a signal box 5 for evaluation.
  • the vehicle 4 is equipped with a transmitter S1 which continuously radiates transmission telegrams which are received by the trackside receiver E1 in the range of a coupling range D 1 .
  • the simplifying assumption that the coupling is symmetrical, which means that the coupling begins when the transmitter has approached S1 halfway coupling range D 1/2 to the receiver E1, and ends when the transmitter S1 by more than half the coupling range D 1/2 is behind the receiver E1.
  • FIG. 3 shows a constellation with redundant transmitters S1 and S2, both transmitters S1 and S2 are arranged side by side on the vehicle 4 seen in the direction of travel.
  • the receivers E1 and E2 are capable of distinguishing transmission telegrams from the transmitters S1 and S2.
  • the data telegrams from the first transmitter S1 are only from the first receiver E1 and the data telegrams from the second transmitter S2 can only be evaluated by the second receiver E2. It is further assumed that individual failures in the data transmission between S1 and E1 as well as between S2 and E2 are detected in the system and are treated in such a way that only both transmissions together allow a track vacancy.
  • the output of the receiver E1 is inactive when the route D 2 + D 0 is crossed
  • the output of the second receiver E2 is inactive when the route D 1 + D 0 is crossed.
  • This leads to an extension of the activation phase D 1 + D 0 , which results in an overlap of the response.
  • Both receivers E1 and E2 then simultaneously generate output information during this overlap.
  • the outputs of the two receivers E1 and E2 are therefore only logically to be connected, so that a corresponding information on the increase in the coupling range D 1 or D 2 detected and fuse technology can continue to be used.
  • the arrangement described reveals both increases in the transmitter power on the vehicle 4 and an increase in the sensitivity of the receivers E1 and E2.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a device for the detection of the occupied or free state of a track section (1), comprising at least one transmitter (S1, S2) on the vehicle side, and pairs of receivers on the track side, which are disposed at the ends (2, 3) of the track section (1), each having first and second receivers (E1, E2) disposed at a distance in the track direction 10, wherein the receivers (E1, E2) receive signals from the transmitter (S1, S2) as the vehicle (4) passes and are connected to an analysis unit. In order to ensure exact association between the track section ends (2, 3) and the current vehicle position, the invention provides that for a coupling range (D1, D2) between the transmitter (S1, S2) and the receiver (E1, E2), plus a maximum driving segment (D0), which results from a minimum pulse duration (t0) of the receivers (E1, E2) and a maximum segment speed (v max), a response of the receivers (E1, E2) during passage is preset such that the responses of the receivers (E1, E2) of the receiver pair overlap in the event of increase of the coupling range (D1, D2) due to an error.

Description

Die Erfindung betrifft eine Vorrichtung zur Detektion des Belegt- oder Freizustandes eines Gleisabschnittes mit mindestens einem fahrzeugseitigen Sender und streckenseitigen Empfängerpaaren, die an den Enden des Gleisabschnittes angeordnet sind und jeweils in Gleisrichtung beabstandete erste und zweite Empfänger aufweisen, wobei die Empfänger bei Passage des Fahrzeuges Signale des Senders empfangen und mit einer Auswerteeinrichtung verbunden sind. Die EP1501663 A1 offenbart eine derartige Vorrichtung.The invention relates to a device for detecting the busy or idle state of a track section with at least one vehicle-side transmitter and track-side receiver pairs, which are arranged at the ends of the track section and each spaced in the track direction first and second receivers, wherein the receiver signals upon passage of the vehicle received by the transmitter and connected to an evaluation device. The EP1501663 A1 discloses such a device.

Die Gleisfreimeldung stellt ein wesentliches Entscheidungskriterium für die Steuerung von Weichen und Signalen dar. Anhand des Belegungszustandes der Gleisabschnitte wird die Entscheidung getroffen, ob ein Schienenfahrzeug in diesen Gleisabschnitt einfahren darf oder nicht. Ziel ist prinzipiell die Verhinderung von Kollisionen der Fahrzeuge durch Auffahren oder Flankenfahrt. Dazu muss sichergestellt werden, dass sich jeweils nur ein Fahrzeug in einem definierten Abschnitt der Strecke befindet. Anderen Fahrzeugen ist die Einfahrt in diesen durch ein Fahrzeug besetzten Gleisabschnitt zu verwehren. Dies ist die klassische Aufgabe für ein Stellwerk. Das Stellwerk benötigt dazu eine sicherungstechnische Information, welche Gleisabschnitte besetzt und welche frei sind.The track vacancy is an essential decision criterion for the control of switches and signals. On the basis of the occupancy state of the track sections, the decision is made whether a rail vehicle may enter this track section or not. The goal is in principle the prevention of collisions of vehicles by driving or flanking. For this purpose, it must be ensured that in each case only one vehicle is located in a defined section of the route. Other vehicles must be prevented from entering this section of track occupied by a vehicle. This is the classic task for a signal box. The interlocking requires a backup technical information, which occupied track sections and which are free.

Zur Feststellung der Präsenz eines, insbesondere gummibereiften, Fahrzeuges in einem Gleisabschnitt wird gemäß der unveröffentlichten 2008P04438DE vorgeschlagen, fahrzeugseitig Sendemittel und streckenseitig am Anfang und am Ende des Gleisabschnittes Empfangsmittel anzuordnen, wobei die Empfangsmittel bei Passage des Fahrzeuges Signale der Sendemittel empfangen und einer Auswerteeinrichtung zuführen. Auf diese Weise lässt sich ein Gleisfreimeldesystem konzipieren, welches im Gegensatz zu Achszählern oder Gleisstromkreisen nicht auf das Vorhandensein von metallischen Fahrzeugrädern bzw. - achsen angewiesen ist. Problematisch bei diesem Gleisfreimeldesystem ist jedoch, zu garantieren, dass sich der definierte Sende- bzw. Empfangsbereich, das heißt die Kopplungsreichweite zwischen Sender und Empfänger nicht unbemerkt verändert. Kritisch ist hier vor allem eine Vergrößerung der Kopplungsreichweite. Dadurch ist nicht auszuschließen, dass sich ein Fahrzeug bereits aus einem Gleisabschnitt abmeldet, obwohl es sich weit vor der angenommenen Position am Ende des Gleisabschnittes befindet und folglich diesen Gleisabschnitt noch belegt. Eine gefährliche Erhöhung der Kopplungsreichweite kann sowohl durch Abdriften des Sendepegels des Senders als auch der Empfindlichkeit der Empfänger aus den definierten Grenzen verursacht sein.To determine the presence of a particular rubber-tyred vehicle in a track section, it is proposed, according to the unpublished 2008P04438DE, to arrange transmitting means on the vehicle side and receiving means on the track side at the beginning and end of the track section, the receiving means receiving signals from the transmitting means upon passage of the vehicle and an evaluation device. In this way, a train detection system can be designed, which, unlike axle counters or track circuits is not dependent on the presence of metallic vehicle wheels or axles. However, a problem with this train detection system is to ensure that the defined transmission or reception range, that is, the coupling range between the transmitter and receiver does not change unnoticed. Above all, an increase in the coupling range is critical. As a result, it can not be ruled out that a vehicle is already logging out of a track section, even though it is located far ahead of the assumed position at the end of the track section and therefore still occupies this track section. A dangerous increase in the coupling range can be caused both by drifting of the transmission level of the transmitter and the sensitivity of the receiver from the defined limits.

Der Erfindung liegt die Aufgabe zugrunde, diese Nachteile zu beseitigen und eine Gleisfreimeldeeinrichtung der gattungsgemäßen Art anzugeben, bei der eine Erhöhung der Kopplungsreichweite zeitnah feststellbar ist, sodass verfrühte Freimeldung eines noch besetzten Gleisabschnittes vermieden werden kann.The invention has for its object to overcome these disadvantages and to provide a Gleisfreimeldeeinrichtung of the generic type, in which an increase in the coupling range is detected promptly, so premature free message of a still occupied track section can be avoided.

Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass ein Ansprechen der Empfänger während der Passage bei einer Kopplungsreichweite zwischen dem Sender und dem Empfänger zuzüglich einer maximalen Fahrtstrecke, die sich aus einer minimalen Impulsdauer der Empfänger und einer Streckenhöchstgeschwindigkeit ergibt, derart voreingestellt ist, dass bei fehlerbedingter Erhöhung der Kopplungsreichweite eine Überschneidung des Ansprechens der Empfänger des Empfängerpaares resultiert. Auf diese Weise ist sichergestellt, dass bei jeder Fahrzeugpassage eine Prüfung der Gleisfreimeldeeinrichtung auf kritische Vergrößerung der Kopplungsreichweite durchgeführt wird. Ein Zusatzaufwand für regelmäßige Vorortmessung der aktuellen Kopplungsreichweite entfällt. Wartungsmaßnahmen dieser Art sind nicht erforderlich, wobei ein besonderer Vorteil der beanspruchten Lösung darin besteht, dass eine zeitnahe Fehleroffenbarung möglich ist. Letztlich ist damit ein höherer Sicherheitslevel erreichbar als bei einer Überprüfung der Kopplungsreichweite in großen Zeitabständen. Vorteilhaft ist darüber hinaus, dass sowohl Fahrzeug- als auch Streckenkomponenten quasi in ihrem Zusammenwirken geprüft werden. Die Systemtoleranz entspricht lediglich der Fahrtstrecke, die im Anschluss an das Ansprechen der Empfänger als minimale Impulsdauer voreingestellt ist. Die Impulsdauer und die daraus bei Streckenhöchstgeschwindigkeit resultierende Fahrtstrecke sollten so gering wie möglich gewählt werden, da dann eine Überschneidung der Empfangsbereitschaften der benachbarten Empfänger bereits bei geringfügiger Erhöhung der Kopplungsreichweite detektierbar ist. Im Endeffekt kann damit die Strecke besser auf Fahrzeugdurchsatz optimiert werden. Bereits bei beginnender Überschneidung des Ansprechens der Empfänger, das heißt bei gleichzeitigem Empfang von Sendesignalen durch beide Empfänger des Empfängerpaares, können Gegenmaßnahmen zur Zurückführung der Kopplungsreichweite in die vorgesehene Größenordnung vorgesehen werden. Dabei ist es leicht möglich, zu unterscheiden, ob sich die Kopplungsreichweite durch erhöhten Sendepegel des fahrzeugseitigen Senders oder durch erhöhte Empfindlichkeit eines streckenseitigen Empfängers ergeben hat, indem mehrere Passagen unterschiedlicher Fahrzeuge ausgewertet werden.According to the invention the object is achieved in that a response of the receiver during the passage at a coupling range between the transmitter and the receiver plus a maximum distance, which results from a minimum pulse duration of the receiver and a maximum line speed, is preset in such a way that with error-induced increase the coupling range results in an overlap of the response of the receivers of the receiver pair. In this way, it is ensured that at each Vehicle Passage is carried out a test of track-free reporting device on critical increase of the coupling range. An additional effort for regular suburban measurement of the current coupling range is eliminated. Maintenance measures of this kind are not required, with a particular advantage of the claimed solution is that a timely error disclosure is possible. Ultimately, this means that a higher level of security can be achieved than when checking the coupling range at long intervals. It is also advantageous that both vehicle and track components are virtually tested in their interaction. The system tolerance only corresponds to the travel distance, which is preset as the minimum pulse duration following the response of the receivers. The pulse duration and the resulting maximum route maximum speed should be chosen as low as possible, since then an overlap of the readiness to receive the adjacent receiver is already detectable at a slight increase in the coupling range. As a result, the track can be better optimized for vehicle throughput. Already at incipient overlap of the response of the receiver, that is, with simultaneous reception of transmission signals by both receivers of the receiver pair, countermeasures for returning the coupling range can be provided in the intended order of magnitude. It is easily possible to distinguish whether the coupling range has resulted from increased transmission levels of the vehicle-side transmitter or increased sensitivity of a trackside receiver by multiple passages of different vehicles are evaluated.

Gemäß Anspruch 2 ist vorgesehen, dass nicht nur die Empfänger, sondern auch die Sender paarweise angeordnet werden. Durch diese redundante Ausbildung der Sender und der Empfänger ist eine ausreichende Sicherheit der Erzeugung der auszuwertenden Gleisfreimeldesignale auch dann gegeben, wenn die Sender und/oder die Empfänger signaltechnisch nicht sicher ausgebildet sind.According to claim 2, it is provided that not only the receivers, but also the transmitters are arranged in pairs. Due to this redundant design of the transmitter and the receiver is a sufficient security of generation of the train detection signals to be evaluated also given if the transmitter and / or the receiver are not technically safe formed.

Um den hohen Anforderungen an die Systemsicherheit zu entsprechen, sind die Empfänger gemäß Anspruch 3 mit einer signaltechnisch sicheren Auswerteeinrichtung eins Stellwerkes verbunden, wobei eine UND-Verknüpfung bezüglich des Ansprechens der beiden Empfänger eines Empfängerpaares vorgesehen ist. Vorzugsweise erhält das Stellwerk redundante Informationen, die durch die üblicherweise signaltechnisch sichere Auswertung innerhalb des Stellwerkes die erforderliche sehr hohe Sicherheit bei der Gleisfreimeldung erfüllen. Durch die UND-Verknüpfung ist auf einfache Weise feststellbar, ob beide Empfänger gleichzeitig eine Ausgabeinformation erzeugen.In order to meet the high demands on system security, the receiver according to claim 3 are connected to a signal-technically safe evaluation of a signal box, with an AND link is provided with respect to the response of the two receivers of a pair of receivers. Preferably, the interlocking receives redundant information that meet the required very high security in the track vacancy by the usually safe signal evaluation within the interlocking. The AND operation makes it easy to determine whether both receivers generate output information at the same time.

Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen:

Figur 1
die wichtigsten Komponenten eines erfindungsgemäßen Gleisfreimeldesystems,
Figur 2
die Kopplungsreichweite zwischen Sender und Empfänger und
Figur 3
ein Verlegeschema der Empfänger und deren Aktivierung.
The invention will be explained in more detail with reference to figurative representations. Show it:
FIG. 1
the most important components of a train detection system according to the invention,
FIG. 2
the coupling range between transmitter and receiver and
FIG. 3
a layout scheme of the recipients and their activation.

In Figur 1 ist ein Gleisabschnitt 1 dargestellt, an dessen Enden 2 und 3 jeweils ein Empfängerpaar mit Empfängern E1 und E2 angeordnet ist. Bei Überfahrt durch ein Fahrzeug 4 (Figuren 2 und 3) erzeugen die Empfänger E1 und E2 Ausgangssignale, die einem Stellwerk 5 zur Auswertung zugeführt sind.In FIG. 1 a track section 1 is shown, at the ends 2 and 3 each have a receiver pair with receivers E1 and E2 is arranged. When passing through a vehicle 4 ( Figures 2 and 3 ) generate the receivers E1 and E2 output signals which are fed to a signal box 5 for evaluation.

Wie aus Figur 2 ersichtlich, ist das Fahrzeug 4 mit einem Sender S1 ausgestattet, der kontinuierlich Sendetelegramme abstrahlt, die von dem streckenseitigen Empfänger E1 im Bereich einer Kopplungsreichweite D1 empfangen werden. Dabei wird vereinfachend angenommen, dass die Kopplung symmetrisch erfolgt, d. h. dass die Kopplung beginnt, wenn sich der Sender S1 auf halber Kopplungsreichweite D1/2 an den Empfänger E1 angenähert hat, und endet, wenn der Sender S1 sich um mehr als die halbe Kopplungsreichweite D1/2 hinter dem Empfänger E1 befindet.How out FIG. 2 As can be seen, the vehicle 4 is equipped with a transmitter S1 which continuously radiates transmission telegrams which are received by the trackside receiver E1 in the range of a coupling range D 1 . In this case the simplifying assumption that the coupling is symmetrical, which means that the coupling begins when the transmitter has approached S1 halfway coupling range D 1/2 to the receiver E1, and ends when the transmitter S1 by more than half the coupling range D 1/2 is behind the receiver E1.

Das Ansprechen des Empfängers E1, d. h. die Ausgabedauer des Ausgangssignals entspricht der Dauer der Kopplung zuzüglich einer Zeit t0, wobei während dieser Zeit t0 maximal eine Fahrtstrecke D0 zurückgelegt werden kann, für die gilt D0 = t0 · vmax mit vmax als maximal zulässiger Geschwindigkeit für diesen Streckenteil. Dieser Zusammenhang ist in Figur 3 veranschaulicht. Figur 3 zeigt eine Konstellation mit redundanten Sendern S1 und S2, wobei beide Sender S1 und S2 auf dem Fahrzeug 4 in Fahrtrichtung gesehen nebeneinander angeordnet sind. Die Empfänger E1 und E2 sind in der Lage, Sendetelegramme von den Sendern S1 und S2 zu unterscheiden. Die Datentelegramme von dem ersten Sender S1 sind nur von dem ersten Empfänger E1 und die Datentelegramme vom zweiten Sender S2 sind nur von dem zweiten Empfänger E2 auswertbar. Es wird weiterhin vorausgesetzt, dass einzelne Ausfälle in der Datenübertragung zwischen S1 und E1 sowie zwischen S2 und E2 im System erkannt und sicherungstechnisch so behandelt werden, dass nur beide Übertragungen zusammen eine Gleisfreimeldung ermöglichen. Die beiden Empfänger E1 und E2 sind in einem Mindestabstand x = D1/2 + D0 + D2/2 zu verlegen. Bei dieser Anordnung ist das Ansprechen der Empfänger E1 und E2, d. h. die Aktivierung des Empfängers E1 bzw. E2 nur für eine Überfahrstrecke D1 + D0 bzw. D2 + D0 voreingestellt. Bei korrekter Funktion ist der Ausgang des Empfängers E1 bei Überfahrt der Strecke D2 + D0 inaktiv, während der Ausgang des zweiten Empfängers E2 bei Überfahrt der Strecke D1 + D0 inaktiv ist. Sollte sich eine Erhöhung der Kopplungsreichweite D1 ergeben, führt diese zu einer Verlängerung der Aktivierungsphase D1 + D0, wodurch eine Überschneidung des Ansprechens resultiert. Beide Empfänger E1 und E2 erzeugen dann während dieser Überschneidung gleichzeitig eine Ausgabeinformation. Die Ausgänge der beiden Empfänger E1 und E2 sind daher lediglich logisch zu verunden, damit eine entsprechende Information über die Erhöhung der Kopplungsreichweite D1 bzw. D2 erkannt und sicherungstechnisch weiter genutzt werden kann. Die beschriebene Anordnung offenbart dabei sowohl Erhöhungen der Senderleistung auf dem Fahrzeug 4 als auch eine Erhöhung der Empfindlichkeit der Empfänger E1 und E2.The response of the receiver E1, ie the output duration of the output signal corresponds to the duration of the coupling plus a time t 0 , wherein during this time t 0 a maximum distance D 0 can be traveled, for which D 0 = t 0 · v max with v max as the maximum permissible speed for this section of track. This connection is in FIG. 3 illustrated. FIG. 3 shows a constellation with redundant transmitters S1 and S2, both transmitters S1 and S2 are arranged side by side on the vehicle 4 seen in the direction of travel. The receivers E1 and E2 are capable of distinguishing transmission telegrams from the transmitters S1 and S2. The data telegrams from the first transmitter S1 are only from the first receiver E1 and the data telegrams from the second transmitter S2 can only be evaluated by the second receiver E2. It is further assumed that individual failures in the data transmission between S1 and E1 as well as between S2 and E2 are detected in the system and are treated in such a way that only both transmissions together allow a track vacancy. The two receivers E1 and E2 are at a minimum distance x = to route D 1/2 + D 0 + D2 / 2. In this arrangement, the response of the receivers E1 and E2, that is, the activation of the receiver E1 or E2 only for an overpass distance D 1 + D 0 or D 2 + D 0 preset. If the function is correct, the output of the receiver E1 is inactive when the route D 2 + D 0 is crossed , while the output of the second receiver E2 is inactive when the route D 1 + D 0 is crossed. Should an increase in the coupling range D 1 result, this leads to an extension of the activation phase D 1 + D 0 , which results in an overlap of the response. Both receivers E1 and E2 then simultaneously generate output information during this overlap. The outputs of the two receivers E1 and E2 are therefore only logically to be connected, so that a corresponding information on the increase in the coupling range D 1 or D 2 detected and fuse technology can continue to be used. The arrangement described reveals both increases in the transmitter power on the vehicle 4 and an increase in the sensitivity of the receivers E1 and E2.

Claims (3)

  1. Apparatus for detecting whether a track section (1) is occupied or free, having at least one vehicle-side transmitter (S1, S2) and trackside receiver pairs, which are arranged at the ends (2, 3) of the track section (1) and each have first and second receivers (E1, E2) which are separated in the track direction, wherein the receivers (E1, E2) receive signals from the transmitter (S1, S2) when the vehicle (5) passes, and are connected to an evaluation device,
    characterized in that
    a response of the receivers (E1, E2) during the passage with a coupling range (D1, D2) between the transmitter (S1, S2) and the receiver (E1, E2) plus a maximum travel distance (D0), which results from a minimum pulse duration (to) of the receivers (E1, E2) and a track maximum speed (vmax) , is preset such that, if the coupling range (D1, D2) increases as a result of a fault, this results in an intersection of the response of the receivers (E1, E2) in the receiver pair.
  2. Apparatus according to Claim 1,
    characterized in that
    transmitter pairs are provided.
  3. Apparatus according to one of the preceding claims,
    characterized in that
    the receivers (E1, E2) are connected to an evaluation device, which is safe from the signaling point of view in a signal box (5), wherein the responses of the two receivers (E1, E2) in the receiver pair are AND-linked.
EP09749741A 2008-05-23 2009-05-13 Device for the detection of the occupied or free state of a track section Not-in-force EP2279107B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008025188A DE102008025188A1 (en) 2008-05-23 2008-05-23 Device for detecting the occupancy or free status of a track section
PCT/EP2009/055750 WO2009141251A1 (en) 2008-05-23 2009-05-13 Device for the detection of the occupied or free state of a track section

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EP2279107A1 EP2279107A1 (en) 2011-02-02
EP2279107B1 true EP2279107B1 (en) 2012-08-15

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US (1) US8469318B2 (en)
EP (1) EP2279107B1 (en)
AU (1) AU2009249806B2 (en)
DE (1) DE102008025188A1 (en)
WO (1) WO2009141251A1 (en)

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DE102011006552A1 (en) * 2011-03-31 2012-10-04 Siemens Aktiengesellschaft Device for detecting the occupancy or free state of a track section and method for operating such a device
US9085310B2 (en) * 2011-05-25 2015-07-21 Thales Canada Inc. Method of determining the position of a vehicle moving along a guideway
DE102015203476A1 (en) * 2015-02-26 2016-09-01 Siemens Aktiengesellschaft Method and locating device for determining the position of a track-guided vehicle, in particular of a rail vehicle
CN111845850B (en) * 2020-07-28 2022-03-29 山西世恒铁路技术有限公司 Subway track monitoring circuit

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US8469318B2 (en) 2013-06-25
AU2009249806B2 (en) 2015-01-22
AU2009249806A1 (en) 2009-11-26
EP2279107A1 (en) 2011-02-02
WO2009141251A1 (en) 2009-11-26
US20110127388A1 (en) 2011-06-02
DE102008025188A1 (en) 2009-12-03

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