ES2275181T3 - PROVISION AND PROCEDURE FOR TRAIN PROTECTION. - 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

Provision and procedure of protection of trains

The invention concerns an arrangement and a train protection procedure on track routes and / or railway stations.

In the state of the art it is used in Germany the so-called train management service, especially on secondary lines with simple operating conditions, especially on monovia routes. The address service of train in the sense of the invention lies in the protection of the train No optical signals It makes the operation of the line possible railway without complex technical equipment, such as devices Signaling. The drivers of motor vehicles they provide telephone reports to the train director and receive phone instructions from this one.

Pure train management service does not presents protections against human failures or errors of communication. In such a case, you can barely avoid an accident of serious consequences.

In a further development the call is made train direction service with a route protection that It presents a path block. The stations of the route are equipped for this with output signaling devices. This further development is complicated, since they have to be installed output signaling devices.

You can do without communication telephone when, in addition, the stations of the route in the call  train management service with protection of the route and stations are equipped with telecontrolled adjustment mechanisms with freeway warning and input signaling devices. This form of train direction service is even more complicated that the way with path protection, since, in addition, they are necessary input signaling devices and mechanisms for Remote control setting. In Germany they are used, among others, in the train management service static signage boards. The So5 or Ne1 trapezoid shape board identifies a site in the that trains have to stop at the address service of train. The So8 or Ne5 board with the letter H identifies the place of stopping the train head at stations or stopping points, especially when no output signal is present.

In general, the resource to install is known in main and advanced signals, as well as in marching sites slow the so-called track magnets of an inductive train protection (Indusi) or other shooting devices and test devices as parts of a point train control system (PZB). The track magnets used in Germany contain oscillating circuits with different resonance frequencies, whose activity can be detected by a motor vehicle that passes in front of them. A 2,000 Hz track magnet mounted on the track in the zone is activated of a main signal while the main signal indicates a signal of detention. A 1,000 Hz track magnet mounted as test device in the area of an advanced signal in case of that the corresponding main signal shows a signal of detention. A motor vehicle that passes in front of a magnet 2,000 Hz active track immediately initiates forced braking as reaction to the track magnet detected. A motor vehicle that passes ahead of a 1000 Hz activated track magnet check how reaction to the track magnet detected, on the one hand, the attention of the motor vehicle driver and, on the other hand, reducing the speed of said motor vehicle, starting a braking forced in case, depending on different parameters, such as the train brake class, a respective value has been exceeded prefixed. In addition, in front of main signals or points of danger may be mounted 500 Hz track magnets, in the which also shows a reduction in speed. In the 500 Hz and 1,000 Hz track magnets you can also check a Evolution of speed over time. In principle, the driver of the motor vehicle cannot have any influence on the reactions of said motor vehicle. It can only prevent forced braking on the main signal by a performance of command so that in special cases, for example in the case of a signal broken, can pass beyond it.

In other European countries, systems of similar action for the point control of the train, such as BRS / Crocodile, Integra or ZUB. Shooting devices and corresponding tests are almost always magnets, contact contacts or coils

Also, the control system of European train "European Train Control System" (ETCS) in which some eurobalizas are mounted as sharp shot devices can be connected at level 1 and optionally at level 2. Connectable Eurobalises work according to the principle of a electromagnetic transponder, data can be transmitted variables

Document DE 197 49 697 A1 describes a device to control the rail service on line journeys with moderate traffic density using so-called witnesses, which they include the authorization to travel along the route and that, in if necessary and exclusively, they are assigned to trains by a checkpoint For the adjudication of the witnesses is provided a secure processor in signaling technique that makes that the delivery of a witness to a train depends, until the route of destination, of the adjustment of a raceway for the train at least on the road sections for which the witness must be valid. Punctiform devices are provided along the tracks control of the train they induce in the trains that pass through them a location-dependent monitoring of both speeds Acceptable acceleration as witnesses. Using a location system planned for this, the trains determine their own corresponding place of march and, when leaving clear sections of track covered under the protection of witnesses, return the witnesses assigned to them to the witness processor or well discard them, which, for the last case cited, a warning continuous track informs the witness processor of the clearing of the sections and the disposal of the witnesses corresponding.

This team requires a complex administration electronics for witnesses and their adjudication.

The invention is based on the problem of indicating a provision and procedure that make it possible with little cost automatic train protection with a high degree of safety, especially in combination with the management service of the train.

The problem is solved according to the invention with a provision that presents the characteristics indicated in the independent claim 1, and with a method presenting the characteristics indicated in claim 15 Independent.

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

Signals within the meaning of the invention are freeway and busyway signs, as well as their denials. In the following, the "forward" position indications and "after" for a device each refer to a given direction of movement and a reference point of a path. The indication "in front" means that a motor vehicle marching in the direction of movement passes first through the device and later go through the point of reference. Similarly, the indication "after" means that  a motor vehicle that circulates in the direction of movement it passes first through the reference point and later through the device. For all executions of the invention it is fulfilled in principle that the direction of movement and the opposite direction of circulation. In what follows, an issue of free track or track orders occupied by a control device a section of freeway warning is also designated, simplifying, as emission of the signals by the freeway warning section.

With the arrangement according to the invention for the Train protection is achieved, especially in the service of direction of the train, that is, without optical signals, a protection automatic train with high degree of safety, for which it is associated at least partially to a section of road to protect at least a first section of freeway warning, and at least a first corresponding firing device, which is an integral part of a point train controller, is provided in at least one direction of movement before the beginning of the first section of freeway warning, where both activity and inactivity of the first firing device depend exclusively on signals emitted by at least one section of freeway warning and in where the first firing device, among other situations, is then automatically activated in case a busy track signal for a freeway warning section. As soon as a train has entered the freeway warning section and in both within this stretch of freeway warning, it automatically activates the trigger device in front of the freeway warning section, with which they are formed, on the one hand, a protection against the continuation of the march and, on the other hand, an input-output protection around a danger point or other service post. In both cases, it braking the train that follows a train that follows behind in the same direction of movement in case the train that circulates ahead is still in the track warning section free, either during regular circulation or as a result of a forced braking of the preceding train.

The arrangement according to the invention makes possible especially the train management service with protection of the path without a complicated blocking technique and without signals. Work automatically in the background, without requiring a Management by service personnel. No control equipment needed additional. The arrangement can be materialized with all train point control systems.

One possible embodiment provides that the first firing device is activated automatically exactly in case a freeway signal is present for the first stretch of freeway warning. In this embodiment the firing device is automatically inactive after release of the freeway warning section, so that, without a command action, protection against continuation is canceled of the March.

In an especially preferred execution they are provided in the section of road to protect the first section of notice of freeway, which is assigned to a traffic direction, and a second section of freeway warning that is assigned to the opposite direction of movement, being arranged in the traffic direction in front of the first track warning section free the at least one corresponding first firing device to the first stretch of freeway warning and at the address of counter traffic in front of the second leg warning section free at least a second firing device belonging to said second section of freeway warning. In this way, it provides protection against the continuation of the march in Both directions of movement.

A preferred embodiment provides for this regarding the first firing device, among other things, it is automatically activated in case a signal is present occupied route for the first section of freeway warning and / or that the second trigger device, among other things, be activated automatically in case of a busy track signal for the second section of freeway warning. This device provides automatic protection against reverse gear in a stretch of monovia route. As soon as one is busy of the two freeway warning sections, it is necessarily braked in the corresponding firing device a train that marches on opposite direction of circulation. With a provision corresponding of safe paths against slipping between trip devices and freeway warning sections corresponding can thus avoid a collision of two trains that enter the opposite direction on the section of track between triggering devices of the first freeway warning sections and second.

Offers high operational safety an execution in which the first one is automatically activated trigger device in case a track signal is present free for the second section of freeway warning, and / or in which automatically activates the second firing device in case of that a freeway signal is present for the first section of freeway notice. Therefore, the firing devices are basically in active state. In the case of a freeway notice falsely negative despite a train that has entered a traffic direction on a freeway warning section, the trigger device located on this freeway warning section and that it belongs to the adjacent freeway warning section in the direction of circulation is still active and thus produces a forced braking of the train.

In this case, an execution is also preferred such that the first firing device is inactive so automatic exactly in case a signal is present free track for the first section of free track warning and a signal of occupied route for the second section of freeway warning, and / or that the second trigger device is automatically inactive in case that a freeway signal is present for the second section of free track warning and a busy track signal for the second freeway warning section. This provision materializes the called authorization principle. If a train runs on a stretch of freeway warning and it emits a correct busy signal, a firing device located in the section is then inactivated of freeway warning and belonging to a section of highway warning free following in the direction of movement when the stretch Next freeway warning emits a freeway signal. Be can thus prevent an unwanted forced braking of a train Authorized to circulate.

In a possible execution it is inactive automatic the first firing device exactly in case of that a freeway signal is present for the first section of free track warning and / or the second one is automatically inactivated trigger device exactly in case a freeway signal for the second freeway warning section. In In this case, the circuit can be materialized easily logical assignment between the signals of the track warning sections Free and trigger device activity.

An especially advantageous execution provides for In this regard, the first tranche of notice of overlapping each other freeway and the second section of freeway warning, being arranged the first firing device within the second section of warning of free track and being arranged the second device of shot within the first stretch of freeway warning. This execution makes reverse gear protection possible for the case of simultaneous and approximately simultaneous entry into the section of road to be protected.

An especially safe embodiment and adaptable provides in this respect a connection path, for which a first and / or a second firing devices are mounted at sites far from one end of the track warning section free not corresponding to this firing device, being the distance equal to a path traveled in a maximum time defined at a speed admitted in the section of road to be protected, plus a security supplement, the maximum time being that time after which it issues a road warning section later free a busy road notice in case this section of notice of Freeway is busy and / or broken.

In a preferred embodiment it is provided in opposite direction of movement behind the end of the second freeway warning section a third firing device that acts exclusively on the direction of movement in case of that this third firing device is activated. Advantageously, it is provided in this case at an address of circulation behind the end of the first track warning section free a third trigger device that acts exclusively on the opposite direction of traffic if this Third trigger device is activated. This makes possible also the protection of the entrance decayed in time from opposite directions in the section of road to be protected. In this case, for example by mounting the devices of firing and according to necessary slipping paths in front of the track change needles, in addition, a blockage of the section of way that interrupts the development of the operation by a train necessarily braked.

In an advantageous execution the warning section of freeway is an axis counter section for which they are planned at least two axis counting sensors and a control device, a track signal can be emitted by the control apparatus occupied if the axis counter section is occupied by a train, and a free track signal may be issued otherwise. By calculating axes it can be obtained cheaply and Reliable busy track warning.

Operational safety is achieved especially high making the freeway signal and the signal of Busy track can be transmitted on their own channel and are redundant, the two channels being antivalent. This way, you can easily detect operating states wrong. In a preferred variant it is automatically issued in the case of disturbances of operation a busy signal and a non-free track signal, which activates the devices corresponding shot.

Advantageously, in the area of a device shooting is not mounted any optical signaling device. With the arrangement according to the invention this can be dispensed with expensive equipment, especially in the train direction service, without reducing collision safety.

In a possible execution it is planned in the zone of a firing device a signaling device corresponding optics, and can be automatically indicated by of the signaling device a stop signal in case the firing device is active, and can be indicated in case opposite a traffic signal. This way, braking can be avoided unexpected force for the driver of the motor vehicle, since the driver of the motor vehicle can recognize that it is active the corresponding firing device and that would trigger a forced braking in case it passed through the firing device. Since the signaling device is activated exclusively directly dependent on the activity of the firing device corresponding, at least one wiring is not necessary in this case expensive to an adjustment mechanism. Preferably, in front of an optical signaling device other than an output signal an advanced signal is arranged to make a reaction possible early of a motor vehicle driver passing through this point. Advantageously, a firing device is mounted to the minus 20 meters ahead of a start of the corresponding section  of freeway warning in the direction of movement and / or in the opposite direction of circulation. Otherwise, there is the risk of, for example, a motor vehicle entering the freeway warning section and whose Indusi equipment is mounted on the rear end in the direction of movement, cause its braking forced itself because the trigger device is activated before he has passed the Indusi team.

In preferred embodiments a trigger device is a 2,000 Hz track magnet. The arrangement  It can be used with conventional Indusi systems normalized Advantageously, in front of a firing device an advanced test device is mounted in the direction of circulation. At high speeds, which are linked to long braking paths, early monitoring of the speed and, in case a maximum speed is exceeded, simultaneous braking can be initiated in due course. A test device is preferably a 1,000 Hz track magnet or 500 Hz, since the arrangement can thus be used with Conventional standardized Indusi systems. Through devices of advanced tests and / or by programming an evolution permitted speed in the motor vehicle becomes possible, in addition, a protection against starting at a signal of stop.

Secondary lines controlled with service Train steering are especially accident prone, in particular as a result of human failures. Therefore it is here especially advantageous the use of an arrangement according to the invention for the protection of trains, since they can thus be avoided such accidents.

The sections of monovia route and / or the sections of route with a danger point and / or a service post can be effectively protected with the arrangement according to the invention against train collisions that circulate in directions contrary.

In a process according to the invention for the operation of a provision consisting of at least one first leg of freeway warning (A) and a first device of shot (1.1) arranged in front of it in a direction of circulation (F) both activation and inactivation of the first trigger device (1.1) depend exclusively on signals issued by at least one section of freeway warning (A, B), activating the first firing device (1.1), among others situations, in case a busy road signal is present for the freeway warning section (A).

An advantageous execution provides that a second firing device, which is arranged in a direction of counter traffic in front of a second leg warning section free, activate exactly in case a signal occurs of busy track for the second section of freeway warning and / or a freeway signal for the first freeway warning section, and that the first firing device is activated exactly in case that a busy signal is presented for the first section of freeway warning and / or a freeway signal for the second leg of freeway warning, inactivating the first device of Triggering exactly in case a track signal occurs free for the first section of freeway warning and a track signal occupied for the second section of freeway warning, and inactivating the second firing device exactly in case it present a freeway signal for the second warning section of free track and a busy track signal for the second warning segment of free way.

Another advantageous execution foresees that the first trigger device is activated exactly in case it present a busy road signal for the first warning section of freeway and inactivate exactly in case a freeway signal for the first freeway warning section.

The invention is explained in what follows with help of an embodiment example.

They show for it:

Figure 1, a section of path with protection against continuation of the march,

Figure 2, a section of path with protection against entry and exit around a danger point,

Figure 3, a section of path with protection against reverse gear,

Figure 4, a section of path with protection combined against continuation of the march and against the march opposite, and

Figure 5, a block diagram of a control cabinet

In the examples presented below an inadmissible circulation of a train by means of a forced braking, initiated by the control performed with at least one trigger device built in the form of track magnets. How trigger devices can also be used, for example, Eurobalizas connectable according to ETCS. Therefore, the arrangement according to the invention is also suitable for future control systems of trains.

Inadmissible circulation of a train is defines here the movement of a train in a situation of operation with immediate danger, for example in cases of Departure of a train from a usual stopping place that is equipped with a So8 stop panel or an output signal; the departure of a train to the route; the circulation of a train by in front of a boundary site between a free path and a post of service that is equipped with an input signal or a dashboard So5 or Ne1 in front of a stop point or station; the Circulation or slip of a train in front of a site usual stop, the so-called circulation protection of flank; when in the cases cited the section of track or path adjacent is occupied by a vehicle that marches ahead or that March in the opposite direction. The departure is also included here simultaneous of two service stations facing each other in The same section of the route. In all cases, they are taken for granted a human fault or other infractions in the service procedure of direction of the train.

The occupation of a section of track or path is record in all examples by means of an installation of free track warning of automatic operation based on technical axis computation. The freeway warning facility supplies dual-channel, busy, and dual-channel freeway signals with the help of axis counting sensors 2. The section via corresponding is subdivided for it in partial sections, the called axle counter sections. By comparing the axis counts of axis counting sensors 2 in the corresponding limits of an established track warning section free signaling is done technically sure about a freeway or busy road notice. In what  follow the case of a pair of signals emitted "free track" + unoccupied road "of a freeway warning section under the Freeway signal term. Correspondingly, it is grouped the case of a pair of emitted signals "non-free track + track occupied "of a section of freeway warning under the term of busy road sign. The same terms apply analogously for those freeway warning facilities that issue Only single channel signals. With these you can use also the arrangement according to the invention. In principle, for the freeway warning installation can also be used a measurement principle other than axis counting, for example the Measurement of track current. As an example, the freeway warning facility is installed without leaving gaps in The entire stretch of track. An exception to this may be pathways within of a station when the impediment of traveling on a track of busy station come given by a sufficient security in Combination with a free visual warning. With the evaluation of free track and busy track notice is automatically performed on immediate establishment of magnet activity or inactivity of track for forced braking or unsuccessful prosecution of the circulation according to a predetermined logical association.

Motor vehicles have to be equipped with a protection system for construction classes  160, PZ80 or higher. Motor vehicles according to ETCS are also suitable with "Specific Transmission Modules" (STM). If connectable euro beacons are used as devices shooting, motor vehicles have to be equipped to less according to level 1 ETCS.

In all the examples both the activity and the inactivity of firing devices depend exclusively of signals emitted by at least one section of freeway warning. Do not other conditions or signals are necessary.

The section of track S represented in figure 1 it has a needle W_ {1}. Beyond the change needle W_ {1} of track extends a first section of freeway warning A, in whose ends are arranged respective counting sensors of axes 2. On both tracks they are arranged to the right of the track, in front of the first section of freeway warning A, considered in the direction of movement F, as the first device 1.1 shot, two 2,000 Hz track magnets acting exclusively on motor vehicles of the direction of F circulation in case they are active. Two are not represented 500 Hz track magnets that are mounted to the right of the track on branch sections of track, each of them 250 m ahead of the respective first firing device 1.1. Due to the road warning occupied of the first section of freeway warning A are activated automatically the first two firing devices 1.1 and also the 500 Hz track magnets not shown until it is completely clear the first section of freeway warning A. Yes another train runs here in the direction of movement F towards the first stretch of freeway warning A, that train is braked necessarily in the first firing devices 1.1. The function of the first 1.1 firing devices is not limited here to the protection against continuation of the march. In principle, the activity of the first firing device 1.1 is necessarily with each occupation of the first section of freeway warning A. The first 1.1 firing devices are located in this example and in all the following at a distance of at least 20 m from the first subsequent axis counter sensor 2 of the first section of corresponding freeway notice A, to exclude that a vehicle in which the Indusi vehicle equipment is located in the head rear tractor, automatically start braking on its own forced due to its transit through the first leg of the road warning Free A. The following Table shows the logical correlation of the connection states:

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First firing device 1.1 Signal of the first warning section of freeway A Active occupied occupied Inactive free free

An arrangement is shown in Figure 2. a boundary site X between a free path Y and a service post H_ {1}, which is provided, in the travel direction F, with a signaling board So5 or Ne1. Beyond the boundary site is extends a first section of freeway warning A at whose ends respective axis counting sensors 2 are arranged. the area of the So5 or Ne1 signaling board is arranged a 2,000 Hz track magnet as the first trigger device 1.1, which acts exclusively on motor vehicles of the Direction of circulation F in case it is active. In the post of service H_ {1} is arranged in the area of a dashboard So8 signaling, not shown, a 2,000 Hz track magnet in quality of third shot device 1.3, located in front of the boundary site according to figure 1, considered in the direction of counter circulation G, which acts exclusively on the counter-traffic direction G in case it is active. All first and third shot devices 1.1 and 1.3 are automatically activated when the first leg warning section Free A is busy. Therefore, they prevent by braking a possible entry into service post H_ {1} in both directions of movement F and G while the boundary site X. This may occur, among other cases, when a train leaving the service station H_ {1} inadmissibly in counter-flow direction G arrives after braking forced, as a result of its rolling path, until the train road that enters the direction of F. As soon as the first section is not occupied Freeway warning A, trip devices are inactive first and third 1.1 and 1.3.

The distance between the first device of 1.1 shot in the So5 board zone for the entrance and the third 1.3 trigger device in the So8 board area for output amounts to at least twice the local braking path for make it possible to safely stop both trains.

Figure 3 shows an arrangement for reverse gear protection on a section of track S. The section of track S is provided with two overlapping sections of track warning free, that is, the first section of freeway warning A and the second section of freeway warning B, whose ends are arranged respective axis counting sensors 2 and the which are each equipped with protection against continuation of the march of figure 1, which acts in this case also as protection against reverse gear. To this end, the 2,000 Hz track magnet located in front of the first warning section of freeway A in the direction of movement F and serving as first firing device 1.1 is associated with this first section of freeway warning A and acts exclusively on the address Circulation F in case it is active while the magnet 2,000 Hz track in front of the second track warning section free B in the opposite direction of movement G and serving as second trigger device 1.2 is associated with the warning section of freeway B and acts exclusively on the direction of counter circulation G when active. Each of the two trigger devices 1.1 and 1.2 are automatically activated so soon as the first tranche of notice is notified as busy Freeway A or B belonging to it: Due to busy notice of the first section of freeway warning A the first one is activated trigger device 1.1 in the direction of movement F, while in case of occupation of the second section of road warning Free B activates the second trigger device 1.2 in the contrary traffic direction G. Due to the notice of free first section of freeway warning A the first one is inactive trigger device 1.1 in the direction of movement F, while in case of notice of free of the second section of notice of freeway B the second trigger device 1.2 is inactivated in the opposite direction of traffic G.

The freeway warning sections first and second A and B do not necessarily have to overlap. It is decisive that the first and second firing devices 1.1 and 1.2 are mounted at a distance from each other large enough to the forced braking of both directions of movement F and G and that the first firing device 1.1 is mounted inside the second section of freeway warning B belonging to it and the second trigger device 1.2 is mounted inside the first freeway warning section A not belonging to it.

To increase the operational safety, use the same arrangement with a different connection that materializes the so-called authorization principle. The tables following show the automatic logical correlation of signals from freeway or busy route with the activity of the devices first and second shot 1.1 and 1.2:

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First device Sign of the first section Second signal stretch shooting 1.1 freeway warning A freeway warning B active occupied free free free occupied occupied inactive free occupied

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Second device Sign of the first section Second signal stretch trigger 1.2 freeway warning A freeway warning B active free occupied free free occupied occupied inactive occupied free

The first and second firing devices 1.1 and 1.2 are in principle active even when notified as not occupied the two sections of freeway warning A and B. Therefore, a falsely negative freeway signal despite a train incoming continues to result in forced braking of the train. According to the authorization principle, the devices of first or second shot 1.1 or 1.2 are inactivated only when the respective second or first tranche of freeway warning B or A does not pertaining to it, within which they are willing, issues a correct busy track signal for the train and the other respective section of freeway warning A or B belonging to it issues a freeway signal.

In the case of a busy track notice of the first or second freeway warning sections A or B is inactive automatically the trigger device 1.1 or 1.2 that is associated to the other section of corresponding freeway warning B or A. This prevents unnecessary forced braking that retards the service development

A train runs, for example, in the direction of counter circulation G from service station H_ {1} in address to service post H_ {2}. The second leg of notice of freeway B is unoccupied. Therefore, the first tranche of notice of free track A emits a busy track signal and the second leg of freeway warning B emits a freeway signal. With the occupation of the first section of freeway warning A, activation is carried out Automatic first firing device 1.1 and at the same time Automatic inactivation of the second trigger device 1.2 according to the authorization principle. With the following occupation of second leg of freeway warning B activates both firing devices 1.1 and 1.2. When the train leaves finally the first stretch of freeway warning remains activate only the second trigger device 1.2. If of the exact or approximately simultaneous departure of two trains that circulate in opposite directions, both devices are activated shot 1.1 and 1.2 before trains go through those trigger devices 1.1 and 1.2. Therefore, they forcefully stop both trains A collision is prevented in this case.

Issuance of a busy or road warning free of the sections of route is made with a certain lag temporary in adjacent service stations that are coupled by medium path cables. In the case of a disturbance of the transmission in the exchange of information between the teams of evaluation of axle counting facilities is carried out necessarily issuing a busy notice as later after a maximum time T which is greater than the time lag. This results in the maintenance of a minimum distance, a called connection path, between the first counting sensors of axes 2 of the free track warning section A in the direction of counter circulation G and the second trigger device 1.2 or between the first axis 2 counting sensors of the warning section of freeway B in the direction of movement F and the first trigger device 1.1 for the safe activation of at least the first firing device 1.1 and / or the second device of 1.2 shot with a view to performing a forced braking of a train in the case of the exact simultaneous start of both trains The minimum distance is calculated according to:

(speed locally admitted) x T + supplement security

The provisions for protection against continuation of the march, against entry and exit and against march contrary they can be organized in different combinations of ones with others to achieve greater security. Due to use multiple of the axis counting sensors 2 is possible a corresponding juxtaposition of free warning sections for Different combinations of functions.

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A combination of this class. Corresponds to the arrangement of figure 3, being 2,000 Hz track magnets arranged as third devices shot 1.3 outside the ends of the warning sections of freeway A and B in the sections of the service posts H_ {1} and H2. Third shooting devices 1.3 at the post of H_ {1} service act exclusively on motor vehicles of the opposite direction of traffic G in case they are assets while third-party shooting devices 1.3 in the service post H_ {2} acts exclusively on vehicles automotive of the direction of movement F in case they are assets. Third shot devices 1.3 are activated automatically when a train or part of the train is in at least one of the two sections A or B. This materializes in the way easier making external axis counting sensors 2 at the limits with the service posts H_ {1} and H_ {2} define a third complete section of freeway warning C to which the third firing devices are assigned 1.3. The represented arrangement thus provides both the protection against counter circulation as protection against continuation of the march. Both in the case of starting moments or exact or approximately simultaneous output as in the case of strongly different departure or departure times of two trains from service stations H_ {1} and H_ {2} is carried out automatically a forced forced braking of both trains or the Last train to depart or leave. Conveniently, it can be used here also the logical correlation of the connection states according to the authorization principle according to the example in figure 3.

In the provision of planned stopping places and of planned firing devices 1.1, 1.2, 1.3 you have to have usually take a braking path on railways relatively long Yes, despite the forced braking of vehicles, hazards cannot be excluded already within the range of braking behind the established stopping place, it can be arranged to a distance to calculate in front of the necessary stopping place, in the direction of movement, an advance test device, for example a 500 Hz track magnet, which, according to the program of train control, start maintenance check of speed reduction in the vehicle. Activation Automatic test device is performed identically to the of the respective corresponding firing device 1.1, 1.2, 1.3.

The evaluation devices of axle counting facilities are housed in cabinets of control together with the signaling relays to activate the magnets of track. Figure 5 shows a block diagram of a cabinet of control for an arrangement according to the invention. For transmission of the axis computing information, the control cabinets they are linked to each other along the path by means of a path cable The transmission of data for the calibration of the axis counting installation has to be preserved so uninterrupted Also, in the control cabinet there is a power supply consisting of a rectifier and a battery, which, in case of network failure, retains without interruption the power supply of all systems for at least four hours. The axis computation evaluation team works redundantly with two channels. This is done in each team. of evaluation the issuance of the freeway or occupied highway notice to through two signaling relays of antivalent operation. The logic activation of the track magnet connection relay is organized according to function (protection against continuation of gear, input / output protection, gear protection opposite) of the track section. To increase reliability has been provided for the connection by means of both emission relays of the axis counting installation on the round trip lines of the relay of connection, so that the track magnet remains in position active in case of any malfunction, such as failure of the axis counter system, interruption of conductive wires or relay defects. For each computing circuit it is provided in the control cabinet a separate basic position key to establish the basic position in case of failure. The closet of control is fed with a 230 V mains connection. this reason, the installation is carried out if possible in the immediate vicinity of an accessible network connection. The closet is provided with a closure admitted by security techniques, of so that only one opening can be made by authorized maintenance personnel. Also for purposes of maintenance are provided a lighting system and a box Plug in the closet.

The cabinet of the control cabinet is Modular, flexible and weatherproof structure. The side walls, doors and back wall are built with double wall, which has a positive impact on the weather reigning inside the housing. The housing system Offers protection against vandalism. An additional use of air conditioners for the housing system must adjust to the needs of the construction groups used. The control cabinet is installed on a socket of concrete that also serves to introduce cables.

The construction groups are arranged and installed in the control cabinet on mounting plates, in racks tilting, in profiled rails or in cable vessel systems in a system building mode, bringing this concept Basic supports different stages of enlargement. In the connection between the construction groups and in the preparation and wiring inside the relay groups a mode of construction by systems. These are, on the one hand, the circuits basic or internal wiring and system cables that are identical and therefore interchangeable in each of the systems described here. This wiring and layout of the construction group it is preconfected according to connection and occupation documents unitary On the other hand, there are the wiring of maneuvers and installation cables that can be differentiated and adapted according to the use case and the extension stage.

The relay groups are vessel systems plug-ins in which signaling relays are mounted suitable for this you need to evaluate the free notice and of busy of the axis counting installation, to activate the track magnets and for other functions. The contacts and terminals of signaling relays connect with each other by means of wired inside or carried to an interface 101. This interface 101 is a plug-in connection with another interface 102 in the that the wiring of maneuvers that go to the interface are executed 103. With the interface 103 the connection to the installation is established axis counter (free track and busy track warning, position basic, power supply), with the basic position keys,  with the installation of cables of track magnets and with the battery-assisted power supply. Through others interfaces 104_ {1} and 104_ {2} the connection of the axis counting installation (entry of computation points and data transmission to other control cabinets) with installation  of wiring of the computing points and with the path cable. The power supply installation, constituted by rush of the network, battery and rectifier, it is assembled with construction groups which correspond to the current state of the art.

The linkage of the parts of the installation and their specific properties correspond to technical safety principles. No safety deficiency results from errors in operation that are not based on planning or installation errors, for example random component failure, line interruption or power supply failure. Since the objective of all function developments in the system is the inactivation of the track magnet, a deficiency caused by the failure of a component will lead to the failure to achieve the intended objective. The track magnet is still active. The forced braking of a resulting train then obligatorily acts as a revelation of error. A signaling of the error message is possible at the location of the track magnets, centrally in the control cabinet or as a central collective warning. Due to the quality of the components that are used, it can be assumed that these errors are limited to a minimum. Errors in the axis computing system, such as erroneous computations or interruption of the transmission of information between the construction groups, leads to an automatic busy warning. In the case of the busy warning due to errors in the axis computing system, it is necessary to bring the system to the basic position by means of a basic position key or a system reset. The basic position can only be obtained on site by the maintenance staff. The basic position key installed separately can only be operated when a count as last count has taken place in the axis computing circuit. The axis computing system has a temporary protocol, so that errors and actions can be reconstructed and evaluated
of command.

Failures of the power supply network of up to four hours by the power supplier have no impact on the operation of the systems due to the built-in power supply free of interruptions. If the power supply is interrupted for considerably longer, this leads to disconnection of the axis count. A busy notice is issued. When the power supply is returned, the basic position must be produced by means of a manual on-site operation .

The invention can be used for service both one-way and multi-way, in each case with one or Two directions of movement.

List of reference symbols

1.1

First firing device

1.2

Second firing device

1.3

Third firing device

2

Axis computing sensor

S

Track section

F

Direction of circulation

G

Direction of contrary circulation

X

Boundary site

H 1, H 2

Service stations

TO

First leg of freeway warning

B

Second leg of freeway warning

C

Third section of freeway warning

W_ {1}

Track Change Needle

Y

Free path

T

Maximum time

101, 102,

103, 104_ {1},

104_ {2}

Interface.

Claims (17)

1. Provision of train protection on tracks of routes and / or railway stations, in which a section of track (S) to be protected is associated, at least in part, with a first freeway warning section (A), and at least a first device corresponding trigger (1.1), which is an integral part of a punctual train control system, is planned, in at least a direction of movement, in front of the beginning of the first freeway warning section (A), in which both the activity and the inactivity of the first trigger device (1.1) depend exclusively of signals emitted by at least one warning section of free track (A, B), and in which the first firing device (1.1) is automatically activated in the event that a busy track signal for the first freeway warning section (TO). 2. Arrangement according to claim 1, characterized in that the first trip device (1.1) is automatically inactivated exactly in case a free track signal is presented for the first free track warning segment (A). 3. Arrangement according to claim 1, characterized in that the first section of the freeway warning (A), which is associated with a traffic direction (F), and a second section are provided on the track section (S) to be protected. of freeway warning (B) that is associated with the opposite traffic direction (G), being arranged in the driving direction (F), in front of the first freeway warning section (A), the at least one first triggering device (1.1) belonging to the first freeway warning section (A) and in the opposite direction of traffic (G), in front of the second freeway warning section (B), at least a second triggering device ( 1.2) belonging to the second section of freeway warning (B). 4. Arrangement according to claim 3, characterized in that the first trip device (1.1) is automatically activated, among other situations, in the event that a busy track signal is presented for the first free track warning segment (A) and / or because the second triggering device (1.2) is automatically activated, among other situations, in the event that a busy track signal is presented for the second freeway warning segment (B). 5. Arrangement according to claim 4, characterized in that the first trip device (1.1) is automatically activated in the event that a free track signal is present for the second free track warning segment (B) and / or because the second Trigger device (1.2) is automatically activated in the event of a freeway signal for the first free warning section (A). 6. Arrangement according to claim 5, characterized in that the first trip device (1.1) is automatically inactivated exactly in case a free track signal is presented for the first free track warning segment (A) and a signal of busy track for the second freeway warning section (B), and / or because the second trip device (1.2) is automatically inactivated in the event that a freeway signal is presented for the second free warning section (B) and a busy track signal for the first freeway warning segment (A). 7. Arrangement according to claim 4, characterized in that the first firing device (1.1) is automatically inactivated exactly in case a freeway signal is presented for the first freeway warning segment (A) and / or because the second trigger device (1.2) is automatically inactivated exactly in the event that a freeway signal is presented for the second freeway warning segment (B). 8. An arrangement according to one of claims 3 to 7, characterized in that the first free track warning section (A) and the second free track warning section (B) overlap each other, the first firing device being arranged (1.1) inside the second freeway warning section (B) and the second trip device (1.2) inside the first freeway warning section (A). 9. An arrangement according to claim 8, characterized in that a first and / or a second firing device (1.1, 1.2) is arranged at a distance from one end of the free track warning section (B, A) not belonging to this device of trip (1.1, 1.2) that is equal to a road traveled in a defined maximum time (T) at a speed admitted in the section of track (S) to be protected, plus a safety supplement, being the maximum time (T) the time after which a freeway warning section (A, B) issues a busy road notice at the latest in the event that this freeway warning section (A, B) is busy and / or broken. 10. Arrangement according to one of claims 3 to 9, characterized in that a third trip device (1.3) is provided behind the end of the second free track warning section (B), considered in the opposite direction of traffic (G). which acts exclusively on the direction of movement (F) in case this third firing device (1.3) is activated. 11. Arrangement according to one of the preceding claims, characterized in that behind the end of the first free track warning section (A), considered a direction of movement (F), a third firing device (1.3) is provided that acts exclusively on the opposite direction of movement (G) in case this third firing device (1.3) is activated.

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12. Arrangement according to one of the preceding claims, characterized in that a free track warning section (A, B, C) is an axis counter section for which at least two axis counting sensors (2) and an apparatus are provided. of control, being able to be emitted by the control apparatus a busy track signal in case this axle counter section is occupied by a train, and a freeway signal can be issued otherwise. 13. Arrangement according to one of the preceding claims, characterized in that a free track signal and a busy track signal of a free track warning segment (A, B, C) can be transmitted on a respective channel itself and these signals are redundant, the two channels being antivalent. 14. Arrangement according to one of the preceding claims, characterized in that no optical signaling device is mounted in the area of a trigger device (1.1, 1.2, 1.3). 15. Operating procedure of a provision consisting of at least a first tranche of notice of free track (A) and a first firing device (1.1) arranged in front of it in a direction of movement (F), in which both the activation and inactivation of the first device tripping (1.1) depend exclusively on signals emitted by the less a freeway warning section (A, B) and in which the first firing device (1.1) in case a busy track signal for the first freeway warning section (TO). 16. Method according to claim 15, characterized in that a second firing device (1.2) is activated which is mounted in front of the second free track warning section (B), considered in a reverse direction (G), exactly in case that a busy track signal is presented for the second freeway warning segment (B) and / or a freeway signal for the first freeway warning segment (A), and because the first device is activated Trigger (1.1) exactly in the event that a busy track signal is presented for the first freeway warning segment (A) and / or a freeway signal for the second freeway warning segment (B), inactivating the first trip device (1.1) exactly in the event that a freeway signal is presented for the first freeway warning segment (A) and a busy track signal for the second freeway warning segment (B) , and inactivating the second firing device (1.2) exact In the event that a freeway signal is presented for the second freeway warning segment (B) and a busy track signal for the first freeway warning segment (A). 17. Method according to claim 15, characterized in that the first trip device (1.1) is activated exactly in the event that a busy track signal is presented for the first free track warning segment (A) and said device is inactive exactly in the event that a freeway signal is presented for the first freeway warning segment (A).