FI63901C - ANORDINATION FOR INFORMATIONSOEVERFOERING MELLAN EN STYRCENTRAL OCH SPAORBUNDNA FAERDMEDEL - Google Patents

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Patent · och registerstyrelsen Amöktn utiagd och uti. * Krift «n pubik« nd 31-05-83 (32) (33) (31) Requested privilege — Befird priorltet 20.12.76

Federal Republic of Germany-Förbundsrepubliken lyskland (DE) P 2657719-5 (71) Siemens Aktiengesellschaft, Berlin / Munchen, DE; Wittelsbaeher- Platz 2, D-Ö000 Munchen 2, Federal Republic of Germany-Förbundsrepubliken lyskland (DE) '(72) Jörg Fiedler, Cremlingen, Werner Frank, Braunschweig, Horst W.

Hattendorf, Wolfenbuttel, Jurgen Liibeck, Braunschweig, Rolf Seiger, Forst, Federal Republic of Germany Förbundsrepubliken Tyskland (DE) (lk) Berggren Oy Ab (5 * 0 Information transfer between control center and rolling stock - Anordning för informationsöver och spärbundna färdmedel

The present invention relates to an arrangement for transmitting information between a control center of a network divided into successive tracks and track means in this network, using on-board devices which give each vehicle a track section identifier, whereby the control center provides track information to private vehicles.

In order for trains to run safely on the network, it is necessary to transfer information from the track to the train.

One of the oldest information transmission systems uses optical light signals, the shape and color of which provide the locomotive driver with the necessary track information. However, this system, in its commonly used form, is not suitable for high-speed rail links, where the braking distances of vehicles may be longer than the warning distance of the optical light-signaling system used to a potential danger point.

2 63901 To this end, other train control devices have been developed which allow trains to run using electronic signaling and all the technical possibilities of centralized traffic control. In this case, the information is transferred from the control center to the means of transport in its area of influence and vice versa. It has proved to be very advantageous in this case if the means of transport are continuously given information on the distance in front of the next speed-limiting point of the track and how high the reference speed is. The most important transmission devices are line conductors, directional radios and waveguides.

In this case, it is necessary for the information transmission between the systematically operating track and the vehicle that the control center acts on the vehicles in its area of influence in a periodically indicated manner and that the vehicles respond to the effect. The location code can then be used for the address, which the means of transport receive when passing the address points placed on the track ("Die Modulare Zugbeeinflussung, Eisenbahntechnische Rundschau, 24 (1975) 10, pages 381-385).

As the train approaches the junction of a switch or a range of switches, at least two paths can be selected using the position of the switch. In order for the control center to be able to provide each vehicle with information on the relevant distance and guide speed, in addition to information on the maximum permitted speed, slow passing points, track gradients and signals, information on the position of the switches is required.

The object of the invention is to develop a train control system in which the utilization of the position of the switches can be omitted in the control center when issuing control commands.

The invention is then based on the fact that a vehicle arriving in a gear or gear area bypasses a signal before entering the gear or gear area, which either forces the vehicle to brake or indicates a "free speed" when driving through a straight track. When the route of the vehicle does not run exclusively on a straight track, a signal shall normally give a speed limit signal when driving is permitted.

The object underlying the invention is usually solved by 3 63901 that the control center has a notification device which notifies the part of the track containing the gear, secured by signals, one of which allows this part to run only at a limited speed, and that the control center notification triggers a special vehicle , which activates the circuit elements in the vehicle to give effect to the limited speed depending on the signals until the start of the next part.

The invention is then based on the knowledge that a direction criterion can be derived from the signal given by the input signal preceding the branch of the gear unit, which completely replaces the use of the gear position. At the same time, it has also been found that, for example, a vehicle arriving at a yard gear area with several switches can, based on the fact that there is only one entry sign in this gear area, determine the vehicle on a straight track or one of several sidings only. .

Driving via a straight track can thus take place automatically by knowing the signal status of an input signal with "electronic signaling". For branching tracks, this would only be possible by knowing the position of all the switches concerned.

However, it has also been found that running on a branching track is usually only possible at a limited speed. As a result, there is the advantageous possibility that a vehicle whose path passes through a branch track may be allowed to pass at a limited speed through a section of track containing a switch if there is no "electrical signaling".

However, since in the usual case, even when the vehicle arrives from the siding to the gear section, from where it travels to the straight track, driving to the gear section is only possible at a limited speed under the guidance, "electrical signaling" can also be omitted inside the gear section. In certain cases, this can lead to significant savings for the overall plant.

The arrangement according to the invention is thus particularly advantageous in that, in addition to being used, for example, in connection with a private gear preceding the siding, it is also easily applicable to multi-track yard areas.

According to an embodiment of the invention, the notification device has AND circuit elements which prevent the notification when the at least one other signal of the gear-containing part allows the arrival of the second vehicle. In this case, it has proved to be particularly advantageous to provide additional security for the access road in an extremely simple manner.

Another preferred development of the invention is characterized in that the control center has a synchronizer for the periodic transmission of a special command. In this case, it is also possible to ensure the proper operation of the control center inside the gear unit in the vehicle.

A preferred embodiment of the invention is shown in the drawing and will be explained in more detail below.

The drawing shows: Fig. 1 a single-track track with a siding, Fig. 2 a vehicle running along a track, a track control device and a control center, Fig. 3 a control center arrangement, Fig. 4 a control center notification device, Fig. 5 a second embodiment of a notification device, and Fig. 6 a processing device.

Figure 1 shows a simple track diagram of a single track track divided into successive track sections GT1-GT6 of a railway facility. The vehicle moving on the rails can run along the track in the directions indicated by arrows FG1 and FG2. In the direction of travel FG1, the vehicle first passes the track section GT1 and then arrives at the track section GT2, which is a section containing a switch, and exits there either directly when driving on the track section GT3 or when going to the siding on the track section GT4. Track sections GT3 and GT4 terminate in section GT5, which leads to track section GT6 as part of the gear.

The track sections GT1, GT3, GT4 and GT6 are so much longer compared to the gear-containing sections GT2 and GT5 that they are only abbreviated in the drawing. This is shown in drawing 5 63901 by means of breakpoints. The travel of the vehicle is ensured in the direction of travel FG1 by signals SL1-SL5 and in the direction of travel FG2 by signals SL6-SL10.

Figure 2 shows a rail vehicle SG. It runs on a track showing only the rail SE facing the viewer. The vehicle SG has a processing device VT which, on the other hand, receives via the vehicle antenna FE the signals radiated by the antenna AE of the exchange ZE, which are periodically transmitted by the exchange ZE to a plurality of vehicles. Second, the processing device VT receives, via the antenna device AT, the location identifiers serving as the address of the control devices BG located at the points of the track sections (GT1-GT6, Fig. 1). Thus, the vehicle SG can obtain relevant track information from the signals transmitted by the center ZE.

Figure 3 shows the elements of the exchange ZE (Figure 2) which are essential for the operation of the device according to the invention. They include a main memory ZR, which contains information stored in the sub-memories ARI-AR, which provides the distances and speeds of the target for the rail vehicles SG on the track sections GT1 to GTn (Fig. 1) (Fig. 2). The signal-independent information, e.g. the maximum permitted track speeds and inclines, is permanently stored in the sub-memories ARI-AR, the signal-dependent information is instead input to the sub-memories of the main memory ZR from the ARI-AR positioner SK.

The sub-memories ARI-ARn are read periodically and the main memory ZR controls with a read signal the message generating device TG, which generates the distances and speeds of the target for all the rail vehicles SG on the tracks GT1 to GTn (Fig. 1) (Fig. 2). The information is transmitted in the form of a message via the transmitter SR and its antenna AE (Fig. 2) to the means of transport SG (Fig. 2).

The center also has a notification device MG, which can continuously receive information via the inputs EG1 - EG from the part memories ARI - AR. With this information, the signaling device MG receives information on whether the rail vehicle SG (Fig. 2) arrives on the part of the track containing the switch and whether the arrival should take place only at a limited speed depending on the signals. In the latter case, the notification device MG issues a notification related to this part of the track including the switch to the message generating device TG, which in its message generating the notification effect gives a special command to the relevant vehicle SG (Fig. 2).

6 63901

Figure 4 shows a first notification device MG (Figure 3) which can be used in the network according to Figure 1. For the sake of clarity, the notification device MG is designed to release only the vehicles passing on the track GT1 (Figure 1) via the gear section GT2 to the track section GT4 or for the track GT6 via the gear section GT5 to the track section GT4, on the relevant section GT2 or GT5 electronic signaling. However, when vehicles run from siding to straight track, they shall not be exempted from electronic signaling.

The notification device MG receives, via the input EG1, information from the sub-memory ARI (Fig. 3) as to whether the signal SL2 (Fig. 1) allows the vehicle SG (Fig. 2) to travel in the direction of travel FG1 (Fig. 1) under restriction. From the partial memory AR2 (Fig. 3), the notification device MG receives information via the input EG2 that the track part GT2 (Fig. 1) is a part containing a switch. In order to obtain further confirmation, the notification device MG can receive information as indicated by the dashed lines whether the signals SL9 and SL8 (Fig. 1) are in the "stop" position. When all this information exists, which is detected by the AND element UD1, the notification device MG notifies the message generating device TG (Fig. 3) via its output AG1 corresponding to the switching part GT2, which then gives the vehicle SG (Fig. 1) arriving on the track part GT2 (Fig. 1). 2) a special order.

Since it is also possible that the rail vehicle SG (Fig. 2) approaches the track part GT5 (Fig. 1) for the track GT6 (Fig. 1), the notification device MG AND has a second AND member UD2 corresponding to the member UD1, which receives from the partial memory AR6 (Fig. 3) ) via input EG6 for information on whether signal SL7 (Fig. 1) allows a limited driving speed. In addition, the AND member UD2 checks whether the part of the track GT5 (Fig. 1) contains the part containing the gear. Information about this comes to the AND element UD2 via input EG5. Information on the appropriate state of the signals SL3 and SL4 (Fig. 1) is obtained from the partial memories AR3 and AR4 (Fig. 3) via inputs EG3 and EG4. As described above, when all these conditions are fulfilled, a message is issued via the output AG2 corresponding to the gear section GT5 (Fig. 1), which again causes a special command in the message generating device TG (Fig. 3) for the vehicle SG (Fig. 2).

Fig. 5 shows a cross-linked notification device MG, which can be used instead of the device of Fig. 4 when the 7 63901 sub-memories ARI-ARn (Fig. 3) themselves contain combined information that the next track section has a branch in the direction of travel and the vehicle must be driven at a limited speed .

In this case, such information is provided from the sub-memory ARI (Fig. 3) directly via the output AG1 to the message generating device TG (Fig. 3) for issuing a special command. The equivalent is true for sub-memory AR6 (Figure 3).

Fig. 6 shows a processing device VT in the rail vehicle SG (Fig. 2). The processing device VT receives the information provided by the exchange ZE via the vehicle antenna FE (Fig. 2), which is passed to the receiver ER2. Through the antenna device AT (Fig. 2) connected to the second receiver ERI, the processing device VT receives information about the relevant identifier for the rail vehicle SG (Fig. 2). With this identifier, the receiver ERI controls the receiver ER2, which thus provides part of the information assigned to the vehicle SG (Fig. 2). In the code checking device CG, it is checked whether the received information is in an acceptable form. In the positive case, the information is applied to the detector DR. If the information is incorrectly coded, the emergency braking of the vehicle SG (Fig. 2) is swept, as indicated by the arrow.

The detector DR indicates whether the information represents a normal instruction or a desired special instruction. In the case of a safe command, the second inputs of the AND elements UD3 and UD5 are prepared. However, in the case of a special command, the second inputs of the AND elements UD4 and UD6 are prepared. In addition, the processing unit VG is notified of the arrival of the special command.

The receiver ERI outputs the control device BG (Fig. 2) when passing the pulse to the memory element SD controlled at the edge of the clock pulse. Depending on its state, it switches on either the message memory TRI while simultaneously activating the second input of the AND member UD3 and the inverting second input of the AND member UD4, or the second input of the message memory TR2 and the AND member UD5 and the inverting second input of the AND member UD6.

Let us first assume that there is no special command and that the memory element SD controlled at the edge of the clock pulse has set the message memory TRI ready for setting. The message then enters exclusively in the message memory TR when the message memory TR2 setting is disabled. In this case, only the output UD3 of the AND member 8 63901 has a control potential which switches the transfer switch UR1 conductive via the OR member OD1, which ensures that the memory content of the message memory TRI is transferred to the processing unit VG.

Continuing its journey, the vehicle SG (Fig. 2) bypasses the next control device (e.g. BG in Fig. 2). In this case, the ID given by this controls the receiver ER2. The transfer of the symbol reverses the SD of the memory element controlled at the edge of the clock pulse. In this case, the message memory TR2 is read-ready and receives the information indicated by the exchange ZE (Fig. 2) to the vehicle SG (Fig. 2). In this case, only the output of the AND member UD5 has a control potential which switches the transfer switch UR2 to conduct via the OR member OD2. The memory content of the message memory TR2 thus goes to the processing device VT, whereby it is ensured that the transfer switch UR1 is open.

The vehicle SG (Fig. 2) then bypasses the boundary of the next part of the track and thus the next control device (e.g. BG in Fig. 2). A special command may be given to this part. The detector DR then produces the first inputs of the AND members UD4 and UD6 as described above. Although the information received by the vehicle in this case is stored in the message memory TRI, it is not further connected to the processing unit VG, but the transfer switch UR2 is controlled via the OR member OD2 a second time. Controlled by the detection of the detector DR, the processing unit VG receives from the memory contents of the message memory TR2 a second time during the bypassing of the part of the currently running track part information about the maximum allowed speed of the vehicle. The output of the processing unit VG then controls other control devices of the vehicle SG (Fig. 2), which are not shown for the sake of clarity.

As the vehicle SG (Fig. 2) enters the single-track part of the track as it travels, the information sent by the exchange ZE (Fig. 2) again goes to the message memory TR2, the contents of which are read again, but via the AND member UD5 and the OR member OD2 via the transfer switch UR2.

The device according to Fig. 6 cannot of course process two consecutive special commands, however, the device shown can be extremely simply modified to suit this. This can be advantageously done by adding an additional message memory.

Claims (3)

9,63901 Claims 1. An arrangement for transmitting information between a control center of a network divided into successive sections of a line and the vehicles on that network using track-side equipment which identifies the section of track being carried by the control center and where the control center provides track information to private vehicles ZE, Fig. 2) is a notification device (MG, Fig. 3) which notifies the part of the track (GT2 or GT5, Fig. 1) containing the gear, which is verified by signals (SL2, SL8, SL9 or SL7, SL3, SL4, Fig. 1) , one of which (SL2 or SL7, Fig. 1) allows this section (GT2 or GT5, Fig. 1) to run only at a limited speed, and that the control center (ZE, Fig. 3) message is triggered on a section of track with a switch (GT2 or GT5, Fig. 1). 1) a special command for the moving vehicle (SG, Fig. 2), which activates the circuit elements (TRI or TR2, Fig. 6) in the vehicle a to give effect to the dependent limited speed until the beginning of the next section (GT4, Figure 1}. Arrangement according to Claim 1, characterized in that the notification device (Fig. 4) has AND circuit elements (UD1 or UD4) which prevent the notification when at least one other signal (SL8, SL9 or SL3, SL4, Fig. 1) of the gear-containing part ) allows the arrival of another means of transport. Device according to Claim 1 or 2, characterized in that the control center (ZE »Fig. 2) has a synchronizer for the periodic transmission of the special command.