NO762040L - PROCEDURE AND DEVICE FOR SECURING RAILWAY TRAINS - Google Patents
PROCEDURE AND DEVICE FOR SECURING RAILWAY TRAINSInfo
- Publication number
- NO762040L NO762040L NO762040A NO762040A NO762040L NO 762040 L NO762040 L NO 762040L NO 762040 A NO762040 A NO 762040A NO 762040 A NO762040 A NO 762040A NO 762040 L NO762040 L NO 762040L
- Authority
- NO
- Norway
- Prior art keywords
- train
- carriage
- conditions
- railway
- data
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 8
- 230000003137 locomotive effect Effects 0.000 claims description 6
- 206010036086 Polymenorrhoea Diseases 0.000 claims description 2
- 230000002159 abnormal effect Effects 0.000 claims description 2
- 230000006378 damage Effects 0.000 claims description 2
- 230000000007 visual effect Effects 0.000 claims 1
- 241001465754 Metazoa Species 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 230000001154 acute effect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Communication Control (AREA)
Description
Oppfinnelsen vedrører en fremgangsmåte samt en anordning for sikring av jernbanetog. The invention relates to a method and a device for securing railway trains.
Ved jernbanetrafikk har man med jevne mellomrom ulykker i form av togkollisjoner, at det har gått et ra s ove r ; /'•• jernbanelinjen, linjen kan være oversvømmet eller det kan With rail traffic, there are regular accidents in the form of train collisions, that there has been a crash; /'•• the railway line, the line may be flooded or it may
komme større dyr inn på jernbanesporet. Det har inntil nularger animals enter the railway track. It has until now
vært vanskelig å- få et forvarsel om slike hindringer i jernbanesporet, og problemet blir stadig mer akutt med de større toghastigheter som benyttes. has been difficult to get advance warning of such obstacles in the railway track, and the problem is becoming increasingly acute with the higher train speeds that are used.
Hensikten med foreliggende oppfinnelse er a oppnå en bedre sikring av . jernbanetog,. slik at ulykker av den oven-nevnte type kan unngås. The purpose of the present invention is to achieve a better protection of railway train,. so that accidents of the above-mentioned type can be avoided.
Denne hensikt oppnås ved en fremgangsmåte som er kjennetegnet ved at det fjernstyres en vogn i"en avstand foran toget, som avpasses blant annet etter værforhold og stedlige forhold samt. togets hastighet, og ved at vognen fortløpende eller i korte hyppige tidsrom registrerer forholdene og omgivelsene og meddeler data om disse til en togfører eller en datamaskin på lokomotivet og/eller på et fjernstyringssted, slik. at toget styres optimalt og ved unormale forhold enten bremses eller stoppes automatisk eller manuelt. ■ This purpose is achieved by a method which is characterized by remote control of a carriage at a distance in front of the train, which is adapted to, among other things, weather conditions and local conditions as well as the speed of the train, and by the carriage continuously or in short frequent periods registering the conditions and surroundings and communicates data about these to a train driver or a computer on the locomotive and/or at a remote control point, so that the train is controlled optimally and in abnormal conditions is either braked or stopped automatically or manually. ■
Den tanke som således ligger til grunn for oppfinnelsen er at .en lett vogn som eventuelt kan sammenlignes med en dresin kjører i en egnet avstand foran hvert tog. Denne vogn fjernstyres og kontrolles enten av togføreren på det etterfølgende tog eller hvis det er etablert et fjernstyr-ingssystem for jernbanetrafikken 'av en togfører. på fjernstyr-ingsstedet. Vognens avstand fra toget vil kunne tilpasses etter togets hastighet og værforholdene, slik at det bestandig opprettholdes en riktig sikkerhetsavstand. Vognen kan være utstyrt med f. eks. et fjernsynskamera som fremviser for tog-føreren hva som befinner seg foran på linjen og hvorledes The idea which thus forms the basis of the invention is that a light carriage which can possibly be compared to a train runs at a suitable distance in front of each train. This carriage is remotely controlled and controlled either by the train driver on the following train or, if a remote control system has been established for the railway traffic, by a train driver. at the remote control site. The carriage's distance from the train will be able to be adjusted according to the train's speed and the weather conditions, so that a correct safety distance is always maintained. The trolley can be equipped with e.g. a television camera that shows the train driver what is at the front of the line and how
denne ser ut, slik at han i en krisesituasjon kan treffe de nødvendige tiltak. Hvis vognen kjører inn i et stenras eller kolliderer med en tilsvarende vogn for et motgående tog, 'vil det automatisk utløses en nødbremsing for det etterfølgende tog. this looks like, so that he can take the necessary measures in a crisis situation. If the carriage runs into a rockfall or collides with a corresponding carriage for an oncoming train, an emergency braking will be automatically triggered for the following train.
I stasjonsområder vil forløpsvognen styres nærmere . selve toget, slik at disse følger tett etter hverandre og derved oppta minst mulig plass innenfor stasjonsområdet. F. eks. kan vognen mågnetkobles til lokomotivet'og derved ikke.kreve styring så lenge den er koblet. In station areas, the lead carriage will be controlled more closely. the train itself, so that these follow closely behind each other and thereby occupy the least possible space within the station area. For example can the wagon be connected to the locomotive and thereby not require steering as long as it is connected.
Vognen kan også være utstyrt med registreringsinn-.retninger som overvåker selve skinnegangen og som. kan registrere f. eks. kurveradier, stigninger og lignende. De data som registreres av vognen kan overføres ad trådløs vei via et s.ender/mottagersystem til lokomotivet hvor de eventuelt kan databehandles eller benyttes på annen måte. Fra lokomotivet eller direkte fra vognen kan de også sendes videre til en overvåknings- og/eller f j ernstyringsst.as j on. Disse data. kan så også benyt-tés til å bestemme togets kjørehastighet, slik at togets hastighet til enhver tid er optimal i relasjon til de stedlige forhold. Disse data kan foreligge i detalj ert•form The wagon can also be equipped with registration devices that monitor the rail passage itself and which. can register e.g. curve radii, gradients and the like. The data recorded by the wagon can be transmitted wirelessly via a transmitter/receiver system to the locomotive where it can possibly be data processed or used in another way. From the locomotive or directly from the wagon, they can also be sent on to a monitoring and/or remote control station. These data. can then also be used to determine the train's speed, so that the train's speed is optimal at all times in relation to the local conditions. This data can be available in detailed form
■for enhver jernbanestrekning i en datamaskins hukommelse og gi anledning.til en direkte styring av' toget på optimal måte med løpende kontroll, via vognens registreringsinstrumenter, av at denne styring ikke er utilrådelig under de rådende forhold. ■ for any railway section in a computer's memory and give the opportunity for direct control of the train in an optimal way with ongoing control, via the carriage's recording instruments, that this control is not inadvisable under the prevailing conditions.
Det oppnås derved en meget gunstig fjernstyring av selve toget, dvs. en styring av toget ut fra en analyse av forholdene i en viss avstand foran toget. A very favorable remote control of the train itself is thereby achieved, i.e. a control of the train based on an analysis of the conditions at a certain distance in front of the train.
Oppfinnelsen skal i det følgende nærmere illustre-res ved hjelp av et utførelseseksempel som skjematisk illu-strerer enkelte av de tilfeller som kan oppstå i jernbanetrafikk og som kan unngås ved hjelp av oppfinnelsen. In the following, the invention will be illustrated in more detail by means of an exemplary embodiment which schematically illustrates some of the cases which may arise in railway traffic and which can be avoided by means of the invention.
På tegningen er det rent skjematisk med hehvis-ningstallet 1 anfyd.et et tog med en vogn som løper foran og som er betegnet med 2. Toget er vist på en skinnegang 3-Toget kjører i den antydede pilretning. In the drawing, the reference number 1 shows a train with a carriage running in front and which is denoted by 2. The train is shown on a track 3-The train runs in the indicated direction of the arrow.
Ved stedet A i en kurve hvor oversikten er sperretAt location A in a curve where the overview is blocked
av en' fjellknaus står et større dyr i skinnegangen. Vognen 2 som befinner seg mellom 500 og 1000 meter foran.toget 1 og som er utstyrt med et fjernsynskamera, vil ved hjelp av kameraet of a rock, a larger animal stands in the rail passage. Carriage 2, which is between 500 and 1000 meters in front of train 1 and which is equipped with a television camera, will use the camera
registrere dyret og enten, gi et signal til togføreren på lokomotivet i toget 1 eller fremvise dyret på. en fjernsynsskjerm register the animal and either give a signal to the train driver on the locomotive in train 1 or present the animal on. a television screen
hos togføreren. Det finnes her to muligheter, enten kan'fjern-synskameraet være utstyrt slik at det bevirker en oppbremsing with the train driver. There are two possibilities here, either the remote vision camera can be equipped so that it causes a braking
av vognen 2 og samtidig også av toget 1, eller togføreren føl-ger med på fjernsynsskjermen og stopper såvel vognen 2 som jo er fjernstyrt'fra toget 1, som toget til linjen er fri. of carriage 2 and at the same time also of train 1, or the train driver follows along on the television screen and stops both carriage 2, which is already remote-controlled from train 1, as well as the train until the line is clear.
Toget kjører så videre til stedet som er betegnet med B. Her er et stenras gått over linjen. Hvis dette sted ligger uoversiktlig til eller vognen 2 og toget kjører.med meget stor fart, kan det være for sent å stoppe vognen 2 som så kjører inn i stenraset og ødelegges.: Derved brytes fjernfor-bindelsen til toget 1, og dette stopper automatisk ved nød-bremsing.. Hvis stenraset ved B ses i.tide, kan såvel vognen'2 som toget 1 stoppes, slik at en avsporing unngås.. Det samme er tilfelle f. eks. ved ødeleggelse av skinnegangen ved under-graving av..vann eller lignende. The train then moves on to the place marked B. Here a rockfall has crossed the line. If this place is unclear to or from carriage 2 and the train is moving at a very high speed, it may be too late to stop carriage 2, which then runs into the rockslide and is destroyed: This breaks the remote connection to train 1, and it stops automatically in case of emergency braking.. If the rockslide at B is seen in time, both carriage 2 and train 1 can be stopped, so that a derailment is avoided.. The same is the case, for example. in the event of destruction of the rail passage by under-digging of..water or the like.
Ved stedet C er sporet oversvømmet, da det- der av-merkede vann er steget over sine bredder, da vannet vanligvis har en .'strandlinje, som er betegnet med C'. Skinnegangen ligger'under vann. Vognen 2 registrerer dette, og togføreren kan styre vognen 2 langsomt og forsiktig over det oyersvømmede sted og således få en kontroll om skinnegangen'er intakt på dette område. Er dette tilfelle, kan toget kjøre forsiktig over det oversvømmede sted uten at noen ulykke oppstår-. At location C, the track is flooded, as the water marked there has risen above its banks, as the water usually has a 'shoreline', which is denoted by C'. The railway is under water. The wagon 2 registers this, and the train driver can steer the wagon 2 slowly and carefully over the flooded area and thus get a check on whether the track is intact in this area. If this is the case, the train can drive carefully over the flooded area without any accidents occurring.
Ved stedet som er betegnet med D er et motgående tog 1' .med forløpsvogn 2' nettopp kjørt ut' feilaktig fra et sidespor.. Hvis togene begge har stor fart, kan det være vanskelig å unngå at vognene 2 og 2'- støter sammen. I dette tilfelle vil imidlertid f jernkontakten -med togene 1 og 1' brytes, og begge disse to: tog nødbremses. Hvis imidlertid 'vognene 2 og 2' registrerer hverandre i tide, vil de kunne bremse ned togene,, slik at en kollisjon unngås. At the location denoted by D, an oncoming train 1', with lead carriage 2', has just been mistakenly driven out of a siding. If the trains are both at high speed, it may be difficult to avoid the carriages 2 and 2'- colliding . In this case, however, the iron contact with trains 1 and 1' will be broken, and both of these two trains will be braked in an emergency. If, however, 'wagons 2 and 2' register each other in time, they will be able to slow down the trains, so that a collision is avoided.
Ved innkjøring på stasjonsområder kan togføreren trekke vognen 2 tett inntil toget, slik -at'den krever minst mulig plass og styring, og toget 1 kan sammen med vognen 2 kjøre inn på det riktige spor. Også i dette tilfelle vil man således ved vognen 2 ha en buffer foran toget, slik at eventu-'elle. feil på linjen kan oppfanges. When entering station areas, the train driver can pull carriage 2 close to the train, so that it requires the least possible space and steering, and train 1 can, together with carriage 2, drive onto the correct track. Also in this case, one will thus have a buffer at the carriage 2 in front of the train, so that eventually. errors on the line can be picked up.
Vognen 2 kan også.være utstyrt med registrerings-, innretninger for skinnegangen, som kontrollerer at denne er i orden og som også kan registrere kurveradier, stigningsvink-ler og lignende. Disse data kan som angitt ovenfor benyttes The carriage 2 can also be equipped with registration devices for the rail passage, which check that this is in order and which can also register curve radii, pitch angles and the like. As stated above, this data can be used
som informasjon for selve fremdriften av toget og/eller- kontroll av denne.. Man, kan på denne måte oppnå bedre kjørebe-,tingelser for selve toget og en maksimal utnyttelse av' frem-driftskraften, togmateriale og -personell samt på vesentlig måte øke passasjerenes sikkerhet og overholdelsen av rutetidene. as information for the actual progress of the train and/or its control. In this way, one can achieve better driving conditions for the train itself and a maximum utilization of the propulsion power, train material and personnel, as well as significantly increase passengers' safety and compliance with timetables.
Claims (6)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO762040A NO762040L (en) | 1976-06-11 | 1976-06-11 | PROCEDURE AND DEVICE FOR SECURING RAILWAY TRAINS |
DE19762631654 DE2631654A1 (en) | 1976-06-11 | 1976-07-14 | Advance running vehicle to protect train operation - has vehicle running in front of train, signalling existing conditions, so that train can be slowed down or stopped safely |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO762040A NO762040L (en) | 1976-06-11 | 1976-06-11 | PROCEDURE AND DEVICE FOR SECURING RAILWAY TRAINS |
Publications (1)
Publication Number | Publication Date |
---|---|
NO762040L true NO762040L (en) | 1977-12-13 |
Family
ID=19882948
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
NO762040A NO762040L (en) | 1976-06-11 | 1976-06-11 | PROCEDURE AND DEVICE FOR SECURING RAILWAY TRAINS |
Country Status (2)
Country | Link |
---|---|
DE (1) | DE2631654A1 (en) |
NO (1) | NO762040L (en) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB8305581D0 (en) * | 1983-03-01 | 1983-03-30 | Yang Tai Her | Train with forerunner |
FR2586391A1 (en) * | 1985-08-26 | 1987-02-27 | Michel Joseph | System for remotely detecting obstacles in front of a train, triggering an alarm signal and stopping the train before it reaches the location of the obstacle by means of a radio-guided movable probe which monitors the track and which sends information by radio to the driver's cab |
BE1005710A4 (en) * | 1992-02-27 | 1993-12-21 | Beelen Dirk | Operating equipment for unmanned trains or trams - controls network from central location with computer assistance and using remote sensors to determine position and direction of traffic |
US5429329A (en) * | 1994-01-31 | 1995-07-04 | Wallace; Charles C. | Robotic railroad accident prevention vehicle and associated system elements |
DE4408261A1 (en) * | 1994-03-11 | 1995-09-14 | Kreis Willibald Univ Prof Dr I | Rail vehicle goods waggon monitoring device |
DE19529986C2 (en) * | 1995-08-04 | 2002-06-13 | Siemens Ag | Procedure for locating track-guided vehicles and devices for carrying out the procedure |
DE19538022C1 (en) * | 1995-10-12 | 1997-01-09 | Schaltbau Ag | Device for controlling a rail vehicle |
IL117279A (en) * | 1996-02-27 | 2000-01-31 | Israel Aircraft Ind Ltd | System for detecting obstacles on a railway track |
DE19652588A1 (en) * | 1996-12-17 | 1998-06-18 | Alsthom Cge Alcatel | Process for the automatic operation of a track-bound vehicle on routes with dangerous sections and control system therefor |
IT1296127B1 (en) * | 1997-11-14 | 1999-06-09 | Franco Capanna | ANTI-COLLISION AND ANTI-DERAILING SAFETY SYSTEM FOR RAILWAY VEHICLES |
DE19825243C2 (en) * | 1998-06-05 | 2000-07-13 | Haghiri Tehrani Yahya | Safety device for rail traffic |
DE19841246A1 (en) * | 1998-09-09 | 2000-06-15 | Eberhard Tauscheck | Monitoring and analysis facility to provide controlled braking when dangerous obstruction is detected |
CN106184235A (en) * | 2016-06-22 | 2016-12-07 | 屈国栋 | A kind of rail vehicle system |
-
1976
- 1976-06-11 NO NO762040A patent/NO762040L/en unknown
- 1976-07-14 DE DE19762631654 patent/DE2631654A1/en not_active Ceased
Also Published As
Publication number | Publication date |
---|---|
DE2631654A1 (en) | 1977-12-22 |
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