SE187983C1

SE187983C1 - Automatic braking control system for railway trains

Info

Publication number: SE187983C1
Application number: SE1068459A
Authority: SE
Inventors: Roald Bingen
Original assignee: Acec
Priority date: 1958-11-17
Filing date: 1959-11-13
Publication date: 1964-03-03
Also published as: NL245379A; DE1221266B; GB899863A; NL107801C; DE1221266C2; FR1217705A; BE584351A; CH356796A; US3041449A

Description

KLASS INTERNATIONELLSVENSK B 21 I20 i:35/01 PATENT- OCH REGISTRE RI NGSVERKET Ans. 10 684/1959 den 13/11 1959Hdrtill en ritnink ATELIERS DE CONSTRUCTIONS ELECTRIQUES DE CHARLEROI S. A. CLASS INTERNATIONAL SWEDISH B 21 I20 in: 35/01 PATENT AND REGISTERS RI NGSVERKET Ans. 10 684/1959 den 13/11 1959Hdrtill en ritnink ATELIERS DE CONSTRUCTIONS ELECTRIQUES DE CHARLEROI S. A.

BRYSSEL, BELGIEN Automatisk bromsningsmaniiveranlaggning for jarnvagsag Uppfintare: R Bingen Prioritet begiird fran den 17 november 1958 (Frankrike) For Okande av sakerheten vid jarnvagstrafik stravar man alltmer att eliminera den sh kallade manskliga faktorn genom automatiska anordningar. I synnerhet ha olika system foreslagits for hstadkommande av automatisk bromsning av tag, for det fall att fararen ph bromsningsstrackor icke minskar hastigheten tillrackligt for att taget skall kunna inbromsas pa •det bestamda stallet. BRUSSELS, BELGIUM Automatic braking maneuvering system for railway saws Inventor: R Bingen Priority requested from 17 November 1958 (France) In order to increase the safety of railway traffic, efforts are increasingly being made to eliminate the so-called human factor through automatic devices. In particular, various systems have been proposed for achieving automatic braking of roofs, in the event that the driver of braking distances does not reduce the speed sufficiently for the roof to be braked at the specified place.

Foreliggande uppfinning avser ett automatiskt bromsningsmanoversystem for tag, vilket trader i funktion, nar ordinatan av bromsningskurvan for taget som funktion av den tillryggalagda strackan är hogre an ordinatan av en given kurva. Uppfinningen grundar sig ph foljande resonemang: Vid retardation .av ett tag med konstant retardation kan man latt visa., att kurvan Over kvadraten av dess hastighet som funktion av det tillryggalagda avstandet Or en rat linje. Det har nu konstaterats genom forsok, att i praktiken kurvan Over kvadraten av hastigheten hos ett tag vid bromsning, som funktion av det tillryggalagda avsthndet, likaledes hr en praktiskt taget rat linje, atminstone till stor del. The present invention relates to an automatic braking maneuvering system for roof, which comes into operation when the ordinate of the braking curve for the roof as a function of the distance traveled is higher than the ordinate of a given curve. The invention is based on the following reasoning: In the case of deceleration, for a while with constant deceleration, it can be shown that the curve over the square of its velocity as a function of the distance traveled is a straight line. It has now been established by experiment that in practice the curve Over the square of the speed of a while during braking, as a function of the distance traveled, likewise here is a practically straight line, at least to a large extent.

Namnda kurva beror tydligen pa tagets typ och p0 vagprofilen (horisontell stracka, stigning eller sluttning), men den bibehaller i samtliga fall sin vasentligen lineara karaktar, Warm kurvor Oro visade i fig. 1 a ritningen. Kurvan A hanfor sig till bromsning pa en sluttande stracka, och kurvan B till bromsning pa en stigningsstracka vid en bestamd typ av tag. Enligt uppfinningen anordnar man utmed den vagstraeka, pa vilken taget skall retarderas, ett visst antal signalstallen, som till lokomotivet Overfora kodade signaler, vilka pa lokomotivet utlosa signaler, som representera kvadraten pa granshastigheten for th get vid platsen for respektive signalstallen. Man overlagrar p0 vardera av dessa senare signaler en signal, som varierar lineart med den tillryggalagda strackan, for erhallande av en signal, som representerar lagen for gransvariationen av kvadraten ph tagets hastighet. A andra sidan finnes pa taget en takogenerator, som lamnar en signal proportionell mot tagets hastighet, vilken signal genom en limp-hg stromkrets transformeras fill en signal, som är proportionell mot kvadraten pa tagets hastighet. Denna senare signal jamfores i en komparatorkrets med den, signal, som representerar lagen for gransvariationen av kvadraten pa tagets hastighet, och den resulterande signalen paverkar alltefter sitt tecken bromsningsmanoverorganen ph taget. The said curve apparently depends on the type of roof and on the road profile (horizontal distance, ascent or slope), but it retains in all cases its essentially linear character, Warm curves Oro showed in Fig. 1 a of the drawing. Curve A is used for braking on a sloping track, and curve B for braking on a rising track at a certain type of train. According to the invention, a certain number of signal numbers are arranged along the queue line on which the train is to be retarded, which signals coded to the locomotive Transmit, which on the locomotive trigger signals representing the square of the spruce velocity of the goat at the location of the respective signal numbers. A signal, which varies linearly with the distance traveled, is superimposed on each of these later signals, in order to obtain a signal which represents the law of the spruce variation of the square ph velocity of the roof. On the other hand, there is on the roof a tachogenerator, which leaves a signal proportional to the speed of the roof, which signal is transformed by a limp-high circuit into a signal which is proportional to the square of the speed of the roof. This latter signal is compared in a comparator circuit with the signal representing the law of spruce variation of the square at the speed of the roof, and the resulting signal acts according to its sign the braking actuators on the roof.

Uppfinningen skall narmare forklaras i det foljande med ledning av fig. 2-5 pa ritningen, vilka visa ett utfaringsexempel ph uppfinningsforernalet. The invention will be explained in more detail in the following with reference to Figs. 2-5 in the drawing, which show an exemplary embodiment of the invention.

Fig. 2 visar ett principschema Over den pa lokomotivet anordnade utrustningen. Fig. 2 shows a schematic diagram of the equipment arranged on the locomotive.

En takogenerator 1, som drives av en av lokomotivets axlar (icke visad), ger en spanning NT; som Or proportionell mot tagets hastighet. Denna spanning transformeras i en krets 2 till en spanning v2 proportionell mot kvadraten pa tagets hastighet. I andra sidan antages, att bromsningsstrackan har en langd xi (Sc fig. 3) och slutar vid abskissan 0, motsvarande tagets stopp-punkt. Utmed denna stracka anordnas signalstallen, belagna vid xi, x3, xs och x4, som Overfora kodsignaler till lokomotivet. Fig. 3 visar kurvan Over kvadraterna p0 granshastigheten for taget. Dess ordinator motsvarande abskissorna xi, x2, XS och X4 aro betecknade med Vi2, V22, V32, V42. A tachogenerator 1, driven by one of the axles of the locomotive (not shown), provides a voltage NT; as Or proportional to the speed of the roof. This voltage is transformed in a circuit 2 into a voltage v2 proportional to the square of the velocity of the train. On the other hand, it is assumed that the braking distance has a length xi (Sc fig. 3) and ends at the abscissa 0, corresponding to the stop point of the roof. Along this stretch, the signal numbers, located at xi, x3, xs and x4, are arranged as Overfora code signals to the locomotive. Fig. 3 shows the curve Over the squares at the spruce velocity of the roof. Its ordinator corresponding to the abscesses x1, x2, XS and X4 are denoted by Vi2, V22, V32, V42.

Spanningskallor 5, 6, 7, 8 med spanningar 2— — proportionella mot V12, V22, V32 resp. V42 aro inkopplingsbara i en summeringskrets 4 me-deist kontakter 9, 10, 11, 12, som slutas vid lokomotivets passage anti resp. punkter X2, XS, X4. Voltage heads 5, 6, 7, 8 with voltages 2— - proportional to V12, V22, V32 resp. V42 can be connected in a summing circuit 4 with contacts 9, 10, 11, 12, which are closed at the passage of the locomotive anti and resp. points X2, XS, X4.

Denna krets 4 mottager A andra sidan en spanning x proportionell mot den av ta.get tillryggalagda strackan, vilken spanning x erhalles genom integration av spanningen v i en integratorkrets 3. Kretsen 4 lamnar den algebraiska summan av de inforda spanningarna, i form av en orderspanning c, som jamfores med den fran kretsen 2 utsanda spiinning v2 i en komparatorkrets 13, som alltefter tecknet for avvikelsen f paverkar bromsningsanordningarna. Kretsen 2, som lamnar spanningen v2, kan vara av vane for det avsedda andamalet lamplig, kand typ. Namnda orderspanning c kan exempelvis erhallas medelst den i fig. 4 visade kretsen. This circuit 4 receives on the other hand a voltage x proportional to the distance traveled by the train, which voltage x is obtained by integrating the voltage with an integrator circuit 3. The circuit 4 leaves the algebraic sum of the input voltages, in the form of an order voltage c , which is compared with the voltage v2 emitted from the circuit 2 in a comparator circuit 13, which, according to the sign of the deviation f, affects the braking devices. The circuit 2, which leaves the voltage v2, may be of habit for the intended purpose of the lamp, candle type. Said order voltage c can for instance be obtained by means of the circuit shown in Fig. 4.

Spanningskallorna 5-8 i fig. 2 besta av en spanningsdelare med motstand 15-18, vilken matas av en likspinmingskalla 14. Spanningen v tillfores via ett motstand 20 till en forstarkare 19, vars ingang och utgang aro forbundna med en kondensator 21. Nar taget kommer till borjan av bromsningsstrackan (vid xi, fig. 3), slutes kontakten 9 under ett kort ogonblick, varigenom kondensatorn 21 laddas med den spanning, som ovan betecknats med V12. A andra sidan far man, om med G beteeknas forstarkarens 19 forstarkning och med vi och c dess ingangs- resp. utgangsspanningar saint med C kapaciteten hos kondensatorn 21 och med R motstandet 20, och om forstarkarens ingangsimpedans antages tillrOckligt stor: c = G v c d dt v+cdc=n+cdvi R dt R dt eller, genom att enligt (1) ersatta vi med –c, 1 i.c+cdc\ Rdt G \Rdt! Eftersom forstarkningen G Or mycket hog, kan hogra membrum betraktas som lika med noll, sO att c --= --1dt konstant RC Integrationskonstanten representeras av den ursprungliga laddningen pa kondensatorn C, erhallen genom det momentana slutandet av kontakten 9. Spanningen c Or salunda en spanning, som vid passagen genom punkten xi har ett varde lika med V12 och som darefter sjunker proportionellt mot den av taget tillryggalagda strackan. Den salunda erhallna spanningen c Or alllsa vardet pa orderspanningen i fig. 2. The voltage heads 5-8 in Fig. 2 consist of a voltage divider with resistor 15-18, which is supplied by a direct voltage source 14. The voltage v is supplied via a resistor 20 to an amplifier 19, the input and output of which are connected to a capacitor 21. comes to the beginning of the braking distance (at xi, fig. 3), the contact 9 is closed for a short moment, whereby the capacitor 21 is charged with the voltage, as indicated above by V12. On the other hand, if G denotes the amplification of the amplifier 19 and with vi and c its input resp. output voltages saint with the C capacitance of the capacitor 21 and with the R resistor 20, and if the input impedance of the amplifier is assumed to be sufficiently large: c = G vcd dt v + cdc = n + cdvi R dt R dt or, by (1) replacing we with - c, 1 i.c + cdc \ Rdt G \ Rdt! Since the gain G Or is very high, the right membrane can be considered equal to zero, so that c - = --1dt constant RC The integration constant is represented by the initial charge on the capacitor C, obtained by the instantaneous closing of the contact 9. The voltage c Or salunda a voltage which, at the passage through point xi, has a value equal to V12 and which then decreases proportionally to the distance traveled by the distance. The voltage thus obtained is c or all the value of the order voltage in Fig. 2.

Lutningen av den salunda sjunkande spanningskurvan beror pa produkten av vardet R hos motstandet 20 och vardet C av kondensatorn 21. The slope of the thus decreasing voltage curve depends on the product of the value R of the resistor 20 and the value C of the capacitor 21.

De till lokomotivet overforda kodsignalerna innefatta alltsa. en information med avseende p0 vagprofilen (horisontell stracka, stigning eller sluttning), och denna information astadkommer en lamplig variation av motstandet 20 eller kapaciteten av kondensatorn 21. Det b8r bemarkas, att man har en viss latitud betraffande vardet av lutningen av granskurvan, eftersom hoiden av denna kurva justeras vid vane passage av ett signalstalle. Det Or i allmanhet tillrackligt att astadkomma en sarskiljning mellan fallet med stigning och fallet med sluttning, varvid man baserar berakningen pa ett medelvarde av dessa. Om man onskar taga mer hansyn till den verkliga forraen av kurvoma i fig. 1, kan man alltid modifiera kretsens 2 (fig. 2) karakteristika, sh att den vid sin utgang lamnar en signal, som varierar efter den onskade lagen. For att erhalla storre flexibilitet I anordningens funktion kan man anordna sO, att den automatiska bromsningen av taget icke sker anda tills taget helt stannar utan blott till en mycket lag hastighet (t. ex. 10 km/h). Det Or tillrackligt att for orderspanningen finnes ett troskelvarde hogre On noll. I det fall, att lokomotivet narmar sig en fast retarderingssignal (t. ex. for begransning av hastigheten till 70 km/h), igangsatter man dar funktionerandet av systemet pa sfidant satt, att nar lokomotivet kommer till biirjan av bromsstrackan, den av anordningen bestamda granshastigheten Or den av signalen angivna, och frail och med denna punkt bibehalles granshastigheten Onda tills hastigheten anyo Ras. The code signals transmitted to the locomotive include everything. an information regarding the wave profile (horizontal distance, slope or slope), and this information provides an appropriate variation of the resistor 20 or the capacitance of the capacitor 21. It should be noted that there is a certain latitude regarding the value of the slope of the review curve, since the hoid of this curve is adjusted in the usual passage of a signal stall. It is generally sufficient to make a distinction between the case of ascent and the case of slope, basing the calculation on an average of these. If one wishes to pay more attention to the real front of the curves in Fig. 1, one can always modify the characteristics of the circuit 2 (Fig. 2), so that at its output it leaves a signal which varies according to the desired law. In order to obtain greater flexibility in the operation of the device, it can be arranged so that the automatic braking of the roof does not take place until the roof completely stops but only at a very low speed (eg 10 km / h). It is sufficient that for the order voltage there is a threshold value higher On zero. In the event that the locomotive approaches a fixed deceleration signal (eg for limiting the speed to 70 km / h), the operation of the system is then started in such a way that when the locomotive reaches the beginning of the braking distance, the one determined by the device spruce velocity Or the one indicated by the signal, and frail and with this point the spruce velocity is maintained Onda until the velocity anyo Ras.

Man overlagrar for delta andamal pa ordersignalen for successiv retardering en order-signal for fast hastighet, som blir dominerande nar den Or hogre On den forsta. overforingen av signalerna till lokomotivet kan ske genom vane kant system, t. ex. me-deist magnetiska signaluppfangare. For delta andamal on the order signal for successive deceleration, an order signal for fixed speed is superimposed, which becomes dominant when it Or hogre On the first. the transmission of the signals to the locomotive can take place through habitual edge systems, e.g. me-deist magnetic signal interceptors.

Signally-pen kan likaledes vara godtycklig. Man kan exempelvis anvdnda ett system med multipla frekvenser. Fig. 5 visar nagra tillampningsf all for uppfinningen pa jarnvagslinjer forsedda med ett signalsystem av det slag som anvandes vid Societe Nationale des Chemin de Per Beiges. Vagsignalerna visas i form av plattor, med angivande av den motsvarande fargen vid ljussignalering (J, V, B. for gull, gr8nt resp. rott). The signal pen can also be arbitrary. For example, a system with multiple frequencies can be used. Fig. 5 shows some applications for the invention on railway lines provided with a signaling system of the type used at the Societe Nationale des Chemin de Per Beiges. The scale signals are displayed in the form of plates, indicating the corresponding color when signaling light (J, V, B. for gold, green or red).

I punkterna a, b, c, dpa linjen visas de till lokomotivet overforda signalerna i form av sma cirklar. En vit cirkel betyder franvaro av motsvarande signal, och en svart cir7 kel forekomsten av densamma. Tagen antagas rora sig fran vanster at Niger. eller — — I fallet Ia är den vid a belagna varningssignalen sluten och likash den vid e belagna signalen. Dessa signaler aro belagna pa nor-malt avstand. At points a, b, c, dpa line, the signals transmitted to the locomotive are shown in the form of small circles. A white circle means the absence of the corresponding signal, and a black circle the presence of the same. The roof is believed to be moving from the left to Niger. or - - In case Ia, the warning signal at a is closed and likash the signal signaled at e. These signals are coated at a normal distance.

Vid lokomotivets ankomst till a bestammer den motsvarande sandaren borjan av framtradandet av hastighetsordern enligt det ovan beskrivna forloppet. Vid de foljande signalstallena b, c, d fortsatta sandarna att sakerstalla variationen av denna order under eventual' justering till det foreskrivna vardet. When the locomotive arrives at a, the corresponding transmitter determines the beginning of the progress of the speed order according to the process described above. At the following signal numbers b, c, d, the sands continued to justify the variation of this order during any adjustment to the prescribed value.

Fallet lb motsvarar fri passage av taget. Alla sandarstallena befinna sig i samma till-stand. Ingen hastighetsorder utsandes till lokomotivet. Alla sandarstallena ge likval en positiv information, vilket är oeftergivligt med hansyn till sakerheten och dessutom mojliggOr att upphava bromsningsverkan, nfir banan blir fri, under det taget redan har passe-rat forbi en sluten varningssignal. Fallet ha —c motsvarar tre vagsignaler, som Raja efter varandra pa normalt avstand. Dot är analogt med det foregaende fallet. Case lb corresponds to free passage of the roof. All sandar stables are in the same condition. No speed order was sent to the locomotive. All the sanders also give a positive information, which is uncompromising with regard to safety and also makes it possible to have a braking effect, before the track becomes free, while it has already passed a closed warning signal. The case ha —c corresponds to three wave signals, which Raja consecutively at a normal distance. Dot is analogous to the previous case.

Fallet IIIa—d hanfor sig till tre vagsignaler, av vilka den tredje befinner sig pa reducarat avstand i forhallande till den andra. Fallet Ma erfordrar ingen sarskild forklaring, eftersom taget maste stanna vid e. Man Aterkommer har till fallet Ia. Case IIIa — d relates to three scale signals, the third of which is at a reduced distance in relation to the second. The case Ma does not require a special explanation, since the roof must stop at e.

I fallet 11Th ar passagen fri vid a, men eftersom taget maste stanna vid h, maste det disponera ett normalt bromsningsavstand, var- fOrav overforingen av hastighets- ordern maste borja vid d. Det vid e belagna sandarstallet atergiver samma indikering som den vid d, men det fOljes omedelbart av ett annat sandarstalle vid e', som astadkommer fortsOttningen av variationen av hastighetsorderns, sá att bortsett frhn en diskontinuitet av kort varaktighet vid e, alit passerar som om det vid e belagna sandarstallet icke existerade. Denna anordning an emellertid noclvfindig, sasom kommer att framga vid behandlingen av fallet IIId. In the case of 11Th, the passage is free at a, but since the roof must stop at h, it must have a normal braking distance, wherefore the transmission of the speed order must begin at d. The sanded stable at e returns the same indication as that at d, but it is immediately followed by another sanding stable at e ', which brings about the continuation of the variation of the speed order, so that apart from a discontinuity of short duration at e, everything passes as if the sanding stable occupied by e did not exist. However, this device is not exhaustive, as will be apparent from the examination of case IIId.

Vid Ilic an passagen fri overallt, och man aterkommer till fallet lb. At Ilic the passage is free everywhere, and one returns to the case lb.

Fallet Ind avser ett tag, som har passerat punkten a, under det vagsignalerna voro I det mot fallet lila svarande laget, men som i det Ogonblick da lokomotivet befinner sig vid T, ser dessa signaler intaga det mot fallet Ihib svarande laget. The case Ind refers to a time which has passed point a, during which the carriage signals were in the team corresponding to the case purple, but as in the moment when the locomotive is at T, these signals see the team corresponding to the case Ihib.

DA taget redan retarderats for att stanna vid e och i detta ogonblick far den motsvarande ordern, som instants vid d, maste det tillatas att fortsatta sin vag till b. under observeranda av den mot den nya situationen svaran de hastighetsordern. Man astadkommer darfor i detta fall overforingen av borjan av hastighetsordern vid e, och overfor omedelhart darefter, vid e', den foljande fasen av denna order, varigenom man aterkommer till fallet Mb. Fallet IV avser ett tag, som passerar en fast retarderingssignal, som angiver retardering fOr att vid borjan av retarderingen, vid 0, uppna en granshastighet av t. ex. 70 km/h. I punkten a beordras framtradandet av borjan av retarderingsordern, samtidigt som man sander en kompletterande signal, visad medelst en liten kvadrat, som igangsatter en summeringsanordning, som stannas genom utsandning, vid a', av en andra liknande signal. Avstandet mellan punkterna a och a' är beroende air granshastigheten och gores sadant, att summeringsanordningen kan giva en fast hastighetsorder, som blir dominorande senast vid passagen av punkten 0. I punkten V undertryckes denna order genom utsandning av signalen om fri vag. DA has already been retarded to stop at e and at this moment the corresponding order, as instants at d, must be allowed to continue its vague to b. While observing the speed order corresponding to the new situation. Therefore, in this case, the transfer of the beginning of the speed order at e, and immediately thereafter, at e ', the following phase of this order is effected, whereby one returns to the case Mb. Case IV refers to a time which passes a fixed deceleration signal which indicates deceleration in order to achieve at the beginning of the deceleration, at 0, a spruce velocity of e.g. 70 km / h. At point a, the emergence of the beginning of the deceleration order is ordered, at the same time as sending a supplementary signal, shown by a small square, which initiates a summing device, which is stopped by transmitting, at a ', a second similar signal. The distance between points a and a 'depends on the air velocity and is made in such a way that the summing device can give a fixed speed order, which becomes dominant at the latest at the passage of point 0. In point V this order is suppressed by transmitting the signal of free vag.

Andra fall aro aven mojliga horn uppfinnigens ram. Uppfinningen kan tillampas vid all fordonstrafik, aven pa andra vagar an jarnvagar. Other cases are also possible horns of the invention. The invention can be applied to all vehicle traffic, even on roads other than railways.

Claims

Patentanspra.k:

1. Automatic braking control system for railway carriageways, in which coded signals are emitted from various transmitter devices on the carriageway, which deceleration is to take place, which signals affect braking devices on the locomotive, characterized in that it comprises, on the locomotive, a tachometer generator, Provide a voltage proportional to the velocity of the roof, which on the one hand in a land circuit is converted to a first signal, proportional to the velocity of the square of the roof, and on the other hand to an integrating amplifier, which is arranged to pass an order signal with an amplitude which Or is proportional to the square at a spruce velocity of the roof and which is then reduced proportionally to the distance traveled by it, and the device Or such that the excess of the first signal over the second affects the roof braking device by means of known devices.

Device according to claim 1, characterized in that direct voltage heads arranged on the locomotive Or, the voltage values representing the resp. the squares of the boundary velocities taken from the passage of the successive fixed transmitter devices, and that the arrangement is such that the coded signals emitted by each of these devices provide, by means of known devices, a short-term connection of the corresponding direct voltage to the terminals of a capacitor, connected between the input and the output of the integrating amplifier, which is arranged to thereby leave an order signal corresponding to the square of the roof's spruce speed and which is reduced proportionally to the distance traveled by the roof after the passage of the device in question. - -

3. A device according to claim 1 or 2, characterized in that one or more fixed order signals concerning the square take up, the spruce speed is superimposed on the variable order signal at the passage of fixed speed limiting signals, wherein per se known devices are arranged to the highest order signal dominant. Request publications: Patents from France 1,141,147, 1,141,570.