JPS6243407B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for controlling train stopping.

Various types of devices for controlling train stopping;
More generally, the equipment is already known. All of these facilities are intended to prevent collisions between two trains or two sets of vehicles running one behind the other on the same track.

It is already known (FIG. 1) to divide the trajectory L into sections Cn each several kilometers long, these sections being called "blocks". Same trajectory L
According to the first principle for the organization and control of traffic above, the safety regulation applies that the two trains T ₁ , T ₂ must be separated by at least one block Cn that is not occupied by a train. be done.
Thus, in the event of a signal failure, the train has at least one block Cn available for emergency braking. This first type of safety equipment is referred to as a "buffer block safety equipment."

According to Figure 1A, train T ₁ is in block Cn+1.
positioning prevents the following train _T2 from entering block Cn. Furthermore, train T ₂ is block Cn
At the -1 end, it must be at least stationary. For train T ₂ this results in a stop curve CA, which represents the maximum possible speed of train T ₂ , but note that train T ₁ occupies block Cn+1. In this example, stations Si and Si+1 of line L are connected to blocks Cn-2...Cn
Separated by +2.

A second system for railway safety is known (Fig. 1B), which uses an intermediate block instead of a buffer block, so that the following train T ₂
The speed curve CB descends so that the speed becomes zero at a predetermined distance DS before the block Cn preceding the block (Cn+1) occupied by the train _T1 . This system is more flexible than the previous one.

Finally, there is a third way to control rail traffic on the tracks (Figure 10). This control method consists of dividing the trajectory L into short sections Ln . . . which are parts of conventional blocks. Each train starts from a reference point and its position is recorded, and the safe speed curve CC of the following train T ₂ follows train T ₂ and moves instantaneously at the same time as train T ₂ . This speed curve CC is not associated with blocks, but with each train. following train
The free distance separating T ₂ from the train T ₁ preceding it is equal to the stopping distance of the following train multiplied by the safety distance DL. In this third transportation system, movable and deformable blocks are provided to a certain extent, the form of which evolves with the position of the following train. fact,
By applying the above principle, the free distance to be observed by the following train with respect to the preceding train depends primarily on the relative speed of the following train T ₂ with respect to the preceding train T ₁ . Generally, when the two trains T ₁ and T ₂ are stationary, the free distance is equal to the safe distance DL.

In systems with buffer blocks, set blocks or without buffer blocks, each train must adhere to a constant program P ₁ and a stop program OP ₂ with respect to speed.
The regular program _P1 is a diagram of the maximum speed at each point of operation, which the train must not exceed. This program is created as a function of track geometry, station stops, curve speeds, uphill and downhill slopes, etc. The maximum speed is determined without considering the presence of other trains on the track. The stopping program _P2 is created to make it possible to brake the train at a predetermined distance or within a predetermined time after the signal is generated. This program mainly depends on train characteristics such as load, braking capacity, etc. The stop program is represented by a speed curve decreasing to zero (curves in Figures 1A, 1B and 1C).
CA, CB, CC). Stop programs have priority over regular programs.

In the first two types of equipment, the constant program is a fixed program associated with each block;
In the third system, regular programs move with the train.

The transmission of the regular program and the program for stopping the train is carried out by a transmission line placed along the track. These transmission lines are generally two lines that intersect at a predetermined distance to form an intersection.
-It's a wire line. These lines, also called loops, are fed with signals having a predetermined frequency. Trains equipped with antennas sense the passage of line crossings and emit signals, these signals being separated by time intervals which must be greater than a set reference value associated with each program.

In fact, the constant program P ₁ is represented by the loop B ₁ and the halt program B ₂ . Both programs are not equal, so the loop
The shapes of B ₁ and B ₂ are not the same. That is, the distance separating the intersections of loop B ₁ is not the same as the distance separating the intersections of loop B ₂ .

According to the prior art, one or the other of the two loops B ₁ , B ₂ is supplied with a frequency signal. With this selection "exclusive-or" type, this means that one or the other (but not both) of the loops is supplied with the frequency signal. A problem that arises in frequency equipment for monitoring train speeds is related to the transmission of data related to clearing the block labeled n+1 downstream of the block labeled n. If block n+1 is free, it is required in principle to use loop _B1 of the regular program corresponding to block n. However, when block n+1 is occupied, a switch is made to loop _B2 corresponding to the stop program.

A single antenna is mounted on each train, which antenna receives the frequency of one or the other of both loops B ₁ , B ₂ in order to detect the intersection of one or the other of the two loops. An electronic circuit utilizing the received signals generates a pulse signal corresponding to each intersection, for example. A comparator compares the interval of these pulse signals to a rated time. This comparison allows it to be known whether the train has covered the distance between two intersections faster or slower than the set time fixed by the corresponding program. If the time required to cover the distance between both intersections is less than the rated time (this means that the train is moving faster than the rated speed fixed by the program) , the comparator generates an overspeed signal which controls the train's drive unit and/or brakes so that the speed prescribed by the program is maintained.

Switching from one loop to the other always presents difficulties when passing from the stop speed curve P ₂ (loop B ₁ ) to the normally programmed speed curve P ₁ (loop B ₂ ). In fact, there is interference in the detection of intersections. This is because the distance between intersections is not the same in both loops. This interference is most pronounced when two successive intersections of both loops are very close in space. This interference causes the detector to detect excessively short periods of time corresponding to excessively high speeds, and the overspeed comparator circuit generates an alarm signal unless the antenna detects two consecutive intersections of the same loop. . In order to avoid this drawback, according to the prior art it is provided to inhibit the alarm signal generated under this condition. A modulator modulates the frequency signal supplied to the new loop simultaneously with the switching operation. This modulation is detected by the train's operating circuitry and generates a signal to suppress the warning signal. The duration of this modulation is selected as a function of the circuit.

A disadvantage of such an installation is that during the inhibition period when the modulated signal is being issued, the safety brake circuit cannot take into account other emergency warnings, in particular actual overspeed warnings. This creates a very serious problem in known installations.

SUMMARY OF THE INVENTION The present invention aims to provide a safe train stop control facility that is capable of responding to other signals during a change in operating mode from a normal program to a stop program.

The invention will now be described in detail with reference to the accompanying drawings.

The equipment for controlling train stopping according to the invention consists of a ground unit and a unit mounted on the train.

Figure 2 shows blocks with consecutive numbers n-1, n, n+1, n+2 from each arbitrary origin.
It shows the spacing between two stations Si, Si+1 separated by Cn-1, Cn, Cn+1, Cn+2.

Also, Figure 2 shows the categories P ₁ (n-1), P ₁ (n), P ₁
(n+1), and the respective blocks Cn and Cn+1
The stop program curve associated with P ₂ (n), P ₂
(n+1) is shown.

The curve of the regular program starts from zero in section P ₁ (n-1) of block Cn-1, then the velocity increases and has a substantially constant course throughout blocks Cn, Cn+1, and then at section P ₁ (n+
It decreases again to zero at station Si+1 in 1). The stop curves P ₂ (n) and P ₂ (n+1) are curves decreasing from the maximum velocity Vm to zero located at distances dn and dn+1 before the end of each block Cn, Cn+1. Such a curve is a block.
Similarly present for Cn-1 and Cn+2, but not shown.

FIG. 2 also shows each constant program signal P ₁
(n), P ₁ (n+1) and stop program signal P ₂
(n), the loops Bn, B'n and Bn+1, B'n+1 corresponding to the leads supplying P ₂ (n+1) are diagrammatically illustrated.

FIG. 3 is a diagram of ground equipment corresponding to a conventional block. A "normal block" is a block that does not exhibit any special characteristics.

This equipment generates a frequency signal FSn associated with this block Cn. This frequency signal FSn is fed to the transmission loop of this block Cn. The signal FSn picked up at the output of the ground equipment and fed to the loop Bn depends on the various signals on the block Cn received by the ground equipment.

The frequency generator GF generates two low frequency signals, viz.
a high-frequency signal F ₃ modulated by the normal mode signal F ₁ and the interference mode signal F ₂ and one or the other of the signals F ₁ , F ₂ according to the operation of the mode selector SM;
occurs. These three signals are the mode selector
Supplied to SM. The output of this mode selector is connected to an amplifier AM which supplies an output signal FSn.

Mode selector SM blocks in the direction of train travel.
Occupancy signal arising from block Cn+1 following Cn
Receive OCC(n+1). This occupancy signal occ
(n+1) is a logic signal defined as follows: Signal OCC(n+1) goes to the zero state if block Cn+1 is occupied or there is a reason that requires stopping the train in block Cn. ; Signal OCC(n+1) is in the state 1 if block Cn+1 is empty and there is no reason requiring the train to stop in block Cn.

The signal FSn supplied by amplifier AM is the signal
It is modulated by signal F ₁ for OCC(n+1)=1 and by signal F ₂ for signal OCC(n+1)=0. The signal FSn is connected to the amplifier AM by the signal AG=
If 0 is received, it is blocked.

The frequency generator GF is also amplified by the amplifier AM′ to provide the stop program signal PPn.
Generates _F4 . This signal PPn is supplied to the loop B'n and corresponds to the stop program P ₂ n. This signal is not modulated. It is a matter of the signal having the measurement frequency. This signal PPn is always present and disappears only in the event of a failure. This signal is used to detect the intersection in the loop B'n corresponding to the stop program.

Amplifier AM also receives a total stop signal AG originating from a central control point (not shown). This signal is used to control the stopping of all trains within a section or block. Signal AG is a logic signal,
If there is no need to stop, the state is 1. This signal AG is in a zero state when indicating a stop command.

According to Figure 4, the equipment installed on the train is an antenna that receives signals PPn and FSn which are combined by an emergency braking logic circuit CLF that emits an emergency signal Fn.
Has AN.

The logic circuit CLF includes a carrier detection device DP, which is connected on its input side to the antenna AN for receiving the signal FSn and on its output side to the logic gate ET ₁ (AND1) and supplies it with a carrier signal PFS.

The circuit CLF also includes a modulation detector DM that receives the signal FSn and generates a normal mode signal MFS and an interference mode signal MPP. The output MFS of the modulation detector DM is connected to the gate OU1 (OR1). Finally, the circuit includes a crossing detector DC which receives the signal FSn and produces a pulse signal corresponding to each crossing. This pulse signal without reference sign is the period between two intersection pulse signals to check whether the period TFS is longer than the limit period To.
Comparator to compare TFS with limit value To (not shown)
Granted to excess monitoring device DCS including. If no difference is confirmed, the overspeed device DCS will gate
Excess speed signal given to ET ₂ (AND2)
Generate SVFS.

For the signal FSn, the logic circuit CLF outputs a signal to provide pulse signals corresponding to different intersections.
It includes a cross detector DCA that receives PPn. The time interval TPP between two intersections is compared with a limit value T'o by an overspeed stop device DCSA to check whether the time Tpp is also greater than the time T'o. If no difference is confirmed, overspeed stop device DCSA
generates an overspeed stop signal SVPP which is supplied to the gate OU1 (OR1) at the same time as the normal mode signal MFS.

This circuit also includes a carrier detector DPA which receives the signal PPn and generates a carrier signal PPP which is applied to one input of a gate OU2 (OR2) having two inputs.
Contains. A second input receives the signal MFS. Gate OU1 (OR1) is connected to one of the inputs of gate _ET2 (AND2), the other input of gate _ET2 receiving the signal SVFS.

Gate ET ₂ (AND2) is connected to one input of gate ET ₁ with three inputs, another input of gate ET ₁ receives the signal PFS, and a third input is connected to gate OU2. Receive the output signal (no reference numerals) of .

Gate OU2 receives MFS and PPP at its inputs, so that in the absence of modulation of signal FSn, emergency braking is controlled by gate ET ₁ (AND1).

The combination of signals in the circuit CLF is switched by a logical combination when the signal FSn is modulated by the interference mode signal _F2 to take into account the signal PPn and in the detector DCSA the speed of the train is changed to block Cn.
This is like checking whether the speed is below the rated speed corresponding to the stop program associated with the stop program, that is, whether the signal Fn should be issued.

Since the layout of loops Bn and B′n is done as a function of a predetermined program that corresponds in particular to the properties of the trajectories, this program
It is defined in a certain manner by the intersection of B′n. The distances between the various intersections of the loops Bn, B'n are variable as a function of the constant speed program PIn and the stop speed program Pn. As a result of this control mode, the emergency braking logic circuit CLF is considerably simplified. This is because the normal overspeed device and the stop overspeed device compare the time required to cover the distance between the intersections of train loops Bn and B'n with a rated value To or T'o. These two values To and T′o are constants, although they can be made to be the same or unequal if necessary. These constants are related to passenger trains.
These constants can be the same for all trains, but they can also be different. In general, the logic damping circuit described above operates as follows; the signal FSn (hereinafter referred to as signal FS without the index n corresponding to the transmitted block for simplicity) is used for intersection detection, modulation detection, and carrier wave detection. Used for detection.

Detection of a crossing, accomplished by signal FS, commands an overspeed device, which determines the actual time it takes the train to cover the distance between two crossings.
TFS becomes greater or less than the reference value To. The overspeed device generates a logic signal SVFS, which goes to a zero state if the device detects overspeed (ie, the service time TFS is less than the rated time To). Conversely, if driving is normal and there is no excessive speed (i.e. time TFS is greater than To),
Signal SVFS is in the 1 state.

Similarly, signal FS is subjected to modulation detection. Signal FS
If is modulated in normal mode, this means that the next block is free. This modulation data is used to inhibit overspeed operations associated with the interference program, so that the overspeed curve _P2 cannot influence train operation.

Finally, the signal FS undergoes carrier detection. When no carrier is present, signal PFS is in a zero state, which is indicated by a logic zero state signal Fn that controls an emergency brake stop.

The signal PP of the interference program P ₂ is used to detect the intersections of the loops B'n forming the velocity curve P ₂ of the interference program in order to check whether there is an excess speed. Similarly, this signal section is subjected to carrier detection and, in the absence of a carrier, the modulated signal
When MFS is in the 0 state, it controls the signal PPP that generates the signal Fn that controls emergency braking.

The various signals provided by the components of the emergency braking logic circuit CLF can exist in parallel and are time-independent signals. It is not a matter of sequential signals; only the combination of these signals defines the state of signal Fn.

Generally, emergency braking control using signal Fn is performed under the following conditions.

1 PFS=0: The signal PFS of the carrier detector is itself at zero.

2 SVFS=0: Signal SVFS is in its own zero state.

3 SVPP=0 and MFS=0: Signal SVPP=0 and at the same time signal MFS equals 0: This corresponds to no normal mode. Conversely, normal mode prohibits the effect of SVPP=0.

4 PPP=0 and MFS=0: This corresponds to the control of the emergency brake in the band between the end of curve B'n of the interference program Pn and the end of block n. If the next block Cn+1 is occupied, the signal OCC(n+1) is in the zero state.

Incidentally, a train failure within a block is simulated when the preceding block is blocked due to a restriction command (OCC(n+1)=0).

[Brief explanation of the drawing]

FIG. 1A is a diagram showing the trajectory divided into blocks in the case of a buffer block and the stop speed program associated with this trajectory; FIG. 1B is a diagram similar to FIG. 1 for an installation without a buffer block; FIG. A diagram similar to the previous one in the case of a speed program in a system with movable and deformable blocks, FIG. FIG. 4 is a block diagram of the ground equipment for controlling the stop. FIG. 4 is a general diagram of the stop control equipment installed on the train. P ₁ ... Regular program, P ₂ ... Stop program, C...
Block, F ₁ ... Normal mode frequency, F ₂ ... Interference mode frequency, F ₃ ... Carrier frequency, GF... Frequency generator, AM... Amplifier, SM... Mode selector, AN... Antenna, Fn... Emergency braking signal, OCC ( n+1)...
Occupancy signal, OLF...emergency braking logic circuit, DP...carrier detector, MFS...normal mode signal, MPP...interference mode signal, DM...modulation detector, SVFS...overspeed signal, DCS...overspeed device, DCA...crossing detection device, PPP...carrier signal, DPA...carrier detector,
DCSA...Excess speed stop device, SVPP...Excess speed stop signal.

Claims (1)

[Scope of Claims] 1. A train stop control device comprising: (a) Ground equipment The ground equipment includes two loops Bn associated with each of a series of blocks representing a section of the track L;
B′n, normal mode frequency F ₁ , interference mode frequency
F ₂ and a frequency generator GF generating a carrier frequency F ₃ ; one of the two loops, Bn, receives a signal FSn of a first frequency for the normal program; the other B'n receives the signal FSn for the stop program. receives a signal PPn of a second frequency for each program; both loops constitute the intersection that constitutes the distance display for each program; the frequency generator GF receives a constant mode signal F ₁ if the next block is free or if the next block is occupied, the carrier frequency F ₃ modulated by the interference mode signal F ₂ is supplied to the mode selector SM connected to the amplifier AM, and the first the frequency generator GF provides a second frequency signal FSn that makes it possible to read the stop program;
(b) Train-mounted equipment The train-mounted equipment consists of a logic circuit or CLF that provides an emergency braking signal Fn as a function of said first and second frequency signals FSn, PPn received by the antenna AN; The logic circuit detects the signals at the first and second frequencies, and when the logic circuit detects a signal corresponding to an interference mode, activates a control on the signal forming a stop program to move the train within a block. Or, have multiple trains stop within each block. 2 The logic circuit includes a carrier wave detector DP that receives a signal FSn of a first frequency and generates a first carrier signal PFS, a carrier wave detector DP that receives a signal FSn of a first frequency and generates a normal mode signal MFS and an interference mode signal. a modulation detector DM that receives the first frequency signal FSn and supplies it to an overspeed device DCS that generates an overspeed logic signal SVFS; a cross detector DC that generates a second carrier signal PPP; a carrier wave detector DPA receiving a signal PPn at a second frequency for the purpose of detecting the interference; and a first carrier signal PFS, a normal mode signal MFS,
Interference mode signal MPP, overspeed logic signal SVFS,
receiving a second carrier signal PPP and an interfering program overspeed signal SVPP; and receiving an emergency braking signal.
A train stop control device according to claim 1, which includes logic elements OU ₁ , OU ₂ , ET ₂ , and ET ₁ that generate Fn.