EP0032581B2 - Device for determining the indication of a signal to be conveyed to a railway traction vehicle - Google Patents
Device for determining the indication of a signal to be conveyed to a railway traction vehicle Download PDFInfo
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- EP0032581B2 EP0032581B2 EP80108134A EP80108134A EP0032581B2 EP 0032581 B2 EP0032581 B2 EP 0032581B2 EP 80108134 A EP80108134 A EP 80108134A EP 80108134 A EP80108134 A EP 80108134A EP 0032581 B2 EP0032581 B2 EP 0032581B2
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- Prior art keywords
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/04—Electrical locking and release of the route; Electrical repeat locks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/08—Order transmission and reception arrangements for giving or withholding permission
Definitions
- the invention relates to a device according to the preamble of claim 1.
- the signal term to be activated on a light signal is derived from the combination of the start and destination button actuated for the route position.
- a specific signal term is assigned to each possible key combination.
- This method of selecting signal terms has disadvantages, particularly when an entire route is composed of several partial routes, as is the case, for example, with train routes across several signal box districts.
- the signal term to be transmitted to a locomotive apart from special cases, is determined by the switches in the route and the length of the slip path in question. The permissible maximum speed can be specified for each position of each turnout and for each slide.
- the speed values specified for the individual route elements of a train route to be set are to be evaluated in order to determine the signal term to be transmitted to an approaching train according to the rule: the lowest speed statement determines the signal term.
- the lowest speed statement determines the signal term.
- the route elements involved in the route are stimulated to deliver the speed statement assigned to them.
- the various speed statements are received, checked and evaluated by a central receiving device, the so-called signal selection group.
- the result of this evaluation, the lowest speed statement in each case, is then given via a ring line system to the relevant signal group of the route start element that is ready to receive.
- the transmission of the signal term determined in this way to the approaching train takes place optically by means of light signals and / or electrically by train control devices which preferably act in a punctiform manner.
- the described process of signal selection is brief.
- the central receiving device is occupied for a maximum of 0.5 seconds.
- there may be an undesired waiting dependency of several routes waiting for signal selection since any number of routes can work out their speed concept at the same time, but the central signal selection group is only available once and is used in a time-multiplexed manner.
- the entire signal box is affected because none of the light signals or the point-acting train control devices can be controlled.
- Speed values are fed into the track line system from the respective target element of a route, which - when they reach the start element - lead to the activation of a very specific signal term. So z. For example, if the target element showing “Halt” on the starting element of the route, the yellow signal is switched on and if the target element showing “Green” on the starting element of the route the green signal.
- This system of signal concept selection is rigid in itself; it does not take into account that the danger point covered by a signal lies behind the signal location in the direction of travel and that the distance between the danger point and the signal location - the so-called slip path - can be of different sizes. A signal with a longer slip path can be approached by an approaching train set but at a higher driving speed than a signal with a shorter slip path.
- the object of the present invention is to provide a device according to the preamble of claim 1, which for the determination of a signal term to be transmitted from a large number of possible signal terms without an elaborate multi-core track cable system for the advancement of speed values, which requires the determination of the transmitting signal term includes the distance between the respective target element and the associated danger point and which feeds the output switching means of the route start element directly to the signal term to be displayed in each case.
- the invention solves this problem by the features specified in the characterizing part of the main claim.
- the drawing shows schematically those route elements that are involved in the determination of the signal term to be activated on signal A or transmitted to a train by a train control device when a route is switched from signal A to signal B.
- these are the switches W1 to W3 in the route.
- different maximum speeds are specified for these switches, which are entered in an upper field of the route element groups EGW1 to EGW3 shown schematically below the switch symbols.
- a maximum speed is specified for the selected slip path target.
- the destination element of the driveway now switches a flag for the maximum speed that it permits to a dedicated line SL, via which the guideway elements in the guideway are connected to the starting element of the driveway.
- the indicator “60” fed in at the target element may reach the element group EGW1 of the switch W1 lying in the route via further route elements, not shown, which do not participate in the selection of the signal concept.
- a permissible maximum speed «80» is specified for this switch W1.
- the indicator "60" supplied to the element group EGW1 by the route target element B is significantly lower than the maximum speed "80" applicable to the route element W1.
- the received “60” indicator is therefore switched to the EGW2 element group that follows the track plan according to the route plan.
- a maximum speed of “60” is specified for the associated route element. Since the number plate received is not larger than the number plate stamped on the element group, the number plate is switched in the direction of the starting element of the route. In this case, it may reach the element group EGW3 of the switch W3 via further element groups not involved in the signal selection. This switch can be driven at a maximum speed of “40”. The number "60” assigned to the element group is much larger than the maximum speed permitted for the W3 track element. The element group EGW3 therefore evaluates the received license plate to the number stamped on it and switches this devalued license plate in the direction of the starting element of the route.
- the identifier received by the element group EGS of the start element represents the signal term to be switched on or transmitted on signal A, or it is proportional to the signal term to be switched on.
- each identifier is represented by a defined number of pulses, the number of pulses per identifier increasing with increasing size of the associated speed value.
- the transmitted indicators in the individual element groups can easily be devalued to lower values.
- Another, likewise advantageous variant for the design of the indicator provides for preferably using binary-coded pulse sequences for the different speed values, each of which is announced by a synchronous pulse; the higher-value pulse telegram is assigned to the higher speed value.
- the device according to the invention for determining the signal term to be transmitted to the locomotive of a train approaching the starting element of a route makes higher availability achievable compared to the previously usual devices because a central device is no longer used, as is the case with the systems customary today, but decentralized signal definition in the individual track elements. A possible malfunction remains limited to the disturbed route element or the routes in which the disturbed route element is included.
- route elements to be included in a route are connected to one another via a dedicated line.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Fluidized-Bed Combustion And Resonant Combustion (AREA)
Abstract
Description
Die Erfindung bezieht sich auf eine Einrichtung nach dem Oberbegriff des Patentanspruches 1.The invention relates to a device according to the preamble of claim 1.
Bei älteren Stellwerksanlagen, bei denen die sogenannte Dr-Technik angewendet wird, wird der an einem Lichtsignal anzuschaltende Signalbegriff aus der Kombination der jeweils für die Fahrstrassenstellung betätigten Start- und Zieltaste abgeleitet. Jeder möglichen Tastenkombination ist ein bestimmter Signalbegriff zugeordnet. Dieses Verfahren der Signalbegriffswahl hat Nachteile, insbesondere dann, wenn eine Gesamtfahrstrasse aus mehreren Teilfahrstrassen zusammengesetzt wird, wie es beispielsweise bei Zugfahrstrassen über mehrere Stellwerksbezirke der Fall ist. Bei der neueren Spurplandrucktastenstellwerkstechnik geht man deshalb von der Überlegung aus, dass der an ein Triebfahrzeug zu übertragende Signalbegriff, von Sonderfällen abgesehen, von den Weichen im Fahrweg und der Länge des in Frage kommenden Durchrutschweges bestimmt wird. Für jede Lage einer jeden Weiche und für jeden Durchrutschweg kann die zulässige Höchstgeschwindigkeit angegeben werden. Die für die einzelnen Fahrwegelemente einer einzustellenden Zugstrasse vorgegebenen Geschwindigkeitswerte sind für die Bestimmung des sich einem nähernden Zug zu übermittelnden Signalbegriffes auszuwerten nach der Regel: die niedrigste Geschwindigkeitsaussage bestimmt den Signalbegriff. Um diese niedrigste Geschwindigkeitsaussage herzuleiten, werden nach dem Festlegen einer Fahrstrasse die an der Fahrstrasse beteiligten Fahrwegelemente zur Abgabe der ihnen zugeordneten Geschwindigkeitsaussage angeregt. Die verschiedenen Geschwindigkeitsaussagen werden von einer zentralen Empfangseinrichtung, der sogenannten Signalwahlgruppe empfangen, überprüft und ausgewertet. Das Ergebnis dieser Auswertung, die jeweils niedrigsten Geschwindigkeitsaussage, wird dann über ein Ringleitungssystem zu der betreffenden empfangsbereiten Signalgruppe des Fahrstrassenstartelementes gegeben. Die Übertragung des so bestimmten Signalbegriffes an den sich nähernden Zug erfolgt optisch durch Lichtsignale und/oder elektrisch durch vorzugsweise punktförmig wirkende Zugbeeinflussungseinrichtungen.In older interlocking systems, in which the so-called DR technology is used, the signal term to be activated on a light signal is derived from the combination of the start and destination button actuated for the route position. A specific signal term is assigned to each possible key combination. This method of selecting signal terms has disadvantages, particularly when an entire route is composed of several partial routes, as is the case, for example, with train routes across several signal box districts. With the newer track plan pushbutton interlocking technology, it is therefore assumed that the signal term to be transmitted to a locomotive, apart from special cases, is determined by the switches in the route and the length of the slip path in question. The permissible maximum speed can be specified for each position of each turnout and for each slide. The speed values specified for the individual route elements of a train route to be set are to be evaluated in order to determine the signal term to be transmitted to an approaching train according to the rule: the lowest speed statement determines the signal term. In order to derive this lowest speed statement, after defining a route, the route elements involved in the route are stimulated to deliver the speed statement assigned to them. The various speed statements are received, checked and evaluated by a central receiving device, the so-called signal selection group. The result of this evaluation, the lowest speed statement in each case, is then given via a ring line system to the relevant signal group of the route start element that is ready to receive. The transmission of the signal term determined in this way to the approaching train takes place optically by means of light signals and / or electrically by train control devices which preferably act in a punctiform manner.
Der geschilderte Vorgang der Signalwahl ist kurzzeitig. Die zentrale Empfangseinrichtung ist maximal 0,5 sec. belegt. Trotz dieser relativ kurzen Belegungszeit kann es zu einer unerwünschten Warteabhängigkeit mehrerer zur Signalwahl anstehender Fahrstrassen kommen, da beliebig viele Fahrstrassen ihren Geschwindigkeitsbegriff gleichzeitig erarbeiten können, die zentrale Signalwahlgruppe aber nur einmal vorhanden ist und zeitmultiplex ausgenutzt wird.The described process of signal selection is brief. The central receiving device is occupied for a maximum of 0.5 seconds. Despite this relatively short occupancy time, there may be an undesired waiting dependency of several routes waiting for signal selection, since any number of routes can work out their speed concept at the same time, but the central signal selection group is only available once and is used in a time-multiplexed manner.
Bei einem Ausfallen der zentralen Signalwahlgruppe ist das gesamte Stellwerk betroffen, weil keines der Lichtsignale bzw. der punktförmig wirkenden Zugbeeinflussungseinrichtungen mehr steuerbar ist.If the central signal selection group fails, the entire signal box is affected because none of the light signals or the point-acting train control devices can be controlled.
Dieser Nachteil wird bei einer Schaltung für die Signalbegriffswahl bei Lichtsignalen in Spurplanstellwerken (DE-OS 1455434) dadurch vermieden, dass die Signalbegriffe dezentral gebildet werden. Bei dieser bekannten Schaltung speist eine dem jeweiligen Zielelement einer Fahrstrasse zugeordnete Elementgruppe mehrere unterschiedliche Geschwindigkeitswerte zwischen einem geringstmöglichen und einem vom Signalbegriff des jeweiligen Zielelementes bestimmten höchstmöglichen Wert in ein mehradriges Spurkabelsystem ein, über das diese Werte spurplanmässig von Elementgruppe zu Elementgruppe in Richtung auf die dem Startelement der Fahrstrasse zugeordnete Elementgruppe fortschaltbar sind. Dabei werden einzelne der Geschwindigkeitswerte in den einzelnen Elementgruppen durch Auftrennen von Schaltverbindungen ausgeblendet, wenn für die betreffende Elementgruppe selbst nur eine niedrigere Fahrgeschwindigkeit zulässig ist als ihr von der zum Fahrstrassenziel hin folgenden Elementgruppe angeboten wird. In der Startelementgruppe werden die Spurleitungen auf von der Zielelementgruppe her anliegende Potentiale geprüft und aus den ihr zugeführten Potentialen bestimmt eine dem Startelement der Fahrstrasse zugeordnete Auswahlschaltung den vom Startelement jeweils anzuschaltenden Signalbegriff.This disadvantage is avoided in a circuit for the choice of signal terms for light signals in track layout signal boxes (DE-OS 1455434) in that the signal terms are formed decentrally. In this known circuit, an element group assigned to the respective target element of a route feeds several different speed values between a lowest possible value and a highest possible value determined by the signal concept of the respective target element into a multi-core track cable system, via which these values are tracked from element group to element group in the direction of the starting element element group assigned to the route can be advanced. Some of the speed values in the individual element groups are hidden by disconnecting switching connections if only a lower driving speed is permitted for the element group in question than is offered by the element group following the route destination. In the start element group, the track lines are checked for potentials present from the target element group, and a selection circuit assigned to the start element of the route determines the signal term to be activated by the start element from the potentials supplied to them.
Vom jeweiligen Zielelement einer Fahrstrasse werden in das Spurleitungssystem Geschwindigkeitswerte eingespeist (dargestellt durch Potentiale auf den einzelnen Spurleitungen), die - wenn sie das Startelement erreichen - dort zum Anschalten eines ganz bestimmten Signalbegriffes führen. So wird z. B. bei «Halt» zeigendem Zielelement am Startelement der Fahrstrasse das Gelbsignal und bei «Grün» zeigendem Zielelement am Startelement der Fahrstrasse das Grünsignal angeschaltet. Dieses System der Signalbegriffswahl ist in sich starr; es berücksichtigt nicht, dass der von einem Signal gedeckte Gefahrenpunkt in Fahrrichtung hinter dem Signalstandort liegt und dass der Abstand zwischen dem Gefahrenpunkt und dem Signalstandort - der sogenannte Durchrutschweg - verschieden gross sein kann. Ein Signal mit einem längeren Durchrutschweg kann von einem sich nähernden Zugverband aber mit einer höheren Fahrgeschwindigkeit angefahren werden als ein Signal mit kürzerem Durchrutschweg.Speed values (represented by potentials on the individual track lines) are fed into the track line system from the respective target element of a route, which - when they reach the start element - lead to the activation of a very specific signal term. So z. For example, if the target element showing “Halt” on the starting element of the route, the yellow signal is switched on and if the target element showing “Green” on the starting element of the route the green signal. This system of signal concept selection is rigid in itself; it does not take into account that the danger point covered by a signal lies behind the signal location in the direction of travel and that the distance between the danger point and the signal location - the so-called slip path - can be of different sizes. A signal with a longer slip path can be approached by an approaching train set but at a higher driving speed than a signal with a shorter slip path.
Aufgabe der vorliegenden Erfindung ist es, eine Einrichtung nach dem Oberbegriff des Patentanspruches 1 anzugeben, die für die Bestimmung eines zu übertragenden Signalbegriffes aus einer Vielzahl möglicher Signalbegriffe ohne ein aufwendiges mehradriges Spurkabelsystem für die Fortschaltung von Geschwindigkeitswerte repräsentierenden Kennzeichen auskommt, die in die Bestimmung des zu übertragenden Signalbegriffes den Abstand zwischen dem jeweiligen Zielelement und dem zugehörigen Gefahrenpunkt einbezieht und die den Ausgabeschaltmitteln des Fahrtstrassenstartelementes den jeweils anzuzeigenden Signalbegriff direkt zuführt. Die Erfindung löst diese Aufgabe durch die im Kennzeichen des Hauptanspruches angegebenen Merkmale.The object of the present invention is to provide a device according to the preamble of claim 1, which for the determination of a signal term to be transmitted from a large number of possible signal terms without an elaborate multi-core track cable system for the advancement of speed values, which requires the determination of the transmitting signal term includes the distance between the respective target element and the associated danger point and which feeds the output switching means of the route start element directly to the signal term to be displayed in each case. The invention solves this problem by the features specified in the characterizing part of the main claim.
Die Erfindung wird nachstehend an Hand eines in der Zeichnung dargestellten Ausführungsbeispieles näher erläutert.The invention is explained below with reference to an embodiment shown in the drawing.
Die Zeichnung zeigt schematisch diejenigen Fahrwegelemente, die beim Stellen einer Fahrstrasse vom Signal A zum Signal B an der Bestimmung des am Signal A anzuschaltenden oder durch eine Zugbeeinflussungseinrichtung an einen Zug zu übertragenden Signalbegriffes beteiligt sind. Es sind dies neben dem Zielelement die im Fahrweg liegenden Weichen W1 bis W3. Für diese Weichen sind abhängig von der jeweiligen Weichenlage und dem Krümmungsradius der Weichen unterschiedliche Höchstgeschwindigkeiten vorgegeben, die in einem oberen Feld der unterhalb der Weichensymbole schematisch dargestellten Fahrwegelementgruppen EGW1 bis EGW3 eingetragen sind.The drawing shows schematically those route elements that are involved in the determination of the signal term to be activated on signal A or transmitted to a train by a train control device when a route is switched from signal A to signal B. In addition to the target element, these are the switches W1 to W3 in the route. Depending on the respective switch position and the radius of curvature of the switches, different maximum speeds are specified for these switches, which are entered in an upper field of the route element groups EGW1 to EGW3 shown schematically below the switch symbols.
Oberhalb der Elementgruppe EGZ für das Zielelement der Fahrstrasse ist eine bei dem jeweils angewählten Durchrutschwegziel zulässige Höchstgeschwindigkeit angegeben. Das Zielelement der Fahrstrasse schaltet nun ein Kennzeichen für die von ihr zulässige Höchstgeschwindigkeit auf eine Standleitung SL, über die die im Fahrweg liegenden Fahrwegelemente bis hin zum Startelement der Fahrstrasse verbunden sind. Das am Zielelement eingespeiste Kennzeichen «60» gelangt gegebenenfalls über weitere nicht dargestellte Fahrwegelemente, die bei der Signalbegriffswahl nicht mitwirken, auf die Elementgruppe EGW1 der im Fahrweg liegenden Weiche W1. Für diese Weiche W1 ist eine zulässige Höchstgeschwindigkeit «80» vorgegeben. Das der Elementgruppe EGW1 vom Fahrstrassenzielelement B zugeführte Kennzeichen «60» liegt deutlich unter der für das Fahrstrassenelement W1 geltenden Höchstgeschwindigkeit «80». Das empfangene Kennzeichen «60» wird deshalb auf die im Fahrweg spurplanmässig folgende Elementgruppe EGW2 geschaltet. Für das zugehörige Fahrwegelement ist eine Höchstgeschwindigkeit von «60» vorgegeben. Da das empfangene Kennzeichen nicht grösser ist als das der Elementgruppe eingeprägte Kennzeichen, wird das Kennzeichen in Richtung auf das Startelement der Fahrstrasse weitergeschaltet. Dabei gelangt es gegebenenfalls über weitere an der Signalwahl nicht beteiligte Elementgruppen auf die Elementgruppe EGW3 der Weiche W3. Diese Weiche darf mit einer Höchstgeschwindigkeit «40» befahren werden. Das der Elementgruppe zugeführte Kennzeichen «60» ist sehr viel grösser als die für das Fahrwegelement W3 zulässige Höchstgeschwindigkeit. Die Elementgruppe EGW3 wertet deshalb das empfangene Kennzeichen auf das ihr eingeprägte Kennzeichen ab und schaltet dieses abgewertete Kennzeichen in Richtung auf das Startelement der Fahrstrasse weiter. Das von der Elementgruppe EGS des Startelementes empfangene Kennzeichen stellt den am Signal A anzuschaltenden bzw. zu übertragenden Signalbegriff dar bzw. es ist dem anzuschaltenden Signalbegriff proportional.Above the element group EGZ for the target element of the route, a maximum speed is specified for the selected slip path target. The destination element of the driveway now switches a flag for the maximum speed that it permits to a dedicated line SL, via which the guideway elements in the guideway are connected to the starting element of the driveway. The indicator “60” fed in at the target element may reach the element group EGW1 of the switch W1 lying in the route via further route elements, not shown, which do not participate in the selection of the signal concept. A permissible maximum speed «80» is specified for this switch W1. The indicator "60" supplied to the element group EGW1 by the route target element B is significantly lower than the maximum speed "80" applicable to the route element W1. The received “60” indicator is therefore switched to the EGW2 element group that follows the track plan according to the route plan. A maximum speed of “60” is specified for the associated route element. Since the number plate received is not larger than the number plate stamped on the element group, the number plate is switched in the direction of the starting element of the route. In this case, it may reach the element group EGW3 of the switch W3 via further element groups not involved in the signal selection. This switch can be driven at a maximum speed of “40”. The number "60" assigned to the element group is much larger than the maximum speed permitted for the W3 track element. The element group EGW3 therefore evaluates the received license plate to the number stamped on it and switches this devalued license plate in the direction of the starting element of the route. The identifier received by the element group EGS of the start element represents the signal term to be switched on or transmitted on signal A, or it is proportional to the signal term to be switched on.
Die vom Fahrstrassenziel aus über die spurplanmässig in eine Fahrstrasse eingezogenen Fahrwegelemente geschalteten und dort gegebenenfalls abgewerteten Kennzeichen können durch beliebige Informationen dargestellt sein. Eine vorteilhafte Ausführungsform der Erfindung sieht vor, dass jedes Kennzeichen durch eine definierte Anzahl von Impulsen dargestellt ist, wobei die Anzahl der Impulse je Kennzeichen mit zunehmender Grösse des zugehörigen Geschwindigkeitswertes ansteigt. Durch Unterdrücken einzelner Impulse lassen sich die übermittelten Kennzeichen in den einzelnen Elementgruppen leicht auf geringere Werte abwerten. Eine andere, ebenfalls vorteilhafte Variante für die Ausbildung des Kennzeichens sieht vor, vorzugsweise binär codierte und von jeweils einem Synchronimpuls angekündigte Impulsfolgen für die verschiedenen Geschwindigkeitswerte zu verwenden; das jeweils höherwertige Impulstelegramm ist dabei dem jeweils höheren Geschwindigkeitswert zugeordnet.The number plates which are switched from the route destination via the route elements drawn into a route according to the track plan and possibly devalued there can be represented by any information. An advantageous embodiment of the invention provides that each identifier is represented by a defined number of pulses, the number of pulses per identifier increasing with increasing size of the associated speed value. By suppressing individual impulses, the transmitted indicators in the individual element groups can easily be devalued to lower values. Another, likewise advantageous variant for the design of the indicator provides for preferably using binary-coded pulse sequences for the different speed values, each of which is announced by a synchronous pulse; the higher-value pulse telegram is assigned to the higher speed value.
Die erfindungsgemässe Einrichtung zum Bestimmen des an das Triebfahrzeug eines sich dem Startelement einer Fahrstrasse nähernden Zuges zu übertragenden Signalbegriffes macht gegenüber den bisher üblichen Einrichtungen eine höhere Verfügbarkeit erreichbar, weil nicht mehr wie bei den heute üblichen Systemen eine zentrale Einrichtung Verwendung findet, sondern die Signalbegriffsbestimmung dezentral in den einzelnen Fahrwegelementen erfolgt. Eine eventuelle Störung bleibt auf das gestörte Fahrwegelement bzw. diejenigen Fahrstrassen beschränkt, in die das gestörte Fahrwegelement einbezogen ist.The device according to the invention for determining the signal term to be transmitted to the locomotive of a train approaching the starting element of a route makes higher availability achievable compared to the previously usual devices because a central device is no longer used, as is the case with the systems customary today, but decentralized signal definition in the individual track elements. A possible malfunction remains limited to the disturbed route element or the routes in which the disturbed route element is included.
Bei dem in der Zeichnung dargestellten Ausführungsbeispiel ist angenommen, dass die in eine Fahrstrasse einzubeziehenden Fahrwegelemente über eine Standleitung miteinander verbunden sind. Es ist aber auch möglich, die Verbindung von Fahrwegelement zu Fahrwegelement erst dann aufzubauen, wenn ein Kennzeichen zur Fortschaltung ansteht.In the embodiment shown in the drawing, it is assumed that the route elements to be included in a route are connected to one another via a dedicated line. However, it is also possible to establish the connection from the route element to the route element only when an indicator for advancement is pending.
Claims (3)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT80108134T ATE9775T1 (en) | 1980-01-16 | 1980-12-22 | DEVICE FOR DETERMINING THE SIGNAL ASPECT TO BE TRANSMITTED TO A RAILWAY TRACTION VEHICLE. |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3001440 | 1980-01-16 | ||
| DE3001440A DE3001440C2 (en) | 1980-01-16 | 1980-01-16 | Device for determining the signal aspect to be transmitted to a railroad locomotive |
Publications (4)
| Publication Number | Publication Date |
|---|---|
| EP0032581A2 EP0032581A2 (en) | 1981-07-29 |
| EP0032581A3 EP0032581A3 (en) | 1981-10-07 |
| EP0032581B1 EP0032581B1 (en) | 1984-10-10 |
| EP0032581B2 true EP0032581B2 (en) | 1989-01-18 |
Family
ID=6092203
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP80108134A Expired EP0032581B2 (en) | 1980-01-16 | 1980-12-22 | Device for determining the indication of a signal to be conveyed to a railway traction vehicle |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US4381094A (en) |
| EP (1) | EP0032581B2 (en) |
| AT (1) | ATE9775T1 (en) |
| DE (2) | DE3001440C2 (en) |
| ZA (1) | ZA81264B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4032722A1 (en) * | 1990-10-15 | 1992-04-16 | Siemens Ag | METHOD FOR PRESENTING SPEEDS ON LIGHT SIGNALS |
| DE4434375A1 (en) * | 1994-09-15 | 1996-03-21 | Siemens Ag | Method for specifying driving speeds on a light signal |
| EP3323693A1 (en) * | 2016-11-21 | 2018-05-23 | Siemens Schweiz AG | Train-oriented route securing logic for train safety installations |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2780300A (en) * | 1955-08-09 | 1957-02-05 | Millard L Beyer | Remote variable control of vehicle speed |
| DE1455434B2 (en) * | 1963-11-27 | 1970-07-02 | International Standard Electric Corp., New York, N.Y. (V.St.A.) | Circuit arrangement for selecting signal aspects of different values for light signals in lane plan signal boxes |
| US3402289A (en) * | 1966-12-29 | 1968-09-17 | Gen Electric | Automatic control system for vehicles incorporating a ranging system for vehicle traffic safety control |
| FR1579467A (en) * | 1967-08-18 | 1969-08-29 | ||
| AT282688B (en) * | 1968-05-27 | 1970-07-10 | Republik Oesterreich Vertreten | Switching arrangement for the transmission of information, in particular for the control of signals |
| DE2228947A1 (en) * | 1972-06-14 | 1973-12-20 | Siemens Ag | ARRANGEMENT IN RAILWAY SYSTEMS |
| US3908939A (en) * | 1974-02-21 | 1975-09-30 | United States Steel Corp | Crane trolley speed limiter |
-
1980
- 1980-01-16 DE DE3001440A patent/DE3001440C2/en not_active Expired
- 1980-12-22 DE DE8080108134T patent/DE3069431D1/en not_active Expired
- 1980-12-22 AT AT80108134T patent/ATE9775T1/en not_active IP Right Cessation
- 1980-12-22 EP EP80108134A patent/EP0032581B2/en not_active Expired
-
1981
- 1981-01-08 US US06/223,271 patent/US4381094A/en not_active Expired - Fee Related
- 1981-01-15 ZA ZA00810264A patent/ZA81264B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| EP0032581A3 (en) | 1981-10-07 |
| EP0032581A2 (en) | 1981-07-29 |
| DE3001440A1 (en) | 1981-07-23 |
| US4381094A (en) | 1983-04-26 |
| ZA81264B (en) | 1982-01-27 |
| DE3069431D1 (en) | 1984-11-15 |
| DE3001440C2 (en) | 1982-04-08 |
| ATE9775T1 (en) | 1984-10-15 |
| EP0032581B1 (en) | 1984-10-10 |
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