EP0057632B1 - Control method for a train with automatic operation - Google Patents

Control method for a train with automatic operation Download PDF

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Publication number
EP0057632B1
EP0057632B1 EP82400128A EP82400128A EP0057632B1 EP 0057632 B1 EP0057632 B1 EP 0057632B1 EP 82400128 A EP82400128 A EP 82400128A EP 82400128 A EP82400128 A EP 82400128A EP 0057632 B1 EP0057632 B1 EP 0057632B1
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EP
European Patent Office
Prior art keywords
train
loop
receiver
rails
zone
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP82400128A
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German (de)
French (fr)
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EP0057632A2 (en
EP0057632A3 (en
Inventor
Jean Salmon
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jeumont Schneider SA
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Jeumont Schneider SA
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Filing date
Publication date
Application filed by Jeumont Schneider SA filed Critical Jeumont Schneider SA
Publication of EP0057632A2 publication Critical patent/EP0057632A2/en
Publication of EP0057632A3 publication Critical patent/EP0057632A3/en
Application granted granted Critical
Publication of EP0057632B1 publication Critical patent/EP0057632B1/en
Expired legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/221—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using track circuits

Definitions

  • the present invention relates to a method of controlling a railway vehicle running in automatic driving on a railway track shared in transmission zones, possibly independent of the cantons defined for the track circuits (at least, when these are of the “ without joint ”).
  • the receiver, on board the rail vehicle is connected to a voltage variation detector allowing it to precisely detect its passage over the transverse elements of the conductive turn disposed between the two rows of rails; in addition, a transmitter tuned to a second frequency is also on board and is arranged so as to induce a current in the rows of rails and, consequently, in the conductive turn so as to cause variations in the voltage induced in the turn , two other resonant circuits tuned to this second frequency being connected between the two rows of rails together with the first two.
  • the variations in the alternating supply voltage of the turn further constitute negative redundant information of the presence of a vehicle on the transmission zone.
  • This method has the particular advantage of using existing devices and superimposed on conventional track circuits.
  • it makes it possible to ensure, on board the vehicle, the necessary corrections to the odometers whose accuracy is required in automatic piloting, and to deliver, to the central control station, information making it possible to locate any vehicle at any time on one lane, with redundant information, which is very important if we want to reduce the distance between each vehicle.
  • Figures 1 and 2 schematically represent a device implementing the method according to the invention, device respectively installed on the ground and on board the railway vehicle.
  • a turn 6 is arranged between the rows of rails 1 and 2 in the immediate vicinity of the downstream shunt.
  • This coil 6 is supplied by a transmitter circuit comprising a generator 7 of alternating signals serving as a carrier wave for the information to be transmitted, connected to a modulator 8.
  • the modulated signals are applied to the coil 6 via a transformer 9 acting as an impedance adapter and circuit breaker.
  • the turn 6 therefore induces in the rails, an alternating signal which will be received on board the rail vehicle 16 entering the transmission zone, by means of the receiver part of the two transceivers 10 and 11 with which it is provided downstream of its front wheels 12, 13 forming a shunt via the axle 14.
  • the use of two transceivers is advantageous to allow operation in differential mode when receiving, therefore safer, edge.
  • the transmitting part of the on-board transceivers 10, 11 continuously transmits an alternating signal which is induced in the rails 1, 2 and, therefore, picked up by the coil 6.
  • An alternating signal generator 15 is onboard at this effect.
  • the operation of the control device is as follows:
  • a controlled limitation of the current delivered by the generator to the ground 7 allows, in addition to the protection of the equipment, to drop the supply voltage of the loop when approaching the rail vehicle.
  • the combination of these two positive and negative vehicle presence information allows a device on the ground to possibly interrupt the transmission in the transmission block, and to transmit in the downstream block while ensuring the continuity of the transmission for the on-board receivers.
  • the on-board receivers When the head of the rail vehicle 16 passes over each of the transverse parts of the turn 6, the on-board receivers are able to detect them with precision, and allow the rail vehicle to correct its location. Conversely, the passage of the on-board transmitters above the turn allows the device on the ground to accurately detect the position of the rail vehicle.
  • This logical information is transmitted respectively to the ground to a central control station 20, not shown, and, on board, to a local piloting unit 21. With such a method, the information transmitted over a determined area is only valid for the train. traveling in this area since the very presence of the train prevents the signals from spreading behind it. In fact, because there is no possible longitudinal crosstalk, it is possible to use only one frequency on the ground to supply the different turns 6 of the same railroad track.

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  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

La présente invention concerne un procédé de contrôle d'un véhicule ferroviaire circulant en conduite automatique sur une voie ferrée partagée en zones de transmission, éventuellement indépendantes des cantons définis pour les circuits de voie (tout au moins, lorsque ceux-ci sont du type « sans joint »).The present invention relates to a method of controlling a railway vehicle running in automatic driving on a railway track shared in transmission zones, possibly independent of the cantons defined for the track circuits (at least, when these are of the “ without joint ”).

On connaît le dispositif de transmission d'informations par les rails d'une voie à destination de véhicules ferroviaires circulant sur cette voie, décrit dans le brevet français 2431 409. Ce dispositif comporte :

  • - sur la voie, pour chaque zone de transmission d'informations :
    • un générateur de signaux alternatifs à une fréquence déterminée qui constitue la fréquence porteuse des informations à transmettre auxvéhi- cules, cette fréquence étant choisie à l'extérieur des bandes de fréquences utilisées dans les circuits de voie,
    • un modulateur de ces signaux,
    • un organe de commande du modulateur de manière que ces signaux soient modulés en fonction des informations à transmettre,
    • au moins une spire conductrice isolée disposée en forme de cadre entre les deux files de rails, près de l'extrémité aval de la zone de transmission d'informations,
    • un transformateur adaptateur d'impédance et de séparation de circuits dont le primaire reçoit les signaux modulés et dont le secondaire est relié aux bornes de la spire en forme de cadre,
    • deux circuits résonnants, accordés sur la fréquence porteuse, branchés entre les deux files de rails, l'un à l'extrémité aval et l'autre à l'extrémité amont de la zone de transmission d'informations, - à bord de chaque véhicule, des moyens de réception accordés sur la fréquence porteuse des informations. Le procédé de contrôle selon l'invention, met en oeuvre un tel dispositif qui, outre ses fonctions de transmission d'informations, présente l'avantage de permettre la détection d'un véhicule circulant dans une zone de transmission déterminée par l'adjonction d'un nombre limité de composants.
The device for transmitting information via the rails of a track intended for railway vehicles traveling on this track is known, described in French patent 2431 409. This device comprises:
  • - on the track, for each information transmission zone:
    • an alternating signal generator at a determined frequency which constitutes the carrier frequency of the information to be transmitted to the vehicles, this frequency being chosen outside the frequency bands used in the track circuits,
    • a modulator of these signals,
    • a modulator control unit so that these signals are modulated as a function of the information to be transmitted,
    • at least one insulated conductive turn arranged in the form of a frame between the two rows of rails, near the downstream end of the information transmission zone,
    • a transformer for impedance and separation of circuits whose primary receives the modulated signals and whose secondary is connected to the terminals of the turn in the form of a frame,
    • two resonant circuits, tuned to the carrier frequency, connected between the two rows of rails, one at the downstream end and the other at the upstream end of the information transmission area, - on board each vehicle , means of reception granted on the carrier frequency of the information. The control method according to the invention uses such a device which, in addition to its information transmission functions, has the advantage of allowing the detection of a vehicle traveling in a transmission zone determined by the addition of 'a limited number of components.

Selon l'invention, le récepteur, embarqué à bord du véhicule ferroviaire est connecté à un détecteur de variation de tension lui permettant de détecter précisément son passage au-dessus des éléments transversaux de la spire conductrice disposée entre les deux files de rails ; en plus, un émetteur accordé sur une seconde fréquence est également embarqué et, est disposé de manière à induire un courant dans les files de rails et, par suite, dans la spire conductrice de manière à entraîner des variations de la tension induite dans la spire, deux autres circuits résonnants accordés sur cette seconde fréquence étant branchés entre les deux files de rails ensemble avec les deux premiers. Les variations de la tension alternative d'alimentation de la spire constituent en outre une information redondante négative de la présence d'un véhicule sur la zone de transmission.According to the invention, the receiver, on board the rail vehicle is connected to a voltage variation detector allowing it to precisely detect its passage over the transverse elements of the conductive turn disposed between the two rows of rails; in addition, a transmitter tuned to a second frequency is also on board and is arranged so as to induce a current in the rows of rails and, consequently, in the conductive turn so as to cause variations in the voltage induced in the turn , two other resonant circuits tuned to this second frequency being connected between the two rows of rails together with the first two. The variations in the alternating supply voltage of the turn further constitute negative redundant information of the presence of a vehicle on the transmission zone.

Ce procédé présente notamment l'avantage d'utiliser des dispositifs existants et se superposant aux circuits de voie conventionnels. En outre, il permet d'assurer, à bord du véhicule, les corrections nécessaires des compteurs kilométriques dont la précision est requise en pilotage automatique, et de délivrer, au poste central de commande, des informations permettant de localiser tout véhicule à tout instant sur une voie, avec redondance des informations, ce qui est très important si l'on veut réduire la distance entre chaque véhicule. L'invention sera mieux comprise et d'autres buts, avantages et caractéristiques de celle-ci apparaîtront plus clairement à la lecture de la description qui suit d'un mode de réalisation donné à titre non limitatif et à laquelle une planche de dessin est annexée.This method has the particular advantage of using existing devices and superimposed on conventional track circuits. In addition, it makes it possible to ensure, on board the vehicle, the necessary corrections to the odometers whose accuracy is required in automatic piloting, and to deliver, to the central control station, information making it possible to locate any vehicle at any time on one lane, with redundant information, which is very important if we want to reduce the distance between each vehicle. The invention will be better understood and other objects, advantages and characteristics thereof will appear more clearly on reading the following description of an embodiment given without limitation and to which a drawing board is attached .

Les figures 1 et 2 représentent schématiquement un dispositif mettant en oeuvre le procédé conforme à l'invention, dispositif respectivement installé au sol et embarqué dans le véhicule ferroviaire.Figures 1 and 2 schematically represent a device implementing the method according to the invention, device respectively installed on the ground and on board the railway vehicle.

En référence maintenant aux figures, le sens de cheminement des véhicules ferroviaires sur les rails 1 et 2 de la voie ferrée est indiqué par la flèche 3.Referring now to the figures, the direction of travel of the railway vehicles on the rails 1 and 2 of the railway track is indicated by the arrow 3.

Indépendamment des cantons définis pour les circuits de voie utilisés notamment pour le pilotage manuel des véhicules ferroviaires, si les circuits de voie sont du type « sans joint ou à l'intérieur des cantons si les circuits de voie sont du type « à joints », des zones de transmission d'informations sont définies par une succession de shunts 4, 5 constitués par des circuits résonnants conventionnels, accordés sur les fréquences utilisées pour la transmission et le contrôle, fréquences qui seront choisies hors des bandes de fréquences utilisées pour les circuits de voie.Independently of the cantons defined for the track circuits used in particular for the manual control of railway vehicles, if the track circuits are of the “jointless” type or inside the cantons if the track circuits are of the “jointed” type, information transmission zones are defined by a succession of shunts 4, 5 constituted by conventional resonant circuits, tuned to the frequencies used for transmission and control, frequencies which will be chosen outside the frequency bands used for the circuits of way.

Une spire 6 est disposée entre les files de rails 1 et 2 à proximité immédiate du shunt aval. Cette spire 6 est alimentée par un circuit émetteur comportant un générateur 7 de signaux alternatifs servant d'onde porteuse aux informations à transmettre, connecté à un modulateur 8. Les signaux modulés sont appliqués à la spire 6 par l'intermédiaire d'un transformateur 9 jouant le rôle d'adaptateur d'impédance et de séparateur de circuits.A turn 6 is arranged between the rows of rails 1 and 2 in the immediate vicinity of the downstream shunt. This coil 6 is supplied by a transmitter circuit comprising a generator 7 of alternating signals serving as a carrier wave for the information to be transmitted, connected to a modulator 8. The modulated signals are applied to the coil 6 via a transformer 9 acting as an impedance adapter and circuit breaker.

La spire 6 induit donc dans les rails, un signal alternatif qui va être capté à bord du véhicule ferroviaire 16 entrant dans la zone de transmission, au moyen de la partie récepteur des deux émetteurs-récepteurs 10 et 11 dont il est pourvu en aval de ses roues avant 12, 13 formant shunt par l'intermédiaire de l'essieu 14. L'utilisation de deux émetteurs-récepteurs est avantageuse pour permettre un fonctionnement en mode différentiel en réception, donc plus sûr, des appareils de bord. Inversement, la partie émettrice des émetteurs-récepteurs 10, 11 embarqués, émet en permanence un signal alternatif qui est induit dans les rails 1, 2 et, de ce fait, capté par la spire 6. Un générateur 15 de signal alternatif est embarqué à cet effet. Le fonctionnement du dispositif de contrôle est le suivant :The turn 6 therefore induces in the rails, an alternating signal which will be received on board the rail vehicle 16 entering the transmission zone, by means of the receiver part of the two transceivers 10 and 11 with which it is provided downstream of its front wheels 12, 13 forming a shunt via the axle 14. The use of two transceivers is advantageous to allow operation in differential mode when receiving, therefore safer, edge. Conversely, the transmitting part of the on-board transceivers 10, 11 continuously transmits an alternating signal which is induced in the rails 1, 2 and, therefore, picked up by the coil 6. An alternating signal generator 15 is onboard at this effect. The operation of the control device is as follows:

Lorsqu'un véhicule ferroviaire 16 entre dans la zone de transmission représentée, c'est-à-dire lorsque son premier essieu a dépassé les shunts amont 5, 4 de la zone, son approche est détectée, d'une part positivement grâce au signal émis par la partie émettrice des émetteurs-récepteurs 10, 11 embarqués à bord du véhicule 16. Ce signal est induit dans la spire 6 et, est détecté et amplifié par l'amplificateur 18 fonctionnant en logique positive.When a railway vehicle 16 enters the transmission zone shown, that is to say when its first axle has exceeded the upstream shunts 5, 4 of the zone, its approach is detected, on the one hand positively thanks to the signal emitted by the emitting part of the transceivers 10, 11 on board the vehicle 16. This signal is induced in the turn 6 and is detected and amplified by the amplifier 18 operating in positive logic.

D'autre part, une limitation contrôlée du courant délivré par le générateur au sol 7, permet, outre la protection de l'appareillage, de faire chuter la tension d'alimentation de la boucle à l'approche du véhicule ferroviaire. Un détecteur 17 connecté entre les files de rails au droit de la spire, utilise avantageusement cette propriété pour délivrer une information négative de présence de véhicule.On the other hand, a controlled limitation of the current delivered by the generator to the ground 7, allows, in addition to the protection of the equipment, to drop the supply voltage of the loop when approaching the rail vehicle. A detector 17 connected between the rows of rails to the right of the turn, advantageously uses this property to deliver negative information on the presence of the vehicle.

La combinaison de ces deux informations positives et négatives de présence de véhicule permet à un dispositif au sol d'interrompre éventuellement l'émission dans le canton de transmission, et d'émettre dans le canton aval tout en assurant la continuité de la transmission pour les récepteurs embarqués.The combination of these two positive and negative vehicle presence information allows a device on the ground to possibly interrupt the transmission in the transmission block, and to transmit in the downstream block while ensuring the continuity of the transmission for the on-board receivers.

Lorsque la tête du véhicule ferroviaire 16 passe au-dessus de chacune des parties transversales de la spire 6, les récepteurs embarqués sont à même de les détecter avec précision, et de permettre au véhicule ferroviaire de corriger sa localisation. Inversement, le passage des émetteurs embarqués au-dessus de la spire permet au dispositif au sol, de détecter avec précision là position du véhicule ferroviaire. Ces informations logiques sont transmises respectivement au sol à un poste central de contrôle 20 non représenté, et, à bord, à une unité locale de pilotage 21. Avec un tel procédé, les informations émises sur une zone déterminée ne sont valables que pour le train circulant sur cette zone puisque la présence même du train empêche les signaux de se propager derrière lui. En effet, du fait qu'il n'y a pas de diaphonie longitudinale possible, on peut n'utiliser au sol qu'une seule fréquence pour alimenter les différentes spires 6 d'une même voie ferrée. Dans le cadre de la redondance des informations de contrôle, il est avantageux en outre de prévoir, en queue de train, un émetteur complémentaire fonctionnant en permanence, mais dont l'émission ne sera perçue sous la forme d'une tension induite dans la spire, que pendant le passage de la queue dudit véhicule au-dessus de la spire. Cette information, venant s'ajouter aux diverses informations telles que la détection de l'approche dans la zone aval suivante, par les deux moyens précédemment décrits, fournira notamment une redondance du signal de libération de la zone de transmission.When the head of the rail vehicle 16 passes over each of the transverse parts of the turn 6, the on-board receivers are able to detect them with precision, and allow the rail vehicle to correct its location. Conversely, the passage of the on-board transmitters above the turn allows the device on the ground to accurately detect the position of the rail vehicle. This logical information is transmitted respectively to the ground to a central control station 20, not shown, and, on board, to a local piloting unit 21. With such a method, the information transmitted over a determined area is only valid for the train. traveling in this area since the very presence of the train prevents the signals from spreading behind it. In fact, because there is no possible longitudinal crosstalk, it is possible to use only one frequency on the ground to supply the different turns 6 of the same railroad track. In the context of redundancy of the control information, it is also advantageous to provide, at the tail end of the train, an additional transmitter operating continuously, but the emission of which will only be perceived in the form of a voltage induced in the turn , that during the passage of the tail of said vehicle above the turn. This information, in addition to the various information such as the detection of the approach in the next downstream area, by the two means described above, will in particular provide a redundancy of the signal for releasing the transmission area.

Claims (3)

1. Inherent-safety control method for a train travelling with automatic operation on a permanent way divided into zones for transmission of data bounded by means of shunts (4, 5) tuned to the frequencies used, a conductive loop (6) being arranged between the lines of rails in the vicinity of the downstream shunt of the said zone and inducing alternating signals in the said lines of rails, these signals being modulated in accordance with the data to be transmitted to the said train, which is equipped with a receiver (10, 11) for the said signals induced by the said loop (6), characterised in that a voltage variation detector is connected with the said receiver (10, 11) on board the train, in such a manner as to detect precisely the passing of the said receiver above the transverse elements of the said loop (6), and that the said receiver is associated with a transmitter arranged so as to permanently induce an alternating signal in the rails (1,2) and consequently in the said loop (6), the respective variations in the voltage induced in the said loop (6) and in the supply voltage for the latter constituting respectively positive and negative redundant data of the presence of the said train (16) in the said zone and of its passing over the said loop (6).
2. Method according to claim 1, characterised in that the said transmitter and receiver carried on board the said train (16) are two (10, 11) in number, so as to function in a differential reception mode.
3. Method according to claim 1, characterised in that an additional transmitter is situated at the tail of the said train (16) so as to supply redundant release information for the said zone.
EP82400128A 1981-01-29 1982-01-25 Control method for a train with automatic operation Expired EP0057632B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8101671A FR2498546A1 (en) 1981-01-29 1981-01-29 METHOD FOR CONTROLLING A RAILWAY VEHICLE IN AUTOMATIC DRIVING
FR8101671 1981-01-29

Publications (3)

Publication Number Publication Date
EP0057632A2 EP0057632A2 (en) 1982-08-11
EP0057632A3 EP0057632A3 (en) 1982-08-25
EP0057632B1 true EP0057632B1 (en) 1985-08-28

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ID=9254627

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Application Number Title Priority Date Filing Date
EP82400128A Expired EP0057632B1 (en) 1981-01-29 1982-01-25 Control method for a train with automatic operation

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US (1) US4487385A (en)
EP (1) EP0057632B1 (en)
AU (1) AU549842B2 (en)
BR (1) BR8200435A (en)
CA (1) CA1179755A (en)
DE (1) DE3265690D1 (en)
FR (1) FR2498546A1 (en)
ZA (1) ZA82550B (en)

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Also Published As

Publication number Publication date
FR2498546B1 (en) 1983-10-14
US4487385A (en) 1984-12-11
EP0057632A2 (en) 1982-08-11
ZA82550B (en) 1983-01-26
DE3265690D1 (en) 1985-10-03
FR2498546A1 (en) 1982-07-30
AU7974982A (en) 1982-08-05
CA1179755A (en) 1984-12-18
BR8200435A (en) 1982-11-30
AU549842B2 (en) 1986-02-13
EP0057632A3 (en) 1982-08-25

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