EP0340597B1 - Method to signal the free and occupied state of track sections in railway shunt arrangements, and device to perform this method - Google Patents

Method to signal the free and occupied state of track sections in railway shunt arrangements, and device to perform this method Download PDF

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Publication number
EP0340597B1
EP0340597B1 EP89107395A EP89107395A EP0340597B1 EP 0340597 B1 EP0340597 B1 EP 0340597B1 EP 89107395 A EP89107395 A EP 89107395A EP 89107395 A EP89107395 A EP 89107395A EP 0340597 B1 EP0340597 B1 EP 0340597B1
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EP
European Patent Office
Prior art keywords
track
vehicle
section
track section
counting
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EP89107395A
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German (de)
French (fr)
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EP0340597A3 (en
EP0340597A2 (en
Inventor
Martin Ing.Grad. Jung
Hansjörg Lebek
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Siemens AG
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Siemens AG
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Publication of EP0340597A3 publication Critical patent/EP0340597A3/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • the invention relates to a method according to the preamble of claim 1 and to a device for performing this method.
  • the minimum turnout zone length is determined by the turnout mechanics, the maximum changeover time of the turnout drive and the maximum possible advancement speed of the vehicles on the turnout.
  • the effective zone length of a switch is generally 14 meters. Track circuits or axle counters are used to monitor the effective zones. If an excessively long vehicle with a center distance that is greater than the effective zone length passes a distribution switch, then the active zone is temporarily released by the clearance detection device assigned to the switch under the excessively long vehicle without it being actually free.
  • the switch could then be set automatically for a following vehicle and circulate under the extra-long vehicle. This would lead to serious disruptions in runtime operation.
  • restrictive operational precautionary measures such as reducing the pull-off speed or switching off the automatic drain when running overlong vehicles, must usually be accepted in older drainage systems.
  • the individual distribution points are also assigned induction loops to monitor the associated turnout zones. These induction loops are the frequency-determining elements of assigned oscillators, the vibration behavior of which changes markedly when railway vehicles pass the induction loops.
  • the output of a free signal for a turnout zone is made dependent on the fact that, in addition to a first free signal for the turnout zone, which is brought about by a track circuit or an axle counter, there is also a corresponding free signal which has been initiated via the associated induction loop. Oversized vehicles can then still influence the track vacancy detection device of a turnout zone in the direction of an untimely vacancy detection; the free signal coming from this has no effect, however, because it is recognized via the induction loop that the turnout zone is still occupied. Only when both the induction loop and the track vacancy detection device assigned to the same turnout zone have independently recognized that the track section they are monitoring is clear, is the turnout zone actually released (Elsners Taschenbuch der Eisenbahntechnik 1982, p. 316).
  • any other suitable indicators for example light barriers, can also be used, via which a statement can be made as to whether or not a vehicle or group of vehicles has completely passed a particular location.
  • an indicator based on light barrier is disclosed in DE-OS 20 46 507.
  • the light barrier monitors a turnout zone in the area of its entry end and, after the complete passage of a vehicle or a group of vehicles consisting of several vehicles, emits a first vehicle end indicator when it is lightened, which serves to set a memory.
  • the first vehicle end indicator indicates that a vehicle or a group of vehicles with all their axes has passed the indicator and has completely entered the subsequent track section.
  • the memory is read out. If it had previously been set, it now causes a second vehicle end number plate to be issued. This end-of-vehicle indicator indicates that the vehicle or group of vehicles previously entering the active zone has entered and exited the monitored section with all its axles. If the turnout is passed by an excessively long vehicle, the turnout zone is temporarily released via the associated track vacancy detection device; however, since the switching distance of the light barrier is still interrupted at this point, the end of vehicle registration number that is still to be stored in the memory is missing and the second end of vehicle registration number cannot be formed. Only when the turnout zone is released again after the track section has been occupied again and the light barrier has been brightened, is the memory set via the light barrier read out and the second vehicle end indicator is formed. Only then can the switch be set again.
  • the object of the invention is to provide a method according to the preamble of claim 1, with which a secure clearing of track sections is possible, but without such an additional indicator is required for each of these sections.
  • the invention solves this problem by means of the characterizing features of patent claim 1. For the secure clearing of the track sections of a shunting system, it is only necessary to assign such an indicator to the first track section.
  • axle counters creates the conditions for assigning the incoming and outgoing vehicle axles to the individual departments. This is important for longer track sections that can be used by several departments at the same time.
  • Claim 5 specifies the means that are required in order to form vehicle end indicators when several departments advance in a long track section and to advance to the respective subsequent track section.
  • each switch or a group of switches is assigned a microcomputer which receives the free signals from the track vacancy detection device of the associated turnout zone and the free signals from the track vacancy detection devices of the two intermediate sections adjacent to the following distribution switches, linked to the vehicle end identifier stored in the direction of travel in the direction of travel and the vehicle end identifier formed in the process is stored for the following track section.
  • these microcomputers should also include the counters for registering the incoming and outgoing vehicle axles; separate axle counters are not necessary.
  • the decision as to which of the two intermediate sections following a turnout zone in the direction of travel is to be used to store a vehicle end indicator formed by a vehicle or a group of vehicles when clearing the turnout zone is determined according to the teaching of claim 8 by the actual position of the turnout in question .
  • the counting contacts from one track section simultaneously form the counting contacts for the track section that follows in the direction of travel. Through the simultaneous use of the counting contacts as counting-in and counting-out contacts, the effort for the free and busy signaling of the track sections is kept low.
  • Suitable indicators for detecting the complete passage of a vehicle or a group of vehicles are, according to the features of claims 12 to 15, preferably light barriers, ultrasound detectors or induction loops, which are to be arranged in such a way that they monitor an area within the first track section of the track system or the free signaling device separate track section that is longer than the center distance of the longest vehicle.
  • FIG. 1 shows in FIG. 1 the first three distribution points of a shunting system together with the monitoring switching means required for the secure clearing of the individual sections
  • FIG. 2 a diagram for an overlong vehicle passing through the track system according to FIG end-of-vehicle markings stored for the individual track sections, which are linked to new end-of-vehicle markings in associated controls.
  • Fig. 3 shows an embodiment of the invention for monitoring a track section that can be used simultaneously by several departments.
  • FIG. 1 shows a schematic representation of the three first distribution points VA, VB and VC of a railroad shunting system.
  • Each switch area A, B or C shown with dash-dotted lines consists of a switch effective zone covering the actual switch and two adjoining intermediate sections.
  • Turnout zone and intermediate sections are independently monitored by assigned track vacancy detection devices.
  • the length of the turnout zones is as short as possible.
  • the maximum speed of the passing vehicles and the changeover time of the turnout drives determine the minimum length of the lead length from the entry end of a turnout zone to the tip of the tongue, while the turnout construction determines the subsequent tongue lock length to the end of the turnout zone.
  • the length of the intermediate sections depends on the geometry of the maneuvering system; the intermediate sections can be of any length under certain conditions, which will be discussed later.
  • Axle counters (not shown) are used to monitor the turnout zones and the intermediate sections. These axle counters are controlled directly or indirectly via so-called direction units of rail contacts, which are symbolized in the drawing by black circles.
  • direction units of rail contacts which are symbolized in the drawing by black circles.
  • double rail contacts are used, which are connected in such a way that they simultaneously serve as counting contacts for each past and are used as counting contacts for the respective preceding section.
  • the counters for outputting free and busy messages for the associated sections can be part of microcomputers which are assigned to the individual switch areas.
  • the counting capacity of the individual counters is adapted to the maximum possible number of vehicle axles located simultaneously within a track section.
  • the turnout zone WA of the first distribution points VA is also assigned an indicator which is set up to detect the complete passage of a passing vehicle or a vehicle group consisting of several vehicles.
  • This indicator is shown in the drawing as a light barrier, which consists of a transmitter SL and a receiver EL.
  • the light barrier is arranged in such a way that the receiver EL remains unilluminated as long as a vehicle passes the switching path of the light barrier shown in dashed lines.
  • the vehicle occupies the effective zone of the first distribution switch VA of the shunting system. It actuated the counting contacts EA1 of the assigned axle counter with its front wheel set and interrupted the switching distance of the light barrier with its structure.
  • the axle counter reports the turnout zone occupied; This is indicated in the drawing by a downward-pointing arrow next to a message indicator GFWA (track vacancy detection GF of the active zone W of the switch area A) of the associated track vacancy detection device; the switching distance of the light barrier is interrupted.
  • the vehicle FZ is supposed to be an excessively long vehicle, the center distance of which is greater than the effective zone length of the distribution switch.
  • the vehicle tip has the counting contacts AA1 at the end of the effective zone of the first distribution switch VA happens.
  • the counter of the axis counter monitoring the effective zone determines that as many axes have moved out of the section as we have previously counted in; the turnout zone is temporarily released. This is symbolized in the drawing by an upward-pointing arrow next to the GFWA message indicator of the associated track vacancy detection device.
  • the free signaling of the turnout zone remains ineffective for the time being because the switching distance of the light barrier is still interrupted, ie a control command for the first distribution switch VA that may be present by the automatic sequence control is not carried out.
  • the switching distance of the light barrier is closed again and the light barrier receiver issues a vehicle end indicator FEWA (vehicle end indicator FE for the effective zone W of the switch area A), which is stored in a memory assigned to the effective zone.
  • FEWA vehicle end indicator FE for the effective zone W of the switch area A
  • This indicator means that the vehicle entering the effective zone has completely passed the light barrier. This means that all axles of the vehicle are moved into the effective zone and are detected by the associated track vacancy detection device.
  • a later clear notification of the effective zone by the track vacancy detection device then implies the statement that the vehicle with all of it Axes are extended from the monitoring area of the track vacancy detection system.
  • the track vacancy detection device assigned to the turnout zone of the first distribution switch had registered the entry of the rear wheel set of the vehicle into the turnout zone WA and reported the turnout zone occupied again.
  • the front wheelset of the vehicle is still in the intermediate section ZA between the first and the second distribution switch; the associated track vacancy detection device reports that the intermediate section is occupied.
  • the vehicle with its front wheelset passed the inlet contacts EB1 at the start of the active zone of the second distribution switch VB and reported this active zone as occupied. This is illustrated by an arrow pointing downwards next to the GFWB registration number of the associated track vacancy detection system.
  • the track vacancy detection device for the previous intermediate section ZA has determined that as many axes from the section have been counted as were previously counted in and temporarily releases the intermediate section ZA.
  • the effective zone of the first switch is still reported because the rear wheel set of the vehicle has not yet passed the outlet contacts AA2. This happened at time t6.
  • the track vacancy detection device assigned to the effective zone WA of the first distribution switch VA reports the effective zone freely. This means that the vehicle, which had previously passed the light barrier over its entire length, has now completely left the effective zone WA.
  • the free signal GFWA ⁇ of the track vacancy detection device of this section is now linked in a microcomputer MCA assigned to the first distribution switch with the vehicle end identifier FEWA of the light barrier receiver stored for the effective zone WA to form a new vehicle end identifier FEZA which is stored and displayed for the following intermediate section ZA that the vehicle with all its axles has entered the intermediate section and has been detected by the track vacancy detection device there.
  • the vehicle end indicator FEWA stored for the past switch zone WA is deleted.
  • the switch VA can be set again as long as the free signal GFAW is present.
  • the front wheelset of the vehicle occupies the switch effective zone of the distribution switch VB, the rear wheelset the intermediate section ZA between the distribution points VA and VB.
  • the associated track vacancy detection systems mark these sections as occupied with their messages GFWB ⁇ and GFZA ⁇ .
  • the vehicle has advanced so far that it has passed the counting contacts AB1 at the end of the effective zone of the second distribution switch VB with its front wheel set.
  • the adjacent intermediate section ZB was reported to be occupied by the associated track vacancy detection device (GFZB ⁇ ).
  • the turnout zone of the turnout VB is temporarily released by the associated track vacancy detection device (GFWB ⁇ ), because the rail contacts AB1 have reported as many counting impulses to the associated axle counter as were previously counted in via the rail contacts EW1.
  • the intermediate section ZA between the first and the second distribution switch remains reported as occupied by the rear wheel set of the vehicle.
  • the switching status of the track vacancy detection devices is indicated by arrows next to the associated message indicator.
  • the switching state of the track vacancy detection devices under consideration has not changed compared to the switching state at time t7. However, this is the case at time t9.
  • the track vacancy detection device assigned to this effective zone reports the active zone WB again occupied.
  • the track vacancy detection device assigned to this intermediate section has issued a corresponding message code GFZA ⁇ .
  • This message indicator is now linked in the microcomputer MCA assigned to the switch area A with the vehicle end identifier FEZA stored there to form a new vehicle end identifier FEWB.
  • This vehicle end indicator is stored for the following turnout zone WB.
  • the vehicle end indicator FEWB would also be formed if in the meantime a following vehicle had entered the turnout zone of the first distribution switch. So it does not matter whether this section is actually free or occupied at the time of linking; for the derivation of the vehicle end indicator FEWB it is only important that the intermediate section ZA is registered and that it has been determined at some point in the past that the vehicle with all its axles had entered the intermediate section ZA.
  • the vehicle under consideration has advanced so far that its front wheel set has passed the counting contacts EE1 of a following switch area, which is only indicated in FIG.
  • the rear wheel set of the vehicle is still within the turnout zone WB of the distribution switch VB.
  • the track vacancy detection device associated with the intermediate section ZB adjoining this effective zone determines that the same number of vehicle axles from the intermediate section were counted as were previously counted in; it then reports the intermediate section free (GFZB ⁇ ).
  • this free notification remains initially ineffective, because no vehicle end indicator has yet been stored for this intermediate section from the previous turnout zone.
  • the vehicle has advanced so far that it has passed the counting contacts AB1 of the turnout zone WB with its rear wheel set.
  • the microcomputer MCB controlling the turnout area B now links the vehicle end indicator FEWB triggered when the intermediate section ZA located between the distribution switches VA and VB is cleared and stored for the following turnout effective zone WB with the release message GFWB ⁇ of the turnout effective zone of the second distribution switch VB to form a vehicle end indicator FEZB and stores this for the adjacent intermediate section ZB.
  • the intermediate section ZB adjoining the second distribution switch is reported to be occupied by the associated track vacancy detection device. Only at time t14 does the vehicle have the intermediate section completely cleared and the responsible track vacancy reporting department releases the section.
  • the microcomputer MCB assigned to the switch areas B now links the vehicle end identifier FEZB stored for the intermediate section ZB with the free registration signal GFZB ⁇ supplied by the track vacancy detection device of the intermediate section to a vehicle end identifier FEWC and stores this for the following track section.
  • the same procedure is used with the switch action zones and intermediate sections of the switches A to C with the switch action zones and intermediate sections of the other switches of the system.
  • the free-reporting signal originating from a free-reporting device for an effective zone or an intermediate section is linked to the end-of-vehicle identifier previously stored for this section.
  • the decision as to which of the two track sections following a turnout zone in the direction of travel is to be deposited with the vehicle end indicator, which is formed by a department when clearing the turnout zone, is determined by the actual position of the turnout in question.
  • the actual position of the switch can be determined by indicators assigned to the switch or the drive, but can also be derived from which of the counting contacts at the end of the effective zone of the distribution switch are actuated by the department.
  • the link between the free signal coming from the track vacancy detection device of a turnout zone or an intermediate section and the vehicle end indicator stored for this track section only takes place when the automatic sequence control is switched on. The reason for this is that when maneuvering outside of automatic mode, it is not possible to gradually advance and link free signals and end-of-vehicle indicators from the first to the last section of the system. For this reason, the individual active zones and intermediate sections are reported free and occupied only via their associated track vacancy detection devices outside of automatic mode.
  • the track vacancy detection devices assigned to the individual track sections of a shunting system are designed as axle counters or as track circuits, as long as it is ensured that in each track section only vehicle axles of a single sequence can be located. If this requirement no longer exists, i.e. if a second department behind a leading department would enter a track section before the section is released by the preceding department, and if the track vacancy detection device assigned to this track section were designed as a track circuit, then the no end-of-vehicle license plate can be formed from the preceding department from the track section due to the lack of free notification and therefore cannot be stored for the following track section.
  • FIG. 3 An exemplary embodiment of a device for linking such department-specific vacancy signals with associated vehicle end indicators is shown in FIG. 3. It is assumed that a section delimited by the metering points ZP1 and ZP2 is so long that it can be occupied by three successive departments at the same time. Corresponding to this number, the track section is assigned three counters Z1, Z2 and Z3 for counting vehicle axles entering and leaving and three memories S1, S2 and S3 for storing vehicle end identifiers to be stored for this section. Each counter has a counting input E1, E2 or E3, which can be activated and deactivated as required, as well as a counting input A1, A2 or A3.
  • Input circuits FE1 to FE3 are connected upstream of the memories S1 to S3, via which the vehicle end identifiers formed in the previous track section can be fed to them in succession.
  • The are linked for the track section End-of-vehicle identifiers stored in the memories S1 to S3 with the department-specific clearing signals initiated by the counters Z1 to Z3 in logic circuits U1 to U3.
  • Their output signals are fed to the memory or the memories of the following track section via an OR circuit O.
  • the memory S1 As soon as the memory S1 has received the vehicle end identifier assigned to the first department, it deactivates the counting input E1 of the first counter Z1 and activates the counting input E2 of the second counter Z2. This completes the counting process for the first department, any subsequent axes are assigned to a second department and counted into the second counter Z2.
  • the first memory S1 initiates the deactivation of the input circuit FE1 and the activation of the input circuit FE2, which is connected upstream of the second memory S2, when the vehicle end identifier assigned to the first department is adopted.
  • a vehicle end indicator issued by the second section of the track section lying in the direction of travel at a later point in time when this section is completely cleared is thus stored in the second memory S2.
  • the counting process for the second department ends with the deposit of this vehicle end number plate.
  • the second memory deactivates the counting input E2 of the second counter Z2 with its output signal and simultaneously activates the counting input E3 of the third counter Z3. All subsequent vehicle axles are now a third incoming Department assigned and counted in counter Z3.
  • the output signal of the second memory S2 also causes the deactivation of its input circuit FE2 and the activation of the input circuit FE3, which is connected upstream of the third memory S3.
  • the end-of-vehicle identifier which is issued when the previous track section has been completely cleared, is assigned to the memory S3. This then uses its output signal to deactivate the counting input E3 assigned to the third counter Z3 and to activate the counting input E1 of the first counter Z1.
  • the third memory deactivates its input circuit FE3 while simultaneously activating the input circuit E1 connected upstream of the first memory S1.
  • the first section leaves the section of track under consideration. Their axes are counted out of the counter Z1 via the counting input A1; the counting inputs A2 and A3 of the counters Z2 and Z3 are deactivated.
  • the counter Z1 recognizes when the first department has completely left the track section monitored by it. This is irrespective of whether there are other axes in the track section at this time; these are counted by the counters Z2 or Z3.
  • the first counter Z1 issues a clear signal to the first logic circuit U1.
  • the output of this vehicle end indicator leads to the deactivation of the counting input A1 for the counter Z1 and to the activation of the counting input A2 for the counter Z2.
  • the next axes running out of the track section are thus assigned to the second department and counted from the counter Z2. If all axles of the second department have moved out of the monitored track section, the counter Z2 recognizes this by the correspondence of the counted and counted vehicle axles.
  • the logic circuit U2 It gives a department specific Free registration signal to the logic circuit U2, which links this free registration signal with the vehicle end indicator assigned to the second department and stored in the memory S2 and feeds this vehicle end indicator via the OR circuit O to the following track section.
  • the counting input A2 of the second counter Z2 is deactivated with simultaneous activation of the counting input A3 of the third counter Z3. All other vehicle axles leaving the section are now counted from the third counter Z3.
  • the third counter sends a related free signal to the logic circuit U3, which links this free signal with the vehicle end indicator for this department and the end of vehicle indicator stored in the memory S3 when it completely exits the previous section transmitted to the memory (s) of the following track section.
  • the counting input A3 of the third counter Z3 is deactivated and the counting input of the first counter Z1 is activated.
  • the facility is now in the state it had been in before the first department entered the track section.
  • a common logic logic can also be provided for forming the vehicle end indicators to be passed on to the following track section.
  • the linking of the vehicle axles entering and leaving a section with the end-of-vehicle markings stored for this section or for the following section makes it possible to track each department running through the section separately. This makes it possible for the first time to run individual track sections of a shunting system for any length. This applies in particular to the intermediate sections located between the effective zones of the distribution points, which for technical reasons often have to be carried out much longer than the effective points.
  • the vehicle end license plates therefore do not need several shorter, with associated track vacancy detection devices equipped intermediate sections to be switched from turnout to turnout, but can be passed on via an arbitrarily long intermediate section equipped with only one set of one and one set of counting contacts.
  • the maximum number of counters and memories to be provided for such a section depends on the length of the section concerned.
  • the counting-in and counting-out contacts can be implemented in any common technology.
  • the indicator assigned to the effective zone of the first distribution switch for determining the complete passage of a vehicle or a group of vehicles has been assumed in the drawing as a light barrier.
  • any other indicator suitable for this purpose can also be used here, for example an ultrasound transmitter, an induction loop installed between the tracks or the free signaling device of a separate track section, the length of which is greater than the greatest center distance of a vehicle traveling on the system.

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Abstract

During shunting, it occasionally occurs that a points-circuit zone is prematurely reported as free below an unusually long vehicle by the associated track free report device. Special measures then have to be taken in order to prevent the points turning below this unusually long vehicle. For this purpose, the invention provides for the free report signal of the track free report device (GFAW) only to be evaluated as a free report of the associated track section if it has been ensured that all the axles of a vehicle (FZ) or a group of vehicles travelling over the section have previously travelled into the section. For the first section in the driving direction of a track system, this is determined by an indicator (EL) which detects the completion of the passing of the vehicle or of the group of vehicles. The indicator signal (EFWA) which occurs earlier in time is connected to the free report signal (GFWA &uarr& ) of the track free report device to form a vehicle end code (FEZA) which indicates that the vehicle or the group of vehicles has left the first track section. This vehicle end code (FEZA) is connected, as the vehicle or group of vehicles advances further, to the free report signal (GFZA &uarr& ) of the track free report device of the following track section to form a new vehicle end code (FEWB) for this section which indicates that the second section is completely cleared. This process continues as the vehicle or group of vehicles advances from section to section. <IMAGE>

Description

Die Erfindung bezieht sich auf ein Verfahren nach dem Oberbegriff des Patentanspruches 1 sowie auf eine Einrichtung zur Durchführung dieses Verfahrens.The invention relates to a method according to the preamble of claim 1 and to a device for performing this method.

Um hohe Rangierleistungen zu erreichen, ist es notwendig, die Weichenwirkzonen der im Laufweg zu den Richtungsgleisen liegenden Verteilweichen möglichst kurz auszubilden, weil der zeitliche Abstand zwischen den nacheinander laufenden Fahrzeugen um so größer gewählt werden muß, je länger die einzelnen Weichen belegt sind. Die minimale Weichenwirkzonenlänge wird bestimmt außer von der Mechanik der Weiche von der maximalen Umstellzeit des Weichenantriebes und der maximal möglichen Vorrückgewschwindigkeit der Fahrzeuge an der Weiche. Die Wirkzonenlänge einer Weiche liegt allgemein bei 14 Metern. Zum Überwachen der Wirkzonen werden Gleisstromkreise oder Achszähler verwendet. Passiert ein überlanges Fahrzeug mit einem Achsabstand, der größer ist als die Wirkzonenlänge, eine Verteilweiche, so wird die Wirkzone durch die der Weiche zugeordnete Freimeldeeinrichtung unter dem überlangen Fahrzeug vorübergehend freigemeldet, ohne daß sie tatsächlich frei ist. Die Weiche könnte dann von der Automatik her für ein folgendes Fahrzeug gestellt werden und unter dem überlangen Fahrzeug umlaufen. Dies würde zu schwerwiegenden Störungen im Ablaufbetrieb führen.
Um dies zu vermeiden, müssen bei älteren Ablaufanlagen in der Regel einschränkende betriebliche Vorsichtsmaßnahmen wie z.B. Verminderung der Abdrückgeschwindigkeit oder Ausschalten der Ablaufautomatik beim Ablaufen überlanger Fahrzeuge in Kauf genommen werden. In modernen Ablaufanlagen werden den einzelnen Verteilweichen zum Überwachen der zugehörigen Weichenwirkzonen neben herkömmlichen Gleisfreimeldeeinrichtungen wie Achszählern oder Gleisstromkreisen zusätzlich Induktionsschleifen zugeordnet. Diese Induktionsschleifen sind die frequenzbestimmenden Glieder zugeordneter Oszillatoren, dessen Schwingverhalten sich beim Vorüberlaufen von Eisenbahnfahrzeugen an den Induktionsschleifen in markanter Weise ändert. Die Ausgabe eines Freimeldesignales für eine Weichenwirkzone wird davon abhängig gemacht, daß neben einem durch einen Gleisstromkreis oder einen Achszähler herbeigeführten ersten Freimeldesignal für die Weichenwirkzone auch ein entsprechendes Freimeldesignal vorliegt, das über die zugehörige Induktionsschleife veranlaßt wurde. Überlange Fahrzeuge können dann zwar nach wie vor die Gleisfreimeldeeinrichtung einer Weichenwirkzone in Richtung auf eine unzeitige Freimeldung beeinflussen; das von dieser stammende Freimeldesignal bleibt jedoch ohne Wirkung, weil über die Induktionsschleife erkannt wird, daß die Weichenwirkzone nach wie vor besetzt ist. Erst wenn sowohl die Induktionsschleife als auch die der gleichen Weichenwirkzone zugeordnete Gleisfreimeldeeinrichtung unabhängig voneinander das Freisein des von ihnen überwachten Gleisabschnittes erkannt haben, wird die Weichenwirkzone tatsächlich freigemeldet (Elsners Taschenbuch der Eisenbahntechnik 1982, S. 316).
Anstelle von Induktionsschleifen zum Detektieren vorüberlaufender Eisenbahnfahrzeuge können auch beliebige andere geeignete Indikatoren, beispielsweise Lichtschranken, verwendet sein, über die eine Aussage darüber getroffen werden kann, ob ein Fahrzeug oder eine Fahrzeuggruppe einen bestimmten Fahrort vollständig passiert hat oder nicht. Ein solcher auf Lichtschrankenbasis arbeitender Indikator ist in der DE-OS 20 46 507 offenbart. Die Lichtschranke überwacht dort eine Weichenwirkzone im Bereich ihres Einlaufendes und gibt nach der vollständigen Passage eines Fahrzeuges oder einer aus mehreren Fahrzeugen bestehenden Fahrzeuggruppe bei ihrer Aufhellung ein erstes Fahrzeugende-Kennzeichen ab, das zum Einstellen eines Speichers dient. Das erste Fahrzeugende-Kennzeichen besagt, daß ein Fahrzeug oder eine Fahrzeuggruppe mit all ihren Achsen den Indikator passiert hat und vollständig in den anschließenden Gleisabschnitt eingefahren ist. Sobald die der Weichenwirkzone zugeordnete Gleisfreimeldeeinrichtung beim späteren Freifahren der Wirkzone ein diesbezügliches Freimeldesignal auslöst, wird der Speicher ausgelesen. War er zuvor eingestellt worden, so veranlaßt er nun die Ausgabe eines zweiten Fahrzeugende-Kennzeichens. Dieses Fahrzeugende-Kennzeichen besagt, daß das zuvor die Wirkzone befahrende Fahrzeug bzw. die Fahrzeuggruppe mit all ihren Achsen in den überwachten Abschnitt eingefahren und auch wieder ausgefahren ist. Wird die Weiche von einem überlangen Fahrzeug passiert, so wird die Weichenwirkzone über die zugehörige Gleisfreimeldeeinrichtung zwar vorübergehend freigemeldet; da zu diesem Zeitpunkt aber die Schaltstrecke der Lichtschranke noch unterbrochen ist, fehlt das von dieser im Speicher noch zu hinterlegende Fahrzeugende-Kennzeichen und das zweite Fahrzeugende-Kennzeichen kann nicht gebildet werden. Erst wenn nach anschließender erneuter Besetztmeldung des Gleisabschnittes und Aufhellung der Lichtschranke die Weichenwirkzone erneut freigemeldet wird, wird der dann über die Lichtschranke eingestellte Speicher ausgelesen und das zweite Fahrzeugende-Kennzeichen gebildet. Erst danach ist die Weiche wieder stellbar.In order to achieve high maneuvering performance, it is necessary to design the point effect zones of the distribution points in the route to the directional tracks as short as possible, because the longer the individual points are occupied, the greater the interval between the vehicles running in succession. The minimum turnout zone length is determined by the turnout mechanics, the maximum changeover time of the turnout drive and the maximum possible advancement speed of the vehicles on the turnout. The effective zone length of a switch is generally 14 meters. Track circuits or axle counters are used to monitor the effective zones. If an excessively long vehicle with a center distance that is greater than the effective zone length passes a distribution switch, then the active zone is temporarily released by the clearance detection device assigned to the switch under the excessively long vehicle without it being actually free. The switch could then be set automatically for a following vehicle and circulate under the extra-long vehicle. This would lead to serious disruptions in runtime operation.
In order to avoid this, restrictive operational precautionary measures, such as reducing the pull-off speed or switching off the automatic drain when running overlong vehicles, must usually be accepted in older drainage systems. In modern drainage systems, in addition to conventional track vacancy detection devices such as axle counters or track circuits, the individual distribution points are also assigned induction loops to monitor the associated turnout zones. These induction loops are the frequency-determining elements of assigned oscillators, the vibration behavior of which changes markedly when railway vehicles pass the induction loops. The output of a free signal for a turnout zone is made dependent on the fact that, in addition to a first free signal for the turnout zone, which is brought about by a track circuit or an axle counter, there is also a corresponding free signal which has been initiated via the associated induction loop. Oversized vehicles can then still influence the track vacancy detection device of a turnout zone in the direction of an untimely vacancy detection; the free signal coming from this has no effect, however, because it is recognized via the induction loop that the turnout zone is still occupied. Only when both the induction loop and the track vacancy detection device assigned to the same turnout zone have independently recognized that the track section they are monitoring is clear, is the turnout zone actually released (Elsners Taschenbuch der Eisenbahntechnik 1982, p. 316).
Instead of induction loops for detecting passing railway vehicles, any other suitable indicators, for example light barriers, can also be used, via which a statement can be made as to whether or not a vehicle or group of vehicles has completely passed a particular location. Such an indicator based on light barrier is disclosed in DE-OS 20 46 507. There, the light barrier monitors a turnout zone in the area of its entry end and, after the complete passage of a vehicle or a group of vehicles consisting of several vehicles, emits a first vehicle end indicator when it is lightened, which serves to set a memory. The first vehicle end indicator indicates that a vehicle or a group of vehicles with all their axes has passed the indicator and has completely entered the subsequent track section. As soon as the track vacancy detection device assigned to the turnout zone is activated when the zone is subsequently cleared Triggers free signal, the memory is read out. If it had previously been set, it now causes a second vehicle end number plate to be issued. This end-of-vehicle indicator indicates that the vehicle or group of vehicles previously entering the active zone has entered and exited the monitored section with all its axles. If the turnout is passed by an excessively long vehicle, the turnout zone is temporarily released via the associated track vacancy detection device; however, since the switching distance of the light barrier is still interrupted at this point, the end of vehicle registration number that is still to be stored in the memory is missing and the second end of vehicle registration number cannot be formed. Only when the turnout zone is released again after the track section has been occupied again and the light barrier has been brightened, is the memory set via the light barrier read out and the second vehicle end indicator is formed. Only then can the switch be set again.

Bei Verwendung zusätzlicher Indikatoren zum Feststellen der vollständigen Passage von Fahrzeugen oder Fahrzeuggruppen an vorgegebenen Orten innerhalb der Wirkzonen von Weichen wird zwar verhindert, daß die Weichen unter überlangen Fahrzeugen umlaufen können; da aber sämtliche Weichen der Weichenverteilzone einer Rangierlage mit derartigen zusätzlichen Indikatoren ausgerüstet werden müssen, ist der Aufwand für die gesicherte Freimeldung der Weichenwirkzonen erheblich.If additional indicators are used to determine the complete passage of vehicles or groups of vehicles at predetermined locations within the effective zones of switches, it is prevented that the switches can circulate under excessively long vehicles; However, since all switches in the switch distribution zone of a shunting location have to be equipped with additional indicators of this type, the effort required for the secure clearing of the switch effective zones is considerable.

Aufgabe der Erfindung ist, ein Verfahren nach dem Oberbegriff des Patentanspruches 1 anzugeben, mit dem eine gesicherte Freimeldung von Gleisabschnitten möglich ist, ohne daß aber für jeden dieser Abschnitte ein derartiger zusätzlicher Indikator erforderlich ist. Die Erfindung löst diese Aufgabe durch die kennzeichnenden Merkmale des Patentanspruches 1. Für die gesicherte Freimeldung der Gleisabschnitte einer Rangieranlage ist es dabei lediglich erforderlich, dem ersten Gleisabschnitt einen derartigen Indikator zuzuordnen.The object of the invention is to provide a method according to the preamble of claim 1, with which a secure clearing of track sections is possible, but without such an additional indicator is required for each of these sections. The invention solves this problem by means of the characterizing features of patent claim 1. For the secure clearing of the track sections of a shunting system, it is only necessary to assign such an indicator to the first track section.

Ein vorteilhafte Weiterbildung des erfindungsgemäßen Verfahrens ist im Patentanspruch 2 angegeben. Die nach der Lehre des Hauptanspruches vorgenommene Verknüpfung von Freimeldesignalen mit Fahrzeugende-Kennzeichen soll danach nur bei eingeschalteter Ablaufautomatik stattfinden. Dies eröffnet die Möglichkeit, die Gleisanlage außerhalb des automatischen Ablaufbetriebes zu Rangierzwecken zu befahren und die dabei besetzten Gleisabschnitte beim Räumen wieder automatisch freizumelden, ohne daß es einer Verknüpfung mit den Fahrzeugende-Kennzeichen bedarf.An advantageous development of the method according to the invention is specified in claim 2. According to the teaching of the main claim, the linkage between free signal signals and vehicle end license plate should then only take place when the automatic sequence control is switched on. This opens up the possibility of using the track system outside of the automatic sequence mode for maneuvering purposes and automatically re-registering the occupied track sections when clearing, without the need for a link to the vehicle end indicator.

Die Realisierung des erfindungsgemäßen Verfahrens gemäß Anspruch 3 erfordert ein Minimum an Aufwand für jeden Gleisabschnitt, nämlich nur mindestens einen Speicher und eine Gleisfreimeldeeinrichtung.
Die Verwendung von Achszählern gemäß Anspruch 4 schafft die Voraussetzung für die Zuordnung der ein- und auslaufenden Fahrzeugachsen zu den einzelnen Abteilungen. Dies ist wichtig für längere Gleisabschnitte, die gleichzeitig von mehreren Abteilungen befahren werden können.
Anspruch 5 benennt die Mittel, die erforderlich sind, um Fahrzeugende-Kennzeichen beim Vorrücken mehrerer Abteilungen in einem langen Gleisabschnitt zu bilden und an den jeweiligen Folgegleisabschnitt fortzuschalten.
Für die technische Realisierung der erfindungsgemäßen Einrichtung ist nach de Lehre des Anspruches 6 vorgesehen, jeder Weiche oder einer Gruppe von Weichen einen Mikrocomputer zuzuordnen, welcher die Freimeldesignale der Gleisfreimeldeeinrichtung der zugehörigen Weichenwirkzone und die Freimeldesignale der Gleisfreimeldeeinrichtungen der beiden zu den folgenden Verteilweichen angrenzenden Zwischenabschnitte aufnimmt, mit dem vom in Fahrrichtung jeweils zurückliegenden Gleisabschnitt hinterlegten Fahrzeugendekennzeichen verknüpft und das dabei gebildete Fahrzeugende-Kennzeichen für den jeweils folgenden Gleisabschnitt hinterlegt. Diese Vorgabe ermöglicht einen modularen Aufbau einer Gleisanlage aus gleichartigen Steuerbausteinen, von denen jeder z.B. durch einen gesonderten Einplatinen-Mikrocomputer dargestellt sein kann.The implementation of the inventive method according to claim 3 requires a minimum of effort for each track section, namely only at least one memory and a track vacancy detection device.
The use of axle counters according to claim 4 creates the conditions for assigning the incoming and outgoing vehicle axles to the individual departments. This is important for longer track sections that can be used by several departments at the same time.
Claim 5 specifies the means that are required in order to form vehicle end indicators when several departments advance in a long track section and to advance to the respective subsequent track section.
For the technical implementation of the device according to the invention, according to the teaching of claim 6, each switch or a group of switches is assigned a microcomputer which receives the free signals from the track vacancy detection device of the associated turnout zone and the free signals from the track vacancy detection devices of the two intermediate sections adjacent to the following distribution switches, linked to the vehicle end identifier stored in the direction of travel in the direction of travel and the vehicle end identifier formed in the process is stored for the following track section. This requirement enables a modular construction of a track system from similar control modules, each of which can be represented, for example, by a separate single-board microcomputer.

Diese Mikrocomputer sollen gemäß Anspruch 7 auch die Zähler zum Registrieren der ein- und auslaufenden Fahrzeugachsen beinhalten; gesonderte Achszähler sind so entbehrlich.
Die Entscheidung darüber, für welchen der in Fahrrichtung auf eine Weichenwirkzone folgenden beiden Zwischenabschnitte ein beim Räumen der Weichenwirkzone durch ein Fahrzeug oder eine Fahrzeuggruppe gebildetes Fahrzeugende-Kennzeichen zu hinterlegen ist, wird nach der Lehre des Anspruches 8 durch die Ist-Lage der betreffenden Weiche bestimmt.
Nach der Lehre des Anspruchs 9 ist vorgesehen, daß die Auszählkontakte aus einem Gleisabschnitt gleichzeitig die Einzählkontakte für den in Fahrrichtung jeweils folgenden Gleisabschnitt bilden. Durch die gleichzeitige Verwendung der Zählkontakte als Ein- und Auszählkontakte wird der Aufwand für das Frei- und Besetzmelden der Gleisabschnitte gering gehalten.
Die Verwendung von Doppelkontakten zur fahrrichtungsabhängigen Bewertung von Befahrungsereignissen gemäß Anspruch 10 ist die Voraussetzung für die automatische Freimeldung der einzelnen Gleisabschnitte während Rangierbewegungen außerhalb des Automatikbetriebes.
Nach der Lehre des Anspruchs 11 soll die Zählkapazität der den einzelnen Gleisabschnitten zugeordneten Achszähler an die maximal mögliche Anzahl von gleichzeitig innerhalb eines Gleisabschnittes befindlichen Fahrzeugachsen angepaßt sein. Diese Vorführt zu einer relativ preiswerten Gleisüberwachung gegenüber gleichwirkenden Gleisüberwachungen wie sie aus der Streckentechnik bekannt sind.
Als Indikatoren zum Detektieren der vollständigen Passage eines Fahrzeuges oder einer Fahrzeuggruppe eigenen sich nach den Merkmalen der Ansprüche 12 bis 15 vorzugsweise Lichtschranken, Ultraschalldetektoren oder Induktionsschleifen, die jeweils so anzuordnen sind, daß sie einen Bereich innerhalb des ersten Gleisabschnittes der Gleisanlage überwachen oder die Freimeldeeinrichtung eines gesonderten Gleisabschnittes, der länger ist als der Achsabstand des längsten Fahrzeugs.According to claim 7, these microcomputers should also include the counters for registering the incoming and outgoing vehicle axles; separate axle counters are not necessary.
The decision as to which of the two intermediate sections following a turnout zone in the direction of travel is to be used to store a vehicle end indicator formed by a vehicle or a group of vehicles when clearing the turnout zone is determined according to the teaching of claim 8 by the actual position of the turnout in question .
According to the teaching of claim 9, it is provided that the counting contacts from one track section simultaneously form the counting contacts for the track section that follows in the direction of travel. Through the simultaneous use of the counting contacts as counting-in and counting-out contacts, the effort for the free and busy signaling of the track sections is kept low.
The use of double contacts for the direction-dependent evaluation of traffic events according to claim 10 is the prerequisite for the automatic clearing of the individual track sections during shunting movements outside of the automatic mode.
According to the teaching of claim 11, the counting capacity of the axle counters assigned to the individual track sections should be adapted to the maximum possible number of vehicle axles located simultaneously within one track section. This demonstrates a relatively inexpensive track monitoring system compared to track monitoring systems with the same effect as are known from track technology.
Suitable indicators for detecting the complete passage of a vehicle or a group of vehicles are, according to the features of claims 12 to 15, preferably light barriers, ultrasound detectors or induction loops, which are to be arranged in such a way that they monitor an area within the first track section of the track system or the free signaling device separate track section that is longer than the center distance of the longest vehicle.

Die Erfindung ist nachstehend anhand eines in der Zeichnung dargestellten Ausführungsbeispieles näher erläutert. Die Zeichnung zeigt in Figur 1 die ersten drei Verteilweichen einer Rangieranlage zusammen mit den für die gesicherte Freimeldung der einzelnen Abschnitte erforderlichen Überwachungsschaltmitteln und in Figure 2 ein Diagramm für ein die Gleisanlage nach Figur 1 passierendes überlanges Fahrzeug zusammen mit Meldekennzeichen von den einzelnen Gleisabschnitten zugeordneten Gleisfreimeldeeinrichtungen und für die einzelnen Gleisabschnitte hinterlegte Fahrzeugende-Kennzeichen, die in zugehörigen Steuerungen zu neuen Fahrzeugende-Kennzeichen verknüpft werden. Fig. 3 zeigt ein Ausführungsbeispiel der Erfindung zum Überwachen eines Gleisabschnittes, der gleichzeitig von mehreren Abteilungen befahren werden kann.The invention is explained below with reference to an embodiment shown in the drawing. The drawing shows in FIG. 1 the first three distribution points of a shunting system together with the monitoring switching means required for the secure clearing of the individual sections and in FIG. 2 a diagram for an overlong vehicle passing through the track system according to FIG end-of-vehicle markings stored for the individual track sections, which are linked to new end-of-vehicle markings in associated controls. Fig. 3 shows an embodiment of the invention for monitoring a track section that can be used simultaneously by several departments.

Figur 1 zeigt in schematischer Darstellung die drei ersten Verteilweichen VA, VB und VC einer Eisenbahnrangieranlage. Jeder strichpunktiert umrandet dargestellte Weichenbereich A, B oder C besteht aus einer die eigentliche Weiche überdeckenden Weichenwirkzone und zwei angrenzenden Zwischenabschnitten. Weichenwirkzone und Zwischenabschnitte werden durch zugeordnete Gleisfreimeldeeinrichtungen unabhängig voneinander überwacht. Die Länge der Weichenwirkzonen ist so kurz wie möglich gewählt. Die Maximalgeschwindigkeit der vorüberlaufenden Fahrzeuge und die Umstellzeit der Weichenantriebe bestimmen das Mindestmaß der vom Einlaufende einer Weichenwirkzone bis zur Zungenspitze reichenden Vorlauflänge, während die Weichenkonstruktion die anschließende Zungensperrlänge bis zum Auslaufende der Weichenwirkzone bestimmt. Die Länge der Zwischenabschnitte richtet sich nach der Geometrie der Rangieranlage; die Zwischenabschnitte können unter bestimmten Voraussetzungen, auf die noch eingegangen wird, beliebig lang ausgeführt sein. Zum Überwachen der Weichenwirkzonen und der Zwischenabschnitte dienen nicht dargestellte Achszähler. Diese Ächszähler werden unmittelbar oder mittelbar über sogenannte Richtungseinheiten von Schienenkontakten gesteuert, die in der Zeichnung durch schwarze Kreise symbolisiert sind. Zum richtungsabhängigen Zählen vorüberlaufender Fahrzeugachsen sind Doppelschienenkontakte verwendet, die so geschaltet sind, daß sie gleichzeitig als Auszählkontakte für den jeweils zurückliegenden und als Einzählkontakte für den jeweils vorausliegenden Abschnitt verwendet sind. Die Zähler zum Ausgeben von Frei- und Besetztmeldungen für die zugehörigen Abschnitte können Bestandteil von Mikrocomputer sein, welche den einzelnen Weichenbereichen zugeordnet sind. Die Zählkapazität der einzelnen Zähler ist der maximal möglichen Anzahl von gleichzeitig innerhalb eines Gleisabschnittes befindlichen Fahrzeugachsen angepaßt.Figure 1 shows a schematic representation of the three first distribution points VA, VB and VC of a railroad shunting system. Each switch area A, B or C shown with dash-dotted lines consists of a switch effective zone covering the actual switch and two adjoining intermediate sections. Turnout zone and intermediate sections are independently monitored by assigned track vacancy detection devices. The length of the turnout zones is as short as possible. The maximum speed of the passing vehicles and the changeover time of the turnout drives determine the minimum length of the lead length from the entry end of a turnout zone to the tip of the tongue, while the turnout construction determines the subsequent tongue lock length to the end of the turnout zone. The length of the intermediate sections depends on the geometry of the maneuvering system; the intermediate sections can be of any length under certain conditions, which will be discussed later. Axle counters (not shown) are used to monitor the turnout zones and the intermediate sections. These axle counters are controlled directly or indirectly via so-called direction units of rail contacts, which are symbolized in the drawing by black circles. For direction-dependent counting of passing vehicle axles, double rail contacts are used, which are connected in such a way that they simultaneously serve as counting contacts for each past and are used as counting contacts for the respective preceding section. The counters for outputting free and busy messages for the associated sections can be part of microcomputers which are assigned to the individual switch areas. The counting capacity of the individual counters is adapted to the maximum possible number of vehicle axles located simultaneously within a track section.

Der Weichenwirkzone WA der ersten Verteilweichen VA ist ferner neben der durch Achszähler dargestellten Gleisfreimeldeeinrichtung ein Indikator zugeordnet, der dazu eingerichtet ist, die vollständige Passage eines vorüberlaufenden Fahrzeuges oder einer aus mehreren Fahrzeugen bestehende Fahrzeuggruppe zu detektieren. Dieser Indikator ist in der Zeichnung als Lichtschranke dargestellt, die aus einem Sender SL und einem Empfänger EL besteht. Die Lichtschranke ist so angeordnet, daß der Empfänger EL unbeleuchtet bleibt, solange ein Fahrzeug die gestrichelt eingezeichnete Schaltstrecke der Lichtschranke passiert. Für die nachfolgend anhand der Figur 2 erläuterten Zusammenhänge ist angenommen, daß ein überlanges Fahrzeug FZ die in Figur 1 dargestellte Gleisanlage von X kommend nach Y passieren soll.In addition to the track vacancy detection device represented by the axle counter, the turnout zone WA of the first distribution points VA is also assigned an indicator which is set up to detect the complete passage of a passing vehicle or a vehicle group consisting of several vehicles. This indicator is shown in the drawing as a light barrier, which consists of a transmitter SL and a receiver EL. The light barrier is arranged in such a way that the receiver EL remains unilluminated as long as a vehicle passes the switching path of the light barrier shown in dashed lines. For the relationships explained below with reference to FIG. 2, it is assumed that an excessively long vehicle FZ should pass the track system shown in FIG. 1 coming from X to Y.

Zum Zeitpunkt t1 belegt das Fahrzeug die Wirkzone der ersten Verteilweiche VA der Rangieranlage. Dabei hat es mit seinem vorderen Radsatz die Einzählkontakte EA1 des zugeordneten Achszählers betätigt und mit seinem Aufbau die Schaltstrecke der Lichtschranke unterbrochen. Der Achszähler meldet die Weichenwirkzone besetzt; dies wird in der Zeichnung kenntlich gemacht durch einen nach unten weisenden Pfeil neben einem Meldekennzeichen GFWA (Gleisfreimeldung GF der Wirkzone W des Weichenbereiches A) der zugehörigen Gleisfreimeldeeinrichtung; die Schaltstrecke der Lichtschranke ist unterbrochen. Bei dem Fahrzeug FZ soll es sich um ein überlanges Fahrzeug handeln, dessen Achsabstand größer ist als die Wirkzonenlänge der Verteilweiche.At time t1, the vehicle occupies the effective zone of the first distribution switch VA of the shunting system. It actuated the counting contacts EA1 of the assigned axle counter with its front wheel set and interrupted the switching distance of the light barrier with its structure. The axle counter reports the turnout zone occupied; This is indicated in the drawing by a downward-pointing arrow next to a message indicator GFWA (track vacancy detection GF of the active zone W of the switch area A) of the associated track vacancy detection device; the switching distance of the light barrier is interrupted. The vehicle FZ is supposed to be an excessively long vehicle, the center distance of which is greater than the effective zone length of the distribution switch.

Zum Zeitpunkt t2 hat das Fahrzeug mit seiner Fahrzeugspitze die Auszählkontakte AA1 am Wirkzonenende der ersten Verteilweiche VA passiert. Das Zählwerk des die Wirkzone überwachenden Achszählers stellt fest, daß ebensoviele Achsen aus dem Abschnitt ausgefahren sind wir zuvor eingezählt worden sind; die Weichenwirkzone wird vorübergehend freigemeldet. Dies wird in der Zeichnung symbolisiert durch einen nach oben weisenden Pfeil neben dem Meldekennzeichen GFWA der zugehörigen Gleisfreimeldeeinrichtung. Die Freimeldung der Weichenwirkzone bleibt jedoch vorerst ohne Wirkung, weil die Schaltstrecke der Lichtschranke nach wie vor unterbrochen ist, d.h. ein von der Ablaufautomatik möglicherweise anliegender Stellbefehl für die erste Verteilweiche VA wird nicht ausgeführt. Gleichzeitig mit dem Auszählen der Fahrzeugachsen aus der Wirkzone WA der ersten Verteilweichen wurden diese Fahrzeugachsen in den anschließenden Zwischenabschnitt ZA eingezählt. Dabei wurde der Zwischenabschnitt besetzgemeldet, wie an dem nach unten weisenden Pfeil für das zugehörige Meldekennzeichen GFZA zu erkennen ist.
Zum Zeitpunkt t3 hat sich an dem Schaltzustand der Gleisfreimeldeeinrichtungen und der Lichtschranke nichts geändert: Die Lichtschranke ist noch immer unterbrochen, die der Weichenwirkzone WA zugeordnete Gleisfreimeldeeinrichtung stellt fest, daß die zugehörige Wirkzone frei ist und die dem anschließenden Zwischenschnitt ZA zugeordnete Gleisfreimeldeeinrichtung stellt fest, daß der von ihr überwachte Zwischenabschnitt besetzt ist; Weichenwirkzone und angrenzender Zwischenabschnitt bleiben besetztgemeldet.
Zum Zeitpunkt t4 ist das Fahrzeug so weit vorgerückt, daß sein Ende den Lichtschrankenüberwachungsbereich passiert hat. Die Schaltstrecke der Lichtschranke ist wieder geschlossen und der Lichtschrankenempfänger gibt ein Fahrzeugende-Kennzeichen FEWA (Fahrzeugende-Kennzeichen FE für die Wirkzone W des Weichenbereiches A) aus, das in einem der Wirkzone zugeordneten Speicher hinterlegt wird. Dieses Kennzeichen besagt, daß das die Wirkzone befahrende Fahrzeug die Lichtschranke vollständig passiert hat. Dies bedeutet, daß sämtliche Achsen des Fahrzeugs in die Wirkzone eingefahren und von der zugehörigen Gleisfreimeldeeinrichtung erfaßt sind. Eine spätere Freimeldung der Wirkzone durch die Gleisfreimeldeeinrichtung impliziert dann die Aussage, daß das Fahrzeug mit seinen sämtlichen Achsen aus dem Überwachungsbereich der Gleisfreimeldeeinrichtung ausgefahren ist. Zuvor hatte die der Weichenwirkzone der ersten Verteilweiche zugeordnete Gleisfreimeldeeinrichtung das Einlaufen des hinteren Radsatzes des Fahrzeuges in die Weichenwirkzone WA registriert und dabei die Weichenwirkzone erneut besetzt gemeldet. Der vordere Radsatz des Fahrzeuges befindet sich nach wie vor im Zwischenabschnitt ZA zwischen der ersten und der zweiten Verteilweiche; die zugehörige Gleisfreimeldeeinrichtung meldet den Zwischenabschnitt besetzt.
Zum Zeitpunkt t5 hat das Fahrzeug mit seinem vorderen Radsatz die Einlaufkontakte EB1 am Wirkzonenanfang der zweiten Verteilweiche VB passiert und diese Wirkzone besetztgemeldet. Dies wird verdeutlich durch einen nach unten weisenden Pfeil neben dem Meldekennzeichen GFWB der zugehörigen Gleisfreimeldeeinrichtung. Die Gleisfreimeldeeinrichtung für den zurückliegenden Zwischenabschnitt ZA hat festgestellt, daß ebensoviele Achsen aus dem Abschnitt ausgezählt wurden wie zuvor eingezählt worden waren und meldet den Zwischenabschnitt ZA vorübergehend frei. Die Wirkzone der ersten Verteilweiche bleibt noch besetzgemeldet, weil der hintere Radsatz des Fahrzeuges die Auslaufkontakte AA2 noch nicht passiert hat.
   Dies ist zum Zeitpunkt t6 geschehen. Die der Wirkzone WA der ersten Verteilweiche VA zugeordnete Gleisfreimeldeeinrichtung meldet die Wirkzone frei. Dies bedeutet, daß das Fahrzeug, das zuvor in seiner gesamten Länge die Lichtschranke passiert hatte, nunmehr auch die Wirkzone WA vollständig verlassen hat. Das Freimeldesignal GFWA ↑ der Gleisfreimeldeeinrichtung dieses Abschnittes wird nun in einem der ersten Verteilweiche zugeordneten Mikrocomputer MCA mit dem für die Wirkzone WA hinterlegten Fahrzeugende-Kennzeichen FEWA des Lichtschrankenempfängers zu einem neuen Fahrzeugende-Kennzeichen FEZA verknüpft, das für den folgenden Zwischenabschnitt ZA hinterlegt wird und anzeigt, daß das Fahrzeug mit all seinen Achsen in den Zwischenabschnitt eingefahren und von der dortigen Gleisfreimeldeeinrichtung erfaßt worden ist. Das für die zurückliegende Weichenwirkzone WA hinterlegte Fahrzeugende-Kennzeichen FEWA wird gelöscht. Die Weiche VA kann, solange das Freimeldesignal GFAW ansteht, wieder gestellt werden. Der vordere Radsatz des Fahrzeuges belegt die Weichenwirkzone der Verteilweiche VB, der hintere Radsatz den Zwischenabschnitt ZA zwischen den Verteilweichen VA und VB. Die zugehörigen Gleisfreimeldeeinrichtungen kennzeichnen mit ihren Meldungen GFWB ↓ und GFZA ↓ diese Abschnitte als besetzt.
Zum Zeitpunkt t7 ist das Fahrzeug so weit vorgerückt, daß es mit seinem vorderen Radsatz die Auszählkontakte AB1 am Wirkzonenende der zweiten Verteilweiche VB passiert hat. Dabei wurde der angrenzende Zwischenabschnitt ZB durch die zugehörige Gleisfreimeldeeinrichtung (GFZB ↓) besetztgemeldet. Die Weichenwirkzone der Weiche VB wird durch die zugehörige Gleisfreimeldeeinrichtung vorübergehend freigemeldet (GFWB↑), weil die Schienenkontakte AB1 ebensoviele Auszählimpulse an den zugehörigen Achszähler gemeldet haben wie zuvor über die Schienenkontakte EW1 eingezählt worden sind. Der Zwischenabschnitt ZA zwischen der ersten und der zweiten Verteilweiche bleibt durch den hinteren Radsatz des Fahrzeuges besetztgemeldet. Der Schaltzustand der Gleisfreimeldeeinrichtungen ist durch Pfeile neben den zugehörigen Meldekennzeichen angegeben.
Zum Zeitpunkt t8 hat sich am Schaltzustand der betrachteten Gleisfreimeldeeinrichtungen gegenüber dem Schaltzustand zum Zeitpunkt t7 noch nichts geändert. Dies ist jedoch zum Zeitpunkt t9 der Fall. Dann ist das Fahrzeug so weit vorgerückt, daß es mit seinem hinteren Radsatz die Einzählkontakte EB1 am Wirkzonenanfang der zweiten Verteilweiche VB passiert hat. Die dieser Wirkzone zugeordnete Gleisfreimeldeeinrichtung meldet die Wirkzone WB wieder besetzt. Entsprechendes gilt für die dem Zwischenabschnitt ZB hinter der Weiche WB zugeordnete Gleisfreimeldeeinrichtung. Beim Ausfahren des Fahrzeuges aus dem Zwischenabschnitt ZA zwischen den Weichen VA und VB hat die diesem Zwischenabschnitt zugeordnete Gleisfreimeldeeinrichtung ein entsprechendes Meldekennzeichen GFZA ↑ ausgegeben. Dieses Meldekennzeichen wird nun in dem dem Weichenbereich A zugeordneten Mikrocomputer MCA mit dem dort gespeicherten Fahrzeugende-Kennzeichen FEZA zu einem neuen Fahrzeugende-Kennzeichen FEWB verknüpft.At time t2, the vehicle tip has the counting contacts AA1 at the end of the effective zone of the first distribution switch VA happens. The counter of the axis counter monitoring the effective zone determines that as many axes have moved out of the section as we have previously counted in; the turnout zone is temporarily released. This is symbolized in the drawing by an upward-pointing arrow next to the GFWA message indicator of the associated track vacancy detection device. However, the free signaling of the turnout zone remains ineffective for the time being because the switching distance of the light barrier is still interrupted, ie a control command for the first distribution switch VA that may be present by the automatic sequence control is not carried out. Simultaneously with the counting of the vehicle axles from the effective zone WA of the first distribution points, these vehicle axles were counted into the subsequent intermediate section ZA. The intermediate section was reported to be occupied, as can be seen from the downward-pointing arrow for the associated registration number GFZA.
At time t3, the switching status of the track vacancy detection devices and the light barrier has not changed: The light barrier is still interrupted, the track clearance detection device assigned to the turnout zone WA determines that the associated effective zone is free and the track clearance detection device assigned to the subsequent intermediate section ZA determines that the intermediate section monitored by her is occupied; Turnout zone and adjoining intermediate section remain reported as busy.
At time t4, the vehicle has advanced so far that its end has passed the light barrier monitoring area. The switching distance of the light barrier is closed again and the light barrier receiver issues a vehicle end indicator FEWA (vehicle end indicator FE for the effective zone W of the switch area A), which is stored in a memory assigned to the effective zone. This indicator means that the vehicle entering the effective zone has completely passed the light barrier. This means that all axles of the vehicle are moved into the effective zone and are detected by the associated track vacancy detection device. A later clear notification of the effective zone by the track vacancy detection device then implies the statement that the vehicle with all of it Axes are extended from the monitoring area of the track vacancy detection system. Previously, the track vacancy detection device assigned to the turnout zone of the first distribution switch had registered the entry of the rear wheel set of the vehicle into the turnout zone WA and reported the turnout zone occupied again. The front wheelset of the vehicle is still in the intermediate section ZA between the first and the second distribution switch; the associated track vacancy detection device reports that the intermediate section is occupied.
At time t5, the vehicle with its front wheelset passed the inlet contacts EB1 at the start of the active zone of the second distribution switch VB and reported this active zone as occupied. This is illustrated by an arrow pointing downwards next to the GFWB registration number of the associated track vacancy detection system. The track vacancy detection device for the previous intermediate section ZA has determined that as many axes from the section have been counted as were previously counted in and temporarily releases the intermediate section ZA. The effective zone of the first switch is still reported because the rear wheel set of the vehicle has not yet passed the outlet contacts AA2.
This happened at time t6. The track vacancy detection device assigned to the effective zone WA of the first distribution switch VA reports the effective zone freely. This means that the vehicle, which had previously passed the light barrier over its entire length, has now completely left the effective zone WA. The free signal GFWA ↑ of the track vacancy detection device of this section is now linked in a microcomputer MCA assigned to the first distribution switch with the vehicle end identifier FEWA of the light barrier receiver stored for the effective zone WA to form a new vehicle end identifier FEZA which is stored and displayed for the following intermediate section ZA that the vehicle with all its axles has entered the intermediate section and has been detected by the track vacancy detection device there. The vehicle end indicator FEWA stored for the past switch zone WA is deleted. The switch VA can be set again as long as the free signal GFAW is present. The front wheelset of the vehicle occupies the switch effective zone of the distribution switch VB, the rear wheelset the intermediate section ZA between the distribution points VA and VB. The associated track vacancy detection systems mark these sections as occupied with their messages GFWB ↓ and GFZA ↓.
At time t7, the vehicle has advanced so far that it has passed the counting contacts AB1 at the end of the effective zone of the second distribution switch VB with its front wheel set. The adjacent intermediate section ZB was reported to be occupied by the associated track vacancy detection device (GFZB ↓). The turnout zone of the turnout VB is temporarily released by the associated track vacancy detection device (GFWB ↑), because the rail contacts AB1 have reported as many counting impulses to the associated axle counter as were previously counted in via the rail contacts EW1. The intermediate section ZA between the first and the second distribution switch remains reported as occupied by the rear wheel set of the vehicle. The switching status of the track vacancy detection devices is indicated by arrows next to the associated message indicator.
At time t8, the switching state of the track vacancy detection devices under consideration has not changed compared to the switching state at time t7. However, this is the case at time t9. Then the vehicle has advanced so far that it has passed the counting contacts EB1 at the beginning of the effective zone of the second distribution switch VB with its rear wheel set. The track vacancy detection device assigned to this effective zone reports the active zone WB again occupied. The same applies to the track vacancy detection device assigned to the intermediate section ZB behind the switch WB. When the vehicle exits the intermediate section ZA between the points VA and VB, the track vacancy detection device assigned to this intermediate section has issued a corresponding message code GFZA ↑. This message indicator is now linked in the microcomputer MCA assigned to the switch area A with the vehicle end identifier FEZA stored there to form a new vehicle end identifier FEWB.

Dieses Fahrzeugende-Kennzeichen wird für die folgende Weichenwirkzone WB hinterlegt.
Das Fahrzeugende-Kennzeichen FEWB würde auch dann gebildet werden, wenn in der Zwischenzeit ein nachfolgendes Fahrzeug in die Weichenwirkzone der ersten Verteilweiche eingefahren wäre. Es spielt also keine Rolle, ob dieser Abschnitt zum Zeitpunkt der Verknüpfung tatsächlich frei oder besetzt ist; für die Ableitung des Fahrzeugende-Kennzeichens FEWB ist ausschließlich von Bedeutung, daß der Zwischenabschnitt ZA freigemeldet ist und daß zuvor irgendwann einmal festgestellt worden ist, daß das Fahrzeug mit all seinen Achsen in den Zwischenabschnitt ZA eingefahren war.This vehicle end indicator is stored for the following turnout zone WB.
The vehicle end indicator FEWB would also be formed if in the meantime a following vehicle had entered the turnout zone of the first distribution switch. So it does not matter whether this section is actually free or occupied at the time of linking; for the derivation of the vehicle end indicator FEWB it is only important that the intermediate section ZA is registered and that it has been determined at some point in the past that the vehicle with all its axles had entered the intermediate section ZA.

Zum Zeitpunkt t10 ist das betrachtete Fahrzeug so weit vorgerückt, daß es mit seinem vorderen Radsatz die Einzählkontakte EE1 eines in Figur 1 nur angedeuteten folgenden Weichenbereiches passiert hat. Der hintere Radsatz des Fahrzeugs befindet sich noch innerhalb der Weichenwirkzone WB der Verteilweiche VB. Die dem an diese Wirkzone angrenzenden Zwischenabschnitt ZB zugeordnete Gleisfreimeldeeinrichtung stellt fest, daß genauso viele Fahrzeugachsen aus dem Zwischenabschnitt ausgezählt wurden, wie zuvor eingezählt worden sind; sie meldet daraufhin den Zwischenabschnitt frei (GFZB ↑). Diese Freimeldung bleibt zunächst jedoch ohne Wirkung, weil für diesen Zwischenabschnitt von der zurückliegenden Weichenwirkzone her noch kein Fahrzeugende-Kennzeichen hinterlegt worden ist.
Dies ist jedoch der Fall zum Zeitpunkt t11. Das Fahrzeug ist dann so weit vorgerückt, daß es mit seinem hinteren Radsatz die Auszählkontakte AB1 der Weichenwirkzone WB passiert hat. Der den Weichenbereich B steuernde Mikrocomputer MCB verknüpft nun das beim Räumen des zwischen den Verteilweichen VA und VB gelegenen Zwischenabschnittes ZA ausgelöste und für die folgende Weichenwirkzone WB angespeicherte Fahrzeugende-Kennzeichen FEWB mit der Freimeldung GFWB ↑ der Weichenwirkzone der zweiten Verteilweiche VB zu einem Fahrzeugende-Kennzeichen FEZB und hinterlegt dieses für den angrenzenden Zwischenabschnitt ZB.At time t10, the vehicle under consideration has advanced so far that its front wheel set has passed the counting contacts EE1 of a following switch area, which is only indicated in FIG. The rear wheel set of the vehicle is still within the turnout zone WB of the distribution switch VB. The track vacancy detection device associated with the intermediate section ZB adjoining this effective zone determines that the same number of vehicle axles from the intermediate section were counted as were previously counted in; it then reports the intermediate section free (GFZB ↑). However, this free notification remains initially ineffective, because no vehicle end indicator has yet been stored for this intermediate section from the previous turnout zone.
However, this is the case at time t11. The vehicle has advanced so far that it has passed the counting contacts AB1 of the turnout zone WB with its rear wheel set. The microcomputer MCB controlling the turnout area B now links the vehicle end indicator FEWB triggered when the intermediate section ZA located between the distribution switches VA and VB is cleared and stored for the following turnout effective zone WB with the release message GFWB ↑ of the turnout effective zone of the second distribution switch VB to form a vehicle end indicator FEZB and stores this for the adjacent intermediate section ZB.

Beim weiteren Vorrücken des Fahrzeugs ändert sich am Belegungszustand der betrachteten Gleisanlage zunächst nichts. Sowohl zum Zeitpunkt t12 als auch zum Zeitpunkt t13 wird der an die zweite Verteilweiche angrenzende Zwischenabschnitt ZB durch die zugehörige Gleisfreimeldeeinrichtung besetztgemeldet. Erst zum Zeitpunkt t14 hat das Fahrzeug den Zwischenabschnitt vollständig geräumt und die zuständige Gleisfreimeldeeinrichtung meldet den Abschnitt frei. Der dem Weichenbereichen B zugeordnete Mikrocomputer MCB verknüpft nun das für den Zwischenabschnitt ZB abgespeicherte Fahrzeugende-Kennzeichen FEZB mit dem von der Gleisfreimeldeeinrichtung des Zwischenabschnittes gelieferten Freimeldesignal GFZB ↑ zu einem Fahrzeugende-Kennzeichen FEWC und hinterlegt dieses für den Folgegleisabschnitt.
In gleicher Weise mit den Weichenwirkzonen und Zwischenabschnitten der Weichen A bis C wird auch mit den Weichenwirkzonen und Zwischenabschnitten der übrigen Weichen der Anlage verfahren. Auch hier wird das von einer Freimeldeeinrichtung stammende Freimeldesignal für eine Wirkzone oder einen Zwischenabschnitt verknüpft mit dem für diesen Abschnitt zuvor hinterlegten Fahrzeugende-Kennzeichen.
Die Entscheidung darüber, für welchen der in Fahrrichtung auf eine Weichenwirkzone folgenden beiden Gleisabschnitte das beim Räumen der Weichenwirkzone durch eine Abteilung gebildete Fahrzeugende-Kennzeichen zu hinterlegen ist, wird durch die Ist-Lage der betreffenden Weiche vorgegeben. Die Ist-Lage der Weiche kann durch der Weiche oder dem Antrieb zugeordnete Indikatoren bestimmt werden, aber auch daraus abgeleitet werden, welche der Auszählkontakte am Wirkzonenende der Verteilweiche von der Abteilung betätigt werden.
Das Verknüpfen des von der Gleisfreimeldeeinrichtung einer Weichenwirkzone oder eines Zwischenabschnittes stammenden Freimeldesignals mit dem für diesen Gleisabschnitt gespeicherten Fahrzeugende-Kennzeichen findet nur bei eingeschalteter Ablaufautomatik statt. Das hat seinen Grund darin, daß bei Rangierbewegungen außerhalb des Automatikbetriebes ein sukzessives Fortschalten und Verknüpfen von Freimeldesignalen und Fahrzeugende-Kennzeichen jeweils vom ersten bis zum letzten Abschnitt der Anlage nicht möglich ist. Aus diesem Grund werden außerhalb des Automatikbetriebes die einzelnen Wirkzonen und Zwischenabschnitte ausschließlich über ihre zugehörigen Gleisfreimeldeeinrichtungen frei- und besetzt gemeldet.
Prinzipiell spielt es keine Rolle, ob die den einzelnen Gleisabschnitten einer Rangieranlage zugeordneten Gleisfreimeldeeinrichtungen als Achszähler oder als Gleisstromkreise ausgebildet sind, solange sichergestellt ist, daß sich in jedem Gleisabschnitt nur Fahrzeugachsen eines einzigen Ablaufes befinden können. Wenn diese Voraussetzung nicht mehr gegeben ist, wenn also hinter einer Vorauslaufenden Abteilung eine zweite Abteilung in einen Gleisabschnitt einlaufen würde, bevor der Abschnitt durch die vorauslaufende Abteilung freigemeldet wird, und wenn die diesem Gleisabschnitt zugeordnete Gleisfreimeldeeinrichtung als Gleisstromkreis ausgebildet wär, dann würde beim Ausfahren der vorauslaufenden Abteilung aus dem Gleisabschnitt wegen der fehlenden Freimeldung kein Fahrzeugende-Kennzeichen gebildet werden können und folglich auch nicht für den Folgegleisabschnitt hinterlegt werden können.As the vehicle advances further, nothing changes in the occupancy status of the track system under consideration. Both at time t12 and at time t13, the intermediate section ZB adjoining the second distribution switch is reported to be occupied by the associated track vacancy detection device. Only at time t14 does the vehicle have the intermediate section completely cleared and the responsible track vacancy reporting department releases the section. The microcomputer MCB assigned to the switch areas B now links the vehicle end identifier FEZB stored for the intermediate section ZB with the free registration signal GFZB ↑ supplied by the track vacancy detection device of the intermediate section to a vehicle end identifier FEWC and stores this for the following track section.
The same procedure is used with the switch action zones and intermediate sections of the switches A to C with the switch action zones and intermediate sections of the other switches of the system. Here too, the free-reporting signal originating from a free-reporting device for an effective zone or an intermediate section is linked to the end-of-vehicle identifier previously stored for this section.
The decision as to which of the two track sections following a turnout zone in the direction of travel is to be deposited with the vehicle end indicator, which is formed by a department when clearing the turnout zone, is determined by the actual position of the turnout in question. The actual position of the switch can be determined by indicators assigned to the switch or the drive, but can also be derived from which of the counting contacts at the end of the effective zone of the distribution switch are actuated by the department.
The link between the free signal coming from the track vacancy detection device of a turnout zone or an intermediate section and the vehicle end indicator stored for this track section only takes place when the automatic sequence control is switched on. The reason for this is that when maneuvering outside of automatic mode, it is not possible to gradually advance and link free signals and end-of-vehicle indicators from the first to the last section of the system. For this reason, the individual active zones and intermediate sections are reported free and occupied only via their associated track vacancy detection devices outside of automatic mode.
In principle, it does not matter whether the track vacancy detection devices assigned to the individual track sections of a shunting system are designed as axle counters or as track circuits, as long as it is ensured that in each track section only vehicle axles of a single sequence can be located. If this requirement no longer exists, i.e. if a second department behind a leading department would enter a track section before the section is released by the preceding department, and if the track vacancy detection device assigned to this track section were designed as a track circuit, then the no end-of-vehicle license plate can be formed from the preceding department from the track section due to the lack of free notification and therefore cannot be stored for the following track section.

Wenn man jedoch den einzelnen Gleisabschnitten als Freimeldeeinrichtungen mehrere durch die einzelnen Abteilungen getrennt aktivierbare Achszähler zuordnet, besteht die Möglichkeit, das Ein- und Auslaufen der einzelnen Abteilungen aus einem Gleisabschnitt zu erkennen und die dabei von den Achszählern ausgegebenen abteilungsspezifischen Freimeldesignale mit den für diesen Gleisabschnitt hinterlegten zugehörigen Fahrzeugende-Kennzeichen zu neuen Fahrzeugende-Kennzeichen für die Folgegleisabschnitte zu verknüpfen.However, if you assign several axle counters that can be activated separately by the individual departments to the individual track sections as free reporting devices, there is the possibility of recognizing the entry and exit of the individual departments from a track section and the department-specific clearance signals output by the axle counters with the stored for this track section to link the associated vehicle end license plate to new vehicle end license plates for the subsequent track sections.

Ein Ausführungsbeispiel für eine Einrichtung zur Verknüpfung derartiger abteilungsspezifischer Freimeldesignale mit zugehörigen Fahrzeugende-Kennzeichen ist in Fig. 3 dargestellt. Dabei ist angenommen, daß ein durch die Zählpunkte ZP1 und ZP2 begrenzter Abschnitt so lang ist, daß er gleichzeitig von drei einander folgenden Abteilungen belegt sein kann. Entsprechend dieser Anzahl sind dem Gleisabschnitt drei Zähler Z1, Z2 und Z3 zum Zählen ein - und auslaufender Fahrzeugachsen und drei Speicher S1, S2 und S3 zum Speichern von für diesen Abschnitt zu hinterlegen Fahrzeugende-Kennzeichen zugeordnet. Jeder Zähler weist je einen bedarfsweise aktivierbaren und bedarfsweise desaktivierbaren Einzähleingang E1, E2 bzw. E3 sowie einen ebensolchen Auszähleingang A1, A2 bzw. A3 auf. Den Speichern S1 bis S3 sind Eingangsschaltungen FE1 bis FE3 vorgeschaltet, über die ihnen die im zurückliegenden Gleisabschnitt gebildeten Fahrzeugende-Kennzeichen gezielt nacheinander zuführbar sind. Verknüpft werden die für den Gleisabschnitt in den Speichern S1 bis S3 hinterlegten Fahrzeugende-Kennzeichen mit den von den Zählern Z1 bis Z3 veranlaßten abteilungsspezifischen Freimeldesignalen in Verknüpfungsschaltungen U1 bis U3. Deren Ausgangssignale werden dem Speicher oder den Speichern des jeweils folgenden Gleisabschnittes über eine ODER-Schaltung O zugeführt.An exemplary embodiment of a device for linking such department-specific vacancy signals with associated vehicle end indicators is shown in FIG. 3. It is assumed that a section delimited by the metering points ZP1 and ZP2 is so long that it can be occupied by three successive departments at the same time. Corresponding to this number, the track section is assigned three counters Z1, Z2 and Z3 for counting vehicle axles entering and leaving and three memories S1, S2 and S3 for storing vehicle end identifiers to be stored for this section. Each counter has a counting input E1, E2 or E3, which can be activated and deactivated as required, as well as a counting input A1, A2 or A3. Input circuits FE1 to FE3 are connected upstream of the memories S1 to S3, via which the vehicle end identifiers formed in the previous track section can be fed to them in succession. The are linked for the track section End-of-vehicle identifiers stored in the memories S1 to S3 with the department-specific clearing signals initiated by the counters Z1 to Z3 in logic circuits U1 to U3. Their output signals are fed to the memory or the memories of the following track section via an OR circuit O.

Es ist genommen, daß eine erste Abteilung vollständig in den Gleisabschnitt eingefahren ist. Ihre jeweilige Achszahl ist dem Zähler Z1 über den Einzähleingang E1 zugeführt worden; die Einzähleingänge E2 und E3 der Zähler Z2 und Z3 sind über ihnen zuvor zugeführte Sperrsignale desaktiviert. Außerdem ist der Speicher S1 durch ein beim vollständigen Räumen des in Fahrrichtung zurückliegenden Gleisabschnittes durch die Abteilung ausgelöstes Fahrzeugende-Kennzeichen eingestellt worden, daß ihm über die Eingangsschaltung FE1 zugeführt wurde; die den beiden anderen Speichern S2 und S3 vorgeschalteten Eingangsschaltungen FE2 und FE3 sind durch zuvor angelegte Sperrsignale desaktiviert worden. Sobald der Speicher S1 das der ersten Abteilung zugeordnete Fahrzeugende-Kennzeichen aufgenommen hat, desaktiviert er den Einzähleingang E1 des ersten Zählers Z1 und aktiviert den Einzähleingang E2 des zweiten Zählers Z2. Damit ist der Einzählvorgang für die erste Abteilung beendet, etwaige nachfolgende Achsen werden einer zweiten Abteilung zugeordnet und in den zweiten Zähler Z2 eingezählt. Außerdem veranlaßt der erste Speicher S1 bei Übernahme des der ersten Abteilung zugeordneten Fahrzeugende-Kennzeichens die Desaktivierung der Eingangsschaltung FE1 und die Aktivierung der Eingangsschaltung FE2, die dem zweiten Speicher S2 vorgeschaltet ist. Ein vom in Fahrrichtung zurückliegenden Gleisabschnitt zu einem späteren Zeitpunkt beim vollständigen Räumen dieses Abschnittes durch die zweite Abteilung ausgegebenes Fahrzeugende-Kennzeichen wird damit im zweiten Speicher S2 hinterlegt. Mit der Hinterlegung dieses Fahrzeugende-Kennzeichens ist der Einzählvorgang für die zweite Abteilung beendet. Der zweite Speicher desaktiviert mit seinem Ausgangssignal den Einzähleingang E2 des zweiten Zählers Z2 und aktiviert gleichzeitig den Einzähleingang E3 des dritten Zählers Z3. Alle nachfolgenden Fahrzeugachsen werden nun einer dritten einlaufenden Abteilung zugeordnet und im Zähler Z3 gezählt. Das Ausgangssignal des zweiten Speichers S2 bewirkt ferner die Desaktivierung seiner Eingangsschaltung FE2 und die Aktivierung der Eingangsschaltung FE3, die dem dritten Speicher S3 vorgeschaltet ist. Das beim vollständigen Räumen des zurückliegenden Gleisabschnittes ausgegebene, der dritten Abteilung zugeordnete Fahrzeugende-Kennzeichen gelangt damit in den Speicher S3. Dieser bewirkt dann über sein Ausgangssignal die Desaktivierung des dem dritten Zähler Z3 zugeordneten Einzähleinganges E3 und die Aktivierung des Einzähleinganges E1 des ersten Zählers Z1. Ferner desaktiviert der dritte Speicher seine Eingangsschaltung FE3 bei gleichzeitiger Aktivierung der dem ersten Speicher S1 vorgeschalteten Eingangsschaltung E1.It is assumed that a first section has completely entered the track section. Their respective number of axes has been fed to the counter Z1 via the counting input E1; the count-in inputs E2 and E3 of the counters Z2 and Z3 are deactivated via blocking signals previously supplied to them. In addition, the memory S1 has been set by a vehicle end indicator triggered by the department when the track section lying behind in the direction of travel has been completely cleared, and has been fed to it via the input circuit FE1; the input circuits FE2 and FE3 connected upstream of the two other memories S2 and S3 have been deactivated by previously applied blocking signals. As soon as the memory S1 has received the vehicle end identifier assigned to the first department, it deactivates the counting input E1 of the first counter Z1 and activates the counting input E2 of the second counter Z2. This completes the counting process for the first department, any subsequent axes are assigned to a second department and counted into the second counter Z2. In addition, the first memory S1 initiates the deactivation of the input circuit FE1 and the activation of the input circuit FE2, which is connected upstream of the second memory S2, when the vehicle end identifier assigned to the first department is adopted. A vehicle end indicator issued by the second section of the track section lying in the direction of travel at a later point in time when this section is completely cleared is thus stored in the second memory S2. The counting process for the second department ends with the deposit of this vehicle end number plate. The second memory deactivates the counting input E2 of the second counter Z2 with its output signal and simultaneously activates the counting input E3 of the third counter Z3. All subsequent vehicle axles are now a third incoming Department assigned and counted in counter Z3. The output signal of the second memory S2 also causes the deactivation of its input circuit FE2 and the activation of the input circuit FE3, which is connected upstream of the third memory S3. The end-of-vehicle identifier, which is issued when the previous track section has been completely cleared, is assigned to the memory S3. This then uses its output signal to deactivate the counting input E3 assigned to the third counter Z3 and to activate the counting input E1 of the first counter Z1. Furthermore, the third memory deactivates its input circuit FE3 while simultaneously activating the input circuit E1 connected upstream of the first memory S1.

Zu einem beliebigen Zeitpunkt verläßt die erste Abteilung den betrachteten Gleisabschnitt. Ihre Achsen werden über den Auszähleingang A1 aus dem Zähler Z1 ausgezählt; die Auszähleingänge A2 und A3 der Zähler Z2 und Z3 sind dabei desaktiviert. Der Zähler Z1 erkennt durch Vergleich der in ihn ein- und aus ihm ausgezählten Fahrzeugachsen, wann die erste Abteilung den von ihm überwachten Gleisabschnitt vollständig verlassen hat. Dies ist unabhängig davon, ob sich zu diesem Zeitpunkt weitere Achsen im Gleisabschnitt befinden; diese werden von den Zählern Z2 oder Z3 gezählt. Sobald der erste Zähler Z1 festgestellt hat, daß alle Achsen der ersten Abteilung den Abschnitt verlassen haben, gibt er ein Freimeldesignal an die erste Verknüpfungsschaltung U1. Diese verknüpft gezielt das der ersten Abteilung zugeordnete Freimeldesignal mit dem für die Abteilung im Speicher S1 hinterlegten Fahrzeugende-Kennzeichen zu einem Fahrzeugende-Kennzeichen, das über die ODER-Schaltung O für den folgenden Gleisabschnitt hinterlegt wird. Die Ausgabe dieses Fahrzeugende-Kennzeichens führt zur Desaktivierung des Auszähleinganges A1 für den Zähler Z1 und zur Aktivierung des Auszähleinganges A2 für den Zähler Z2. Die nächsten aus dem Gleisabschnitt auslaufenden Achsen werden damit der zweiten Abteilung zugeordnet und aus dem Zähler Z2 ausgezählt. Sind alle Achsen der zweiten Abteilung aus dem überwachten Gleisabschnitt ausgefahren, so erkennt dies der Zähler Z2 an der Übereinstimmung von ein- und ausgezählten Fahrzeugachsen. Er gibt ein abteilungsspezifisches Freimeldesignal an die Verknüpfungsschaltung U2, welche dieses Freimeldesignal mit dem der zweiten Abteilung zugeordneten, im Speicher S2 hinterlegten Fahrzeugende-Kennzeichen verknüpft und dieses Fahrzeugende-Kennzeichen über die ODER-Schaltung O dem folgendem Gleisabschnitt zuführt. Mit der Ausgabe dieses Fahrzeugende-Kennzeichens wird der Auszähleingang A2 des zweiten Zählers Z2 desaktiviert bei gleichzeitiger Aktivierung des Auszähleinganges A3 des dritten Zählers Z3. Alle weiteren aus dem Abschnitt auslaufenden Fahrzeugachsen werden nun aus dem dritten Zähler Z3 ausgezählt. Hat die dritte Abteilung den Gleisabschnitt vollständig verlassen, so gibt der dritte Zähler ein diesbezügliches Freimeldesignal an die Verknüpfungsschaltung U3, welche dieses Freimeldesignal mit dem beim vollständigen Ausfahren aus dem zurückliegenden Abschnitt im Speicher S3 hinterlegten Fahrzeugende-Kennzeichen für diese Abteilung verknüpft und das Fahrzeugende-Kennzeichen an den oder die Speicher des folgenden Gleisabschnittes übermittelt. Gleichzeitig wird der Auszähleingang A3 des dritten Zählers Z3 desaktiviert und der Auszähleingang des ersten Zählers Z1 aktiviert. Damit befindet sich die Einrichtung wieder in dem Zustand, den sie vor dem Einlaufen der ersten Abteilung in den Gleisabschnitt eingenommen hatte.At any time, the first section leaves the section of track under consideration. Their axes are counted out of the counter Z1 via the counting input A1; the counting inputs A2 and A3 of the counters Z2 and Z3 are deactivated. By comparing the vehicle axles counted in and out of it, the counter Z1 recognizes when the first department has completely left the track section monitored by it. This is irrespective of whether there are other axes in the track section at this time; these are counted by the counters Z2 or Z3. As soon as the first counter Z1 has determined that all axes of the first department have left the section, it issues a clear signal to the first logic circuit U1. This specifically combines the free registration signal assigned to the first department with the vehicle end identifier stored for the department in the memory S1 to form an end vehicle identifier, which is stored via the OR circuit O for the following track section. The output of this vehicle end indicator leads to the deactivation of the counting input A1 for the counter Z1 and to the activation of the counting input A2 for the counter Z2. The next axes running out of the track section are thus assigned to the second department and counted from the counter Z2. If all axles of the second department have moved out of the monitored track section, the counter Z2 recognizes this by the correspondence of the counted and counted vehicle axles. It gives a department specific Free registration signal to the logic circuit U2, which links this free registration signal with the vehicle end indicator assigned to the second department and stored in the memory S2 and feeds this vehicle end indicator via the OR circuit O to the following track section. With the output of this vehicle end indicator, the counting input A2 of the second counter Z2 is deactivated with simultaneous activation of the counting input A3 of the third counter Z3. All other vehicle axles leaving the section are now counted from the third counter Z3. If the third department has completely left the track section, the third counter sends a related free signal to the logic circuit U3, which links this free signal with the vehicle end indicator for this department and the end of vehicle indicator stored in the memory S3 when it completely exits the previous section transmitted to the memory (s) of the following track section. At the same time, the counting input A3 of the third counter Z3 is deactivated and the counting input of the first counter Z1 is activated. The facility is now in the state it had been in before the first department entered the track section.

Anstelle getrennter Verknüpfungsschaltungen U1 bis U3 zum Verknüpfen von abteilungsspezifischen Freimeldesignalen mit den zugehörigen Fahrzeugende-Kennzeichen kann auch eine gemeinsame Verknüpfungslogik zum Bilden der an den Folgegleisabschnitt weiterzugebenden Fahrzeugende-Kennzeichen vorgesehen sein. Die Verknüpfung der in einen Abschnitt ein- und auslaufenden Fahrzeugachsen mit den für diesen Abschnitt hinterlegen bzw. für den Folgeabschnitt gebildeten Fahrzeugende-Kennzeichen macht es möglich, jede den Abschnitt durchlaufende Abteilung gesondert zu verfolgen. Damit ist es erstmals möglich, einzelne Gleisabschnitte einer Rangieranlage beliebig lang auszuführen. Dies gilt vor allem für die zwischen den Wirkzonen der Verteilweichen gelegenen Zwischenabschnitte, die aus anlagetechnischen Gründen häufig sehr viel länger ausgeführt werden müssen als die Weichenwirkzonen. Die Fahrzeugende-Kennzeichen brauchen damit nicht über mehrere kürzere, mit zugehöriger Gleisfreimeldeeinrichtungen ausgerüstete Teil-Zwischenabschnitte von Weiche zu Weiche fortgeschaltet zu werden, sondern können über einen beliebig langen, mit nur einem Satz Ein- und einen Satz Auszählkontakten ausgerüsteten Zwischenabschnitt weitergegeben werden. Die maximale Anzahl der für einen solchen Abschnitt bereitzustellenden Zähler und Speicher richtet sich nach der Länge des betreffenden Abschnittes.Instead of separate logic circuits U1 to U3 for linking department-specific clearing signals with the associated vehicle end indicators, a common logic logic can also be provided for forming the vehicle end indicators to be passed on to the following track section. The linking of the vehicle axles entering and leaving a section with the end-of-vehicle markings stored for this section or for the following section makes it possible to track each department running through the section separately. This makes it possible for the first time to run individual track sections of a shunting system for any length. This applies in particular to the intermediate sections located between the effective zones of the distribution points, which for technical reasons often have to be carried out much longer than the effective points. The vehicle end license plates therefore do not need several shorter, with associated track vacancy detection devices equipped intermediate sections to be switched from turnout to turnout, but can be passed on via an arbitrarily long intermediate section equipped with only one set of one and one set of counting contacts. The maximum number of counters and memories to be provided for such a section depends on the length of the section concerned.

Die Ein- und Auszählkontakte können in jeder beliebigen gängigen Technik ausgeführt sein. Der der Wirkzone der ersten Verteilweiche zugeordnete Indikator zum Feststellen der vollständigen Passage eines Fahrzeuges oder einer Fahrzeuggruppe ist in der Zeichnung als Lichtschranke angenommen worden. Hier kann jedoch auch jeder andere zu diesem Zweck geeignete Indikator verwendet sein, beispielsweise ein Ultraschallgeber, eine zwischen den Gleisen verlegte Induktionsschleife oder die Freimeldeeinrichtung eines gesonderten Gleisabschnittes, dessen Länge größer ist als der größte Achsabstand eines die Anlage befahrenden Fahrzeuges.The counting-in and counting-out contacts can be implemented in any common technology. The indicator assigned to the effective zone of the first distribution switch for determining the complete passage of a vehicle or a group of vehicles has been assumed in the drawing as a light barrier. However, any other indicator suitable for this purpose can also be used here, for example an ultrasound transmitter, an induction loop installed between the tracks or the free signaling device of a separate track section, the length of which is greater than the greatest center distance of a vehicle traveling on the system.

Claims (13)

  1. Method of signalling the free and occupied state of track sections, monitored continuously by track indicator devices, in railway shunting installations on which vehicles (FZ) can travel whose axle base is greater than the shortest monitored length of track section, using an indicator (SL, EL) assigned at least to the first track section (WA), in the direction of travel, of the track installation to be monitored, for outputing an end-of-vehicle code (FEWA) when a vehicle element formed from an individual vehicle or from a plurality of vehicles has passed by completely, which code (FEWA) is logically linked to the track-release signal (GFWA↑) of the track indicator device assigned to the section to form an end-of-vehicle code (FEZA) which indicates that the vehicle element has entered the section (WA), and left it again, with all its axles, characterized
    - in that the end-of vehicle code (FEZA), formed when the vehicle element moves out of the first track section (WA) of the installation, is stored for the respective subsequent track section (ZA),
    in that the end-of vehicle code (FEWA) stored for the respective previous track section (WA) is cleared when the end-of-vehicle code (FEZA) for the subsequent track section (ZA) is stored,
    - in that when a track-release signal (GFWA↑) is present for the subsequent track section (ZA) it is tested whether an end-of-vehicle code (FEZA) is stored for this track section, in that, when a track-release signal (GFWA↑) and stored end-of-vehicle code (FEZA) are present simultaneously, an end-of-vehicle code (FEWB) is formed for the subsequent track section (WB) and stored for it and
    in that the same procedure is adopted for the other track sections of the track installation as the vehicle element moves forward.
  2. Method according to Claim 1, characterized in that the logical linking of the stored end-of-vehicle code (FEZA) of the respective previous track section (WA) in the direction of travel to the present track-release signal (GFZA↑) of the respective subsequent track section (ZA) only takes place when the automatic sequence control is switched on.
  3. Device for carrying out the method according to Claim 1, characterized in that each switch (VB) or a group of switches is assigned a microcomputer (MCB) which records the track-release signals (GFZA↑) of a track-release device assigned to the respective operational zone (WB) of the switch and the track-release signals (GFZA↑) of track-release devices assigned to the intermediate sections (ZB) adjacent to the following distributor switches (VC), logically links them to a stored end-of-vehicle code (FEWB) of the track section (ZA) which respectively precedes in the direction of travel, for the respective associated vehicle element, and stores the end-of-vehicle code (FEZB), formed during this process, for the respective subsequent track section (ZB).
  4. Device according to Claim 3, characterized in that the microcomputers contain counters for registering the vehicle axles entering and leaving the assigned track sections.
  5. Device according to Claim 4, characterized in that the counters have a counting capacity which is adapted to the maximum possible number of vehicle axles which can be located simultaneously within one track section.
  6. Device according to one of Claims 4 or 5, characterized in that the counting-out contacts which act on the counting-out input of a counter simultaneously form the counting-in contacts for a counter which is assigned to the respective subsequent track section.
  7. Device according to one of Claims 4 to 6, characterized in that the counting-in contacts and the counting-out contacts are made up of double contacts for evaluating travel events as a function of the direction of travel.
  8. Device according to Claim 3, characterized in that the decision as to which of the two intermediate sections (ZB) which follow an operational zone (WB) of a switch in the direction of travel is to have stored for it an end-of-vehicle code (FEZB) which is formed when the switch zone is cleared, is determined by the actual position of the respective switch (VB).
  9. Device according to Claim 3, characterized in that a photoelectric barrier (SL, EL) or a photoelectric grid is provided which exclusively monitors an area of track inside the first track section (WA) of the track installation.
  10. Device according to Claim 3, characterized in that, in order to emit the end-of-vehicle code, an ultrasonic detector is provided which exclusively monitors an area of track inside the first track section of the track installation.
  11. Device according to Claim 3, characterized in that, in order to emit the end-of-vehicle code, an induction loop is provided which exclusively monitors an area of track inside the first track section of the track installation.
  12. Device according to Claim 3, characterized in that the track-release device of a track section which is situated ahead of the first section of the track installation or projects into this track section and whose length is greater than the maximum axle base of a vehicle is provided in order to emit the end-of-vehicle code.
  13. Device according to Claim 3 or 4, characterized in that, for each track section, a number of memories (S1, D2, S3) corresponding to the maximum possible number of vehicle elements which can travel on it simultaneously, is provided for storing end-of-vehicle codes for vehicle elements which are successively entering the section and an equally large number of counters (Z1, Z2, Z3) for registering vehicle axles which are entering and leaving, of which counters in each case initially one (S1, Z1) is activated when a track section is free, in that the storage of a first, second etc. end-of-vehicle code for the track section in the first, second etc. memory (S1) brings about the deactivation of the counting-in input (E1) of the first, second etc. counter (Z1) and the activation of the counting-in procedure (E2) of the second, third etc. counter (Z2) and the activation of the second, third etc. memory (S2), in which case, when an end-off-vehicle code for the track section is received, the last memory (S3) brings about the activation of the first memory (S1) and the activation of the counting-in input (E1) of the first counter (Z1), in that the formation and/or storage of a first, second etc. end-of-vehicle code for the respective subsequent track section brings about the deactivation of the counting-out input (A1) of the first, second etc. counter (Z1) and the activation of the counting-in input (A2) of the second, third etc. counter (Z2) and the clearing of the first, second, etc. memory (S1), the storage of the end-of-vehicle code, derived from the end-of-vehicle code stored in the last memory (S3), for the subsequent track section activating the counting-out input (A1) of the first counter (Z1).
EP89107395A 1988-05-02 1989-04-24 Method to signal the free and occupied state of track sections in railway shunt arrangements, and device to perform this method Expired - Lifetime EP0340597B1 (en)

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DE3814858 1988-05-02
DE3814858 1988-05-02

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EP0340597A2 EP0340597A2 (en) 1989-11-08
EP0340597A3 EP0340597A3 (en) 1990-12-12
EP0340597B1 true EP0340597B1 (en) 1996-09-04

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AT (1) ATE142154T1 (en)
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114802364A (en) * 2021-01-19 2022-07-29 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） Driving control method suitable for vacuum pipeline magnetic suspension high-speed aerodyne

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Publication number Priority date Publication date Assignee Title
DE3814859C2 (en) * 1988-05-02 1994-10-06 Siemens Ag Device for the detection of false runners in railroad shunting systems
DE4421327C2 (en) * 1993-07-21 2002-11-14 Tiefenbach Gmbh warning system

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DE2046507A1 (en) * 1970-09-21 1972-03-23 Siemens Ag Circuit arrangement for determining the number of axles of wagons or groups of wagons in railway systems, in particular for interlockings

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114802364A (en) * 2021-01-19 2022-07-29 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） Driving control method suitable for vacuum pipeline magnetic suspension high-speed aerodyne
CN114802364B (en) * 2021-01-19 2023-06-13 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） Driving control method suitable for vacuum pipeline magnetic suspension high-speed galloping

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EP0340597A3 (en) 1990-12-12
DE58909718D1 (en) 1996-10-10
ES2091188T3 (en) 1996-11-01
ATE142154T1 (en) 1996-09-15
EP0340597A2 (en) 1989-11-08

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