DK2399802T3 - Vehicle device for a point-shaped inductive train system - Google Patents

Vehicle device for a point-shaped inductive train system Download PDF

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Publication number
DK2399802T3
DK2399802T3 DK11168971.7T DK11168971T DK2399802T3 DK 2399802 T3 DK2399802 T3 DK 2399802T3 DK 11168971 T DK11168971 T DK 11168971T DK 2399802 T3 DK2399802 T3 DK 2399802T3
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DK
Denmark
Prior art keywords
vehicle device
vehicle
magnet
point
train control
Prior art date
Application number
DK11168971.7T
Other languages
Danish (da)
Inventor
Bernd Elling
Original Assignee
Siemens Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Publication of DK2399802T3 publication Critical patent/DK2399802T3/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/122—German standard for inductive train protection, called "Induktive Zugsicherung"[INDUSI]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously

Description

Description
Vehicle device for a system for point-shaped inductive train control
The invention relates to a vehicle device for a system for point-shaped inductive train control having at least one generator for generating an alternating current and for supplying at least one oscillating circuit of at least one vehicle magnet with the generated alternating current and at least one monitoring device for detecting an effect caused by at least one track magnet on the at least one oscillating circuit of the vehicle magnet, the vehicle device being designed in such a way that it is configurable and, depending on its particular configuration, can be used for different track magnets of different systems for point-shaped inductive train control.
Vehicle devices for systems for point-shaped inductive train control are known, for example, from the published German patent applications DE 197 58 365 A1 and DE 102 23 116 Al, the latter describing a vehicle device according to the preamble to claim 1.
Systems used for point-shaped inductive train control, which are also generally known by the term "Indusi" [German acronym and abbreviation for "inductive system protection"] and are implemented for example in the form of the train control systems Indusi I 54, Indusi I 60 R, PZ 80 PZB 90, are generally used for detecting signals and information predefined trackside. In this case usually at least one generator of the vehicle device generates an alternating current and supplies it to an oscillating circuit of a vehicle magnet. Depending on the respective implementation, this vehicle magnet may be considered to be a standalone component or even a component of the vehicle device. The oscillating circuit of the vehicle magnet generates an electromagnetic field, which induces a voltage in the track magnet when passing over it. When the track magnet is switched to an active state, this causes the level in the supply circuit of the vehicle magnet to fall for the duration of the coupling, which fall can be detected by means of a monitoring device. It is essential for this that the oscillating circuit of the vehicle magnet, which is normally operated at resonance, is matched to the resonance frequency of the track magnet. Track magnets with a resonance frequency of 500 Hz, 1000 Hz and 2000 Hz are in use in Germany; these are each assigned to a specific set of information, namely speed control, distant signal and main signal. Consequently, corresponding vehicle magnets usually have three oscillating circuits each matched to the corresponding resonance frequency, which are supplied by one or more generators.
The object of the invention is to specify an improved vehicle device of the type mentioned above.
This object is achieved according to the invention by a vehicle device for a system for point-shaped inductive train control having at least one generator for generating an alternating current and for supplying at least one oscillating circuit of at least one vehicle magnet with the generated alternating current and at least one monitoring device for detecting an effect caused by at least one track magnet on the at least one oscillating circuit of the vehicle magnet, the vehicle device being designed in such a way that it is configurable and, depending on its particular configuration, can be used for different track magnets of different systems for point-shaped inductive train control, wherein the vehicle device can be configured by changing the current intensity of the alternating current generated by the at least one generator and supplied to the at least one oscillating circuit of the at least one vehicle magnet.
According to previous explanations in this regard, in a system for point-shaped inductive train control it is usually necessary for the vehicle magnets assigned to the vehicle and the track magnets installed on the track to be matched to one another. This has the result that, when a vehicle is used in different regions or countries in which different systems for point-shaped inductive train control with different track magnets are used, a separate point-shaped train control device has hitherto been installed on the vehicle side for each country or region, each system in particular having a separate vehicle device and vehicle magnets matched to the corresponding track magnets. Take, for example, a vehicle that runs between Germany and Poland. Since the system used in Germany for point-shaped inductive train control, i.e. for example Indusi I 60 R, LZB 80 or PZ 80, differs from the system for point-shaped inductive train control used in Poland, namely SHP, with regard to the track magnets, a vehicle device and corresponding vehicle magnets for each of the two systems have hitherto been provided on the vehicle side. It should be noted in this regard that the vehicle magnets are usually arranged on the right-hand side in the direction of travel, so that a separate vehicle magnet is usually required for each direction of travel.
The inventive vehicle device is advantageous since it makes it possible, through configuration, to make an adjustment with regard to different track magnets of different systems for point-shaped inductive train control. This enables the same vehicle device to be used, depending on its respective configuration, for different track magnets and thus for different systems for point-shaped inductive train control.
The inventive vehicle device thus offers the advantage that the number of devices on board the vehicle is reduced. This advantageously means that only one vehicle device is required, regardless of the number of supported systems for point-shaped inductive train control. Since the vehicle-side equipment is simplified or reduced, this also enables less to be expended in terms of development, investment, installation and maintenance, thereby directly resulting in corresponding cost savings .
As part of the present invention the configurability of the vehicle device may be implemented through software and/or hardware .
It should be mentioned that the vehicle device may be configured according to the invention in such a way that, depending on the respective configuration, it is designed for use for two or even more different systems for point-shaped inductive train control.
The inventive vehicle device is characterised such that the vehicle device can be configured by changing the current intensity of the alternating current generated by the at least one generator and supplied to the at least one oscillating circuit of the at least one vehicle magnet. This is advantageous since it means that, depending on the respective system for point-shaped inductive train control or on the track magnets used in this system, alternating currents of differing current intensity can be supplied to the at least one oscillating circuit of the at least one vehicle magnet. Thus, for example, the system normally used in Germany for point-shaped inductive train control PZB 90 uses the 500, 1000 and 2000 Hz frequencies, with the transmission power in the idle state, i.e. in the uninfluenced state, being approx. 6 W for each of the frequencies. However, the SHP system normally used for point-shaped inductive train control in Poland, for example, uses only one frequency of 1000 Hz for transmitting information, with the transmission power in the idle state being significantly below 1 W.
The inventive vehicle device is preferably further developed in such a way that the vehicle device can be configured such that the effects on the at least one oscillating circuit of the at least one vehicle magnet, which effects are caused by different track magnets of different systems for point-shaped inductive train control, can be captured with the at least one vehicle magnet. Thus in this case the same vehicle magnets can advantageously be used on the vehicle side for different track magnets of different systems for point-shaped inductive train control. This means that, based on the configuration capability of the vehicle device, one vehicle magnet or vehicle magnet type is suitable or can be used for reading at least two different types of track magnets of different systems for point-shaped inductive train control. Therefore, ideally, only one vehicle magnet is required on the vehicle side in each direction of travel. This not only reduces costs, but also improves safety in addition as a result of the improved transmission of information from the respective track magnet to the respective vehicle magnet. The reason for this is that the vehicle magnet for each direction of travel can be installed in each case at the best possible installation location in the vehicle, independently of the respectively system used for point-shaped inductive train control. The disadvantages caused by the fact that a greater number of vehicle magnets need to be installed in each direction of travel, are thus advantageously avoided.
It should be mentioned that, in addition to configuration by changing the current intensity of the alternating current generated by the generator, further configuration measures are also possible or may be required in addition. This may also in particular include hardware switchovers, with the effect that, for example by means of a switchover process, a switchover takes place from an operating unit of the at least one vehicle magnet with a series resonance circuit to an operating unit of the at least one vehicle magnet with a parallel resonance circuit.
According to a further particularly preferred embodiment, the inventive vehicle device can be configured by changing at least one operating parameter of the at least one monitoring device. In this case a corresponding change can be made to the at least one operating parameter of the at least one monitoring device in addition or alternately to changing at least one operating parameter of the at least one generator.
According to a further particularly preferred development the inventive vehicle device is designed in such a way that the vehicle device can be configured by changing at least one threshold value of the at least one monitoring device. A corresponding threshold value may in particular be a threshold value for the current intensity in the respective oscillating circuit of the vehicle magnet. An activated track magnet is thus detected on the basis of a fall in the alternating current below the threshold value caused by the track magnet or its oscillating circuit. If the vehicle magnet has a plurality of oscillating circuits, the threshold values can preferably be predefined separately for each oscillating circuit of the vehicle magnet. As well as by specifying an absolute threshold value, this may also be done for example by predefining a percentage fall in the current intensity of the alternating current of the oscillating circuit.
The inventive vehicle device may preferably also be characterised such that data specific to the different systems for point-shaped inductive train control is stored in a storage area of the vehicle device. As well as operating parameters specific to the respective system for point-shaped inductive train control, corresponding data may in particular be specific operating programs of the vehicle device for the respective system for point-shaped inductive train control. As a result thereof it is advantageously possible for the same vehicle device to be operated with at least partially different software, depending on the respective system for point-shaped inductive train control that is being used or is to be supported.
According to a further particularly preferred embodiment the inventive vehicle device is designed to change its configuration while the train is running. This may occur, for example, in such a way that a signal is sent to the vehicle device to indicate that a switchover is to take place from one system for point-shaped inductive train control to another system for point-shaped inductive train control after a driving distance of e.g. 100 m. As a result of the vehicle device changing its configuration while the train is running, it is advantageously possible that, even when changing from one system for point-shaped inductive train control to another system for point-shaped inductive train control, i.e. for example at a national boundary, it is not necessary for the vehicle to stop in order to change over to the other system.
The inventive vehicle device may also advantageously be further developed such that the vehicle device is designed as an STM (special transmission module) for the European Train Control System ETCS. An STM normally consists of modules used on an ETCS vehicle device for adapting non-ETCS-compatible national train protection systems. To facilitate the continued use of the respective national train protection system in a transitional phase, the STM or STM modules translate information from the respective old train protection or train control system, so that a traction unit equipped with an ETCS vehicle device and a corresponding STM can run on tracks with the corresponding country-specific functionality. As a result of the preferred development of the inventive vehicle device, it is now possible for one and the same STM to be used for different systems for point-shaped inductive train control. Thus, also in connection with ETCS, this also results in the said advantages in connection with the inventive vehicle device. This vehicle device is preferably designed such that it occupies only one STM interface on an ETCS vehicle device. This means that the vehicle device appears to the ETCS vehicle device as only one STM or local (old) system, independently of the number of systems for point-shaped inductive train control supported by it.
According to a further particularly preferred embodiment the inventive vehicle device has a plurality of generators and is designed to switch off generators, which are not needed for the respective system for point-shaped inductive train control. This is advantageous in all cases in which the different systems for point-shaped inductive train control, which are supported by the vehicle device, use a different number of frequencies. Thus, for example in a vehicle travelling from Germany to Poland, in the area covered by the Polish SHP system, the generators for 500 Hz and 2000 Hz are switched off, since SHP uses only the 1000 Hz frequency. In addition, a corresponding ability to switch off the generators is also advantageous for a case in which the vehicle device is designed as an STM for ETCS, since this makes it possible, in ETCS operation, for the generators of the old system supported by the vehicle device when functioning as an STM, which are not needed in this case, to be switched off.
The invention additionally comprises a rail vehicle having at least one inventive vehicle device or at least one vehicle device according to one of the previously described developments of the inventive vehicle device and having at least one vehicle magnet connected to the at least one vehicle device .
The advantages of the inventive rail vehicle essentially correspond to those of the inventive vehicle device or its preferred developments, so that reference is made in this regard to the corresponding explanations above.
The invention also further comprises a system for point-shaped inductive train control having at least one track magnet, at least one inventive vehicle device and/or at least one vehicle device according to one of the previously described preferred developments of the inventive vehicle device and having at least one vehicle magnet connected to the at least one vehicle device .
Also with regard to the advantages of the inventive system for point-shaped inductive train control, reference is made to the corresponding explanations in connection with the inventive vehicle device and its preferred developments.
The invention is explained in greater detail below on the basis of an exemplary embodiment. For this purpose the
Figure shows a schematic representation of block diagram with an exemplary embodiment of an inventive vehicle device and vehicle magnet.
The figure shows a vehicle device 10, which has a control device 20 and a storage device 30 for or with software programs and data.
The control device 20 comprises a computer module 21, a send/receive unit 22, a register 23, a brake output unit 24, an input/output unit 25 and a power supply 26.
As shown in the representation in the figure, the computer module 21 is connected to the storage device 30 in such a way that the computer module 21 can access operating programs 31a, 31b and 31c. For reasons of clarity, the connection between the computer module 21 and the operating program 31c is not shown here. The operating program 31a may for example be an operating program for the vehicle device 10 for use with a system for point-shaped inductive train control in the form of the "Indusi", i.e. for example the PZB 90 system. The operating program 31b may correspondingly be an operating program provided for use with SHP, the Polish system for point-shaped inductive train control. As shown in the representation in the figure, operating programs may additionally be provided for any further systems for pointshaped inductive train control; these are indicated in the representation in the figure merely by corresponding dots and the operating program 31c.
The computer module 21 is additionally connected to the register 23 of the send/receive unit 22. As well as the register 23, the send/receive unit 22 comprises generators 27a, 27b, 27c and monitoring devices 28a, 28b, 28c. As shown in the representation in the figure, the send/receive unit 22 is connected to a vehicle magnet 40, which has oscillating circuits 41a, 41b and 41c. In this case each of the generators 27a, 27b, 27c is used for generating an alternating current and for supplying the respective oscillating circuits 41a, 41b, 41c of the vehicle magnet 40 with the respective generated alternating current. By means of the monitoring devices 28a, 28b, 28c it is possible here, in a way that is known per se, on the basis of an effect caused by at least one track magnet on at least one of the oscillating circuits 41a, 41b, 41c of the vehicle magnet 40, to detect a track magnet and its status, whereby it is possible to transfer information from the track to the relevant vehicle.
To permit flexible adaptation to different systems for pointshaped inductive train control, the vehicle device 10 is designed in such a way that it can be configured and can be used, depending on its configuration, for different track magnets of different systems for point-shaped inductive train control. This is implemented in particular in the exemplary embodiment shown in the figure, in that as well as the different operating programs 31a, 31b, 31c for the different systems for point-shaped inductive train control, a parameter memory 22 is provided in which the respective operating parameters that are necessary or are to be used for the different systems for point-shaped inductive train control are stored. This is schematically indicated in the figure by a table in which various operating parameters, identified for example as INDUSI and SHP, are shown for different systems for point-shaped inductive train control. Here, I?M stands for the current intensity of the alternating current supplied in the vehicle magnet 40, Is for a threshold value of the current intensity used by the monitoring devices 28a, 28b, 28c for detecting the effect caused by the at least one track magnet on the at least one oscillating circuit 41a, 41b, 41c of the vehicle magnet 40, MMI for parameters that specify the "Man Machine Interface", i.e. the respective input and output devices, to be used in the respective train control system, and BrA for parameters which relate to the influence on the brake, i.e. the brake output, that is provided or required in the respective train control system.
It should be mentioned that, in a system for point-shaped inductive train control that uses track magnets with a different frequency, as is the case for example with Indusi, with track magnets with the frequency 500, 1000 and 2000 Hz, the parameters IFm and Is may be specified in the parameter memory 32 specifically for the respective vehicle-side oscillating circuit 41a, 41b or 41c.
The operating programs 31a, 31b, 31c and the parameter memory 32 with the operating parameters for the different systems for point-shaped inductive train control thus enable the vehicle device to adapt or change its configuration or parameterisation in relation to the respective track magnets, i.e. with reference to the respective system for point-shaped inductive train control that is to be supported. For this purpose it is possible, for example after a signal is sent, for a transition to another train control system to take place, the operating parameters valid for the relevant train control system to be read out from the parameter memory 32, and the respective operating programs 31a, 31b or 31c to be read into the computer module 21, the operating parameters in the described exemplary embodiment being subsequently transferred from the computer module 21 to the register 23 of the send/receive module 22. This makes it possible for the corresponding operating parameters of the generators 27a, 27b and 27c and of the monitoring devices 28a, 28b, 28c to be adapted by configuration to the respective system for pointshaped inductive train control.
In addition to the components already mentioned, the vehicle device 10 has a software component 33, which may also be called a transition and/or STM manager, in the storage device 30. This is a control software, which is used firstly in the transition from one system for point-shaped inductive train control to another system for point-shaped inductive train control, i.e. for example at a national boundary, to enable the configuration of the vehicle device 10 to be changed while the train is running. The transition and/or STM manager 33 can access the operating programs 31a, 31b, 31c for this purpose. The train control system provided for use can be selected, for example, by means of a signal transmitted to the vehicle device 10. Alternately or in addition to this, it is also conceivable for the respective train control system to be selected by the vehicle driver of the relevant traction unit by means of hardware, for example with a switch.
It should be mentioned that the representation in the figure is merely a schematic representation, which in particular does not show all the connections between the illustrated components that are necessary for functioning of the vehicle device 10. Thus, for example, it is usually possible for the computer module 21 also to be able to access the transition and/or STM manager 33 directly. In addition, the vehicle device 10 normally comprises further components, which are not shown in the figure for reasons of clarity.
As well as the control of the transition between different train control systems, or even as an alternative to it, the transition and/or STM manager can also control the case in which the vehicle device 10 is designed as an STM (Special Transmission Module) for the ETCS (European Train Control System). Thus in this case the vehicle device 10 may be connected for control purposes to an ETCS vehicle device by the transition and/or STM manager.
As well as the vehicle device 10 and the vehicle magnet 40 the figure also shows input/output devices 50 and 51 and a brake activating unit 52. This is intended to illustrate that, depending on the respective system for point-shaped inductive train control, by configuring the vehicle device 10 accordingly it is also possible to influence the type of information input and output and the type of influence on the brakes of the vehicle. Thus the input/output device 50 may for example comprise components for inputting and outputting information and/or signals for the Indusi system for pointshaped inductive train control and the output device 51 for example may comprise components for inputting and outputting information and/or signals for the SHP point-shaped inductive train control system. As well as the outputting of information, the inputting of information may also in particular be controlled or selected in this way. Thus the input/output devices 50 and 51, which may also be known as the "Man Machine Interface (MMI)", may comprise in particular buttons, switches, lamps, acoustic signal generators and means for inputting the train type. By means of the input/output unit 25, depending on the respective train control system, i.e. depending on the respective valid configuration or parameterisation of the vehicle device 10, it is possible here for the input/output devices 50, 51 to be controlled according to the specifications of the respective system or for communication to take place with the input/output devices 50, 51 according to the relevant specifications.
Similarly, by means of the brake output unit 24 it is possible to influence the brake activating unit 52, wherein the type of influence may again be designed configurably and specifically for the respective system for point-shaped inductive train control.
According to the present embodiments the described exemplary embodiment of the inventive vehicle device offers considerable advantages in practice. For example, the number of vehicle devices on board a vehicle can be reduced and at the same time the number of vehicle magnets necessary for supporting various systems for inductive train control can be reduced. Furthermore, since the same vehicle magnets can be used for different systems for point-shaped inductive train control, restrictions with regard to the installation location of the vehicle magnets and the associated disadvantages in the transmission of information are avoided.
In addition, as a result of the described vehicle device, the conditions are created whereby a "travelling transition" is possible across national boundaries, i.e. a transition without the vehicle being required to stop, both with and without ETCS. Advantageously, in the case of ETCS this means that only one STM is required for all old systems to be supported.
Overall, the inventive vehicle device or the described exemplary embodiment of the same thus facilitates a significant reduction in expenditure and costs and furthermore brings with it considerable advantages in day-to-day operation.

Claims (10)

1. Køretøjsindretning (10) til et system til punktformet induktiv togpåvirkning med - mindst en generator (27a, 27b, 27c) til generering af en vekselstrøm og til forsyning af mindst en svingningskreds (41a, 41b, 41c) af mindst en køretøjsmagnet (40) med den genererede vekselstrøm samt - mindst en overvågningsindretning (28a, 28b, 28c) til detektering af en virkning på den mindst ene svingningskreds (41a, 41b, 41c) af køretøjsmagneten (40), hvilken er forårsaget af mindst en strækningsmagnet, - hvor køretøjsindretningen (10) er udformet således, at den kan konfigureres og kan anvendes afhængigt af sin respektive konfiguration til forskellige strækningsmagneter fra forskellige systemer til punktformet induktiv togpåvirkning, kendetegnet ved, at køretøjsindretningen (10) kan konfigureres ved at ændre strømstyrken af den vekselstrøm, der genereres af den mindst ene generator (27a, 27b, 27c) og forsynes til den mindst ene svingningskreds (41a, 41b, 41c) af den mindst ene køretøjsmagnet (40).Vehicle device (10) for a point-shaped inductive train actuation system with - at least one alternator (27a, 27b, 27c) for generating an alternating current and for supplying at least one oscillating circuit (41a, 41b, 41c) of at least one vehicle magnet (40 ) with the alternating current generated and - at least one monitoring device (28a, 28b, 28c) for detecting an effect on the at least one oscillating circuit (41a, 41b, 41c) of the vehicle magnet (40) caused by at least one stretching magnet, - wherein the vehicle device (10) is designed so that it can be configured and can be used depending on its respective configuration for different stretch magnets from different systems for point-shaped inductive train influence, characterized in that the vehicle device (10) can be configured by changing the current of the alternating current is generated by the at least one generator (27a, 27b, 27c) and supplied to the at least one oscillation circuit (41a, 41b, 41c) by the at least one vehicle magnet (40). 2. Køretøjsindretning ifølge krav 1, kendetegnet ved, at køretøjsindretningen kan konfigureres på en sådan måde, at de virkninger på den mindst ene svingningskreds af den mindst ene køretøjsmagnet, hvilke forårsages af forskellige strækningsmagneter fra forskellige systemer til punktformet induktiv togpåvirkning, kan registreres med den mindst ene køretøjsmagnet.Vehicle device according to claim 1, characterized in that the vehicle device can be configured in such a way that the effects on the at least one oscillation circuit of the at least one vehicle magnet caused by different stretch magnets from different point-inductive train impact systems can be registered with it. at least one vehicle magnet. 3. Køretøjsindretning ifølge et af de foregående krav, kendetegnet ved, at køretøjsindretningen (10) kan konfigureres ved at ændre mindst en driftsparameter af den mindst ene overvågningsindretning (28a, 28b, 28c).Vehicle device according to one of the preceding claims, characterized in that the vehicle device (10) can be configured by changing at least one operating parameter of the at least one monitoring device (28a, 28b, 28c). 4. Køretøjsindretning ifølge krav 3, kendetegnet ved, at køretøjsindretningen (10) kan konfigureres ved at ændre mindst en tærskelværdi af den mindst ene overvågningsindretning (28a, 28b, 28c).Vehicle device according to claim 3, characterized in that the vehicle device (10) can be configured by changing at least one threshold value of the at least one monitoring device (28a, 28b, 28c). 5. Køretøjsindretning ifølge et af de foregående krav, kendetegnet ved, at der i et lagerområde af køretøjsindretningen (10) er arkiveret data for de forskellige systemer til punktformet induktiv togpåvirkning.Vehicle device according to one of the preceding claims, characterized in that data is stored in a storage area of the vehicle device (10) for the different point-inductive train actuation systems. 6. Køretøjsindretning ifølge et af de foregående krav, kendetegnet ved, at køretøjsindretningen (10) er udformet til at ændre sin konfiguration under kørslen.Vehicle device according to one of the preceding claims, characterized in that the vehicle device (10) is designed to change its configuration while driving. 7. Køretøjsindretning ifølge et af de foregående krav, kendetegnet ved, at køretøjsindretningen (10) er udformet som STM (Special Transmission Module) for det europæiske togsikringssystem ETCS (European Train Control System).Vehicle device according to one of the preceding claims, characterized in that the vehicle device (10) is designed as STM (Special Transmission Module) for the European Train Safety System ETCS (European Train Control System). 8. Køretøjsindretning ifølge et af de foregående krav, kendetegnet ved, at - køretøjsindretningen har flere generatorer og - er udformet til at frakoble generatorer, der ikke behøves til det respektive system til punktformet induktiv togpåvirkning.Vehicle device according to one of the preceding claims, characterized in that - the vehicle device has several generators and - is designed to disconnect generators that are not needed for the respective point-inductive train effect system. 9. Skinnekøretøj med mindst en køretøjsindretning (10) ifølge et af kravene 1 til 8 samt mindst en køretøjsmagnet (40), der er forbundet med den mindst ene køretøjsindretning (10).Rail vehicle with at least one vehicle device (10) according to any one of claims 1 to 8 and at least one vehicle magnet (40) connected to the at least one vehicle device (10). 10. System til punktformet induktiv togpåvirkning med mindst en strækningsmagnet, mindst en køretøjsindretning (10) ifølge et af kravene 1 til 8 samt mindst en køretøjsmagnet (40), der er forbundet med en køretøjsindretning (10).A point-shaped inductive train actuation system with at least one stretch magnet, at least one vehicle device (10) according to one of claims 1 to 8, and at least one vehicle magnet (40) connected to a vehicle device (10).
DK11168971.7T 2010-06-24 2011-06-07 Vehicle device for a point-shaped inductive train system DK2399802T3 (en)

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