EP0252199B1 - Einrichtung für punktförmige-Übertragung von Daten zwischen dem Gleis und einem Zug - Google Patents

Einrichtung für punktförmige-Übertragung von Daten zwischen dem Gleis und einem Zug Download PDF

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Publication number
EP0252199B1
EP0252199B1 EP86870091A EP86870091A EP0252199B1 EP 0252199 B1 EP0252199 B1 EP 0252199B1 EP 86870091 A EP86870091 A EP 86870091A EP 86870091 A EP86870091 A EP 86870091A EP 0252199 B1 EP0252199 B1 EP 0252199B1
Authority
EP
European Patent Office
Prior art keywords
track
frequency
vehicle
transmission
installation according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP86870091A
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English (en)
French (fr)
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EP0252199A1 (de
Inventor
Francis George Grassart
Paul Jean Louis Gilsoul
Charles Emile Binard
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Belgium SA
Original Assignee
ACEC Transport SA
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
Publication date
Priority to EP86870091A priority Critical patent/EP0252199B1/de
Application filed by ACEC Transport SA filed Critical ACEC Transport SA
Priority to AT86870091T priority patent/ATE56403T1/de
Priority to DE8686870091T priority patent/DE3674205D1/de
Priority to ES878701838A priority patent/ES2006769A6/es
Priority to DZ870106A priority patent/DZ1099A1/fr
Priority to CA000540377A priority patent/CA1290810C/fr
Priority to MA21253A priority patent/MA21012A1/fr
Priority to PT85160A priority patent/PT85160B/pt
Priority to IE167787A priority patent/IE63127B1/en
Priority to TNTNSN87122A priority patent/TNSN87122A1/fr
Publication of EP0252199A1 publication Critical patent/EP0252199A1/de
Application granted granted Critical
Publication of EP0252199B1 publication Critical patent/EP0252199B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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]

Definitions

  • the present invention relates to an installation for the punctual transmission of data between the track and a vehicle traveling on it, which comprises a transmitter fixed on the track and a receiver housed in the vehicle such as a railway vehicle , tram, metropolitan, ... etc.
  • the equipment for transmitting and processing information must have a very high degree of operational safety under very harsh conditions: extreme temperatures, vibrations, shocks, humidity, dust, disturbing electromagnetic environment, etc. , they must be widely available, i.e. they can only give rise to a minimum of incidents or untimely actions (for example, incorrect braking commands) which would cause unacceptable disturbances of the traffic. Finally, this track-to-machine transmission must be able to operate up to the highest traffic speeds.
  • Another difficulty lies in transmitting at a level sufficient to guarantee safe reception of messages by the receiver housed in the vehicle.
  • An installation for the punctual transmission of data between the track and a vehicle traveling on it, which comprises a passive transmitter (called transponder) fixed on the track and a receiver housed in the vehicle traveling on it, the passive transmitter being activated by an emission level from the vehicle.
  • transponder passive transmitter
  • the absorption of the emission energy by the passive transmitter can be detected, which allows a computer to note the presence of a transmitter.
  • This known installation satisfies the above requirements, but it is very bulky and consumes a lot of energy for the activation of passive transmitters.
  • it is necessary to ensure a sufficient energy level transmitted to the passive transmitters, and this taking into account the irregularities in the channels and, therefore, variations in the difference between the transmitting antenna. and the passive transmitter to activate.
  • the known installation is complex and expensive.
  • the present invention aims to provide a new installation of the aforementioned type meeting the aforementioned security requirements and fulfilling the required functions.
  • Another object of the present invention is to provide an installation of the aforementioned type which overcomes the drawbacks of prior art installations.
  • Another object of the present invention aims to provide an installation of the aforementioned type which makes it possible to safely select the correct transmitters integral with the channel, by rejecting the transmitters from a parallel channel or corresponding to the reverse direction of travel; which guarantees a sufficient emission level, failing which a safety signal is triggered; which guarantees a correct transmission frequency, failing which a safety signal is triggered; and which allows correct coding and decoding of the transmitted information as well as a secure processing thereof.
  • the aims of the present invention are achieved by an installation for the punctual transmission of data between the track and a vehicle traveling on it, constituted by ground equipment attached to the track comprising a transmitter which transmits the coded information of a signal lane using a transmitter beacon, as well as on-board equipment housed in the vehicle comprising a receiver connected to at least one receiving antenna fixed below the vehicle so as to correspond with the beacon d transmission, and at least one computer for decoding and processing the information received, said computer being connected to a display and reading board as well as to a brake control device, characterized in that the equipment for ground comprises at least one means of sequential binary coding of the signaling information of the channel, an active transmitter with frequency modulation of a magnetic field, a means of compa due to a threshold of the amplitude of the magnetic field emitted and a means of controlling the frequency emitted using a transmitting beacon, the means of comparing the amplitude of the magnetic field emitted and the means of controlling of the transmission frequency being connected to a means for controlling a safety
  • the transmission installation according to the present invention in which the emission level and the transmission frequency are controlled, it is pos likely to transmit coded information securely.
  • the operating safety of the installation according to the present invention can be further increased, by using a particular coding of the signals, in which the Hamming distance is high.
  • a message consists of 7 bytes, including two synchronization bytes and 5 bytes of information, each of which can transmit one of 10 pieces of information, so as to maintain a "Hamming distance" of 4.
  • the coding precautions thus taken guarantee that to transform a correct message into a false interpretable message, it is necessary to transform at least 4 bits. Coding can also be carried out in two different ways on the basis of duplicated information so that half of the message sent is coded in one way and the other half in the other way; the issuance of consistent messages then reveals the similarity of the two results and therefore their accuracy.
  • the means for comparing the amplitude of the magnetic field emitted using a tuned LC circuit comprises an intensity transformer whose primary winding is located in the primary circuit of the transformer of the tuned LC circuit, and a rectifier whose outgoing direct current which is proportional to the amplitude of the field is sent via a suitable interface to a toroid called magnetic amplifier which triggers a safety signal via a control relay when said direct current is less than an independently generated threshold DC current.
  • the means for controlling the modulated frequency essentially comprises at least, a clock, a means for reading the modulated frequency, a means for capturing coded messages, a means for decoding them, a means for selecting and for classifying the decoded messages into three categories: (a) non-compliant messages to be rejected, (b) compliant messages involving the stopping of the vehicle and (c) compliant messages allowing the passage of the vehicle, a means allowing the link of the frequency d clock with variations in the modulated frequency so that the clock frequency allows a more or less rapid sampling of the message thereby providing messages classified in (b) or (c) if the modulated frequency is correct or in (a ) if the modulated frequency has undergone any variation, said control means being connected to a means for controlling a safety signal.
  • the signal classified in (a), (b) or (c) is compared in a magnetic amplifier, preferably the same magnetic amplifier which serves as a means of comparing the amplitude of the magnetic field emitted, with a reference depending on the actual state of the channel signal, said magnetic amplifier being able to trigger a safety signal such as a red stop signal.
  • the emission beacon is mounted on the track, being advantageously offset to the left with respect to the axis of the track, seen in the direction of travel of the vehicle; in this way, a lane used in both directions of traffic may include markers corresponding to the desired direction of traffic, on each side of the axis of the lane.
  • the on-board equipment comprises, inter alia, a receiver connected to at least one external receiving antenna fixed below the vehicle, offset with respect to the axis of the track, seen in the direction of travel.
  • Each receiving antenna advantageously consists of a left-winding winding and a right-winding winding, mounted one next to the other, on the same axis. This arrangement makes it possible in particular to reject the emission beacons corresponding to the direction of reverse traffic or to parallel tracks. This particular arrangement of the antenna therefore makes it possible to safely select the appropriate transmission beacon.
  • the magnetic fluxes perceived by the left and right windings of an antenna are in phase agreement, when the correct emission beacon passes below the antenna; on the other hand, if a parasitic beacon of a parallel lane or of the other direction of circulation of the vehicle is picked up by the above-mentioned antenna, the two windings of the latter pick up a magnetic flux of the same orientation and, consequently, the signals transmitted by said opposite windings are in phase opposition. This allows the on-board device to safely select the appropriate tags.
  • the signals received by the receiving antenna on board the vehicle are then decoded and processed by electronic computers, possibly doubled or tripled for safety reasons.
  • the on-board equipment may also include a speed sensor, the signals of which will also be processed in the computers for the speed control by means of a program intended for this purpose.
  • the output variables are the lighting of the dashboard lamps and the brake control when the driver does not comply with the instructions.
  • the installation consists of on-board equipment 1 mounted in a vehicle 3 and self-equipment 5 placed along the track 7.
  • the ground equipment continuously codes and transmits, through a beacon 9, a binary message repeated indefinitely, coding information, coming from a channel signal 11, for example.
  • the on-board equipment 1 comprises circuits for receiving, demodulating and validating the message received on the antenna, circuits for processing the information received in the track, and coming from the driving position and from the speed sensor 17, finally, brake control circuits 19, and circuits giving the driver information from the track and instructions.
  • Transmission is achieved by modulating the frequency of the magnetic field radiated by a loop tuned to 100 KHz.
  • the message is for example composed of 56 bits, that is 16 synchronization bits (2 bytes: Si and S 2 ) and 40 bits of information (5 bytes) (see Figure 2); it lasts 2.24 ms at the telegraph speed of 25 Kbaud used.
  • Each useful octect can transmit one of 10 pieces of information. In other words, among the 256 possible 8-bit combinations, only ten combinations are normally authorized. In the event that the coder cannot determine the information to be transmitted, it transmits an 11 th combination called "doubtful aspect".
  • the coding precautions thus taken guarantee a "Hamming distance" of 4 for a simple message: in other words, to transform a correct message into a false interpretable message, it is necessary to distort at least 4 bits.
  • One of the main functions of the ground equipment 5 is to reliably determine the value of the code to be given to each byte of the message on the basis of information from channel 11 (signal color, type signal, speed to be observed, etc.).
  • the coding is carried out in two different ways on the basis of duplicated information so that half of the message sent is coded in one way and the other half in the other way; the emission of coherent messages thus reveals the similarity of the two codings and consequently their accuracy.
  • the information 31 coming from the channel 11 is coded in two different ways in a coding means 33, provided in a manner known per se with a clock 35.
  • the bits of the message thus coded are sent, one message out of two being inverted, in a shift register 37 which puts them in series to transmit them, via a logic gate 39 reversing every other message, to a modulator 41 to define the frequency to be injected there, after amplification at 43 and galvanic isolation at 45, in the loop 47 of the transmission beacon 9 (0: 90KHz; 1: 110 KHz).
  • the ground equipment thus comprises a means of controlling the correct refreshment of the shift register 33, which comprises the logic gate 39 controlled by the clock 35.
  • ground equipment 5 Another main function of the ground equipment 5 is to guarantee in a reliable manner the detection of the on-board emission beacon by a sufficient emission level and by a correct modulation frequency. Furthermore, it must guarantee the emission of a stop message each time the channel signal 11 is closed.
  • the primary loop 47 of the beacon 9 comprises an intensity transformer 51 tuned in series, which supplies its secondary winding, via a rectification and filtering cell 53, with a proportional direct current at the level of the emitted magnetic field which is brought into the housing 5.
  • the direct current is brought to a torus 57 called saturable magnetic amplifier where it is compared to a predetermined threshold 59. If the direct current is too weak, c that is to say if the amplitude of the magnetic field is insufficient, said magnetic amplifier 57 is unbalanced and controls an external relay 61 which actuates the stop signal on the channel.
  • the ground equipment comprises a circuit 63.
  • This essentially comprises at least one clock 65, a means for reading the modulated frequency, a means for picking up coded messages, a means for decoding them, a means of selecting and classifying the decoded messages into three categories: (a) non-conforming messages to be rejected, (b) conforming messages involving stopping the vehicle and (c) conforming messages allowing passage of the vehicle, a means allowing the link of the clock frequency to the variations of the modulated frequency so that the clock frequency allows a more or less rapid sampling of the message thereby providing messages classified in (b) or ( c) if the modulated frequency is correct or in (a) if the modulated frequency has undergone any variation, said control means being connected to a means for controlling a safety signal.
  • the signal thus obtained (a, b or c) is sent via an interface 67 to a magnetic amplifier of the above-mentioned type, preferably the same as that which is used to control the emission level. It is compared with a control current for closing the stop signal 69. If the signal has been classified in (a), it does not correspond to the signal 69 and the magnetic amplifier 57 actuates the signal control relay stop. If the signal has been classified in (b) or (c), the magnetic amplifier compares it to the state (open or closed) of the stop signal 69 and actuates the control relay 61 if necessary.
  • the tag 9 consists of a single turn 91 of stainless steel 80 cm long forming the secondary circuit of a transformer with magnetic circuit the primary circuit 47 from which the modulated current is injected.
  • the primary winding is advantageously mounted on the axis 93 disposed inside the single turn 91, perpendicular to the plane of the latter.
  • the single, sufficiently rigid turn is mounted between the rails by means of two opposite lugs 95 and 97 in an S shape.
  • the primary circuit 47 is cast in a housing fixed below the fixing lug 95.
  • the tag 9 is mounted between the rails 101 and 102 and is offset from the axis of the track so as to define the direction of traffic.
  • the frequency modulated voltage is picked up at the terminals of an antenna 13 mounted below each driving position of the vehicle, that is to say in an off-center manner on the left, if the beacons are mounted in an off-center manner on the left, in the direction of traffic.
  • the antenna 13 , 15 consists of two windings 131 and 133, one of which is wound on the left and the other on the right.
  • FIG. 5 when the antenna passes over a beacon which is intended for the chosen direction of travel, the magnetic fluxes which are opposite with respect to each other are picked up in opposite windings and are of this fact in phase concordance.
  • FIG. 6 when the antenna picks up the field emitted by a counter-track beacon 9, it crosses the two opposite windings and the currents obtained in the windings 131 and 133 are therefore in phase opposition.
  • a microcomputer can be responsible for managing the reception of beacons 9.
  • the on-board equipment comprises at least one microcomputer 151, 152, 153 responsible for managing the reception of the beacons, that is to say for detecting the presence of a beacon, for reading at least two identical consecutive messages, to verify compliance with the byte of information code (decades), which amounts to verifying the refreshment of the shift register and to comparing the two codings carried out on the ground, and if successful, to transmit on a high speed computer bus , according to its own protocol, the information captured in the channel, without decoding it. If a beacon whose message is unintelligible is detected, a special "transmission alarm" message is sent on the computer bus.
  • a microcomputer 151, 152, 153 responsible for managing the reception of the beacons, that is to say for detecting the presence of a beacon, for reading at least two identical consecutive messages, to verify compliance with the byte of information code (decades), which amounts to verifying the refreshment of the shift register and to comparing the two codings carried out on the ground, and if successful,
  • one or more computers can draw the information necessary to carry out their own walking control program.
  • the on-board equipment may also include other auxiliary circuits such as the control of the braking curve 167, 168 and 169 with majority vote 170 and inputs of additional parameters in the computers 155, 156 and 157, such as taking a speed or whatever.
  • auxiliary circuits such as the control of the braking curve 167, 168 and 169 with majority vote 170 and inputs of additional parameters in the computers 155, 156 and 157, such as taking a speed or whatever.
  • circuits described above also include all of the ancillary means known per se, such as power supplies, regulation loops and the like, the representations of the figures giving only the operating principle according to the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Near-Field Transmission Systems (AREA)
  • Signal Processing For Digital Recording And Reproducing (AREA)

Claims (10)

1. Einrichtung zur punktweisen Übertragung von Daten zwischen einem Gleis und einem darauf fahrenden Fahrzeug, aus einer an dem Gleis befestigten Bodenausrüstung (5) mit einem Sender, der die codierten Informationen eines Gleissignals (11) mit Hilfe einer Sendebake (9) überträgt, sowie aus einer in dem Fahrzeug (3) untergebrachten Bordausrüstung (1) mit einem Empfänger (151, 152, 153), der mit mindestens einer Empfangsantenne (13, 15) verbunden ist, die unter dem Fahrzeug (3) entsprechend der Sendebake (9) befestigt ist, und mit mindestens einem Rechner (155,156,157) zur Decodierung und Verarbeitung der empfangenen Informationen, wobei der besagte Rechner mit einer Anzeigetafel (163) verbunden ist, dadurch gekennzeichnet, daß die Bodenausrüstung (5) mindestens ein Mittel zur sequentiellen binären Codierung (33, 37, 39) der Informationen des Gleissignals (11), einen aktiven, frequenzmodulierten Sender (41, 43, 45, 47) zur Aussendung eines Magnetfeldes, ein Mittel (51, 53, 55, 57) zum Vergleich der Amplitude des ausgesendeten Magnetfeldes mit einer Schwelle, und ein Mittel (63, 67, 69, 57) zur Kontrolle der über eine Sendebake (9) ausgesendeten Frequenz aufweist, wobei das Mittel (51, 53, 55, 57) zum Vergleich der Amplitude des ausgesendeten Magnetfeldes, und das Mittel (63, 67, 69, 57) zur Kontrolle der ausgesendeten Frequenz mit einem Mittel (61) zur Steuerung eines Sicherheitssignals verbunden sind.
2. Einrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß das Mittel zum Vergleich der Amplitude des mit Hilfe eines abgestimmten LC-Kreises ausgesendeten Magnetfeldes einen Stromwandler (51) aufweist, dessen Primärwicklung in dem Primärkreis des Transformators des abgestimmten LC-Kreises (47) liegt, und außerdem einen Gleichrichter (53) aufweist, dessen zu der Amplitude des Magnetfeldes proportionaler Ausgangs-Gleichstrom über eine geeignete Schnittstelle (55) auf einen Toroidkern (57) gegeben wird, der magnetischer Verstärker genannt wird, und der über ein Steuerrelais (61) ein Sicherheitssignal auslöst, wenn der besagte Gleichstrom kleiner als ein unabhängig davon erzeugter Schwellen-Gleichstrom (59) ist.
3. Einrichtung gemäß Anspruch 1 oder 2, dadurch gekennzeichnet, daß das Mittel (63) zur Kontrolle der modulierten Frequenz im wesentlichen besteht aus mindestens einen Zeitgeber (65), einem Mittel zum Lesen der modulierten Frequenz, einem Mittel zum Aufnehmen der codierten Nachrichten, einem Mittel zum Decodieren dieser Nachrichten, einem Mittel zum Auswählen und Einteilen der decodierten Nachrichten in drei Kategorien: (a) nichtkonforme, zu verwerfende Nachrichten, (b) konforme Nachrichten, die das Anhalten des Fahrzeugs zur Folge haben, und (c) konforme Nachrichten, die die Weiterfahrt des Fahrzeugs zulassen, einem Mittel zur Verknüpfung der Zeitgeber-Frequenz mit den Veränderungen der modulierten Frequenz, und zwar in einer solchen Weise, daß die Zeitgeber-Frequenz eine mehr oder weniger schnelle Abtastung der Nachricht ermöglicht, und dabei gemäß (b) oder (c) eingeteilte erhalten werden, wenn die modulierte Frequenz richtig ist, oder gemäß (a) eingeteilte Nachrichten erhalten werden, wenn die modulierte Frequenz irgendeine Veränderung erfahren hat, wobei das besagte Kontrollmittel mit einem Mittel (67, 69, 57, 61) zur Steuerung eines Sicherheitssignals verbunden ist.
4. Einrichtung gemäß Anspruch 3, dadurch gekennzeichnet, daß das Mittel (63) zur Kontrolle der modulierten Frequenz mit einem magnetischen Verstärker (57), vorzugsweise dem magnetischen Verstärker, der auch als Mittel zum Vergleich der Amplitude des ausgesendeten Magnetfeldes dient, verbunden ist, in dem das Ausgangssignal dieses Mittels (63) mit einem Bezugssignal (69) verglichen wird, das von dem tatsächlichen Zustand des Gleissignals abhängt, wobei der besagte magnetische Verstärker (57) ein Sicherheitssignal auslösen kann.
5. Einrichtung gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Bodenausrüstung ein Mittel zur Kontrolle der einwandfreien Wiederaufführung des Schieberegisters (37) durch das Codiermittel (33) aufweist, wobei dieses Kontrollmittel aus dem durch den Zeitgeber (35) gesteuerten Gate (39) besteht.
6. Einrichtung gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Sendebake (9) zwischen den zwei Schienen eines Gleises bezüglich der Gleisachse versetzt angebracht ist.
7. Einrichtung gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Sendebake (9) aus einer genügend steifen, einzelnen Windung (91) besteht, die die Sekundärwicklung eines Eisenkern-Transformators bildet, dessen Primärkreis (47) von dem frequenzmodulierten Strom durchflossen wird.
8. Einrichtung gemäß Anspruch 4, dadurch gekennzeichnet, daß die Primärwicklung (47) innerhalb der einzelnen Windung (91) auf einer zu der Windungsebene senkrechten Achse (93) angebracht ist, wobei die besagte Windung (91) über zwei S-förmige Befestigungslaschen an dem Gleis (95, 97) befestigt ist.
9. Einrichtung gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Bordausrüstung im wesentlichen besteht aus mindestens einem Empfänger für die von der entsprechenden Antenne (13, 15) aufgefangenen Signale, mindestens einem Mikrorechner (151, 152, 153), um den Empfang der übermittelten Signale zu verwalten, einem Mittel zum Decodieren dieser Signale, und mindestens einem, beispielsweise mit einer Anzeigetafel (163) verbundenen Mikrorechner, um das Fahrtkontrollprogramm auszuführen, und eventuell mindestens einem Mikrorechner zur Kontrolle der Bremskurve.
10. Einrichtung gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die entsprechend den Sendebaken (9) unter dem Fahrzeug angebrachte Empfangsantenne (13, 15) aus zwei Spulen (131 und 133) besteht, von denen die eine linksherum, und die andere rechtsherum gewickelt ist.
EP86870091A 1986-06-24 1986-06-24 Einrichtung für punktförmige-Übertragung von Daten zwischen dem Gleis und einem Zug Expired - Lifetime EP0252199B1 (de)

Priority Applications (10)

Application Number Priority Date Filing Date Title
AT86870091T ATE56403T1 (de) 1986-06-24 1986-06-24 Einrichtung fuer punktfoermige-uebertragung von daten zwischen dem gleis und einem zug.
DE8686870091T DE3674205D1 (de) 1986-06-24 1986-06-24 Einrichtung fuer punktfoermige-uebertragung von daten zwischen dem gleis und einem zug.
EP86870091A EP0252199B1 (de) 1986-06-24 1986-06-24 Einrichtung für punktförmige-Übertragung von Daten zwischen dem Gleis und einem Zug
DZ870106A DZ1099A1 (fr) 1986-06-24 1987-06-23 Installation pour la transmission ponctuelle de données entre la voie et un véhicule circulant sur celle-ci.
CA000540377A CA1290810C (fr) 1986-06-24 1987-06-23 Installation pour la transmission ponctuelle de donnees entre la voie et un vehicule circulant sur celle-ci
MA21253A MA21012A1 (fr) 1986-06-24 1987-06-23 Installation pour la transmission ponctuelle de donnees entre la voie et un vehicule circulant sur celle-ci
ES878701838A ES2006769A6 (es) 1986-06-24 1987-06-23 Instalacion para la transmision puntual de datos entre una via y un vehiculo que circula sobre ella
PT85160A PT85160B (pt) 1986-06-24 1987-06-24 Instalacao para a transmissao pontual de dados entre a via e um veiculo circunlante sobre ela
IE167787A IE63127B1 (en) 1986-06-24 1987-06-24 Installation for the transmission of data between a track and a vehicle travelling on it
TNTNSN87122A TNSN87122A1 (fr) 1986-06-24 1987-11-02 Installation pour la transmission ponctuelle de donnes entre la voie et un vehicule circulant sur celle-ci

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP86870091A EP0252199B1 (de) 1986-06-24 1986-06-24 Einrichtung für punktförmige-Übertragung von Daten zwischen dem Gleis und einem Zug
TNTNSN87122A TNSN87122A1 (fr) 1986-06-24 1987-11-02 Installation pour la transmission ponctuelle de donnes entre la voie et un vehicule circulant sur celle-ci

Publications (2)

Publication Number Publication Date
EP0252199A1 EP0252199A1 (de) 1988-01-13
EP0252199B1 true EP0252199B1 (de) 1990-09-12

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EP86870091A Expired - Lifetime EP0252199B1 (de) 1986-06-24 1986-06-24 Einrichtung für punktförmige-Übertragung von Daten zwischen dem Gleis und einem Zug

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EP (1) EP0252199B1 (de)
AT (1) ATE56403T1 (de)
CA (1) CA1290810C (de)
DE (1) DE3674205D1 (de)
DZ (1) DZ1099A1 (de)
ES (1) ES2006769A6 (de)
IE (1) IE63127B1 (de)
MA (1) MA21012A1 (de)
PT (1) PT85160B (de)
TN (1) TNSN87122A1 (de)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2675761B1 (fr) * 1991-04-24 1995-05-19 Sncf Systeme de transmission d'informations entre le sol et des mobiles notamment dans les communications sol-trains.
BE1009635A4 (fr) * 1995-09-29 1997-06-03 Gec Alsthom Acec Transport Sa Dispositif destine a permettre l'arret et/ou le freinage d'un vehicule circulant sur une voie.
EP1172274B1 (de) * 2000-07-12 2006-04-19 Siemens Schweiz AG Vorrichtung zum Übertragen eines Zustandssignals eines Verkehrsbeeinflussungsgeräts auf ein Fahrzeug
EP1661784A1 (de) * 2004-11-25 2006-05-31 Siemens Schweiz AG Verfahren und System zur Überprüfung der Funktion einer Datenübertragungseinheit zur Steuerung eines fahrenden Objektes
EP2112045B1 (de) * 2008-04-21 2010-09-15 Bombardier Transportation GmbH Anordnung und Verfahren zur Detektion von Schienenverkehr
DE102013220868A1 (de) * 2013-10-15 2015-04-30 Siemens Aktiengesellschaft Eurobalisenfahrzeugeinrichtung und Verfahren zum Betreiben einer Eurobalisenfahrzeugeinrichtung

Also Published As

Publication number Publication date
EP0252199A1 (de) 1988-01-13
IE871677L (en) 1987-12-24
DE3674205D1 (de) 1990-10-18
PT85160B (pt) 1993-06-30
MA21012A1 (fr) 1987-12-31
CA1290810C (fr) 1991-10-15
ES2006769A6 (es) 1989-05-16
PT85160A (pt) 1988-07-01
ATE56403T1 (de) 1990-09-15
TNSN87122A1 (fr) 1990-01-01
DZ1099A1 (fr) 2004-09-13
IE63127B1 (en) 1995-03-22

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