EP0369373B1 - Initialisierungsnachtrichten-Übertragungssystem zwischen einer festen Installation und Zügen - Google Patents

Initialisierungsnachtrichten-Übertragungssystem zwischen einer festen Installation und Zügen Download PDF

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Publication number
EP0369373B1
EP0369373B1 EP89120993A EP89120993A EP0369373B1 EP 0369373 B1 EP0369373 B1 EP 0369373B1 EP 89120993 A EP89120993 A EP 89120993A EP 89120993 A EP89120993 A EP 89120993A EP 0369373 B1 EP0369373 B1 EP 0369373B1
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EP
European Patent Office
Prior art keywords
initialization
message
level
output
frequency
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
EP89120993A
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English (en)
French (fr)
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EP0369373A1 (de
Inventor
Patrick Marchand
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Alstom Holdings SA
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GEC Alsthom SA
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Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—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

Definitions

  • the present invention relates to railway signaling systems and, more particularly, information transmission systems between fixed installations and trains.
  • the object of the invention is an information transmission system of this type used for what is called “initialization" of trains.
  • SACEM driving, Operation and Maintenance Aid System
  • the control equipment of any train in the network under the control of SACEM receives fixed installations messages describing the part of the network, by "sections" of several cantons, which it will encounter while continuing its journey.
  • the train control system thus receives "invariants”, indications of a permanent nature, on the locations of switches, lights, sections at limited speed, slopes, etc., and "variant” indications which change over time, in particular on the position of switches and lights.
  • the train receives similar indications from the track when it passes switches, lights and signs.
  • the system is thus capable of locating the train relative to the network and of adjusting the running of the train accordingly (von for example, FR-A-2,068 920).
  • Such a system - and any similar system - obviously supposes an initialization of the control equipment of each train, on its entry into the network under the control of SACEM, so that this equipment receives, while the train is still outside the network. control, one or more messages describing sufficiently the section in which the train will enter upon entering the network, so that this control equipment allows the train to run - and prohibits it if the track is not clear. Likewise, an initialization is necessary in the case where a train is the subject, for example, of a reversal or uncoupling.
  • the problem of message transmission from fixed installations to the train has received many solutions.
  • the message is transmitted by induction of a current on the rails.
  • Security with regard to a falsification of a message is obtained by the redundancy that the messages received contain; the information contained in each message is subject to a compliance check of the message with respect to the environment, as already established in the train control system, from messages received previously and accepted . A message contradicting this environment is rejected.
  • initialization In the case of initialization, such a measure is not applicable, since the environment is not yet established. This led, in the SACEM system, to provide specific initialization means. These take the form of an initialization loop arranged between the rails at each entry of the controlled network. This loop is supplied by an alternating current and in places includes crossings of wires such that the detection of this alternating current by a coil mounted on the train brings up phase inversions constituting coded information. Another loop arranged between the rails parallel to the first and read by another coil provides reference information allowing the interpretation of the coded information.
  • a system for transmitting messages from fixed installations to trains is also known, used outside any controlled network, for controlling the speed of trains.
  • this system comprises an elongated loop arranged on either side of a rail, on the pad of the rail, supplied by a frequency-modulated speed control carrier.
  • This wave is detected by a speed control coil placed on the train opposite the rail.
  • two loops are arranged in parallel, one on each rail, and the train carries two speed control coils, one per rail.
  • the present invention therefore relates to an initialization system which borrows from the second system mentioned, but by providing it with the necessary security, and allows initialization without the constraints stated in connection with the first system mentioned.
  • the transmission system of the invention comprises an initialization loop physically constituted as a speed control loop, a speed control coil, also used for the reception of initialization messages, a source of initialization messages connected to the initialization loop and providing a message in the form of an initialization carrier wave, having an initialization frequency modulated by frequency hopping, the level of which is clearly higher than the level of the control carrier wave of speed, as well as initialization information detection circuits connected to the speed control coil and detecting frequency hopping modulation to provide a received initialization message, dependent on a switching device responding only on receipt of the initialization frequency, when the latter has a level exceeding a predetermined threshold.
  • said switching device comprises, after the speed control coil, at least one linear amplifier and a circuit for detecting the level of the carrier wave, which drives a circuit provided with said predetermined threshold and provides a tilt signal when the level of the carrier wave exceeds this threshold.
  • said amplifier also controls two demodulators in parallel, one for detecting the frequency modulation of an initialization message and the other for detecting the frequency modulation of a control message speed, the output of one or the other of these demodulators only being active according to said switching signal.
  • said switching device comprises a control relay by said switching signal, this relay carrying at least one contact making active the output of one or the other of the two said demodulators.
  • said switching device also controls the output of a second modulator detecting the frequency modulation of a second speed control message which can be received by a second coil, so as to render the latter output inactive during reception of an initialization message.
  • the output of said level detection circuit of the carrier wave is connected, by a switching element controlled by said switching device, to a safe signaling circuit allowing the exploitation of the message d initialization as provided by the output of said demodulator detecting the frequency modulation of an initialization message.
  • said demodulator detecting the frequency modulation of an initialization message is a circuit evaluating the duration of the periods of the received modulated carrier wave and providing an output signal of a first level when this duration is on average greater than a predetermined duration and providing an output signal of a second level when this duration is on average less than this same duration or another predetermined duration.
  • the figure represents a rail r1, for example the rail must of a track, at the location of this track where a bi initialization loop is arranged.
  • Parts bi1 and bi2 of this loop extend over the parts sm1 and sm2 of the sole of the rail, to the left, in the figure and, after a length of a few meters, they meet below the rail.
  • the conductors bi1 and bi2 are connected to a source of initialization messages si. This source of messages if is part of the fixed installations of a train control and / or supervision system of the type of the SACEM system already mentioned. It generates a carrier wave modulated by frequency hopping which is transmitted in the bi loop.
  • the frequency of the carrier wave is for example 125 kHz, the current in the loop of 145 mA peak, the frequency jumps move the frequency +/- 10%, the frequency of the frequency jumps corresponding to a transmission speed of 250 Bauds. It should be emphasized at this stage that the current in the loop is deliberately chosen to be much higher than that which can be induced anywhere in the network for whatever reason under similar conditions.
  • a train to initialize present above the loop carries a right sensor cd just above the rail r1.
  • This sensor comprises an induction coil at the terminals of which appears a signal representative of the modulated carrier wave applied in the loop bi.
  • the train may be stopped or in motion.
  • the signal from the sensor is transmitted through an fd filter, of the bandpass type, to a linear amplifier (in the level range provided) ad.
  • This amplifier must be of the safe type, that is to say it must in no case amplify the signal at its input more than the maximum expected gain.
  • a known type of amplifier of this type essentially comprises a common collector transistor amplifier followed by a step-up transformer. The amplifier provides a current gain, but its voltage gain is at most 1. The amplification in input signal voltage is therefore at most equal to the transformer transformation ratio.
  • the amplified signal is then supplied to a level detection circuit of the carrier wave dp which can be a simple peak rectifier.
  • the level of the carrier wave is communicated to a threshold circuit sd.
  • This circuit can be a comparator which provides a tilting signal exciting an initialization relay ri when the level of the carrier wave exceeds a predetermined threshold.
  • the contacts ri1, ri2 and ri3 of this relay represented in their rest position, then take their working position.
  • the signal from the amplifier ad is also applied in parallel to two demodulators di and dv.
  • the contact ri1 switches on the output sti only of the demodulator di, the output stv of the demodulator dv being made inactive.
  • the demodulator di for safe transmission, will preferably be a period demodulator, that is to say a circuit evaluating the duration of periods (or half-periods) of the modulated carrier wave received and supplying an output signal d a first level when this duration is on average greater than a predetermined duration and providing an output signal of a second level when this duration is on average less than this same duration or another predetermined duration.
  • the start of each period of the received wave can thus trigger several time constant circuits, two of them for example, delimiting time intervals whose end frames the time scheduled for the end of the period, when the carrier wave frequency is increased by frequency hopping, while two others frame the end of the period when the frequency is decreased by frequency hopping.
  • a logical combination of the outputs of these circuits thus provides, via an integration circuit, a signal having at least two states, one of them corresponding to a frequency increased by frequency hopping and the other state to any other frequency. It is also possible to provide an output with three states, corresponding respectively to an unmodulated frequency, an increased frequency and a decreased frequency. This signal supplied on the output sti is transmitted by the contact ri1 to the train control equipment, on a miv link.
  • the signal provided by the carrier wave level detection circuit when this signal exceeds the predetermined threshold at the circuit sd, is transmitted by the contact ri2, on a link ei, in the direction of the train control equipment.
  • the signal transmission can include a DC to DC converter providing safety decoupling. Indeed, the presence of this signal characterizes for the control equipment an initialization request and must in no case be able to be falsified, as a result of a component failure for example.
  • the initialization message transmitted by the source if, repeatedly, on the bi loop, is thus detected by a train which can come to a stop on the bi loop, and it is transmitted to the control equipment of this train.
  • the train control equipment can thus be initialized.
  • the level of the message carrier wave being higher than any other signal likely to be induced along the right rail of the track, anywhere in the network, detection by exceeding a predetermined threshold puts the system safe from accidental imitation of an initialization message by another signal regularly induced. This also resolves the case of the improper transmission of a true initialization message to a train not on the track on which this message is transmitted; its reception level is too low for the threshold to be reached.
  • the amplifier ad enters into oscillation.
  • the threshold of the sd circuit would obviously be reached.
  • the probability that this oscillation occurs at the frequency of the initialization carrier is low, but because of nonlinear phenomena always present in such a case, a conventional frequency demodulator could provide demodulated signals capable of being accepted by the control equipment.
  • the use of a period demodulator, in this case, with a response which can be closely centered on the two modulation frequencies makes it possible in practice to avoid the risk of an incorrect response from the system d 'initialization.
  • a speed control message transmission loop is similar to the bi loop. However, the level of the signals transmitted on this loop is lower than the level of the initialization signals. The frequency of these signals is the same as that of the initialization signals. The modulation conditions are different. The modulation speed is in particular higher.
  • the frequency demodulator dv receives the signal present at the output of the amplifier ad, at the same time as the demodulator di. It demodulates it and supplies the demodulated message on its stv output. As the contact ri1 is at rest, this output is active and the speed control message is transmitted to the train control equipment, via the miv link. The output of the demodulator di is inactive during this time. There is therefore no risk that the received message will be mistaken for an initialization message.
  • a cg sensor (not shown) supplies a band pass filter fg, an ag amplifier, a dg demodulator, the output of which is coupled by contact ri3 to a link.
  • ed which constitutes a left chain similar to the right chain which we have just described, which allows the transmission of a second speed control message to the train control equipment.
  • the left chain and this train receives the signal from the bi loop.
  • the right chain receives no signal capable of causing excitation of the ri relay.
  • the control equipment cannot accept an initialization message. Since the miv link does not receive any messages, the one provided on the left chain will be ignored.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Near-Field Transmission Systems (AREA)

Claims (7)

  1. System zur Übertragung von Initialisierungsinformationen zwischen ortsfesten Anlagen und Zügen mit einer Initialisierungsschleife (bi), die äußerlich wie eine Geschwindigkeitsüberwachungsschleife ausgebildet ist, mit einer Spule (cd) zur Geschwindigkeitsüberwachung, die auch zum Empfang von Initialisierungsnachrichten verwendet wird, mit einer Quelle (si) für Initialisierungsnachrichten, die an die Initialisierungsschleife angeschlossen ist und eine Nachricht in Form einer Initialisierungs-Trägerwelle liefert, wobei eine Initialisierungsfrequenz durch Frequenzsprünge moduliert wird und der Pegel deutlich größer als der der Geschwindigkeitsüberwachungs-Trägerwelle ist, sowie mit Schaltungen (di) zur Erfassung der Initialisierungsinformation, die an die Geschwindigkeitsüberwachungsspule angeschlossen sind und die Frequenzsprung-Modulation erfassen, um eine empfangene Initialisierungsnachricht abhängig von einer Umschaltvorrichtung (ad, dp, sd, ri) zu liefern, die nur auf den Empfang der Initialisierungsfrequenz anspricht, wenn sie einen Pegel besitzt, der eine vorgegebene Schwelle übersteigt.
  2. System zur Übertragung einer Initialisierungsinformation gemäß Anspruch 1, dadurch gekennzeichnet, daß die Umschaltvorrichtung hinter der Geschwindigkeitsüberwachungsspule mindestens einen linearen Verstärker (ad) und eine Schaltung (dp) zur Erfassung des Pegels der Trägerwelle enthält, deren Ausgangssignal an eine Schaltung (sd) gelangt, die die vorgegebene Schwelle realisiert und ein Kippsignal liefert, wenn der Pegel der Trägerwelle diese Schwelle überschreitet.
  3. System zur Übertragung einer Initialisierungsinformation gemäß Anspruch 2, dadurch gekennzeichnet, daß der Verstärker (ad) auch zwei Demodulatoren (di, dv) parallel ansteuert, von denen der eine (di) zur Erfassung der Frequenzmodulation eine Initialisierungsnachricht und der andere (dv) zur Erfassung der Frequenzmodulation einer Geschwindigkeitsüberwachungsnachricht bestimmt ist, wobei jeweils nur einer der Ausgänge der beiden Demodulatoren (sti, stv) gemäß dem Kippsignal aktiv ist.
  4. System zur Übertragung einer Initialisierungsinformation gemäß Anspruch 2 oder 3, dadurch gekennzeichnet, daß die Umschaltungsvorrichtung ein Relais (ri) enthält, das von dem Kippsignal gesteuert wird und mindestens einen Kontakt (ri1) aufweist, der den einen oder den anderen Demodulator aktiv macht.
  5. System zur Übertragung einer Initialisierungsinformation nach Anspruch 2 oder 4, dadurch gekennzeichnet, daß die Umschaltvorrichtung auch den Ausgang (sg) eines zweiten Demodulators (dg) steuert, der die Frequenzmodulation einer zweiten Geschwindigkeitsüberwachungsnachricht erfaßt, die von einer zweiten Spule empfangen werden kann, derart daß dieser letztgenannte Ausgang während des Empfangs einer Initialisierungsnachricht inaktiv gemacht wird.
  6. System zur Übertragung einer Initialisierungsinformation nach Anspruch 2 oder 4, dadurch gekennzeichnet, daß der Ausgang der Schaltung zur Erfassung des Pegels der Trägerwelle über ein von der Schaltvorrichtung betätigtes Schaltelement (ri2) an eine Sicherheitssignalisierungsschaltung (ei) angeschlossen ist, die die Auswertung der Initialisierungsnachricht erlaubt, wie sie vom Ausgang des Demodulators (di) geliefert wird, der die Modulation der Frequenz einer Initialisierungsnachricht erfaßt.
  7. System zur Übertragung einer Initialisierungsinformation nach Anspruch 3, dadurch gekennzeichnet, daß der Demodulator (di), der die Modulation der Frequenz einer Initialisierungsnachricht erfaßt, eine Schaltung ist, die die Dauer der Perioden der modulierten empfangene Trägerwelle auswertet und ein Ausgangssignal mit einem ersten Pegel liefert, wenn diese Dauer im Mittel größer als eine vorgegebene Dauer ist, während sie ein Ausgangssignal eines zweiten Pegels liefert, wenn diese Dauer im Mittel kleiner als diese oder eine andere vorgegebene Dauer ist.
EP89120993A 1988-11-18 1989-11-13 Initialisierungsnachtrichten-Übertragungssystem zwischen einer festen Installation und Zügen Expired - Lifetime EP0369373B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8815006 1988-11-18
FR8815006A FR2639306B1 (fr) 1988-11-18 1988-11-18 Systeme de transmission d'information d'initialisation, entre des installations fixes et des trains

Publications (2)

Publication Number Publication Date
EP0369373A1 EP0369373A1 (de) 1990-05-23
EP0369373B1 true EP0369373B1 (de) 1994-01-12

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EP89120993A Expired - Lifetime EP0369373B1 (de) 1988-11-18 1989-11-13 Initialisierungsnachtrichten-Übertragungssystem zwischen einer festen Installation und Zügen

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US (1) US5074499A (de)
EP (1) EP0369373B1 (de)
AU (1) AU617555B2 (de)
BR (1) BR8905834A (de)
CA (1) CA2003268C (de)
DE (1) DE68912279T2 (de)
FR (1) FR2639306B1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2712863B1 (fr) * 1993-11-23 1996-01-05 Gec Alsthom Transport Sa Balise d'initialisation d'un véhicule à l'arrêt.
FR2788390B1 (fr) * 1999-01-12 2003-05-30 Thomson Csf Emetteur de radiodiffusion en ondes courtes a haut rendement optimise pour les emissions de type numerique

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE687823A (fr) * 1966-10-05 1967-04-05 Acec Procédé de commande centralisée de la marche des trains
FR1532598A (fr) * 1967-06-01 1968-07-12 Trt Telecom Radio Electr Perfectionnements aux transmissions d'informations entre installations fixes et trains
BE758286A (fr) * 1969-11-03 1971-04-01 British Railways Board Perfectionnements relatifs aux systemes de communication entre une voieet des vehicules
GB1369598A (en) * 1970-10-23 1974-10-09 British Railways Board Railway communication systems
US3963201A (en) * 1975-03-03 1976-06-15 Westinghouse Electric Corporation Sequential occupancy release control method and apparatus for train vehicles
US3966148A (en) * 1975-04-15 1976-06-29 Westinghouse Electric Corporation Signal threshold responsive apparatus
US3992698A (en) * 1975-04-15 1976-11-16 Westinghouse Electric Corporation Fail-safe speed command signal decoder
FR2326816A1 (fr) * 1975-10-01 1977-04-29 Jeumont Schneider Procede de cab signal a securite intrinseque pour transmission des informations par circuits de voie a impulsions de tension elevee et equipement pour la mise en oeuvre de ce procede
US4029274A (en) * 1976-04-12 1977-06-14 General Signal Corporation Train control signalling system
FR2351815A1 (fr) * 1976-05-19 1977-12-16 Citroen Sa Dispositif de commande de limitation de vitesse pour vehicule, notamment automobile
DE2628942C2 (de) * 1976-06-28 1978-04-20 Siemens Ag, 1000 Berlin Und 8000 Muenchen Zugsicherungs- und -Steuerungsanlage
US4026506A (en) * 1976-08-31 1977-05-31 Westinghouse Air Brake Company Transmitting loop arrangement for railroad cab signal and speed control system
FR2449575A1 (fr) * 1978-12-22 1980-09-19 Signaux Entr Electriques Procede de codage de securite pour circuits de voie
FR2479122A2 (fr) * 1980-03-25 1981-10-02 Jeumont Schneider Dispositif de transmission d'informations par les rails entre une voie de circulation ferroviaire et un ensemble de vehicules circulant sur cette voie
US4314237A (en) * 1980-05-27 1982-02-02 American Standard Inc. Fail-safe acknowledging circuit
GB8413324D0 (en) * 1984-05-24 1984-06-27 Westinghouse Brake & Signal Vehicle protection system
GB8602509D0 (en) * 1986-02-01 1986-03-05 Westinghouse Brake & Signal Automatic train operation

Also Published As

Publication number Publication date
AU4477889A (en) 1990-05-24
CA2003268C (fr) 1994-04-19
DE68912279D1 (de) 1994-02-24
FR2639306A1 (fr) 1990-05-25
CA2003268A1 (fr) 1990-05-18
AU617555B2 (en) 1991-11-28
US5074499A (en) 1991-12-24
FR2639306B1 (fr) 1990-12-21
DE68912279T2 (de) 1994-04-28
EP0369373A1 (de) 1990-05-23
BR8905834A (pt) 1990-06-12

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