EP0424664B1 - Device for the transmission of control information to a rail vehicle - Google Patents

Abstract

For cab signalling and also for automatic vehicle control, signal positions and temporary travel restrictions must be transmitted to the vehicles reliably in terms of signalling technology. For this purpose, a device is disclosed which has a line conductor loop (LL) which is laid on the track section, for example in the track at the signalling location, and a track section device (SG) which feeds said loop and contains for all the possible signal positions in each case two data sets which are identical with one another stored in various memories (SP1, ..., SP4). The current signal position is tapped off at the signal (S) and transferred in coded form to the track section device or it is transmitted from a central track control unit via a data connection to the track section device. The latter transmits the two associated data sets together alternately and continuously onto the line conductor loop with a memory code in each case. The on-board control units of the vehicles which are inductively coupled to the line conductor loop compare the data sets which are equipped with different memory codes and only process further the data contained therein if the data sets are identical with one another with the exception of the memory code. <IMAGE>

Description

The invention relates to a device according to the preamble of patent claim 1.

Such a device is e.g. known from DE-A-31 26 383. It is intended to enable very secure data formation and data transmission, the receiving on-board control device being to be able to automatically recognize whether the control data transmitted to it meet the required safety conditions. The known device is part of a complex, independent modular train control system in which messages from the route, e.g. Track occupancy messages and speed announcements of the track elements in front of the track device in the direction of travel are initially in two e.g. identical switchgear are converted into data telegrams and then safely transmitted to the vehicles. The received data for safety-related control actions are only evaluated if additional data that clearly identifies the respective switching mechanism are received on the vehicle from both switching mechanisms.

In addition to the known system mentioned above, there are a number of other known information transmission devices for which Driver's cab signaling and brake monitoring, which are used in European railway systems. See, for example, essay by W. Schmitz in "Europa-Verkehr" 10th volume, number 2, pages 50 to 63, especially sections 7.4 and 7.5.

If a line conductor loop is used to transmit data to the vehicle, as described in Section 8 of the above-mentioned article, the transmitted data are secured against transmission errors by redundancy bits added at the end of a data telegram and the vehicle acknowledges that the data telegram has been received correctly. This type of data transmission requires a retransmission channel and a complex intelligent device.

It is an object of the invention to enable the transmission of control information to a rail vehicle, taking into account changing signal terms, with the simplest possible device.

This object is achieved by the features specified in claim 1.

Due to the double pre-storage of the control data sets to be transmitted in read-only memories, a large part of the data telegram generation is omitted in the device according to the invention. Only the data records including the telegram header and the redundancy section corresponding to the applicable signal term are retrieved and transmitted from the read-only memories. Data transmission in the opposite direction, from the vehicle to the route and the facilities required for this can be dispensed with entirely. The security check of the transmitted data is carried out in the vehicle by comparing the identity of the control data records originating from different read-only memories and checking their origin using the memory identifiers. Total failure of the data transmission can be identified by simple additional measures known per se.

Developments of the invention are described in the subclaims.

Claim 2 relates to the use of two microcomputers in the route device, to which half of the read-only memories are assigned and each of which transmits one of two control data records that match their control data to the vehicle. The microcomputers work independently of one another, except for an agreement on the order in which they want to work.

The subject matter of claim 3 provides a total of four read-only memories, the control data records of which are transmitted to the vehicle in a predetermined order.

Since the on-board control unit is able to recognize from four control data sets that are the same in pairs and contain only the more restrictive same information, and only to reuse this, there is the possibility, as described in claim 4, of setting up two of the four read-only memories for setting up temporary slow speed points by two others, which are preprogrammed according to the conditions of the slow travel point, and thus avoid complicated programming work on the route to set up the slow travel point. Two of the read-only memories can e.g. be arranged on a separately pluggable assembly.

It is also possible, as described in claim 5, for areas of the memory components used as the first read-only memory, provided that they have sufficient memory space, to be used as further read-only memories, and only access to these further read-only memories via a plug-in module. In order to set up a slow travel point, this memory-free assembly can then be replaced by an assembly with memory components which contain data records assigned to the slow travel point. This enables better utilization of the memory components used, without having to forego the advantages of avoiding programming work on the route and without having to constantly check the module slot.

Claim 6 relates to the signal-technically safe tapping of the signal term at a signal insert by the link device, in particular in the event that the number of connecting wires between the signal insert and link device is not sufficient for the individual transmission of all occurring signal terms.

According to claim 7, a data connection is provided between the route device and a route center, which controls a number of route devices along a route, via which each route device is transmitted in terms of signal technology, which signal term is to be transmitted at the respective route location to a vehicle passing there.

As a result, stationary signals can be dispensed with, even at route points where changing signal terms have to be transmitted to vehicles. Instead of a fixed signal system, driver's cab signaling can occur or it can be driven fully automatically.

Claim 8 provides a possibility to change or to create control data records stored in the route device from the route center. This enables e.g. the establishment of slow travel points from the route center. Even after breakdowns, e.g. Power failures on the route, a route device can be upgraded from the central office.

Claim 9 relates to an embodiment of the device according to the invention for use on tracks traversed in both directions.

Claim 10 provides a possibility for the vehicle to determine its direction of travel and the location of the beginning of the line conductor loop. This enables the vehicle to check whether the activated line conductor loop and the received control data are assigned to its direction of travel, even if the data transmission is partially disturbed.

Fig. 1

zeigt das Prinzip der erfindungsgemäßen Einrichtung an einem Blockschaltbild,

Fig. 2

zeigt die Einrichtung nach der Erfindung mit verdoppelten Speicherbaugruppen und asymmetrischer Linienleiterschleife,

Fig. 3

zeigt den Aufbau von Steuerungsdatensätzen,

Fig. 4

zeigt vom Fahrzeug einzuhaltende Bremsvorgaben im Weg/Geschwindigkeitsdiagramm.

Fig. 5

zeigt die Einrichtung nach der Erfindung mit Datenverbindung zu einer Streckenzentrale,

Fig. 6

zeigt ein Blockschaltbild eines über eine Datenverbindung mit einer Streckenzentrale kommunizierenden Streckengerätes.

Exemplary embodiments of the device according to the invention will now be described and its function explained with reference to six figures:

Fig. 1

shows the principle of the device according to the invention on a block diagram,

Fig. 2

shows the device according to the invention with doubled memory modules and asymmetrical line conductor loop,

Fig. 3

shows the structure of control data sets,

Fig. 4

shows braking specifications to be observed by the vehicle in the path / speed diagram.

Fig. 5

shows the device according to the invention with data connection to a route center,

Fig. 6

shows a block diagram of a route device communicating via a data connection with a route center.

In Fig. 1, a track GL with a vehicle FZ located thereon is shown schematically. The vehicle has an on-board control unit BS designed for signaling technology, which is connected via a data bus to the driver's cab FS of the vehicle FZ and also influences units (not shown) of an automatic driving and braking control (AFB). The on-board control device of the vehicle is inductively coupled via antennas A1 and A2 and a receiver E to a line conductor loop LL which is laid in the track and is fed by a line device SG via a remote supply device FSG. The route device is preferably arranged in the vicinity of a signal S and has the task of reliably transmitting route information and set signal terms to the vehicle in terms of signal technology.

To take over the signal term by the route device SG, the signal insert SE of the signal is assigned a signal term encoder SC, which detects signal terms entered via an interlocking line ST or signal states actually effective on the signal S and converts them into characteristic code words. These code words are duplicated, in parallel, e.g. output to the route device as 6 bit data words.

The route device has two read-only memories SP1, SP2, each of which contains all possible control data records that can be output to the vehicle. Each code word created by the signal term encoder, i.e. a record in each memory is assigned to each signal term. The link device reads from each memory the corresponding code word already in the form to be transmitted, i.e. with a telegram header, a redundancy section that allows data backup with Hamming distance 4 and a memory identifier, and transmits it serially to the remote power supply unit on the track, which modulates the frequency of a current flowing through the line conductor loop in rhythm with the incoming bits.

The route device works continuously and outputs the telegrams created from the control data records from the various memories in a predetermined order.

This enables the on-board control unit of the vehicle to identify the origin of the data records from individual memories and to check their content for identity. If two successively received data records originating from different memories are identical, the information contained is regarded as correct and is released for controlling an indication in the driver's cab or for influencing the automatic driving and braking control. A confirmation of the flawless Reception by data telegrams transmitted in the opposite direction, such as in the case of influencing the line train, does not take place and the facilities necessary for this are not provided.

The device shown in Fig. 1 is able to hold a large amount of different information in telegram form, so that it is not difficult to provide all the values required for calculating braking specifications by the on-board control unit, such as the target distance, maximum speed, permissible speed in a preceding slow speed point, Distance to this slow speed point, length of the slow speed point, speed after the slow speed point to be transferred to the vehicle. If, as shown schematically in FIG. 4, a slip path DW up to the actual danger point is set up in front of a predetermined stopping point HP at which the vehicle is to come to a standstill, the length of this slip path can also be transferred to the vehicle. This enables them to calculate a less restrictive emergency braking curve that begins at the end of the slip. Accidental triggering of the emergency brake is therefore less likely and the vehicle can approach the stopping point more quickly.

4 shows four different curves in the path / speed diagram. Thus, in FIG. 4, a vehicle coming from the right along a travel curve FK at a speed V1 reaches a brake announcement curve BAN at waypoint S1. When this curve is reached, a driver's cab signal is set, for example, which alerts the driver to impending braking. A following brake application curve BE triggers the use of the service brake at waypoint S2 or indicates the need for this in the driver's cab. At the waypoint S3, the service brake flow curve BA is reached, along which the actual service braking takes place up to the stop HP. If the service brake has not been applied, the vehicle reaches finally the forced braking curve Z, along which it is braked to a standstill in any case and with the greatest possible braking deceleration until the end of the slip path DW.

If the track shown in FIG. 1 can be traversed in both directions and control information should be able to be transmitted for both directions, two line conductor loops can be provided, of which the one which is assigned to the direction of the upcoming train journey is activated. In this case, the route device must be supplied with the signal terms applicable to both directions and the memories of the route device must contain data records for both directions of travel. Of course, two independent route devices can also be used, of which only the one responsible for the set direction of travel is always activated.

In an exemplary embodiment shown in FIG. 2, a multiply crossed line conductor loop LL is arranged in the track GL. The intersections K₁, ..., K4 allow an exact location of the line conductor loop and, due to their asymmetrical arrangement, a detection of the direction of travel on the vehicle. Due to the longer loop length, more information can be transmitted to the vehicle during the time in which the inductive coupling between the loop and the vehicle exists than with the generally shorter loop in FIG. 1. Because of the possibility of detecting the direction on the vehicle, the need is eliminated a second loop during two-way operation of the line leading over the GL track.

The intended direction can also be transmitted within the data telegrams and the vehicle can check whether the direction specified in this way corresponds to its own driving direction and data telegrams which are assigned to the other direction are eliminated.

The line device SG in FIG. 2 contains two sets of read-only memories SP1 and SP2 as well as SP3 and SP4, which are arranged on separate plug-in modules BG1 and BG2. The corresponding data records contained in the memories SP1 and SP2 are identical to one another except for the memory identification and the redundancy part. The same applies to the data records in the memories SP3 and SP4. However, there may be differences between the data records in the memories SP1 and SP2 and the data records in the memories SP3 and SP4. The memories SP3 and SP4 can e.g. contain more restrictive information than the memories SP1 and SP2.

If data records from all four memories are transferred alternately to the vehicle in a predetermined order, in this case the on-board control unit receives a total of two different but valid data record pairs, one of which contains more restrictive information than the other.

In the on-board control unit of a vehicle traveling on the route shown in FIG. 2, therefore, before the further processing of one of the data record pairs, the contents of the different data record pairs are compared and the data record pair containing the more restrictive control information is further processed.

In this way, for example when setting up a slow travel point, a module preprogrammed with the data of the slow speed point can be inserted in the track unit instead of the BG2 module. This causes the passing vehicle to process the more restrictive information of the new assembly. This avoids reprogramming the memories along the route with the associated risk of errors. If all four memories contain identical data records, a possible failure of a memory, which leads to the invalidation of the data records originating from one of the modules, is not yet noticeable.

3 schematically shows the structure of the control data records transmitted to a vehicle. According to the pattern used to influence the routing, each control data record consists of a telegram header that signals the start of the telegram, an information section that contains the memory identification SK1, SK4 and the control data ISK1, ISK4, and a redundancy section RT that is used to secure the data against transmission interference and e.g. is generated by means of a feedback shift register.

The individual memories are read out for transmission in a predetermined order.

In order to make a total failure of the transmission recognizable for the vehicle, an independent additional device, e.g. a punctiform train control device can be arranged at the location of the line conductor loop, or the distance to the next line conductor loop can be transmitted with the transmitted control data and measured with the aid of a vehicle-side displacement measuring device. If no control data records are received at the end of the measured route or - in the former case - when the punctiform train control device is recognized, the vehicle assumes a total failure of the transmission and signals this to the driver. What remains is its reaction, e.g. pressing an attention button, the brakes are applied.

5 shows a block diagram of the device according to the invention, which corresponds to the block diagram shown in FIG. 1 except for the construction of the route device and its connection to a visual signal. However, the line device SG here contains two microcomputers R1, R2 and is connected to a line center Z via a serial data bus SB. A connection to a visual signal is omitted here, since it is connected to a vehicle Transmitting control data sets determining, changing signal terms are communicated to the route device via the serial bus. Instead of a serial bus, which can be routed with little effort, for example over existing line cables, over an optical transmission line or over a radio channel, a parallel bus can also be used. This enables fast transmission, but is susceptible to electromagnetic interference, which makes its implementation as an optical transmission link appear expedient.

6 shows the construction of a route device which is set up for operation with a serial bus leading to a route center.

Two microcomputers R1, R2 with integrated clock generator and built-in UART (Universal Asyncronous Receiver Transmitter), e.g. on the market under the type designation 80C32, are equipped with external memories SP1 and SP2, each with a program memory area and a data memory area. The data storage area is designed as an EEPROM and contains up to 64 individually retrievable control data records as finished data telegrams including the telegram header, memory recognition and redundancy section. For output to the line loop, each of the computers alternately reads a control data record corresponding to the set signal term from the data storage area of its external memory and feeds it to the remote power supply unit on the track via a serially operated transmission bus SER. To ensure that both computers do not output data at the same time, the work cycles of both computers are synchronized via a clock synchronization line SY. The output is also interrupt-controlled with an output clock divided down in a divider T connected to the clock output CLK of the first computer R1, computer 1, for example, starting with the rising clock and computer 2 with the falling edge of the output clock starting with the output of its control data record. The transmitter of the remote power supply can be switched on and off via a control line ST.

Both microcomputers handle data traffic with the route center Z completely independently of each other. Each computer is addressed by the control center via a telegram address and supplied with control information and control data records. The serial telegrams are switched via a modem M to a transmission line ÜL leading to the route center or a corresponding radio channel.

The control information usually contains the address of the control data record that the addressed microcomputer has to output on the line conductor loop. The control information can also contain storage instructions for control data records transmitted, changed or newly created from the route center. Switch-off commands can also be transmitted as control information in the event of a fault.

Monitoring information is transmitted in the opposite direction, from the route device to the route center. To monitor the contents of the external memory, the computers form checksums for the stored data and send them to the control center at regular intervals or when requested. The secure computer system of the control center compares the checksums of the two microcomputers with each other and with a current target value formed in the control center. If two checksums do not match, the output of the line device is switched off from the line center. The output of the line device is also switched off by a microcomputer itself if the central unit no longer addresses it for a predetermined period of time, or by a switch-off command from the line center if a microcomputer does not respond to an instruction from the line center as prescribed.

The device according to the invention is secure in terms of signaling, since all control information is developed and transmitted in two channels and is subjected to a comparison both in the vehicle and in the route control center by a secure computer system. Due to the transmission of the checksums via the stored control data records, a failure in one of the external memories is recognized very quickly, so that the occurrence of a dangerous double error is extremely unlikely.

Claims (10)

1. A system for transmitting control information to a rail vehicle (FZ), said system comprising a vehicle on-board controller (BS) and fixed wayside equipment (SG) situated in the area of a predetermined track location and connected to a transmitting device (FSG) via which control-data records serving to calculate running-speed and braking curves in the vehicle on-board controller (BS) are transmitted to the vehicle (FZ), the transmitting device (FSG) being alternately supplied with control-data records from two separate sources which each contain data that positively identify the source from which they come, and the control data being further processed on the vehicle only if data records are received from both sources,
   characterized in
   that the wayside equipment (SG) is connected to a track-conductor loop (LL) laid in the track in the area of the track location which is fed by the transmitting device (FSG) and is inductively coupled to the on-board controller (BS) of the vehicle (FZ), that the control-data records are assigned different possible signal aspects, that the wayside equipment (SG) comprises two first read-only memories (SP1, SP2) as data sources which each contain at least one control-data record (ISK1, ..., ISK4) for each possible signal aspect, that those control-data records in the two read-only memories which are assigned to the same signal aspect are identical except for a memory identifier (SK1, ..., SK4), and that the on-board controller (BS) compares the received control-data records, which correspond to the current signal aspect, and processes the control data contained therein only if the received control-data records contain identical control data.
2. A system as claimed in claim 1, characterized in that the wayside equipment (SG) contains two independent microcomputers (R1, R2) with which the read-only memories (SP1, SP2) are associated in such a way that each microcomputer has access to the same stored control-data records, and that each microcomputer transmits to the vehicle (FZ) that of the control-data records stored in the associated read-only memory which corresponds to the current signal aspect.
3. A system as claimed in claim 1 or 2, characterized in that there are provided two additional read-only memories (SP3, SP4) containing control-data records assigned to the individual possible signal aspects, that the control-data records stored in the additional read-only memories and assigned to the individual possible signal aspects are also identical except for a memory identifier (SK3, SK4), that for each signal aspect to be transmitted, the wayside equipment (SG) transmits the associated control-data records contained in the first read-only memories (SP1, SP2) and in the additional read-only memories (SP3, SP4) to the vehicle (FZ) in a predetermined order, that the on-board controller checks both the order of arrival of the control-data records with the aid of the transmitted memory identifiers and the identity of pairs of the control-data records from the first read-only memories and from the additional read-only memories and processes said control-data records only if they arrived in the predetermined order and are identical in pairs, and that if the control-data records from the first read-only memories differ from the control-data records from the additional read-only memories, the on-board controller will regard that control-data record as valid which is assigned to the more restrictive signal aspect.
4. A system as claimed in claim 3, characterized in that the additional read-only memories (SP3, SP4) are disposed on a plug-in board (BG2) in the wayside equipment (SG) and, to install a speed restriction, are replaced with read-only memories which contain preprogrammed control-data records assigned to the speed restriction and are disposed on a different board of the same kind.
5. A system as claimed in claim 3, characterized in that the additional read-only memories are formed by portions of the first read-only memories, that the additional read-only memories are accessed via a memoryless plug-in board (BG2) disposed in the wayside equipment (SG), and that in order to install a speed restriction, the plug-in board can be replaced with another plug-in board containing read-only memories which contain pre-programmed control-data records assigned to the speed restriction.
6. A system as claimed in any one of the preceding claims, characterized in that the system comprises wayside signals (S) each having an aspect encoder (SC) associated therewith which obtains the current signal aspect from the location cabinet (SE) controlling the respective signal (S), encodes it, and transmits it to the wayside equipment over two channels on a fail-safe principle.
7. A system as claimed in any one of claims 1 to 5, characterized in that a data link (SB) is provided between the wayside equipment and a wayside control center (Z) which is equipped with a fail-safe computer system, controls several wayside equipments, and transmits current signal aspects over the data link to the wayside equipment on a fail-safe principle.
8. A system as claimed in claim 2, characterized in that between the microcomputers (R1, R2) of the wayside equipment (SG) and a wayside control center (Z) equipped with a fail-safe computer system and controlling several wayside equipments, a data link (SB) is provided over which the wayside control center transfers to the microcomputers of the wayside equipment both current signal aspects and modified or newly created control-data records on a fail-safe basis, and that the microcomputers of the wayside equipment are able to overwrite their associated read-only memories (SP1, SP2) with the modified or newly created control-data records by direction of the wayside control center.
9. A system as claimed in any one of claims 1 to 8, characterized in that an additional, like track-conductor loop is laid out, and that each of the track-conductor loops is assigned to one direction of travel and is activated by the wayside equipment only if a train movement is to take place in the assigned direction and control information is to be transmitted for said direction.
10. A system as claimed in any one of claims 1 to 8, characterized in that the track-conductor loop (LL) is crossed several times and in an unsymmetrical distance pattern, that the vehicle is equipped with a distance meter and a crossover detector, and that the on-board controller (BS) determines the direction of travel and the location of the beginning of the loop from the distances between the crossovers (K1, ..., K4).

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