EP0465707A1 - Procédé pour la transmission de signaux et d'informations entre dispositifs transmetteurs et récepteurs de véhicules du transport public local de passagers - Google Patents

Procédé pour la transmission de signaux et d'informations entre dispositifs transmetteurs et récepteurs de véhicules du transport public local de passagers Download PDF

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Publication number
EP0465707A1
EP0465707A1 EP90113286A EP90113286A EP0465707A1 EP 0465707 A1 EP0465707 A1 EP 0465707A1 EP 90113286 A EP90113286 A EP 90113286A EP 90113286 A EP90113286 A EP 90113286A EP 0465707 A1 EP0465707 A1 EP 0465707A1
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EP
European Patent Office
Prior art keywords
lines
signals
signal
transmission
transmission system
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.)
Granted
Application number
EP90113286A
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German (de)
English (en)
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EP0465707B1 (fr
Inventor
Josef Hellmann
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.)
Siemens AG
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Siemens AG
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to DE59007514T priority Critical patent/DE59007514D1/de
Priority to AT90113286T priority patent/ATE113015T1/de
Priority to EP90113286A priority patent/EP0465707B1/fr
Publication of EP0465707A1 publication Critical patent/EP0465707A1/fr
Application granted granted Critical
Publication of EP0465707B1 publication Critical patent/EP0465707B1/fr
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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres

Definitions

  • the invention relates to a method for signal and information transmission between transmission and reception devices of vehicles of local public transport connected via lines, in particular of rail-bound vehicles, the transmission and reception devices e.g. are arranged in driver's cabs, in control modules or in call stations, and a system for carrying out the method.
  • the object of the present invention is to provide a possibility of being able to handle the entire information transmission over a few lines, in particular only 2 to 5 lines, the interference immunity of the information transmission being to be guaranteed.
  • a standard is to be created that implements a uniform structure of the information transmission system with as little hardware expenditure as possible and at the same time keeps the option of later expansion and adaptation of the number of information and signals to be transmitted open without changes to the hardware.
  • a hardware standard that allows such a method to be carried out is particularly advantageous if the information transmission system extends over several vehicles of a train, since in this case the vehicles only require simple plug connections with few contacts for signal transmission.
  • the object is achieved in that, in addition to DC signals, AC-coded signals, e.g. frequency-multiplexed signals are transmitted.
  • the data transmission can be done both unials and bidirectionally.
  • signal recovery can e.g. according to the method described in DE-AS 21 59 878. As a result, the smallest number of lines can be reached.
  • the lines are advantageously combined in a shielded cable, the shielding of which also serves as a ground line.
  • the transmitting and receiving devices are advantageously galvanically decoupled from the lines.
  • a railcar has two driver's cabs 1, 2, a control unit 3 and (as a rule) at least one emergency call station 4.
  • the driver's cabs 1, 2 are connected to the control unit 3 via four data lines 5a, 5b, 5c, 5d and 6a, 6b, 6c, 6d.
  • the control unit 3 is connected to the lines 7a, 7b, 7c, 7d of the train bus, as is the emergency intercom 4.
  • the driver's cabs 1, 2 are galvanically decoupled from the lines 5 and 6 by the optocouplers 8, 9 and 10, 11 and the LC elements 12 and 13, respectively.
  • the control unit 3 is galvanically decoupled from the lines 5 and 6 (for the sake of clarity) via the optocouplers 14, 15 and 16, 17 and the LC elements 18 and 19.
  • the control unit 3 is also galvanically decoupled from the lines 7 of the train bus, specifically via the optocouplers 20, 21 or the LC elements 22.
  • the emergency call station 4 is also from the lines 7 of the train bus via the optocouplers 23, 24 and the LC - Links 25 galvanically decoupled.
  • optocouplers other coupling elements, e.g. Special relays can be used.
  • the driver's cab 1 has a loudspeaker 26 and a microphone 27, which are connected to the LC elements 12 via amplifiers 28, 29. Furthermore, the driver's cab 1 has switches 30 which are connected to one of the LC elements 12 via a frequency multiplexer 31.
  • the optocouplers 8, 9 can each transmit two direct voltage signals.
  • the optocoupler 8 transmits, for example, the signal for activating the amplifier 28 and a signal which activates an emergency call display (not shown).
  • About the optocoupler 9 are as DC voltage Si gnale the driver pressing the talk button and the so-called "upgraded" signal transmitted.
  • the signal "upgraded" means that the driver's cab in question is the currently active driver's cab from which the driver is steering the train.
  • the signal level in lines 5, 6 is below 10 V, typically 1-2 V.
  • the emergency call station 4 has a loudspeaker 35 and a microphone 36, which are connected to the LC elements 25 via the amplifiers 37 and 38.
  • the activation signal for the amplifier 37 and e.g. the signal for actuating the switch 39, which activates the amplifier 38, can be transmitted.
  • the optocoupler 24 transmits the emergency call signal, which is triggered by actuating the emergency call button 40, and a further signal, which is triggered by actuating the switch 41. This further signal can e.g. be used to request an emergency stop.
  • the control unit 3 has frequency demultiplexers 42, 43 which are used to detect the signals which were transmitted by the frequency multiplexer 31 of the driver's cab 1 or the corresponding frequency multiplexer in the driver's cab 2. The further processing of the signals thus obtained and of the signals transmitted by the optocouplers 15 and 17 is carried out according to generally known methods.
  • the control unit 3 has two signal converters 44, 45 in front of the LC elements 22, which can act both as frequency multiplexers and as frequency demultiplexers.
  • the train bus consisting of lines 7a, 7b, 7c, 7d is separated at both ends of the vehicle by capacitors 46, 47 from contacts 48, 49 which serve to connect the train buses of several cars, in particular several railcars.
  • the signal level in lines 7 is over 50 V, e.g. 100 V.
  • FIG 2 shows two railcars I, 11, the train buses of which are coupled to one another via a multi-core connecting cable 50.
  • the structure of the information transmission devices of each car is as described in FIG 1 above. Except for the additional line, the reference symbols of the carriage 11 are identical to those of the carriage I.
  • the connecting cable 50 is preferably surrounded by a common shield, as indicated by the dashed line in FIG.
  • the train bus is preferably also encased within the railcars I, 11 by a common shield.
  • the shield can advantageously also be used as a ground connection. It is of course also possible to couple more than two cars, both railcars and non-powered cars.
  • each car can have two driver's cabs.
  • the driver operates the upgrade switch 34 in his driver's cab, e.g. cab 1, e.g. using a key.
  • the upgrade switch 34 then sends a DC voltage signal to the control unit 3 via the optocoupler 9 on the line 5c.
  • This signal makes the control unit 3 a so-called master unit.
  • the control units of the other cars remain slave units.
  • the signal converter 44 is operated as a frequency demultiplexer and the signal converter 45 as a frequency multiplexer. The opposite is true for slave units.
  • the driver wants to transmit commands from the upgraded driver's cab 1, for example "switch on fans", “close doors” or “lights on”, he actuates one of the switches 30.
  • the frequency multiplexer 31 then sends an AC-coded signal at a frequency f 1 , f 2 or fa.
  • These AC-coded signals are detected by the frequency demultiplexer 42 and converted into corresponding control signals for the car with the upgraded driver's cab.
  • the signals obtained in this way are carried out by the control unit 3.
  • the control signals thus obtained are converted again by the signal converter 45 into AC-coded signals of the frequencies F1, F 2 , F 3 .
  • the frequencies F 1 , F 2 , F 3 do not have to match the frequencies f 1 , f 2 , f 3 .
  • the again AC-coded signals are transmitted to the bus lines 7c, 7d and further via the capacitors 47, the contacts 49, the connecting cable 50, the contacts 48 ', the capacitors 46' and the bus lines 7c ', 7d' to the control unit 3 '.
  • the AC-coded signals are detected by the signal converter 45', which is operated as a frequency demultiplexer, and converted into control signals for this carriage 11.
  • the driver wants to give a voice message, for example announce the next stop, he presses the talk button 33.
  • a DC voltage signal is thereby transmitted to the control unit 3 via the optocouplers 9 and 15.
  • the control signal is transmitted via the optocouplers 21 and 23 to the emergency call station 4 and the amplifier 37 is thus activated.
  • the driver speaks his message into the microphone 27.
  • the driver's message is transmitted via the microphone 27, the amplifier 29, one of the LC elements 12, one of the LC elements 18 and further via connecting lines (not shown) via one of the LC elements 22 transferred to the bus lines 7a, 7b. From there it is via one of the LC elements 25 and the already activated amplifier 37 in the loudspeaker 35 issued.
  • the signal converter 45 applies an AC-coded signal of the frequency F 4 to the bus lines 7a, 7b.
  • This signal is transmitted in the same manner as, for example, the signal of frequency F 1 to the control unit 3 'of the second railcar 11, where it is detected and converted into an activation signal for the amplifier 37' of the emergency station 4 '.
  • This activation signal is transmitted from the control unit 3 'to the emergency station 4' analogously to the transmission of the activation signal for the amplifier 37 described above.
  • the driver's voice message which is output on the bus lines 7a, 7b, via the capacitors 47, the contacts 49 , the connecting cable 50, the contacts 48 'and the capacitors 46' is also transmitted to the bus lines 7a ', 7b', the message is also output in the speaker 35 'of the emergency station 4'.
  • a DC voltage signal is transmitted to the control unit 3 via the optocouplers 24 and 20.
  • This emergency call signal is transmitted from the control unit 3 via the optocoupler 14 and further via the optocoupler 8 to the upgraded driver's cab, where an alarm signal is triggered by closing the switch 32.
  • This signal can be, for example, a bell or a horn or a light indicator. It is also possible, for example by displaying the number, to locate the emergency station whose emergency call was triggered.
  • the driver can, for example, stop immediately when an emergency call signal is received or can connect with the passenger. In any case, the driver decides when and where to stop.
  • the driver wants to speak to the passenger, he actuates one of the switches 30, whereupon an AC-coded signal of frequency f 5 is emitted.
  • This signal is detected in the control unit 3 in the manner already described and converted into a DC voltage signal which actuates the switch 39.
  • a "speak" display and the amplifier 38 are actuated.
  • the passenger can then speak his message into the microphone 36.
  • the message is transmitted analogously to a message from the driver via the bus lines 7c, 7d to the control unit 3 and further to the driver's cab 1. Since the amplifier 28 is activated in the driver's cab 1 when the "speak" signal is triggered, the driver can hear the passenger's message via the loudspeaker 26. If necessary, the driver can, similarly to how he can transmit messages to all emergency stations, only activate the amplifier 37 of the emergency station 4 by actuating one of the switches 30 and thus speak only to the passenger who triggered the emergency call.
  • the emergency call is triggered in the other, not upgraded car 11, this is also communicated to the driver.
  • the driver can either stop immediately or connect with the passenger.
  • the signals, e.g. the emergency call itself, the activation of the amplifier 37 'and the activation of the amplifier 38' must first be transmitted in the manner described above as AC-coded signals from the control unit 3 to the control unit 3 'or vice versa.
  • the data transmission from the driver's cabs 1, 2 to the control unit 3 takes place unidirectionally on the data lines 5a, 5b, 6a, 6b or 5c, 5d, 6c, 6d.
  • the data transmission on the bus lines 7, however, takes place bidirectionally.
  • the transmission of four AC-coded signals has been described.
  • the invention is not limited to four signals. It is possible to have many signals in the 4 lines 5a, 5b, 5c, 5d and 7a, 7b, 7c, 7d, e.g. 12 or 16 signals to be transmitted simultaneously. This is completely surprising, as e.g. Cross high-voltage lines and also contact e.g. is not always optimal because of oxidized or wet contacts 49, 48 '. In particular, the problem of crossing high-voltage lines occurs e.g. not to the extent of long-distance trains.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Alarm Systems (AREA)
  • Mobile Radio Communication Systems (AREA)
EP90113286A 1990-07-11 1990-07-11 Procédé pour la transmission de signaux et d'informations entre dispositifs transmetteurs et récepteurs de véhicules du transport public local de passagers Expired - Lifetime EP0465707B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE59007514T DE59007514D1 (de) 1990-07-11 1990-07-11 Verfahren zur Signal- und Informationsübertragung zwischen Sende- und Empfangseinrichtungen von Fahrzeugen des öffentlichen Personennahverkehrs.
AT90113286T ATE113015T1 (de) 1990-07-11 1990-07-11 Verfahren zur signal- und informationsübertragung zwischen sende- und empfangseinrichtungen von fahrzeugen des öffentlichen personennahverkehrs.
EP90113286A EP0465707B1 (fr) 1990-07-11 1990-07-11 Procédé pour la transmission de signaux et d'informations entre dispositifs transmetteurs et récepteurs de véhicules du transport public local de passagers

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP90113286A EP0465707B1 (fr) 1990-07-11 1990-07-11 Procédé pour la transmission de signaux et d'informations entre dispositifs transmetteurs et récepteurs de véhicules du transport public local de passagers

Publications (2)

Publication Number Publication Date
EP0465707A1 true EP0465707A1 (fr) 1992-01-15
EP0465707B1 EP0465707B1 (fr) 1994-10-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90113286A Expired - Lifetime EP0465707B1 (fr) 1990-07-11 1990-07-11 Procédé pour la transmission de signaux et d'informations entre dispositifs transmetteurs et récepteurs de véhicules du transport public local de passagers

Country Status (3)

Country Link
EP (1) EP0465707B1 (fr)
AT (1) ATE113015T1 (fr)
DE (1) DE59007514D1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1711033A2 (fr) * 2005-04-05 2006-10-11 Siemens Aktiengesellschaft Installation destinée à l'émission et réception d'informations acoustiques dans un véhicule, en particulier un véhicule ferroviaire destiné au transport de passagers
DE102010054701A1 (de) * 2010-09-17 2012-03-22 A. Weidelt Systemtechnik Gmbh & Co. Kg Bordsprechanlage
EP2944536A1 (fr) * 2014-05-14 2015-11-18 Bombardier Transportation GmbH Dispositif de surveillance d'un dispositif d'urgence dans un véhicule sur rails
CN109050546A (zh) * 2018-08-21 2018-12-21 中车株洲电力机车有限公司 一种基于硬线控制的紧急牵引电路、方法及列车
WO2019052777A1 (fr) * 2017-09-14 2019-03-21 Siemens Mobility GmbH Dispositif et procédé de transmission de données pour la transmission de données entre une première et une seconde unité de véhicule d'un véhicule guidé
WO2023116195A1 (fr) * 2021-12-24 2023-06-29 比亚迪股份有限公司 Procédé de commande de train pour entrer en mode de conduite d'urgence et train

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, Band IE-32, Nr. 1, Februar 1985, Seiten 13-18, New York, US; K. SAITO et al.: "On-board optical data communications network for train control" *
PROCEED. IEE, Band 125, Nr. 1, Januar 1978, Seiten 49-54, New York, US; M.A. HARDING: "Multiplexed controls on underground trains" *
RAILWAY GAZETTE INTERNATIONAL, Band 136, Nr. 12, Dezember 1980, Seiten 1066-1069, London, GB; M.A. HARDING: "Multiplexing can reduce on-train cabling" *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1711033A2 (fr) * 2005-04-05 2006-10-11 Siemens Aktiengesellschaft Installation destinée à l'émission et réception d'informations acoustiques dans un véhicule, en particulier un véhicule ferroviaire destiné au transport de passagers
EP1711033A3 (fr) * 2005-04-05 2009-09-16 Siemens Aktiengesellschaft Installation destinée à l'émission et réception d'informations acoustiques dans un véhicule, en particulier un véhicule ferroviaire destiné au transport de passagers
DE102010054701A1 (de) * 2010-09-17 2012-03-22 A. Weidelt Systemtechnik Gmbh & Co. Kg Bordsprechanlage
EP2944536A1 (fr) * 2014-05-14 2015-11-18 Bombardier Transportation GmbH Dispositif de surveillance d'un dispositif d'urgence dans un véhicule sur rails
EP2944536B1 (fr) 2014-05-14 2019-12-25 Bombardier Transportation GmbH Dispositif de surveillance d'un dispositif d'urgence dans un véhicule sur rails
WO2019052777A1 (fr) * 2017-09-14 2019-03-21 Siemens Mobility GmbH Dispositif et procédé de transmission de données pour la transmission de données entre une première et une seconde unité de véhicule d'un véhicule guidé
CN109050546A (zh) * 2018-08-21 2018-12-21 中车株洲电力机车有限公司 一种基于硬线控制的紧急牵引电路、方法及列车
CN109050546B (zh) * 2018-08-21 2020-03-24 中国铁路总公司 一种基于硬线控制的紧急牵引电路、方法及列车
WO2023116195A1 (fr) * 2021-12-24 2023-06-29 比亚迪股份有限公司 Procédé de commande de train pour entrer en mode de conduite d'urgence et train

Also Published As

Publication number Publication date
ATE113015T1 (de) 1994-11-15
EP0465707B1 (fr) 1994-10-19
DE59007514D1 (de) 1994-11-24

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