EP0513129B1 - Systeme de circuit de voie - Google Patents

Systeme de circuit de voie Download PDF

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Publication number
EP0513129B1
EP0513129B1 EP91903576A EP91903576A EP0513129B1 EP 0513129 B1 EP0513129 B1 EP 0513129B1 EP 91903576 A EP91903576 A EP 91903576A EP 91903576 A EP91903576 A EP 91903576A EP 0513129 B1 EP0513129 B1 EP 0513129B1
Authority
EP
European Patent Office
Prior art keywords
track circuit
information
telegrams
track
fail
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.)
Revoked
Application number
EP91903576A
Other languages
German (de)
English (en)
Other versions
EP0513129A1 (fr
Inventor
Roberto Caporossi
Maurizio Feuli
Gustav Spangberg
Karl-Erik Sundvall
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.)
DaimlerChrysler Rail Systems Signal AB
Original Assignee
EB Signal AB
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
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Application filed by EB Signal AB filed Critical EB Signal AB
Publication of EP0513129A1 publication Critical patent/EP0513129A1/fr
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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
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/24—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits
    • B61L3/246—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits using coded current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B61L1/181—Details
    • B61L1/188—Use of coded current

Definitions

  • the present invention relates to a method and a device for automatic traffic control in connection with trackbound communication.
  • the method and the device comprise means for detection of rail-mounted vehicles on a track circuit and identification of the track circuit in order to supervise the movement of the rail-mounted vehicle on the circuit in question.
  • the method and the device make possible the transmission of selective information to the supervision units of adjacent track circuits for control of the movement pattern of a leading or trailing rail-mounted vehicle.
  • the device is based on the utilization of digital information transmission between the units included.
  • the EP-A-0 288 564 describes an apparatus for detecting a vehicle on a rail track section.
  • the track is subdivided in various track sections isolated from each other.
  • a so-called alternating voltage local signal is fed via a first transformer into the rails of the track section and as a reference voltage to the detection circuit.
  • the voltage is taken out by a second transformer and compared with the local signal with respect to the phase between these two signals and with respect to its level. In case that a vehicle is on the track section this level will be reduced to near zero, due to the short-circuit cause by the vehicle. If no such reduction occurs, a relay is activated to indicate that the track section is not occupied by a vehicle.
  • the voltages on the two track sections adjoining the track section in question have a phase shift of 180 degree with respect to the voltage of the track section in question.
  • the level of the voltage taken out from the section in question will also be reduced close to zero, preventing thus the output relay from indicating that the track section is unoccupied.
  • Special means are provided to make the apparatus relatively insensitive to the noise channelled into the apparatus by the track signal.
  • the invention aims at developing a method for automatic control of rail-mounted vehicles on a railway line and a device for carrying out the method which operate with a different modulating method and which increase the fail-safety in the transmission of messages.
  • the invention suggests a method for automatic control of rail-mounted vehicles on a railway line according to the introductory part of claim 1, which is characterized by the features of the characterizing part of claim 1.
  • a device for carrying out the method according to the invention is characterized by the features of claim 8.
  • the following describes a system of functions which are applicable to a system concept which includes a track circuit system combined with an automatic train control system for rail-mounted vehicles.
  • standard baseband modulation technique for telecommunication systems is chosen to modulate a signal for a track circuit in order to achieve feeding of serial data by way of the rails.
  • the level of the baseband signal is used to indicate the presence of shunting vehicle axles on the track circuit.
  • Baseband modulation provides a possibility of synchronous serial data transmission.
  • the data to be transmitted are collected in information messages in so-called telegrams. These telegrams are divided into blocks or frames in accordance with the high-level data link control (HDLC) technique, according to the standard worked out by CCITT.
  • HDLC high-level data link control
  • a bitoriented protocol is used for the information transmission. It is, of course, also possible to use other synchronous protocols, or even asynchronous transmission and asynchronous protocols. The latter protocols are, however, less biteffective than bitoriented protocols, such as, for example, HDLC.
  • Transmitting serial data and indicating the presence of vehicle axles within a track circuit by means of the carrier of the signal are known, as previously mentioned, and utilized in other control systems.
  • a novelty in the present supervision or control system is the use of standard transmission technique for, for example, telephony and the like in this application.
  • the address contents of the HDLC telegrams are the basis for track circuit identification, which is of value for separating disturbance signals from the environment or from the influence of other track circuits. Identification by using serial data may also have been performed by others in the past.
  • the telegrams may contain safety information which is picked up by antennas on the rail-mounted vehicles, located, for example, in front of the first axle. These telegrams are evaluated in train-borne equipment for speed supervision.
  • the telegrams for the rail-mounted vehicle may also contain other information of non-safety character. Information may also be conveyed from one track circuit to the next in order to provide a railway line with a block system. This also belongs to the state of the art described, for example, in "Vertician der Systemmerkmaleeaser Switzerlandbeeinhneeinhneeinhneungs respondeden", Köth, Eisenbahn Technische Rundschau 20 (1971).
  • the HDLC telegrams provide freedom to place information in one or a number of the frames which build up the telegram, which gives great flexibility when modelling a system for information transmission.
  • Information to the system may be mixed in or between the frames in different ways. Unspecified information may be put in one of the frames in a data telegram or be mixed with safety information in several different frames. In the latter case, the unspecified information may be multiplexed in several frames and time-shared with the safety information which is transmitted in repeated frames. This is a process which is also not used elsewhere.
  • the track circuit system needs a fail-safe level detector, a function which has been mentioned above. This unit will not be further discussed in this description.
  • Another aspect is the principle of safe detection of data in the track circuit.
  • the generation of the information and the associated and necessary redundancy are achieved in two separate channels, of which one feeds the track circuit with a signal at one end of the track circuit.
  • the signal received at the other end of the track circuit is compared in a fail-safe way with the output signal in a first comparator.
  • the output signal from the first comparator is forwarded, for example to a track relay or some other safety unit as, for example, a computerized interlocking system. In this way, any influence of disturbance in the track as well as failures in the transmitter units connected to the track are discovered.
  • the transmission is also continuously checked by a second comparator which compares the information contents in two telegrams generated in two separate units before the information of the transmitting channel is transmitted to the track. This is necessary because when there is a rail-mounted vehicle on the track circuit, no signals reach the receiving unit on the track, which makes the output signal of the first comparator of no interest.
  • Different temporary disturbances and influences may be filtered out by imparting significance only to repetitive telegrams, where the demand is placed such that at least m out of n telegrams must be unmistakably given the same information content.
  • the proposed method may provide the advantage that a smaller amount of redundant information need be fed to the track, since the information of the output signal has been verified by the above-described signal generation and the ensuing comparison. For that reason the telegrams can also be accepted by rail-mounted vehicles which utilize the same filtering technique and which with certainly sense the information as safe. Thus, more information can be transmitted per unit of time.
  • the safety information must be made relevant of m out of n telegrams, which, of course, reduces the information flow in the channel.
  • the bit error rate in the digital signals must therefore be fairly low to provide an acceptable system. However, this requirement does not affect the safety.
  • the transmitter feeds signals towards the rail-mounted vehicle.
  • the transmitter/receiver must change places.
  • the accompanying figure shows a schematic view of a linking of units which gives the system the functions aimed at in the description.
  • a first encoder E1 produces telegrams to be sent to a track circuit.
  • Each such telegram contains, in the general case, three different parts comprising a to c, in which
  • the a-part of a telegram is always the same in a track circuit, whereas the b- and c-parts may be changed from time to time depending on the traffic situation and the like.
  • a second encoder E2 the same data messages as in the first encoder E1 are produced but not necessarily in the same format.
  • the telegrams which are built up in the two encoders E1 and E2 are controlled by external control signals, which carry the information which is to be conveyed via the track circuit system. These control signals are symbolized in the figure by the arrows at 1.
  • the signal with messages in the form of telegrams from the first encoder E1 is forwarded to a combined code generator-transmitter G as well as to a second comparator C2.
  • the combined code generator-transmitter G is connected to an amplifier A and transmits to this the telegrams which have been produced by the first encoder E1 for the track circuit.
  • a track circuit is a section of a railway line, in which such a section is electrically delimited from adjacent sections by, for example, an electrical insulation 3 between the track circuits.
  • the amplifier A converts the signal voltage from the code generator-transmitter G to a level and shape adapted for transmission to the track circuit.
  • This amplifier A is provided with an adjustment device which makes possible adaptation of the voltage level to the length of the track circuit connected.
  • the signals from the amplifier A are fed to the track circuit with one pole to each rail 2 and are preferably connected at the end point of the track circuit.
  • the signal voltage which is fed via the track is picked up at the other end point of the track circuit by a receiver B with an interface for reception from the track circuit.
  • the receiver B comprises screening circuits which filter out the desired signal from electrical interference, if any, in the track.
  • the received signal is forwarded to a fail-safe level or threshold detector TD, which in a reliable manner measures the amplitude of the signal voltage in the track to determine whether the signal voltage level lies above or below a certain value, which indicates a free track circuit or a track circuit occupied by a vehicle.
  • TD fail-safe level or threshold detector
  • the signal is forwarded in the reception channel to a decoder D, where the code message is again quantified.
  • both encoders E1, E2 produce data codes with the same telegram contents.
  • the signals from the two encoders E1, E2 are brought to the second comparator C2 where the code messages are compared in a fail-safe manner. If there is no correspondence between the two separate signals, the transmission from the code generator G is cut.
  • the signal received from the track circuit is compared with the transmitted signal in a fail-safe manner, among other things to avoid that a signal from adjacent track circuits can be received in case of a fault in insulating joints 3.
  • a comparison is made at least of the a-part in the telegram and is carried out in a first comparator C1, where the signal transmitted to the track circuit is fetched from the data encoder E2 and the signal received from the track circuit is fetched from the decoder D. If the contents of the two channels in the a-part of the telegram are equivalent, a fail-safe output signal 4 is generated from the first comparator C1.
  • This output signal 4 indicates a track circuit free from vehicles.
  • This output signal 4 from the track circuit system is utilized for controlling different devices in the signal system of which the track circuit forms a part.
  • a rail-mounted vehicle adapted to the track circuit system has a receiver with an antenna near the rail in front of the first axle in the direction of travel. Since the signals in the track have different polarities in the two rails, the vehicle may suitably be equipped with two antennas, which pick up the same signal but with opposite polarity. When these signals are added, a more powerful input signal is received by the receiver while at the same time disturbing signals from the two antennas cancel each other.
  • the rail-mounted vehicle according to the above is provided, in principle, with the same type of data communication receiver as the track circuit system and thereby senses telegrams received from the track circuit as failsafe; thus, the rail-mounted vehicle can be supervised by the system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Système de circuit de voie combiné à un système de contrôle automatique pour véhicules montés sur rails, dans lequel la transmission d'informations au système et la détection de véhicules montés sur rail dans le système s'effectuent par l'échange de messages numériques sous forme de télégrammes. Ces derniers comportent des informations relatives à la sécurité, et surtout des informations sur l'identité du circuit de voie, mais peuvent également contenir des indications d'ordre général. Des unités électroniques séparées (E1) E2) produisent deux télégrammes de même contenu. Ces télegrammes sont comparés avant d'être transmis à un circuit de voie (2) dans lequel un récepteur (B) capte le télégramme. Les télégrammes transmis et reçus sont comparés afin de garantir la fiabilité du système. L'indication du niveau du signal reçu indique si le circuit de voie est occupé. Un signal de sortie (4) provenant du système est utilisé comme signal de sécurité destiné à un système de régulation du trafic.

Claims (10)

  1. Procédé de commande automatique de véhicules montés sur rails sur une ligne de chemin de fer comprenant des circuits de voies, chacun d'entre eux comprenant une section de voie de la ligne de chemin de fer, lesquelles sections de voie sont électriquement isolées les unes des autres, un système de commande automatique pour la commande des véhicules montés sur rails étant prévu, dans lequel
    - une technique de modulation est utilisée pour moduler un signal destiné à un circuit de voie afin d'assurer la fourniture de données en série par l'intermédiaire des rails (2), dans lequel les données à transmettre vers le circuit de voie sont rassemblées dans des messages d'informations appelés télégrammes,
    - un message transmis à destination du circuit de voie par des moyens (G, A) de transmission connectés en un endroit au circuit de voie, est capté par un récepteur (B) connecté en un autre endroit quelconque du circuit de voie,
    - le niveau du signal en bande de base reçu est utilisé pour indiquer la présence d'essieux de véhicules produisant un court-circuit sur le circuit de voie,
    - le procédé assure une détection, par une méthode du type à sûreté intégrée, du niveau du signal reçu du circuit de voie,
    - des véhicules montés sur rails se trouvant dans le circuit de voie peuvent décoder en continu les informations envoyées au circuit de voie, et dans lequel
    - la transmission d'informations contenues dans les messages d'informations aux véhicules montés sur rails, et la détection des véhicules montés sur rails, sur le circuit de voie, s'effectuent par échange de messages numériques entre des unités électroniques (E1, E2, C1, C2, G, A, B, TD, D),
    caractérisé en ce que
    - la technique de modulation est une technique de modulation en bande de base classique pour systèmes de télécommunications,
    - des unités électroniques (E1, E2) distinctes produisent au moins deux messages contenant les mêmes informations devant être transmises à un circuit de voie, ces messages, afin d'assurer une sûreté intégrée, étant comparés dans une unité électronique (C2) avant la transmission des informations au circuit de voie, et
    - un message transmis au circuit de voie et un message reçu du circuit de voie par le récepteur (B) sont comparés par une méthode à sûreté intégrée dans une autre unité électronique (C1), qui produit un signal de sortie du type à sûreté intégrée comprenant des informations destinées au système de commande automatique indiquant si le circuit de voie est ou non occupé par un véhicule.
  2. Procédé selon la revendication 1, caractérisé en ce que l'émission de messages entre les unités électroniques (E1, E2, C1, C2, G, A, B, TD, D) s'effectue dans des télégrammes qui sont divisés en un certain nombre de sections, une section contenant des informations de sûreté concernant l'identité du circuit de voie, une autre section contenant des informations de commande du trafic concernant la sûreté, et une troisième section contenant des informations variables non spécifiées.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que la sûreté intégrée par comparaison d'un message transmis à destination du circuit de voie à un message reçu de celui-ci, est réalisée dans un compteur, compteur dans lequel au moins m télégrammes sur n doivent être identiques, du moins en ce qui concerne les sections des télégrammes qui sont relatives à la sûreté, afin de vérifier l'éventuel caractère défectueux des communications de données dans le circuit de voie.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que les télégrammes transmis à destination des véhicules montés sur rails sur le circuit de voie contiennent des informations concernant la vitesse de déplacement sur le circuit de voie et d'autres informations relatives à la sûreté.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les télégrammes sont divisés en trames, des informations mélangées étant envoyées séparément dans une trame ou étant multiplexées dans plusieurs trames, par partage dans le temps avec des trames répétées contenant des informations de sûreté.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les télégrammes contiennent des informations concernant un circuit de voie libre ou occupé, lesquelles informations peuvent être utilisées dans un cantonnement.
  7. Procédé selon l'une quelconque des revendications 1 ou 6, caractérisé en ce que le message transmis au circuit de voie contient des informations destinées à un véhicule monté sur rails se trouvant dans le circuit de voie, ces informations pouvant être adaptées pour être décodées en continu par le véhicule, le véhicule étant équipé d'un récepteur et d'une ou deux antennes.
  8. Dispositif pour mettre en oeuvre le procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comprend :
    - un premier codeur (E1) qui produit des données en série sous la forme de télégrammes divisés en différentes sections qui ont une signification en ce qui concerne la sûreté,
    - un second codeur (E2) redondant qui produit des télégrammes de données ayant le même contenu en informations que le premier codeur (E1), mais pas nécessairement le même format que les télégrammes du premier codeur (E1),
    - un générateur-émetteur (G) de code qui produit un signal en bande de base modulé par le signal provenant du premier codeur (E1), et dont le signal créé est amplifié pour être fourni à un circuit de voie,
    - une unité (B) de réception connectée à un détecteur (TD) de niveau du type à sûreté intégrée et à un décodeur (D),
    - un premier comparateur (C1) du type à sûreté intégrée pour comparer les télégrammes reçus du circuit de voie et les télégrammes envoyés vers le circuit de voie,
    - un second comparateur (C2) du type à sûreté intégrée pour comparer le signal de sortie des codeurs (E1, E2) et pour interrompre la transmission du générateur-émetteur (G) de code vers le circuit de voie, si les signaux de sortie des codeurs (E1, E2) respectifs ne sont pas en accord.
  9. Dispositif selon la revendication 8, caractérisé en ce que les codeurs (E1, E2), le générateur-émetteur (G) de code, le détecteur (TD) de niveau, le décodeur (D) et les comparateurs (C1, C2) sont mis en oeuvre dans une unité à calculateur du type à sûreté intégrée.
  10. Dispositif selon la revendication 8 ou 9, en combinaison avec une ligne de chemin de fer comprenant le circuit de voie, caractérisé en ce qu'une unité (A) transmettant des télégrammes vers le circuit de voie et l'unité (B) de réception recevant des télégrammes du circuit de voie, sont connectées à des extrémités distinctes du circuit de voie.
EP91903576A 1990-01-25 1990-12-21 Systeme de circuit de voie Revoked EP0513129B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE9000259 1990-01-25
SE9000259A SE465458B (sv) 1990-01-25 1990-01-25 Spaarledningssystem
PCT/SE1990/000865 WO1991011356A1 (fr) 1990-01-25 1990-12-21 Systeme de circuit de voie

Publications (2)

Publication Number Publication Date
EP0513129A1 EP0513129A1 (fr) 1992-11-19
EP0513129B1 true EP0513129B1 (fr) 1996-09-18

Family

ID=20378346

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91903576A Revoked EP0513129B1 (fr) 1990-01-25 1990-12-21 Systeme de circuit de voie

Country Status (6)

Country Link
EP (1) EP0513129B1 (fr)
DE (1) DE69028638T2 (fr)
DK (1) DK0513129T3 (fr)
ES (1) ES2094220T3 (fr)
SE (1) SE465458B (fr)
WO (1) WO1991011356A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3495230A1 (fr) * 2017-12-08 2019-06-12 Thales Management & Services Deutschland GmbH Réseau de commande de train, procédé de communication et méthode pour controller l'intégrité d'un train

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Publication number Priority date Publication date Assignee Title
CA2170171A1 (fr) * 1996-02-23 1997-08-24 Cyprien Gauthier Detection de l'emplacement d'un rail rompu
GB0127927D0 (en) * 2001-11-21 2002-01-16 Westinghouse Brake & Signal Railway track circuits
ATE471857T1 (de) 2008-03-11 2010-07-15 Bombardier Transp Gmbh Erkennungsvorrichtung und verfahren für gleisstromkreise mit bpsk modulierter codierung
US8590844B2 (en) 2009-07-17 2013-11-26 Siemens Rail Auotmation Corporation Track circuit communications
US8500071B2 (en) 2009-10-27 2013-08-06 Invensys Rail Corporation Method and apparatus for bi-directional downstream adjacent crossing signaling
US8660215B2 (en) 2010-03-16 2014-02-25 Siemens Rail Automation Corporation Decoding algorithm for frequency shift key communications
US8297558B2 (en) 2010-03-17 2012-10-30 Safetran Systems Corporation Crossing predictor with authorized track speed input
CN104002833A (zh) * 2014-04-28 2014-08-27 中铁二院工程集团有限责任公司 相敏轨道电路微电子接收系统
CN113184011B (zh) * 2021-04-29 2022-08-23 北京和利时系统工程有限公司 一种轨道电路安全校核方法及系统

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Publication number Priority date Publication date Assignee Title
US4498650A (en) * 1982-03-10 1985-02-12 General Signal Corporation Microprocessor based track circuit for occupancy detection and bidirectional code communication
EP0288564B1 (fr) * 1986-10-03 1999-01-20 The Nippon Signal Co. Ltd. Detecteur de vehicules sur une piste

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3495230A1 (fr) * 2017-12-08 2019-06-12 Thales Management & Services Deutschland GmbH Réseau de commande de train, procédé de communication et méthode pour controller l'intégrité d'un train
WO2019110673A1 (fr) * 2017-12-08 2019-06-13 Thales Management & Services Deutschland Gmbh Réseau de commande de train, procédé de communication et procédé de contrôle d'intégrité de train
AU2018379331B2 (en) * 2017-12-08 2022-06-16 Thales Management & Services Deutschland Gmbh Train control network, method for communication and method for controlling train integrity
US11460288B2 (en) 2017-12-08 2022-10-04 Thales Management & Services Deutschland Gmbh Train control network, method for communication and method for controlling train integrity

Also Published As

Publication number Publication date
ES2094220T3 (es) 1997-01-16
SE465458B (sv) 1991-09-16
DE69028638D1 (de) 1996-10-24
SE9000259L (sv) 1991-07-26
EP0513129A1 (fr) 1992-11-19
DE69028638T2 (de) 1997-05-07
SE9000259D0 (sv) 1990-01-25
WO1991011356A1 (fr) 1991-08-08
DK0513129T3 (fr) 1997-03-17

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