EP0636081B1 - Verfahren und vorrichtung zum hochfrequenzmässigen verbinden von aktiven teilabschnitten eines hochfrequenzübertragungssystems - Google Patents

Verfahren und vorrichtung zum hochfrequenzmässigen verbinden von aktiven teilabschnitten eines hochfrequenzübertragungssystems Download PDF

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Publication number
EP0636081B1
EP0636081B1 EP93906450A EP93906450A EP0636081B1 EP 0636081 B1 EP0636081 B1 EP 0636081B1 EP 93906450 A EP93906450 A EP 93906450A EP 93906450 A EP93906450 A EP 93906450A EP 0636081 B1 EP0636081 B1 EP 0636081B1
Authority
EP
European Patent Office
Prior art keywords
frequency
radio
vehicle
amplifier
signal
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
EP93906450A
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German (de)
English (en)
French (fr)
Other versions
EP0636081A1 (de
Inventor
Eberhard Friebe
Matthias Moritz
Sepp Schönbacher
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0636081A1 publication Critical patent/EP0636081A1/de
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Publication of EP0636081B1 publication Critical patent/EP0636081B1/de
Anticipated expiration legal-status Critical
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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 is based on a method according to the preamble of claim 1 and on an apparatus according to claim 2.
  • a method and a device for carrying out this method are known, according to which a head-end station is provided in one of several passenger carriages forming a railroad train. At least one high-frequency cable is guided through each car, into which an amplifier for amplifying the high-frequency signals to be transmitted is looped in one direction.
  • the directionally correct, manual switching of the high-frequency cables that can be connected via plug-in connectors requires qualified personnel and a relatively high expenditure of time.
  • the invention has for its object to develop a method according to the preamble of claim 1 and an apparatus for carrying out the method such that the high-frequency, directionally correct switching of the transmission path in a vehicle unit, which consists of vehicles arranged in any sequence and any vehicle direction, with the least possible effort in terms of personnel and time.
  • This object is achieved by the application of the measures specified in claim 1.
  • This has the advantage that, regardless of the use of the vehicles in a first position or a second position rotated by 180 °, the high-frequency switching of the transmission path in the vehicles is carried out automatically after prior checking.
  • a preferred application for the method according to the invention and the device for carrying out this method are passenger trains.
  • 10 denotes a vehicle unit, which comprises a plurality of mechanically coupled vehicles 11, 12, 13 and 14.
  • the first vehicle 11 is equipped with a head station 15, and the other vehicles 12, 13 and 14 each contain a vehicle station 16.
  • the head station 15 and the vehicle stations 16 are connected to one another via two high-frequency cables 20, 21; 22, 23 connected to the ends of each vehicle connector elements 24, 25; 26, 27 have.
  • two high-frequency cables connected in parallel are provided (UIC standard 568), and two connector elements 24, 25; 26, 27 form a high-frequency connector 30 and 31.
  • the high-frequency connector 30 is coupled between the vehicles 11 and 12 as well as the high-frequency connector 31 between the vehicles 12 and 13; however, all other high-frequency connectors are not coupled.
  • FIG. 2 shows the structure of a vehicle station 16 in one of the vehicles 12 to 14, namely in the vehicle 12.
  • the high-frequency cables 20, 21 and 22, 23 are connected to a first to fourth connection 34 to 37 (1 ... 4) of a switching device 40 belonging to the vehicle station 16.
  • a fifth connection 38 (5) is connected firstly to an input of a high-frequency amplifier 41 and secondly to a time control 43 via a first detector circuit 42 (D1).
  • a sixth connection 39 (6) of the switching device 40 is connected to the output of the high-frequency amplifier 41 via a high-frequency coupler 48, which is preferably a directional coupler.
  • this connection is connected via the branch of the high-frequency coupler 48 and a second detector circuit 44, which includes a high-frequency generator 47 for generating a high-frequency signal HFM, via an inverter 49 to the timing controller 43, the output 45 of which is connected to a seventh connection 46 (FIG. 7) Switching device 40 is connected.
  • the seventh connection 46 forms the control input for the switching device 40.
  • the vehicle station 16 of the vehicle 12 first determines on which of the high-frequency cables 20, 21; 22, 23 there is a first high-frequency signal HF1 emitted by a head-end station. For this purpose, the time control 43 of the vehicle 12 switches the switching device 40 on from time to time in such a way that the third connection 3 and the fifth connection 5 are connected in a first time period a; see. Scheme in Fig. 3, in which the periods a to f are designated.
  • the connection between the connections 2 and 5 is opened and a connection between the connections 1 and 5 is established.
  • the second detector circuit 44 (D2) is in the time segments a to d via the connection 5 and the high-frequency amplifier 41 also in succession with the high-frequency cables 20 to 23; however, it has no function with this algorithm.
  • the first algorithm which ends when the connection between the connections 1 and 5 is retained, is followed by a second algorithm, by means of which the coupling state of the high-frequency connectors 30 and 31 between the vehicles 12 and 13 is determined.
  • the second algorithm begins with the switching device 40 being influenced in a time period e by the output signal of the first detector circuit 42 (D1) via the time control 43 in such a way that a connection is established between the connections 6 and 3.
  • the second high-frequency signal HFM passes through the high-frequency coupler 48 and the interconnected connections 6 and 4 and the high-frequency cable 23 to the coupled high-frequency connector 31 between the vehicles 12 and 13.
  • the connections between the connections 1 and 5 and 6 and 4 remain, so that the high-frequency signal HF1 via the high-frequency cable 20 of the Vehicle 12, the high-frequency amplifier 41, the high-frequency cable 23 and the high-frequency connector 31 between the vehicles 12 and 13 reaches the high-frequency cable 21 of the vehicle 13.
  • the second detector circuit 44 would also detect a reflection of the second high-frequency signal HF2 in the time segment f and repeat the test process. After one or more repetitions, the test process, controlled by the time sequence controller 43, can be suspended for a longer period of time and then started again.
  • the timing described in connection with the diagram in FIG. 3 applies analogously.
  • the vehicle 11 in FIG. 1 is not in front of the vehicle 12, but behind it, that is to say that the vehicles 11 and 13 are exchanged. Since the high-frequency amplifier 41 of the vehicle 12 can only amplify first high-frequency signals HF1 in one signal direction, the switching device 40 must be programmed so that, for example in a first algorithm, it first connects the connections 3 and 5 and then the connections 4 and 5.
  • the second algorithm can follow the switching position in which the connections 4 and 5 are connected, in which the connections 6 and 2 or 6 and 1 are connected in succession are so that the second detector circuit 44 can determine which high-frequency connector is coupled between the vehicle 12 and the vehicle 13 then located at the first position.
  • a second high-frequency signal HF2 'or HF2'' generated by a high frequency generator 51.
  • the high-frequency generator 47 and the inverter 49 according to FIG. 2 are thus omitted.
  • the frequency of the second high-frequency signal HF2 should preferably be outside the transmission frequency range of the high-frequency amplifier 41.
  • the frequency of the second high-frequency signal HF2 is selected below the transmission frequency range of the high-frequency amplifier 41.
  • the second high-frequency signal HF2 ′ or HF2 ′′ is preferably fed to the fifth connection 38 of the switching device 40 via a high-frequency switch 52.
  • the switching device 40 in the vehicle 13 successively establishes the connections shown in the diagram in FIG. 5, algorithm 1. At the same time, a connection between the connections 3 and 6 is established in the vehicle 12. Since the connector 30 between the vehicles 12 and 13 is open, the second detector D2 of the vehicle 12 cannot evaluate the second high-frequency signal HF2 ′′ of the vehicle 13.
  • connection between the connections 4 and 6 of the vehicle 12 is then established.
  • the detector 44 of the vehicle 12 detects the second high-frequency signal HF 2 ′′ and causes the switching device 40 to maintain the switching position 4-6.
  • the first detector 42 in the vehicle 13 recognizes the first high-frequency signal HF1 and allows the switching device 40 in the vehicle 13 to remain in the switching position 2-5.
  • a vehicle station 160 has a pilot-controlled amplifier 410, the gain of which is regulated as a function of a pilot signal U P which is also transmitted by the combat station 15.
  • a pilot evaluation circuit 411 belonging to the pilot-controlled amplifier outputs a specific control signal U S when a pilot signal is detected.
  • the control signal U S controls a time sequence controller 430 in an analogous manner to the output signals of the first detector circuit 42 in FIG. 2.
  • the pilot evaluation circuit 411 thus takes over the function of the first detector circuit 42 in FIG. 2.
  • a pilot signal U P which is reflected on the connector part 26 and corresponds to the second high-frequency signal HF2, is fed as a measurement signal to the second detector 44 (D2) via a high-frequency coupler 413, for example a directional coupler.
  • the signal emitted by the second detector then controls the time control 430 after being inverted by the inverter 49.
  • the further function is analogous to the diagram in FIG. 3.
  • the method according to the invention and the device for carrying out the method can also be used in an active bidirectional high-frequency transmission system when using two different frequency bands for the forward and reverse directions.
  • the unidirectional amplifier 41 (FIG. 2) is replaced by an amplifier unit which amplifies in two directions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Small-Scale Networks (AREA)
  • Coupling Device And Connection With Printed Circuit (AREA)
  • Radio Relay Systems (AREA)
  • Transceivers (AREA)
  • Transmitters (AREA)
  • Near-Field Transmission Systems (AREA)
EP93906450A 1992-04-04 1993-03-26 Verfahren und vorrichtung zum hochfrequenzmässigen verbinden von aktiven teilabschnitten eines hochfrequenzübertragungssystems Expired - Lifetime EP0636081B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4211377A DE4211377A1 (de) 1992-04-04 1992-04-04 Verfahren und Vorrichtung zum hochfrequenzmäßigen Verbinden von aktiven Teilabschnitten eines Hochfrequenzübertragungssystems
DE4211377 1992-04-04
PCT/DE1993/000285 WO1993019966A1 (de) 1992-04-04 1993-03-26 Verfahren und vorrichtung zum hochfrequenzmässigen verbinden von aktiven teilabschnitten eines hochfrequenzübertragungssystems

Publications (2)

Publication Number Publication Date
EP0636081A1 EP0636081A1 (de) 1995-02-01
EP0636081B1 true EP0636081B1 (de) 1996-08-21

Family

ID=6456103

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93906450A Expired - Lifetime EP0636081B1 (de) 1992-04-04 1993-03-26 Verfahren und vorrichtung zum hochfrequenzmässigen verbinden von aktiven teilabschnitten eines hochfrequenzübertragungssystems

Country Status (8)

Country Link
US (1) US5551653A (enrdf_load_stackoverflow)
EP (1) EP0636081B1 (enrdf_load_stackoverflow)
AT (1) ATE141562T1 (enrdf_load_stackoverflow)
DE (2) DE4211377A1 (enrdf_load_stackoverflow)
DK (1) DK0636081T3 (enrdf_load_stackoverflow)
HU (1) HU218135B (enrdf_load_stackoverflow)
TW (1) TW208103B (enrdf_load_stackoverflow)
WO (1) WO1993019966A1 (enrdf_load_stackoverflow)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19711772C1 (de) * 1997-03-21 1998-08-06 Daimler Benz Ag Prüfvorrichtung und Verfahren zum Betreiben der Prüfvorrichtung
DE19924609A1 (de) * 1999-05-28 2000-12-21 Siemens Ag Vorrichtung zur Übermittlung von Informationen in einem Zug
US6997520B1 (en) * 2000-07-06 2006-02-14 Sab Wabco S.P.A. Control and communication system for railway trains
DE60042344D1 (de) 2000-12-27 2009-07-16 Mitsubishi Electric Corp Bordeigenes anzeigesystem
DE20215442U1 (de) 2002-10-08 2003-02-13 Leopold Kostal GmbH & Co KG, 58507 Lüdenscheid Schlüssellose Nutzungsberechtigungskontrolleinrichtung für ein Kraftfahrzeug

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3696758A (en) * 1969-12-18 1972-10-10 Genisco Technology Corp Locomotive signaling and control system
DE2606047A1 (de) * 1975-02-26 1976-09-09 Hasler Ag Verfahren zum nachrichtenaustausch in eisenbahnzuegen
US4041470A (en) * 1976-01-16 1977-08-09 Industrial Solid State Controls, Inc. Fault monitoring and reporting system for trains
DE2739305A1 (de) * 1977-09-01 1979-03-15 Bbc Brown Boveri & Cie Verfahren und schaltungsanordnung zur automatischen adressierung mobiler unterstationen von einer zentrale aus
US4582280A (en) * 1983-09-14 1986-04-15 Harris Corporation Railroad communication system
US4835494A (en) * 1988-04-20 1989-05-30 Amp Incorporated Automatic level control system for broadband cable systems
FR2653818B1 (fr) * 1989-10-11 1992-01-17 Faiveley Transport Procede de commande de securite de portes d'une rame de transport ferroviaire et dispositif pour sa mise en óoeuvre.

Also Published As

Publication number Publication date
WO1993019966A1 (de) 1993-10-14
EP0636081A1 (de) 1995-02-01
TW208103B (enrdf_load_stackoverflow) 1993-06-21
HUT72786A (en) 1996-05-28
HU9402834D0 (en) 1994-12-28
ATE141562T1 (de) 1996-09-15
DE59303511D1 (de) 1996-09-26
DK0636081T3 (da) 1997-01-13
DE4211377A1 (de) 1993-10-07
US5551653A (en) 1996-09-03
HU218135B (hu) 2000-06-28

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