EP0636081B1 - Procede et dispositif pour le raccordement a haute frequence de sections partielles actives d'un dispositif de transmission a haute frequence - Google Patents
Procede et dispositif pour le raccordement a haute frequence de sections partielles actives d'un dispositif de transmission a haute frequence Download PDFInfo
- 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
Links
- 238000000034 method Methods 0.000 title claims description 15
- 230000005540 biological transmission Effects 0.000 title claims description 10
- 230000008878 coupling Effects 0.000 claims abstract description 5
- 238000010168 coupling process Methods 0.000 claims abstract description 5
- 238000005859 coupling reaction Methods 0.000 claims abstract description 5
- 238000005259 measurement Methods 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 claims description 3
- 230000001276 controlling effect Effects 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 9
- 238000011156 evaluation Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 230000002457 bidirectional effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
Images
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)
- Transceivers (AREA)
- Transmitters (AREA)
- Coupling Device And Connection With Printed Circuit (AREA)
- Radio Relay Systems (AREA)
- Near-Field Transmission Systems (AREA)
Claims (7)
- Procédé pour raccorder à haute fréquence des sections partielles actives d'un système de transmission à haute fréquence, dans lequel chaque section partielle est installée dans un véhicule et une première section partielle contient deux câbles à haute fréquence tandis qu'une station de tête et au moins une autre section partielle contiennent deux câbles à haute fréquence et un amplificateur à haute fréquence monté dans un câble à haute fréquence, et dans lequel les câbles à haute fréquence présentent, aux extrémités des véhicules, des éléments de connecteurs par l'intermédiaire desquels, quand les éléments de connecteurs sont en position accouplée, des premiers signaux à haute fréquence sont transmis aux sections partielles,
procédé caractérisé en ce que
une station de véhicule (16) contenue dans chaque véhicule (12, 13) à l'exception du véhicule (11) qui contient la station de tête (15), interroge le connecteur à haute fréquence (30, 31) du véhicule (30, 31) du véhicule (12), une fois qu'existe le premier signal à haute fréquence (HF1) provenant de la direction de la station de tête (15), jusqu'à ce qu'elle ait détecté le premier signal à haute fréquence, en ce qu'elle interroge le connecteur à haute fréquence (30, 31) après un second signal à haute fréquence (HF2) provenant de la direction opposée jusqu'à ce qu'elle ait détecté, par le second signal à haute fréquence, qu'un connecteur (30) est dans un état d'accouplement raccordé, et en ce que la station de véhicule (16) relie l'entrée de l'amplificateur (41) au connecteur (30) qui amène le premier signal à haute fréquence (HF1) et relie la sortie de cet amplificateur au connecteur (31) qui est détecté comme étant raccordé par le deuxième signal à haute fréquence (HF2). - Dispositif servant à la mise en oeuvre du procédé selon la revendication 1, consistant en un ensemble de véhicules (10) se composant de plusieurs véhicules (11, 12, 13, 14) et de plusieurs sections partielles d'un système de transmission à haute fréquence, dans lequel chaque section partielle est installée dans un véhicule et une première section partielle contient deux câbles à haute fréquence, tandis qu'une station de tête (15) et au moins une autre section partielle contiennent deux câbles à haute fréquence et un amplificateur à haute fréquence monté dans l'un des câbles à haute fréquence, et dans lequel les cables à haute fréquence présentent, aux extrémités des véhicules, des éléments de connecteurs au moyen desquels, quand les éléments de connecteurs sont en état d'accouplement, des premiers signaux à haute fréquence, émis par la station de tête (15), sont transmis aux sections partielles,
dispositif caractérisé en ce que
chaque station de véhicule (16) présente une commande de séquence-temps (43) servant à commander un dispositif de branchement (40) qui établit les liaisons entre les éléments de connecteurs (24, 25) et l'amplificateur (41) du véhicule (12), un premier détecteur (42) servant à détecter le premier signal à haute fréquence (HF1) et un second détecteur (44) servant à détecter le second signal à haute fréquence (HF2), ainsi qu'un générateur à haute fréquence (47) servant à produire un signal de mesure à haute fréquence (HFM), le deuxième signal à haute fréquence (HF2) étant le signal de mesure à haute fréquence réfléchi sur un connecteur ouvert (30). - Dispositif selon la revendication 2,
caractérisé en ce que
l'amplificateur à haute fréquence (41) est un amplificateur de régulation pilote (410) qui est réglé par un signal pilote (Up) émis par la station de tête (15), et
un circuit d'exploitation du signal pilote (411), faisant partie de l'amplificateur à haute fréquence (410), assume en même temps la fonction du premier détecteur (42). - Dispositif selon la revendication 3,
caractérisé en ce que
le second signal à haute fréquence (HF2) est le signal pilote (Up) réfléchi sur un connecteur ouvert (30). - Dispositif selon l'une des revendications 1 à 4,
caractérisé en ce que
le second signal à haute fréquence (HF2) est produit par un générateur à haute fréquence (51) qui est logé dans une station de véhicule (16) se trouvant dans la direction opposée par rapport à la station de tête (15). - Dispositif selon la revendication 5,
caractérisé en ce que
la fréquence du second signal à haute fréquence (HF2) se trouve en dehors de la gamme de fréquences de transmission de l'amplificateur (41). - Dispositif selon l'une des revendications 2 à 6,
caractérisé en ce que
à la place d'un amplificateur (41) transmettant des signaux dans une direction seulement, on prévoit une unité d'amplification qui transmet les signaux dans les deux directions.
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 (fr) | 1992-04-04 | 1993-03-26 | Procede et dispositif pour le raccordement a haute frequence de sections partielles actives d'un dispositif de transmission a haute frequence |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0636081A1 EP0636081A1 (fr) | 1995-02-01 |
EP0636081B1 true EP0636081B1 (fr) | 1996-08-21 |
Family
ID=6456103
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP93906450A Expired - Lifetime EP0636081B1 (fr) | 1992-04-04 | 1993-03-26 | Procede et dispositif pour le raccordement a haute frequence de sections partielles actives d'un dispositif de transmission a haute frequence |
Country Status (8)
Country | Link |
---|---|
US (1) | US5551653A (fr) |
EP (1) | EP0636081B1 (fr) |
AT (1) | ATE141562T1 (fr) |
DE (2) | DE4211377A1 (fr) |
DK (1) | DK0636081T3 (fr) |
HU (1) | HU218135B (fr) |
TW (1) | TW208103B (fr) |
WO (1) | WO1993019966A1 (fr) |
Families Citing this family (4)
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 |
EP1347647B1 (fr) * | 2000-12-27 | 2009-06-03 | Mitsubishi Denki Kabushiki Kaisha | Systeme d'affichage embarque |
Family Cites Families (7)
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. |
-
1992
- 1992-04-04 DE DE4211377A patent/DE4211377A1/de not_active Withdrawn
-
1993
- 1993-01-16 TW TW082100262A patent/TW208103B/zh active
- 1993-03-26 WO PCT/DE1993/000285 patent/WO1993019966A1/fr active IP Right Grant
- 1993-03-26 AT AT93906450T patent/ATE141562T1/de not_active IP Right Cessation
- 1993-03-26 DK DK93906450.7T patent/DK0636081T3/da active
- 1993-03-26 EP EP93906450A patent/EP0636081B1/fr not_active Expired - Lifetime
- 1993-03-26 DE DE59303511T patent/DE59303511D1/de not_active Expired - Fee Related
- 1993-03-26 HU HU9402834A patent/HU218135B/hu not_active IP Right Cessation
- 1993-03-26 US US08/284,530 patent/US5551653A/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
US5551653A (en) | 1996-09-03 |
HU9402834D0 (en) | 1994-12-28 |
DE4211377A1 (de) | 1993-10-07 |
WO1993019966A1 (fr) | 1993-10-14 |
HU218135B (hu) | 2000-06-28 |
DK0636081T3 (da) | 1997-01-13 |
ATE141562T1 (de) | 1996-09-15 |
EP0636081A1 (fr) | 1995-02-01 |
DE59303511D1 (de) | 1996-09-26 |
TW208103B (fr) | 1993-06-21 |
HUT72786A (en) | 1996-05-28 |
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