EP0853574A2 - Systeme de commande en semi-continu de vehicules guides - Google Patents

Systeme de commande en semi-continu de vehicules guides

Info

Publication number
EP0853574A2
EP0853574A2 EP97938896A EP97938896A EP0853574A2 EP 0853574 A2 EP0853574 A2 EP 0853574A2 EP 97938896 A EP97938896 A EP 97938896A EP 97938896 A EP97938896 A EP 97938896A EP 0853574 A2 EP0853574 A2 EP 0853574A2
Authority
EP
European Patent Office
Prior art keywords
route
signal
assigned
vehicles
vehicle
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
EP97938896A
Other languages
German (de)
English (en)
Other versions
EP0853574B1 (fr
Inventor
Helmut Uebel
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.)
Alcatel Lucent SAS
Original Assignee
Alcatel SA
Alcatel Alsthom Compagnie Generale dElectricite
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7801182&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0853574(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Alcatel SA, Alcatel Alsthom Compagnie Generale dElectricite filed Critical Alcatel SA
Publication of EP0853574A2 publication Critical patent/EP0853574A2/fr
Application granted granted Critical
Publication of EP0853574B1 publication Critical patent/EP0853574B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission

Definitions

  • the invention relates to a system for the semi-continuous control of track-bound vehicles according to the preamble of claim 1.
  • a route control center cyclically sends data telegrams with control information to all vehicles in their area via radio. Since the control is related to the current driving location of a particular vehicle, it must be ensured that the vehicle always only evaluates and takes into account the information that is relevant for its respective driving location. For this purpose, the vehicles are informed of fixed, point-shaped transmission devices on the route which are valid for the respective route location, with the aid of which they can sort out and evaluate the data telegrams relevant to them from the telegram sequence sent out by the control center.
  • a radio-based signal and traffic control system in which beacons arranged on the route transmit information to the passing train in a signal-safe manner, from which a computer in the locomotive calculates the current location. The location is then communicated to a central station by radio. The signal position for the following section of the route is determined from the desired destinations and the location of the trains.
  • DE-A-30 25 930 discloses a radio system in which message telegrams are exchanged between trains and transceiver stations arranged along a railway line. It is proposed there that the central transceiver calculates the route of the train in advance and only switches on those transceiver stations that are at the respective location of the train. In addition, it is provided to combine several transceiver stations into transmission sections and to transmit different transmission sections for adjacent transmission sections. To use receiving frequencies. The frequency used in the transmission section is communicated to the train at the beginning of each transmission section via a reporting point.
  • This radio system is suitable for exchanging messages along a linear route. For route areas with a large number of path elements such as B. a train station, however, this system is not suitable, since the combination of several transceiver stations into larger transmission sections of the same frequency means that a message cannot be specifically assigned to a specific location.
  • the assignment of own message channels also enables the information components intended for the individual vehicles to be securely separated from one another without complex data security measures which reduce the transmission capacity.
  • the restriction of the validity of the transmitted selection criteria on the transmission following predetermined travel intervals ensures that travel-related information can only be received in the travel section provided for this purpose. The case that a vehicle receives route information for a route location that it has long since left cannot therefore occur.
  • the assignment of separate message channels to individual route locations also enables a completely or partially decentralized arrangement of the route-side Channel.
  • a supply from the light signal circuit and the direct transfer of the signal information to the signal can be set up without difficulty and enables the transmission of the current signal term to the vehicles on track signals despite ignorance of the current signal term in the control center.
  • Claim 2 relates to the inclusion of signal locations in the set of predetermined route locations provided for the assignment of route information and the transmission of the current signal term together with the other route information.
  • Claims 3 to 7 relate to the implementation of the message channels individually assigned to the route locations. These can, according to claim 3, be designed as radio channels with different carrier frequencies, according to claim 4, as channels of a time-multiplexed or frequency-multiplexed data transmission system or, according to claim 5, as channels within a spread frequency band, the latter technique being available in two variants, namely frequency hopping coded (claim 6) or psoido noise - coded (claim 7) can be carried out and by far the most efficient use of the available frequency band.
  • Claim 8 provides for route locations that are signal locations at the same time, the additional transmission of a signal identifier and the signal distance.
  • the subject of claim 9 is the arrangement of a further punctiform transmission device at a signal location or shortly thereafter and thus enables the location-dependent deletion of the last valid selection criterion and / or the output of a new selection criterion assigned to the next predetermined route location.
  • Claim 10 relates to the deletion of the valid selection criterion depending on the distance traveled by the vehicle, measured on the vehicle.
  • a further development of the invention reproduced in claim 1 provides that the point-like transmission devices which follow one another on the route are provided with indicators which change in a predetermined sequence assigned to a direction of travel, which are picked up by the vehicles and with the aid of which the vehicles determine and check their direction of travel can. Failures of punctiform transmission devices can then also be easily recognized by the vehicles.
  • Claim 12 finally, relates to the establishment of a communication link in the direction from the vehicle to the route center or another route device. This enables a transfer of
  • Vehicle characteristics e.g. train number
  • the issuance of control commands to trackside facilities such as level crossings or switches.
  • FIG. 1 shows the principle of the invention on a single-track line equipped with a light signal.
  • FIG. 2 schematically shows a possible solution variant in the area of a train station with many signal locations, some of which are far apart, and other route locations selected for outputting route information.
  • Fig. 1 is a track GL with a light signal S and two point transmission devices, for. B.
  • Transponders TR1 and TR2 shown. Instead of transponders, short line conductor loops can also be used.
  • the transponder TR2 is so far away from the signal S that a vehicle FZ, also shown in the figure, which has just passed the transponder TR2 in the direction of the signal, can be brought to a standstill before the signal with service braking.
  • the vehicle is equipped with a control device SG, a receiver ET for transponder signals and a receiver EF for radio signals, which a radio transmitter FS connected to the light signal continuously emits along the route in the direction of the transponder TR2.
  • the radio signals are coded, for example, with a high-bit-rate pseudo noise code (PN code) and can only be received and evaluated by a receiver who knows the exact code or can reproduce it using the educational law known to him.
  • PN code pseudo noise code
  • a frequency-jump-coded, band-spread radio signal can also be sent.
  • the use of a dedicated radio channel with a frequency communicated to the vehicle via the transponder TR2 is also possible if the frequency used is available and is not disturbed.
  • the transponder TR1 arranged in the immediate vicinity of the signal has the task of transmitting deletion information to the vehicle which prevents further evaluation of the radio signals from the transmitter FS as soon as the vehicle has passed the transponder TRl. However, it can also be programmed so that it replaces the selection criterion transmitted on the transponder TR2, the PN code or its formation law for receiving the signals from the transmitter FS, by the information required for receiving the transmitter assigned to the next signal location. Both transponders also transmit an individually assigned license plate so that the direction of travel can be inferred from the sequence of the license plates recorded by a vehicle and received information transmitted by the radio transmitter for the opposite direction of travel can be recognized as invalid.
  • the information emitted by the transmitter FS is selectively assigned to the signal location and contains the current signal term and, in addition, route data such as route inclination, maximum route speed and the distance to the next signal.
  • route data can also be transmitted via the transponders.
  • Figure 2 shows a station system with two continuous tracks GL1, GL2 and two branching tracks GL3 and GL4 and various side and siding tracks.
  • Specified route locations which are usually also the location of signals S1 to S14, are each assigned certain route information and are transmitted by radio to approaching vehicles within a track section located in the direction of travel before the respective route location.
  • the radio transmitters for this purpose are located partly at a central point, for example in a signal box Z, partly arranged decentrally, on the light signals S1 and S14 and transmit a message channel individually assigned to this for each predetermined route location.
  • the selection criteria required to receive the respective news channel such as B.
  • transponders TI to T9 These transponders can work inductively in a known manner or can be designed as microwave transponders or short line conductor loops.
  • the set signal term is transmitted here, together with other route information to be transmitted, by a transmitter placed on the signal in the direction of the subsequent route track.
  • the vehicle coming from there has already passed a transponder (not shown in FIG. 2) well in front of the signal S1 and has received the selection criterion for receiving the information associated with the route location of the signal S1.
  • the vehicle was able to record its signal term and to take it into account when calculating its path-speed curve.
  • the vehicle passes the transponder T1. This is assigned to a next predetermined route location, at which the signal S6 is present, and transmits a selection criterion to the vehicle for receiving the message channel assigned to this next route location. At the same time, a delete command is transmitted which deletes the previously valid selection criterion in the memory of the vehicle radio receiver. Furthermore, the identifier of the signal S6 and the distance to this signal can be transmitted via the transponder TI. If, via the transponder TI and the subsequent transponders, transponder identifiers that change along the route in a predetermined sequence, for example consecutive numbers, are output, then the vehicle can recognize its respective direction of travel from its sequence and ignore information output for the opposite direction of travel.
  • the message channels assigned to the predetermined route locations are broadcast centrally.
  • a collective transmission device with several transmitters arranged in the signal box or in its immediate vicinity receives the signal terms known in the signal box, assigned to the signals located in the station area at predetermined route locations, and any further route data to be transmitted is transmitted via a data line and sends them via the respectively assigned route locations News channels. This is done with the lowest possible transmission power via antennas which generally radiate into the relevant route area.
  • the vehicle thus experiences the signal term of the signal S6 by receiving the corresponding message channel emitted by the transmitter of the signal box Z.
  • the transponder T2 has the same function as the transponder TI.
  • the vehicle receives the selection criterion for the reception of the messages ka na I assigned to the route location at which the signal S13 is located and can record the signal term set on the signal S1 3 via this message channel also emitted by the signal box transmitter.
  • the transponder T3 located at the location of the signal S13 is no longer assigned to a predetermined route location and therefore only transmits the delete command for the last valid selection criterion and e.g. a maximum line speed applicable for the onward journey.
  • Specified route locations do not necessarily have to be signal locations.
  • a message channel can be assigned to a slow speed point or a switch to be driven in the branch direction only with limited speed and a selection criterion can be transmitted by means of a transponder that has been laid a sufficient distance in front of it. May, for example, in Fig.2 Turnouts at the junction of track GL4 from track GL2 in the direction of track GL4 can only be driven at a limited speed, so the respective turnout position and thus the prescribed speed restriction can be communicated on track GL2 from right to left vehicles via a message channel broadcast by the signal box transmitter, whereby the selection criterion is transferred to the vehicle via the T5 transponder.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention a pour objet un système de commande en semi-continu d'une pluralité de véhicules guidés (FZ) équipés de récepteurs radio (EF) et de moyens de commande de véhicules (SG), ledit système pouvant être utilisé économiquement aussi bien dans la zone d'une gare que sur des itinéraires libres et ne nécessitant, d'une part, aucun câble de parcours supplémentaire et, d'autre part, aucun émetteur radio à grande portée. A des points de voie où les véhicules doivent recevoir des informations de commande sont associés des dispositifs de transmission ponctuelle (TR1, TR2) et, en même temps, des émetteurs radio de faible portée (FS). Les dispositis de transmission transmettent des critères de sélection aux véhicules, au moyen desquels ceux-ci peuvent recevoir les émetteurs associés respectifs. Cet émetteur est disposé, par exemple, à l'emplacement d'un signal de pleine voie (S) et transmet au véhicule son aspect de signal actuel. L'énergie d'émission, ainsi que l'information- signal sont prélevés aux circuits du signal. Une panne du dispositif de transmission ponctuelle ou de l'émetteur est relevée par le véhicule. Les émetteurs peuvent être également montés groupés à proximité d'un poste de commande, et leurs informations à émettre sont reçues de ce poste via un système de liaison de transmission de données. Les émetteurs fonctionnent de préférence dans une bande de fréquence porteuse étalée. Les canaux d' informations associés aux émetteurs individuels sont formés par codage par saut de fréquence ou pseudo-bruit.
EP97938896A 1996-07-30 1997-07-30 Systeme de commande en semi-continu de vehicules guides Expired - Lifetime EP0853574B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19630575A DE19630575A1 (de) 1996-07-30 1996-07-30 System zur semikontinuierlichen Steuerung von spurgeführten Fahrzeugen
DE19630575 1996-07-30
PCT/EP1997/004395 WO1998004447A2 (fr) 1996-07-30 1997-07-30 Systeme de commande en semi-continu de vehicules guides

Publications (2)

Publication Number Publication Date
EP0853574A2 true EP0853574A2 (fr) 1998-07-22
EP0853574B1 EP0853574B1 (fr) 2003-05-02

Family

ID=7801182

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97938896A Expired - Lifetime EP0853574B1 (fr) 1996-07-30 1997-07-30 Systeme de commande en semi-continu de vehicules guides

Country Status (5)

Country Link
EP (1) EP0853574B1 (fr)
AT (1) ATE238938T1 (fr)
DE (2) DE19630575A1 (fr)
HU (2) HUP9901618A3 (fr)
WO (1) WO1998004447A2 (fr)

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DE10063979C9 (de) * 2000-12-14 2007-06-06 Siemens Ag Zugbeeinflussungseinrichtung
FR2849336B1 (fr) * 2002-12-19 2005-04-15 Siemens Transp Systems Systeme de transmission radioelectrique d'information entre une infrastructure et des mobiles
GB2399206A (en) * 2003-03-05 2004-09-08 Qinetiq Ltd Signalling system with visible and non visible signals
DE10338311B3 (de) * 2003-08-13 2005-02-10 Siemens Ag Transponder-Einrichtung und Balisen-Einrichtung
DE102004031525A1 (de) * 2004-06-29 2006-02-09 Deutsche Bahn Ag Verfahren bei der Sicherung des Fahrbetriebes
DE102006044329B3 (de) * 2006-09-19 2008-04-17 Siemens Ag System und Verfahren zur Fahrwegs- und/oder Geschwindigkeitsbestimmung von Fahrzeugen, insbesondere zur Zugbeeinflussung
DE102007031138A1 (de) * 2007-06-29 2009-01-02 Siemens Ag Verfahren und Anordnung zum Betreiben einer Eisenbahnstrecke
EP2757017A2 (fr) * 2013-01-18 2014-07-23 Siemens Schweiz AG Procédé et système de commande d'un véhicule sur rails au moyen de données sur la sécurité des trains transmises par radio
DE102013217047A1 (de) * 2013-08-27 2015-03-05 Siemens Aktiengesellschaft Verfahren zum Betreiben eines Zugbeeinflussungssystems und Zugbeeinflussungssystem
DE102014218527A1 (de) * 2014-09-16 2016-03-17 Siemens Aktiengesellschaft Verfahren zum Erzeugen einer Geschwindigkeitsempfehlung für ein Schienenfahrzeug
CN104276188A (zh) * 2014-09-22 2015-01-14 中铁二院工程集团有限责任公司 城市轨道交通车辆基地车辆身份识别及位置跟踪管理系统
DE102015205175A1 (de) * 2015-03-23 2016-09-29 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
CN104787088A (zh) * 2015-04-26 2015-07-22 中铁二院工程集团有限责任公司 一种轨道交通车辆基地车辆身份识别及位置跟踪管理系统
DE102015218985A1 (de) * 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
DE102015218988A1 (de) 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
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Also Published As

Publication number Publication date
EP0853574B1 (fr) 2003-05-02
DE59709970D1 (de) 2003-06-05
HU9800567D0 (en) 1998-05-28
HUP9901618A3 (en) 2001-09-28
DE19630575A1 (de) 1998-02-05
HUP9901618A2 (hu) 1999-08-30
WO1998004447A2 (fr) 1998-02-05
WO1998004447A3 (fr) 1998-03-19
ATE238938T1 (de) 2003-05-15

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