EP1561663A1 - Système et méthode de contrôle de l' intégrité des trains - Google Patents

Système et méthode de contrôle de l' intégrité des trains Download PDF

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Publication number
EP1561663A1
EP1561663A1 EP04029627A EP04029627A EP1561663A1 EP 1561663 A1 EP1561663 A1 EP 1561663A1 EP 04029627 A EP04029627 A EP 04029627A EP 04029627 A EP04029627 A EP 04029627A EP 1561663 A1 EP1561663 A1 EP 1561663A1
Authority
EP
European Patent Office
Prior art keywords
train
signal
waypoint
control unit
transmitted
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
EP04029627A
Other languages
German (de)
English (en)
Other versions
EP1561663B1 (fr
Inventor
Arthur Windisch
Michael Dr. Fischer
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 Schweiz AG
Original Assignee
Siemens Schweiz AG
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
Application filed by Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to EP04029627A priority Critical patent/EP1561663B1/fr
Publication of EP1561663A1 publication Critical patent/EP1561663A1/fr
Application granted granted Critical
Publication of EP1561663B1 publication Critical patent/EP1561663B1/fr
Not-in-force legal-status Critical Current
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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train

Definitions

  • the invention relates to a method and a Device for train integrity control of a railbound train.
  • the train integrity check is a very important one Function in the train traffic, because of interlocking and / or Control technology side view from the acknowledged Completeness control of a train is derived that a certain section of the road is free. Comparatively simple the train integrity control in modern day Train compositions, such as an ICE of the German course AG or an ICN of the Swiss Federal Railways AG or comparable high-speed trains, where the individual wagons mostly via a so-called train bus in data-technically connected and the demolition of a or more wagons due to an interruption of the train bus would be detected.
  • German Patent Application 198 32 603 a device for train integrity control and / or Switzerlanddorfndom known in which the traction vehicle of a Vehicle Association in at least one track of him traveled track ultrasound signals feeds. Everybody on the Rail located vehicle wheel of the train forms for this Ultrasonic signals an impurity that is used to reflect a Fraction of the coupled radiation leads.
  • the Traction vehicle evaluates the reflected signals in terms Frequency, amplitude and, if necessary, time behavior off and recognize from this the number and if necessary the distance of the vehicle wheel sets.
  • the traction unit corresponding messages together with location messages transmit other trains and / or track facilities.
  • the disadvantage of this solution may be that it is due to of railway interruptions, rail malfunctions, switches and may be possible that it is distorted reflected signal, which is therefore incorrect Draw conclusions about the integrity of the train can.
  • German Patent Application 197 50 755 an arrangement known in which one on the last car arranged compressed air generator an electric power generated with the one to be attached at the end of transmission unit is supplied.
  • the transmitting unit sends electromagnetic Signals from, which detects the train leading vehicle be, with the detection of these signals on the Completeness of the train is closed.
  • the vehicle side present information about the completeness of the train not available for the train steering.
  • This method is characterized in that the Transmission of the first and the second signal with comparatively technically simple means are achieved can and at the same time with the devices for Train control / Werstedung connected waypoint its control unit a corresponding completeness signal in the direction of the train itself or to an interlocking / control system can settle.
  • Embodiment of the invention results when a second Distance point whose distance from the first waypoint is greater is considered an upper limit for an allowable train length, is provided, the result of the Completeness check from the first waypoint and / or the control unit associated with the first waypoint the second waypoint and / or the second Waypoint associated control unit is transmitted. This has this second waypoint and / or his Control unit information about the train state in terms completeness and can take appropriate measures initiate.
  • a trackside Train control unit can, for example, a signal or a signal chain and / or a switch or a soft chain be.
  • the remainder of the train can be used with the first one immediately stop at a desired position.
  • With second is the rest train to a desired one Track section controllable and also according to need to stop.
  • the above-mentioned first signal may be, for example, a be emitted from the locomotive emission lobe, with their transferred energy, for example, in various Train control systems Signal concepts from waypoints be read out. It may be advantageous with this the first signal transmitted energy in the waypoint or in store the control unit associated with the waypoint, so that the waypoint and / or the control unit this can use stored energy in the further process and thus self-sufficient from an additional energy supply can be operated. For example, it is direct possible to use this stored amount of energy that Initiate transmission of the second signal. With others In other words, this means that the stored energy is used can be to send the second signal too trigger.
  • the stored energy can be used advantageously be assigned to from the waypoint Control unit to retrieve an amount of energy, in turn, from the waypoint is used to send an interrogation signal.
  • the power of the radiated interrogation signal can thus be set so that the transmitter of the second signal turns off feed this interrogation signal to transmit the second signal can.
  • the frequency of the first Signal, the interrogation signal and the second signal are designed differently from each other.
  • the frequency of the first signal in the range of 27 MHz lie.
  • the interrogation signal e.g. also in order appropriate energy transfer and to avoid the Crosstalk on adjacent tracks, more at close range should be appropriate here, if the frequency of the Interrogation signal in the range of several MHz is.
  • the range of the second signal so only in Range of about 1 m can also be the frequency of the second signal in the range of a few MHz, with the Radiation of the second signal required power extreme can be small.
  • first and / or the second signal in terms of their Signal levels are analyzed. It can be for the first and the second signal is a first or a second lower one Limit be defined for the respective signal level, wherein the first and second signals are their respective defined ones lower limit must be exceeded in order to be considered to be valued.
  • a train composition be able to be that, for example, the shunting staff the Transmitter for the second signal mounted on the last car and / or activated and / or active, can with the Vehicle composition will be run over a test waypoint, checking if, and if so, how many second signals be transmitted during the crossing.
  • the device should be designed in such a way that the with the Transmission of the first transmitting unit transmitted energy the waypoint or one associated with the waypoint Control unit is storable and this stored energy preferably usable to send a Interrogation signal is initiated.
  • the interrogation signal may be the second Transmitting unit be possible in an advantageous manner, the Transmitting their transmission required electrical To gain power from the interrogation signal.
  • the special Advantage exists u.a. in that the second transmission unit thus does not need to have its own energy supply, but this energy from the receipt of the interrogation signal wins.
  • the second transmitting unit a switching unit, with the frequency and / or the Amplitude of transmission between them at least two types of transmission is selectable. It can a transmission method even provide that no signal at all is sent, even if the transmission of this second signal has been initiated accordingly.
  • FIG. 1 shows a schematic representation of a device to check the completeness of a move 2.
  • the move 2 includes a locomotive 4 and several cars 6, 8 and 10.
  • the locomotive 4 includes a first Transceiver 12, the one of the locomotive. 4 leading emission lobe 14 with a frequency of 27 MHz sending out.
  • This radiation lobe 14 is in the present Context of train integrity control a first signal which is hereinafter referred to as wake-up signal WS.
  • WS wake-up signal
  • this Abstrahlkeule 14 for example for Retrieving a signal term or a Beautysentelegramms is in this embodiment as a transmit / receive Festbalise trained transceiver as so-called Waypoint 16 is provided.
  • This waypoint 16 is Bidirectionally connected to a control unit 18, the in turn is connected bidirectionally with a signal box 20.
  • the control unit 18 provides the reception of this wake-up signal WS fixed and gives to the waypoint 16 the command, a Interrogation signal AS to the waypoint 16 crossing train 2 to send out.
  • this interrogation signal can be continuous or discontinuously with a predeterminable duty cycle to be sent out.
  • This interrogation signal AS is from a second transmitting / receiving unit 22 received in the present embodiment only on the last car 10th is attached.
  • the transmitted with the interrogation signal AS Energy uses the second transceiver 22 for one second signal, subsequently transmitted as Buchendesignal ZS, which is received by the waypoint 16.
  • the reception This Buchendesignals ZS is sent to the control unit 18th reported from the fact that the train end signal ZS of the waypoint 16 has been received, to the correct Complete train 2 crossing concludes.
  • the frequency the interrogation signal AS is present in the present Embodiment 8 MHz.
  • the frequency of the train end signal ZS is in the range of 5 MHz.
  • the chosen Field strengths are for the interrogation signal AS and the Buchendesignal ZS a level selected, the range of the Signals limited to the near range and crosstalk adjacent tracks avoids.
  • the control unit 18 then reports a signal to the interlocking 20, which in this way the completeness of the train 2 in the further train control of the train 2 and / or this integrated immediately following train.
  • FIG. 2 and 3 illustrate this above Process again schematically and assign in addition to the illustration according to Figure 1, a second waypoint 24th or further route points 24a and 24b, which have a Data link 26 connected to the first waypoint are.
  • the data exchange can be done via a cable, but also via wireless communication.
  • Changed the exemplary embodiment according to FIG. 1 was continued, that the second waypoint 24 the result of am Route point 16 concentrated train integrity control in the form of a train completion signal VS on the Transmit / receive unit 12 transmits.
  • This is the result of the Train integrity control on the cab of the Locomotive 4 or a tax car known and it can in Dependence on the transmitted train completion signal VS appropriate measures are initiated.
  • FIG. 3 differs from FIG. 2 in that respect only in that two waypoints 24a and 24b are provided can contribute to the spatial resolution of the To improve train integrity control.
  • the comparatively long train 2 'in Figure 3 therefore receives the Completeness signal VS only at the waypoint 24b, because at the crossing at the waypoint 24a the Glasende the Route point 16 has not yet run over.
  • the present embodiments show all train journeys according to arrow 28 in the direction from left to right in the graphic representation.
  • everyone can be shown Installation in trains traveling in the opposite direction with the then also correspondingly inverse functionality be used.
  • Wake-up signal WS for example, on the waypoint 16 be emitted, which in turn then delays one queries arranged on the vehicle head transponder brand and reads.
  • Wake-up signal WS instead of one of the Waypoint 16 (with reverse pull direction 24 or 24b) emitted interrogation signal AS at the end of a train also Wake-up signal WS (also 27 MHz emission lobe, for example) be sent out, then what synonymous with a time delay on am Ceizierende attached transponder brand is read out. So can for example, from reading two times Transponder brand with the same ID on the completeness getting closed.
  • an ETCS balancing telegram to be provided.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP04029627A 2004-02-07 2004-12-15 Système et méthode de contrôle de l' intégrité des trains Not-in-force EP1561663B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP04029627A EP1561663B1 (fr) 2004-02-07 2004-12-15 Système et méthode de contrôle de l' intégrité des trains

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP04002735 2004-02-07
EP04002735 2004-02-07
EP04029627A EP1561663B1 (fr) 2004-02-07 2004-12-15 Système et méthode de contrôle de l' intégrité des trains

Publications (2)

Publication Number Publication Date
EP1561663A1 true EP1561663A1 (fr) 2005-08-10
EP1561663B1 EP1561663B1 (fr) 2007-02-28

Family

ID=37846915

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04029627A Not-in-force EP1561663B1 (fr) 2004-02-07 2004-12-15 Système et méthode de contrôle de l' intégrité des trains

Country Status (4)

Country Link
EP (1) EP1561663B1 (fr)
AT (1) ATE355214T1 (fr)
DE (1) DE502004003030D1 (fr)
ES (1) ES2280893T3 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1832493A1 (fr) * 2006-03-09 2007-09-12 Alstom Belgium S.A. Système et procédé de vérification de l'intégrité d'un train
EP2106985A2 (fr) * 2008-03-31 2009-10-07 Siemens Aktiengesellschaft Procédé et dispositif de détection de l'état occupé ou libre d'une section de voie ferrée
WO2009141251A1 (fr) * 2008-05-23 2009-11-26 Siemens Aktiengesellschaft Dispositif de détection de l’état occupé ou libre d’une section de voie
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
CN110758467A (zh) * 2019-10-28 2020-02-07 虞萍 基于时间间隔比值的在先列车完整性判定方法及装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE936339C (de) * 1953-12-31 1955-12-07 Pintsch Electro G M B H Anordnung zur UEberwachung von Fahrzeugen, insbesondere fuer die Zugschlussmeldung von Eisenbahnzuegen
DE2902238A1 (de) * 1979-01-20 1980-07-31 Standard Elektrik Lorenz Ag Einrichtung zur zugschlussueberwachung
US4325524A (en) * 1979-03-19 1982-04-20 Siemens Aktiengesellschaft Track monitoring device
DE4220130A1 (de) * 1992-06-17 1993-12-23 Siemens Ag Gleisfreimeldesystem

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE936339C (de) * 1953-12-31 1955-12-07 Pintsch Electro G M B H Anordnung zur UEberwachung von Fahrzeugen, insbesondere fuer die Zugschlussmeldung von Eisenbahnzuegen
DE2902238A1 (de) * 1979-01-20 1980-07-31 Standard Elektrik Lorenz Ag Einrichtung zur zugschlussueberwachung
US4325524A (en) * 1979-03-19 1982-04-20 Siemens Aktiengesellschaft Track monitoring device
DE4220130A1 (de) * 1992-06-17 1993-12-23 Siemens Ag Gleisfreimeldesystem

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1832493A1 (fr) * 2006-03-09 2007-09-12 Alstom Belgium S.A. Système et procédé de vérification de l'intégrité d'un train
FR2898322A1 (fr) * 2006-03-09 2007-09-14 Alstom Belgium Sa Systeme et procede de verification de l'integrite d'un train
US7684905B2 (en) 2006-03-09 2010-03-23 Alstom Belgium S.A. System and method for verifying the integrity of a train
EP2106985A2 (fr) * 2008-03-31 2009-10-07 Siemens Aktiengesellschaft Procédé et dispositif de détection de l'état occupé ou libre d'une section de voie ferrée
EP2106985A3 (fr) * 2008-03-31 2010-02-03 Siemens Aktiengesellschaft Procédé et dispositif de détection de l'état occupé ou libre d'une section de voie ferrée
WO2009141251A1 (fr) * 2008-05-23 2009-11-26 Siemens Aktiengesellschaft Dispositif de détection de l’état occupé ou libre d’une section de voie
US8469318B2 (en) 2008-05-23 2013-06-25 Siemens Aktiengesellschaft Device for the detection of the occupied or free state of a track section
AU2009249806B2 (en) * 2008-05-23 2015-01-22 Siemens Aktiengesellschaft Device for the detection of the occupied or free state of a track section
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
CN110758467A (zh) * 2019-10-28 2020-02-07 虞萍 基于时间间隔比值的在先列车完整性判定方法及装置
CN110758467B (zh) * 2019-10-28 2023-11-03 虞萍 基于时间间隔比值的在先列车完整性判定方法及装置

Also Published As

Publication number Publication date
ATE355214T1 (de) 2006-03-15
ES2280893T3 (es) 2007-09-16
EP1561663B1 (fr) 2007-02-28
DE502004003030D1 (de) 2007-04-12

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