EP1561663B1 - 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
EP1561663B1
EP1561663B1 EP04029627A EP04029627A EP1561663B1 EP 1561663 B1 EP1561663 B1 EP 1561663B1 EP 04029627 A EP04029627 A EP 04029627A EP 04029627 A EP04029627 A EP 04029627A EP 1561663 B1 EP1561663 B1 EP 1561663B1
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EP
European Patent Office
Prior art keywords
balise
train
signal
control unit
assigned
Prior art date
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Not-in-force
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EP04029627A
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German (de)
English (en)
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EP1561663A1 (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
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Siemens Schweiz AG
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Priority to EP04029627A priority Critical patent/EP1561663B1/fr
Publication of EP1561663A1 publication Critical patent/EP1561663A1/fr
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    • 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 completeness control of a rail-bound train.
  • the train integrity check is a very important function in train traffic, because it is derived from the interlocking and / or control engineering side view from the acknowledged completeness check of a train that a certain section of the road is free. Comparatively simply the train integrity control in modern 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, with which the individual cars are usually connected via a so-called train bus in a data-technical way and the demolition of one or several wagons would be determined by an interruption of the train-bus.
  • a method is known in which the train leading vehicle a predefined pressure increase, Holding and lowering pattern emits that is registered and evaluated by a pressure gauge in the detection and communication unit.
  • the recognition and communication unit acknowledges the registration of the print pattern by emitting a pressure signal through the main air line, for which purpose a controllable bleed valve connected to the pressure gauge is opened for a short time.
  • German Patent Application 198 32 603 a device for train integrity control and / or train length measurement is known in which the traction vehicle of a vehicle association feeds ultrasound signals into at least one rail of the track it is traveling on. Each on-rail vehicle wheel of the train forms an impurity for these ultrasonic signals, resulting in the reflection of a fraction of the injected radiation.
  • the traction vehicle evaluates the reflected signals in terms of frequency, amplitude and, if necessary. Time response and detects from this the number and, if necessary, the distance of the Anlagenrad accounts. Via a transmitting / receiving device, the traction vehicle can transmit corresponding messages together with location messages to other trains and / or track facilities.
  • a disadvantage of this solution may be that it may be possible due to rail interruptions, Schienenstörstellen, switches and the like, that it may lead to distortions of the reflected signal, which thus can draw inaccurate conclusions about the integrity of the train by itself.
  • This method is characterized in that the transmission of the first and the second signal can be achieved with comparatively simple technical means and at the same time connected to the devices for train control / Weglenkung second waypoint or its control unit a corresponding completeness signal in the direction of the train driver itself can settle.
  • the train control unit may be, for example, the control unit of the locomotive or the control car. If the train is complete, the driver may only be given a visual and / or audible indication of the actual train completion.
  • the train control unit via train radio or GSM-R sends a corresponding message to a signal box or a control center. These in turn can, for example, continue the remaining train until the remainder of the train can be stopped on a siding or a free station siding or a service area.
  • the section of track on which the loss of train completion has occurred is marked as "occupied” and the salvage of the lost wagons is initiated immediately or with a time delay, depending on the urgency of the track section availability.
  • a track-side train control unit can be, for example, a signal or a signal chain and / or a switch or a soft chain.
  • a track-side train control unit can be, for example, a signal or a signal chain and / or a switch or a soft chain.
  • the remainder of the train can be stopped immediately at a desired position. With the second, the remainder of the train to a desired track section is controlled and also stop as needed.
  • the above-mentioned first signal may be, for example, an emission lobe emitted by the locomotive, with the aid of which transmitted energy, for example, in various train control systems signal terms are read out of waypoints. It may be advantageous to store this energy transmitted with the first signal in the waypoint or in the control unit associated with the waypoint, so that the waypoint and / or the control unit can use this stored energy in the further process and thus operated independently by an additional energy supply can be. For example, it is directly possible to use this stored amount of energy to initiate the transmission of the second signal. In other words, this means that the stored energy can be used to trigger the transmission of the second signal.
  • the stored energy can be advantageously used to retrieve an amount of energy from the control point associated with the track point, which in turn is used by the route point to send an interrogation signal.
  • the power of the radiated interrogation signal can be set so that the transmitter of the second signal can feed from this interrogation signal for transmitting the second signal.
  • 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 may be in the range of 27 MHz.
  • the interrogation signal for example, for the purpose of appropriate energy transfer and to avoid crosstalk on adjacent tracks, should be in the near range, it makes sense here, if the frequency of the interrogation signal is in the range of a few MHz.
  • the range of the second signal must indeed be only in the range of about 1 m, and the frequency of the second signal can be in the range of a few MHz, with the Radiation of the second signal required power can be extremely small.
  • the waypoint is at least partially shielded laterally.
  • the first and / or the second signal can be analyzed with regard to their signal level.
  • a first or a second lower limit value for the respective signal level may be defined for the first and the second signal, wherein the first and second signal must exceed their respective defined lower limit value in order to be considered detected.
  • the device can be configured in an advantageous development of the invention such that the energy transmitted with the transmission of the first transmitting unit can be stored on the waypoint or a control unit associated with the waypoint and this stored energy is preferably usable to initiate the transmission of an interrogation signal.
  • the second transmitter unit may advantageously be able to extract the electrical power required to transmit its transmission from the interrogation signal.
  • the particular advantage consists, inter alia, in the fact that the second transmitting unit thus does not have to have its own energy supply, but wins this energy from the reception of the interrogation signal.
  • the second transmitting unit may comprise a switching unit with which the frequency and / or the amplitude of the transmission transmitted by it can be selected between at least two types of transmission. In this case, a transmission mode can even provide that no signal is transmitted, even if the transmission of this second signal has been initiated accordingly.
  • each wagon with a second transmitting unit, wherein by means of the switching unit is achieved that differs from the second arranged at the last car transmitting unit signal differs from the other transmitted signals or that arranged on the last car second Sending unit is the only one which emits a second signal, for example, after receiving the interrogation signal.
  • Figure 1 shows a schematic representation of a device for controlling the completeness of a train 2.
  • the train 2 includes a locomotive 4 and several cars 6, 8 and 10.
  • the locomotive 4 includes a first transmitting / receiving device 12, one of the locomotive 4 leading Abstrahlkeule 14 emits at a frequency of 27 MHz.
  • This emission lobe 14 in the present context of the train integrity check represents a first signal, which is referred to below as the wake-up signal WS.
  • WS the wake-up signal
  • this Abstrahlkeule 14 for example, to retrieve a signal term or a Beautysentelegramms designed as a transmitting / receiving Festbalise transceiver is provided as a so-called waypoint 16 in this embodiment.
  • This route point 16 is bidirectionally connected to a control unit 18, which in turn is bidirectionally connected to a signal box 20.
  • the control unit 18 determines the reception of this wake-up signal WS and issues to the route point 16 the command to send an interrogation signal AS to the train 2 crossing the route point 16.
  • this interrogation signal can be transmitted continuously or discontinuously with a predeterminable duty cycle.
  • This interrogation signal AS is received by a second transceiver unit 22, which in the present embodiment is attached only to the last wagon 10.
  • the energy transmitted with the interrogation signal AS uses the second transceiver unit 22 to transmit a second signal, subsequently as a train end signal ZS, which is received by the route point 16.
  • the receipt of this train end signal ZS is reported to the control unit 18, which deduces from the fact that the train end signal ZS has been received from the route point 16 on the correct passage of the complete train 2.
  • the transmission of the interrogation signal AS is set.
  • the frequency of the interrogation signal AS is 8 MHz in the present embodiment.
  • the frequency of the train end signal ZS is in the range of 5 MHz.
  • a level is selected for the interrogation signal AS and the train end signal ZS, which limits the range of the signals to the near range and avoids crosstalk to adjacent tracks.
  • the control unit 18 then signals a signal to a second waypoint 24 (see Figure 2), which reports in this way the completeness of the train 2 to the driver's cab of the train 2.
  • the train control can be changed in such a way that the train 2 must stop before the next possible signal or stop on the next possible siding and that a subsequent train is also stopped before entering this section.
  • the train driver of the train 2 then has to run even in case of doubt even train 2 and check for completeness. If the train 2 is still complete, the second transceiver unit 22 must be checked for function and replaced, if necessary.
  • the train operator then has to acknowledge the completeness of his train 2 and / or the re-operational readiness of the second transceiver 22 to an interlocking 20 and / or a hierarchically overlying control system via the train radio or another comparable measure such as via GSM-R.
  • FIGS. 2 and 3 again schematically illustrate this method described above and, in addition to the representation according to FIG. 1, have the second waypoint 24 or further waypoints 24a and 24b, which are connected to the first waypoint via a data connection 26.
  • the data exchange can take place via a cable, but also via wireless communication.
  • the second waypoint 24 transmits the result of concentrated at the route point 16 train integrity control in the form of a train completion signal VS on the transmitting / receiving unit 12.
  • the result of the train integrity check on the cab of the locomotive 4 or a control car is known and it can be initiated in response to the transmitted train completion signal VS appropriate measures.
  • FIG. 3 differs from FIG. 2 in that only two waypoints 24a and 24b are provided, which may help to improve the spatial resolution of the train integrity check.
  • the comparatively long train 2 'in Figure 3 therefore receives the Completeness signal VS only at the waypoint 24b, because in the crossing at the waypoint 24a the train has not crossed the waypoint 16 yet.
  • the present embodiments show all train movements according to arrow 28 in the direction from left to right in the drawing.
  • all the devices shown can be used in trains traveling in the reverse direction with the then also correspondingly inverse functionality.
  • the transmitted signals may also contain further data, such as e.g. a train number or the like.
  • the wake-up signal WS can, for example, also be radiated onto the route point 16, which in turn interrogates and reads out a transponder mark arranged at the vehicle head in a time-delayed manner.
  • a wake-up signal WS (for example also 27 MHz emission lobe) could also be transmitted instead of a polling signal AS emitted from the path point 16 (in the reverse direction of pull 24 or 24b), whereupon a transponder mark attached to the end of the train is also read out at a later time. For example, completeness can be deduced by reading a transponder tag twice with the same ID twice.
  • an ETCS balancing telegram can 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)

Claims (13)

  1. Procédé de contrôle de l'intégralité d'un train (2, 2') ferroviaire, comme par exemple d'un train de voyageurs et/ou d'un train de marchandise pouvant être composé à volonté, dans lequel:
    a) lorsque le train (2, 2') passe sur une balise (16), on transmet un premier signal (WS) représentant la tête de train ;
    b) on enregistre l'entrée du premier signal (WS) et/ou le type du premier signal (WS) dans la balise (16) et/ou dans une unité (18) de commande associée à cette balise (16) ;
    c) lors du passage du train (2) sur la balise (16), on transmet un deuxième signal (ZS) représentant la fin du train ;
    d) on enregistre l'entrée du deuxième signal (ZS) et/ou le type du deuxième signal dans la balise (16) et/ou dans une unité (18) de commande associée à cette balise (16) ;
    e) au moyen de l'entrée du premier et du deuxième signal (WS, ZS) et/ou au moyen d'une comparaison du type du premier signal (WS) au type du deuxième signal (ZS) dans la balise (16) et/ou dans l'unité (18) de commande associée à cette balise (16), on décide si l'intégralité du train (2) a passé sur la balise (16) ;
    caractérisé en ce que
    f) on prévoit une deuxième balise (24, 24a, 24b) dont la distance à la première balise (16) est plus grande qu'une valeur limite supérieure pour une longueur de train admissible, le résultat du contrôle d'intégralité, par la première balise (16) et/ou par l'unité (18) de commande associée à la première balise (16), étant transmis à la deuxième balise (24, 24a, 24b) et/ou à l'unité de commande associée à la deuxième balise (24, 24a, 24b) ; et
    g) on transmet à une unité de commande du train se trouvant du côté du train le résultat du contrôle de l'intégralité du train sur la deuxième balise (24, 24a, 24b) et/ou sur l'unité de commande associée à cette deuxième balise (24, 24a, 24b).
  2. Procédé, suivant la revendication 1, caractérisé en ce que l'on transmet à une unité de commande du train se trouvant du côté de la voie le résultat du contrôle de l'intégralité du train sur la deuxième balise (24, 24a, 24b) et/ou sur l'unité de commande associée à cette deuxième balise (24, 24a, 24b).
  3. Procédé, suivant la revendication 1, caractérisé en ce que l'on emmagasine l'énergie transmise avec le premier signal (WS) dans la balise ou dans l'unité (18) de commande associée à la balise (16).
  4. Procédé, suivant l'une des revendications 1 à 3, caractérisé en ce que l'on utilise l'énergie emmagasinée pour lancer l'émission du deuxième signal (ZS).
  5. Procédé, suivant les revendications 3 ou 4, caractérisé en ce que l'on utilise l'énergie emmagasinée pour appeler de l'unité (18) de commande associée à la balise (16) une quantité d'énergie qui est utilisée par la balise (16) pour émettre un signal (AS) d'interrogation.
  6. Procédé, suivant la revendication 5, caractérisé en ce que le signal (AS) d'interrogation a une énergie électrique suffisamment grande pour émettre le deuxième signal (ZS).
  7. Procédé, suivant les revendications 5 ou 6, caractérisé en ce que les fréquences du premier signal (WS), du signal (AS) d'interrogation et du deuxième signal (ZS) sont différentes les unes des autres.
  8. Procédé, suivant l'une des revendications 1 à 7, caractérisé en ce que l'on blinde, au moins en partie, latéralement la première et/ou la deuxième balise (16, 24, 24a, 24b).
  9. Procédé, suivant l'une des revendications 1 à 8, caractérisé en ce que l'on analyse le premier et le deuxième signal (WS, ZS) du point de vue de leur niveau du signal.
  10. Procédé, suivant l'une des revendications 1 à 9, caractérisé en ce que l'on définit, pour le premier et pour le deuxième signal (WS, ZS), une première et une deuxième valeur limite inférieure du niveau respectif de signal, le premier et le deuxième signal (WS, ZS) devant dépasser leur valeur limite inférieure respective pour être évaluée comme étant détectées.
  11. Procédé, suivant l'une des revendications 1 à 10, caractérisé en ce que le train (2) passe sur une balise de test et on contrôle ainsi, dans l'affirmative, combien de deuxièmes signaux (ZS) sont transmis lors du passage.
  12. Dispositif de contrôle de l'intégralité d'un train (2) ferroviaire comprenant:
    a) une première unité (12) d'émission mise sur le premier véhicule du train (2) ;
    b) une deuxième unité (22) d'émission disposée au moins sur le dernier véhicule du train (2) ;
    c) une première balise (16) qui est disposée dans la couche de forme et qui reçoit les transmissions de la première et de la deuxième unité (12, 22) d'émission ;
    d) une unité (18) logique au moyen de laquelle on peut tirer, au moyen d'une analyse des transmissions reçues, des déductions sur l'intégralité du train (2) ;
    e) il est prévu une deuxième balise (24, 24a, 24b) dont la distance à la balise (16) est plus grande qu'une valeur limite supérieure pour une longueur de train admissible ;
    f) il est prévu un moyen de transmission du résultat (VS) du contrôle de l'intégralité du train par la première balise (16) et/ou par une unité (18) de commande associée à cette première balise (16), à la deuxième balise (24, 24a, 24b) ou à une unité de commande associée à cette deuxième balise (24, 24a, 24b) ; et
    caractérisé par:
    g) des moyens de transmission du résultat (VS) du contrôle de l'intégralité du train de la deuxième balise (24, 24a, 24b) ou d'une unité de commande associée à cette deuxième balise (24, 24a, 24b) au train (2).
  13. Dispositif, suivant la revendication 12, caractérisé en ce que la deuxième unité (22) d'émission comprend une unité de commutation par laquelle on peut sélectionner la fréquence et/ou l'amplitude de la transmission émise par elle, entre au moins deux types de transmission.
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 EP1561663A1 (fr) 2005-08-10
EP1561663B1 true EP1561663B1 (fr) 2007-02-28

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

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

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2898322B1 (fr) * 2006-03-09 2009-12-11 Alstom Belgium Sa Systeme et procede de verification de l'integrite d'un train
DE102008016962A1 (de) * 2008-03-31 2009-10-08 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Detektion des Belegt- oder Freizustandes eines Gleisabschnittes
DE102008025188A1 (de) 2008-05-23 2009-12-03 Siemens Aktiengesellschaft Vorrichtung zur Detektion des Belegt- oder Freizustandes eines Gleisabschnittes
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
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

Family Cites Families (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
DE2902238C2 (de) * 1979-01-20 1986-07-24 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zur Zugschlußüberwachung
DE2910770C3 (de) * 1979-03-19 1986-11-13 Siemens AG, 1000 Berlin und 8000 München Gleisüberwachungseinrichtung
DE4220130A1 (de) * 1992-06-17 1993-12-23 Siemens Ag Gleisfreimeldesystem

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DE502004003030D1 (de) 2007-04-12
EP1561663A1 (fr) 2005-08-10
ES2280893T3 (es) 2007-09-16
ATE355214T1 (de) 2006-03-15

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