EP2069183B1 - Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle - Google Patents

Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle Download PDF

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Publication number
EP2069183B1
EP2069183B1 EP06829134A EP06829134A EP2069183B1 EP 2069183 B1 EP2069183 B1 EP 2069183B1 EP 06829134 A EP06829134 A EP 06829134A EP 06829134 A EP06829134 A EP 06829134A EP 2069183 B1 EP2069183 B1 EP 2069183B1
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EP
European Patent Office
Prior art keywords
vehicle control
vehicle
loop
control unit
signals
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EP06829134A
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German (de)
French (fr)
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EP2069183A1 (en
Inventor
Rene Baumann
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Siemens Schweiz AG
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Siemens Schweiz AG
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    • 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 vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, 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 vehicle train, e.g. to release brake, 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 vehicle train, e.g. to release brake, 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 vehicle train, e.g. to release brake, 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously

Definitions

  • the conversion of a network of a network operator to the ETCS technology usually takes years.
  • the functionality to be implemented depends on the ETCS classification (Level 1, 2, 3) of the route, the functional characteristics have to be adapted and expanded according to the level and the national definitions. It is also possible to upgrade the ETCS functionality over the service life. Thus, a level 1 or level 2 distance can be increased if necessary in the level functionality.
  • the three above-mentioned facts thus clearly show that there are long transitional periods in which it is necessary to be able to operate legacy systems and ETCS or different ETCS levels equally.
  • a first migration principle can consist in the replication of the respective railway-specific train protection functionality of the technology currently in use by means of the new ETCS technology.
  • the front end with the interface to the security device in the infrastructure is already ETCS compatible and compatible
  • the interface into the vehicle control is still proprietary, i.e., it is still compatible. adapted to the vehicle.
  • the data set in the ETCS is usually still country-specific.
  • a second migration principle is a train protection functionality based on ETCS according to the applicable and applicable subsets. It follows that the consistency and consistency and compliance of the standard has priority and is therefore suitable for international traffic. Here, too, usually balises and optionally also the loop are used.
  • ETCS intended to operate point-to-point transmission (Balise) and linear transmission (Loop) with the same center frequency of 4.5 MHz.
  • the use of a selective, adapted to the frequency spread used antenna was advantageous. Subsequently, due to interference between the two systems of the balise and the loop, a shift in the loop frequency was required. Thus, the optimized for the original frequency band with 4.5 MHz center frequency antennas for receiving the loop signal at 13.5 MHz center frequency were only partially suitable. In addition, a matching loop receiver is required for optimum signal evaluation of the loop signal. A simple installation of an antenna tuned to 13.5 MHz center frequency is often impossible even for reasons of space, so that the 13.5 MHz signal must be received with a fundamentally possibly significantly deteriorated reception characteristic with the 4.5 MHz antenna.
  • a second loop receiver is integrated and the diplexer is associated with a switching module with which the signals received by means of the first antenna switchable to the second loop receiver are when the vehicle is operated by the second vehicle control unit.
  • the second vehicle control unit can be provided with a loop receiver optimized for the first train control system.
  • a large part of the security and reliability attributes of the first train control system can be transferred to the second train control system or used at the same time.
  • the switching module may be a relay that is controllable by the second vehicle control unit. It may further be provided, when the relay is mounted, to switch the signals received by means of the first antenna to the second loop receiver. In a fault in the second vehicle control unit or in a complete failure thereof, a circuit is provided, which drops the relay, whereby the received with the first antenna Signal is connected to the first loop receiver of the first vehicle control unit.
  • the second loop receiver with the first loop receiver is substantially identical. Substantially identical is intended to state that the properties of this second loop receiver directed to the loop are identical to those of the first loop receiver, but differences may arise due to the connection to the second vehicle control unit.
  • the first train protection system may be a non-ETCS system and the second train protection system may be an ETCS system.
  • the first train protection system according to ETM S21 / ZUB 262ct and the second train protection system according to ETCS Level 1 or Level 2 are designed.
  • a first vehicle control device 4 operates according to the system designation ETM S21 / ZUB 262ct and has a first antenna 6 which transmits both the signals transmitted by a balise arranged in the track bed, referred to below as balise signals, and those transmitted by a loop arranged along the track bed Signals, hereinafter referred to as loop signals received.
  • the balise signals are transmitted on a center frequency of 4.5 MHz and the loop signals on a center frequency of 13.5 MHz.
  • balise transmitter 10 a duplexer 14 is also arranged, which in addition to the reception of the signals from the first antenna 6 in the other direction allows the transmission of the telepowering signal TP for triggering the balise.
  • the balise transmitter 10 is followed by a balise receiver 16 which, in addition to the reception and further processing of the 4.5 MHz balise signals, also carries out the controlling of the balise signal chain.
  • the balise receiver 16 is adjoined by a balise decoder 18, which checks the balise signal for integrity and forwards accordingly to a vehicle control bus EBIZ for controlling the locomotive and / or for informing the driver.
  • the loop receiver 12 is followed by a loop decoder 20, which also outputs its signals to the vehicle control bus EBIZ.
  • This first vehicle control unit 4 thus makes it possible to read out ETCS loop and balise signals with the safety level prescribed in accordance with ZUB 262ct and the relevant entries for these train control systems in the loop and beacon signal.
  • the figure shows a second vehicle control device 22, which operates according to a second train control system, here ETCS Level 1 and Level 2.
  • An antenna 24 is connected to the vehicle control device 22, via which the previously mentioned telepowering signal is radiated on a frequency of 27 MHz in the direction on the trackside. In the vehicle-side direction, the second antenna 24 is used to receive the beacon signal triggered on the basis of the telepowering signal at a center frequency of 4.5 MHz.
  • the beacon signal comes with a balise transmitter module BTM further processed.
  • the second vehicle control device 22 also has a second loop receiver 26, which is identical in construction to the first loop receiver 12, as it relates to the characteristics for receiving and processing the loop signal originating from the first antenna 6.
  • the diplexer 8 in the first vehicle control device 4 has a further output DIP_OUT1, via which the loop signal of the first antenna 6 can be switched to the second loop receiver 26.
  • the diplexer has a relay R which, in the pulled-up state, connects the further output DIP_OUT1 and thus switches the loop signal to the second loop receiver 26.
  • the second vehicle control device 22 has a relay driver 28, which is connected so that the relay R is in a controlled state of the vehicle by the second vehicle control device 22 in the wound state. Should there be a fault in the second vehicle control unit 22 or should it fail completely, the relay R also drops, and the loop signal is consequently switched to the output DIP_OUT2.
  • the second vehicle inspection device 22 can be supplied with the loop received signal received by the first antenna 6 despite the partial use of functionalities and devices which operate according to the first train protection system. All applicable for the first vehicle control device 4 considerations regarding RAMS (Reliability, Availability, Maintainability and Safety) can thus be at least partially transmitted to the signal chain in the second vehicle control unit 22 to the interface at the transition from the first to the second train control system.
  • the second vehicle device 22 has been enabled to test the loop signal chain onboard.

Abstract

The device (2) has vehicle control units (4, 22) for signals which are transmitted and/or are to be transmitted to train protection systems. A diplexer of one of the vehicle units diplexes the signals received by an antenna (6) of the vehicle unit to a passive beacon receiver and to a loop receiver (12). A switch is provided for operating a rail vehicle by the vehicle units. Another loop receiver (26) is integrated into the vehicle unit. A switching module (R) is attached to the diplexer, and the signals are switched to the latter receiver if the vehicle is operated by the latter unit.

Description

Die vorliegende Erfindung bezieht sich auf eine Einrichtung zum Empfangen und/oder Aussenden von Signalen zur Zugbeeinflussung auf einem Schienenfahrzeug, umfassend:

  1. a) eine erste Fahrzeugkontrolleinheit für nach einem ersten Zugsicherungssystem gesendete und/oder auszusendende Signale mit einer ersten Antenne und einem Diplexer, der die mittels der ersten Antenne empfangenen Signale auf einen ersten Balisen-Receiver und auf einen ersten Loop-Receiver diplext;
  2. b) eine zweite Fahrzeugkontrolleinheit für nach einem zweiten Zugsicherungssystem gesendete und/oder auszusendende Signale mit einer zweiten Antenne und einem zweiten Balisen-Receiver; und
  3. c) einen Umschalter, um das Schienenfahrzeug mittels der ersten Fahrzeugkontrolleinheit oder mittels der zweiten Fahrzeugkontrolleinheit zu betreiben.
The present invention relates to a device for receiving and / or transmitting signals for train control on a rail vehicle, comprising:
  1. a) a first vehicle control unit for signals transmitted and / or transmitted to a first train protection system having a first antenna and a diplexer which duplexes the signals received by the first antenna to a first balise receiver and to a first loop receiver;
  2. b) a second vehicle control unit for signals transmitted and / or transmitted to a second train protection system having a second antenna and a second balise receiver; and
  3. c) a switch to operate the rail vehicle by means of the first vehicle control unit or by means of the second vehicle control unit.

Mit der zunehmenden Migration der Zugsicherungssysteme auf europäischen Bahnstrecken von eher proprietären, nationalen Zugsicherungssystemen auf das europäische, für einen grenzüberschreitenden Verkehr ausgelegte Zugsicherungssystem ETCS (European Train Control System Level 1 bis 3) sind auch die Schweizerischen Bundesbahnen (SBB) gefordert, mit der Industrie eine diesbezügliche technische Migrationslösung der Zugsicherungen (Generationsübergänge) im Rahmen der Einführung des Standards ETCS auf dem Netz der SBB einzusetzen. Hierbei sind aus Kostengründen solche Migrationlösungen für die Bahnbetreiber erforderlich, welche ein betrieblich und wirtschaftlich vertretbares Vorgehen in zeitlichen Stufen für die Periode des Übergangs möglich macht. Dabei sind diese Lösungen in der Konzeption natürlich immer durch die vorhandenen bestehenden Zugsicherungssysteme geprägt und demzufolge teilweise entsprechend unterschiedlich ausgebildet.With the increasing migration of train control systems on European rail lines from more proprietary, national train protection systems to the European ETCS (European Train Control System Level 1 to 3), the Swiss Federal Railways (SBB) are also required to work with the industry technical migration solution for train protection (generation transitions) in connection with the introduction of the ETCS standard on the SBB network. For reasons of cost, such migration solutions are necessary for the railway operators, which makes operationally and economically justifiable procedure possible in stages of time for the period of the transition. Of course, these solutions in the conception are of course always characterized by the existing existing train control systems and consequently partially designed accordingly different.

Der vollständige Ausbau resp. Umbau eines Streckenetzes eines Netzbetreibers auf die ETCS-Technologie nimmt meist Jahre in Anspruch. Die zu implementierende Funktionalität ist von der ETCS-Klassifizierung (Level 1, 2, 3) der Strecke abhängig, die funktionalen Eigenschaften sind entsprechend dem Level und den nationalen Definitionen anzupassen und auszubauen. Dabei ist auch der Upgrade der ETCS-Funktionalität über die Betriebsdauer möglich. So kann eine Level 1- oder Level 2-Strecke bei Bedarf in der Level-Funktionalität erhöht werden. Die drei vorgenannten Sachverhalte zeigen somit deutlich, dass lange Übergangszeiten bestehen, in welcher es erforderlich ist, dass Altsysteme und ETCS respektive verschiedene ETCS-Level gleichermassen betrieben werden können.The complete expansion resp. The conversion of a network of a network operator to the ETCS technology usually takes years. The functionality to be implemented depends on the ETCS classification (Level 1, 2, 3) of the route, the functional characteristics have to be adapted and expanded according to the level and the national definitions. It is also possible to upgrade the ETCS functionality over the service life. Thus, a level 1 or level 2 distance can be increased if necessary in the level functionality. The three above-mentioned facts thus clearly show that there are long transitional periods in which it is necessary to be able to operate legacy systems and ETCS or different ETCS levels equally.

Ein erstes Migrationsprinzip kann in dem Nachbilden der jeweils bahnspezifischen Zugsicherungsfunktionalität der aktuell im Einsatz stehenden Technik mittels der neuen ETCS Technik bestehen. Während hier jedoch das Frontend mit der Schnittstelle zur Sicherungseinrichtung im Fahrweg bereits ETCS tauglich und kompatibel ist, ist jedoch die Schnittstelle hinein in die Fahrzeugsteuerung noch proprietär, d.h. auf das Fahrzeug angepasst. Der Datensatz im ETCS ist dabei meist noch länderspezifisch.A first migration principle can consist in the replication of the respective railway-specific train protection functionality of the technology currently in use by means of the new ETCS technology. However, while here the front end with the interface to the security device in the infrastructure is already ETCS compatible and compatible, the interface into the vehicle control is still proprietary, i.e., it is still compatible. adapted to the vehicle. The data set in the ETCS is usually still country-specific.

Ein zweites Migrationsprinzip besteht in einer Zugsicherungsfunktionalität auf der Basis ETCS nach den zutreffenden und anzuwendenden Subsets.
Daraus folgt, dass die Durchgängigkeit und Einheitlichkeit und Erfüllung des Standards Priorität hat und damit für den internationalen Verkehr geeignet ist. Auch hierbei werden in der Regel Balisen und optional auch der Loop eingesetzt.A second migration principle is a train protection functionality based on ETCS according to the applicable and applicable subsets.
It follows that the consistency and consistency and compliance of the standard has priority and is therefore suitable for international traffic. Here, too, usually balises and optionally also the loop are used.

Ursprünglich war vorgesehen, bei ETCS die punktförmige Übertragung (Balise) und die linienförmige Übertragung (Loop) mit der gleichen Mittenfrequenz von 4,5 MHz zu betreiben.Originally, ETCS intended to operate point-to-point transmission (Balise) and linear transmission (Loop) with the same center frequency of 4.5 MHz.

Damit war die Verwendung von einer selektiven, auf den verwendeten Frequenz-Spread angepassten Antenne vorteilhaft. Nachträglich wurde infolge von Interferenzeinflüssen zwischen den zwei Systemen der Balise und des Loops eine Verschiebung bei der Loop-Frequenz erforderlich. Damit waren die für das ursprüngliche Frequenzband mit 4,5 MHz Mittenfrequenz optimierten Antennen für den Empfang des Loop-Signals bei 13,5 MHz Mittenfrequenz nur noch bedingt geeignet. Zusätzlich ist für die optimale Signalauswertung des Loop-Signals ein darauf abgestimmter Loop Receiver erforderlich. Eine einfache Installation einer auf 13,5 MHz Mittenfrequenz abgestimmten Antenne ist aber häufig schon aus Platzgründen unmöglich, so dass das 13,5 MHz Signal mit einer im Grunde unter Umständen signifikant verschlechterten Empfangscharakteristik mit der 4,5 MHz-Antenne empfangen werden muss.Thus, the use of a selective, adapted to the frequency spread used antenna was advantageous. Subsequently, due to interference between the two systems of the balise and the loop, a shift in the loop frequency was required. Thus, the optimized for the original frequency band with 4.5 MHz center frequency antennas for receiving the loop signal at 13.5 MHz center frequency were only partially suitable. In addition, a matching loop receiver is required for optimum signal evaluation of the loop signal. A simple installation of an antenna tuned to 13.5 MHz center frequency is often impossible even for reasons of space, so that the 13.5 MHz signal must be received with a fundamentally possibly significantly deteriorated reception characteristic with the 4.5 MHz antenna.

Es besteht daher nun die Aufgabe, eine Vorrichtung anzugeben, welche alle Migrationsschritte beim Übergang von einem ersten Zugsicherungssystem der "alten" Konzeption zu einem zweiten Zugsicherungssystem der "neuen" ETCS-Konzeption einfach und kostengünstig möglich macht. Konkret heisst das, das nach der alten Konzeption ausgelegte erste Zugsicherungssystem ohne oder mit Loop mit auf 4,5 MHz Arbeits-Mittenfrequenz optimierten Komponenten in einem nach der neuen Konzeption aufgebautes System mit einem Loop mit auf 13,5 MHz Arbeits-Mittenfrequenz optimierten Komponenten umgebaut werden kann, um genau diese Loop-Funktionalität nutzen und die Redundanz im System klein zu halten resp. vermeiden zu können. Zusätzlich soll es möglich sein, nach einem Ausschalten der Übergangslösungen das System mit der neuen Konzeption auf einfache Weise ohne aufwendige Änderungen weiter betreiben zu können. Dies ist insbesondere deshalb wichtig, da die Ausserbetriebnahme von Fahrzeugen ein grösseres logistischbetriebliches Problem für den Bahnbetreiber darstellt. Die Nutzung jeweils eines der zwei Zugsicherungssysteme auf dem Fahrzeug richtet sich nach dem technischen Stand der zu befahrenen Strecke. Dabei soll keine gegenseitige Beeinflussung der Signaleingänge der beiden Zugsicherungssysteme auf dem Fahrzeug möglich sein.It is therefore the object to provide a device which makes all migration steps in the transition from a first train protection system of the "old" conception to a second train protection system of the "new" ETCS conception simple and inexpensive. Specifically, this means that the first train protection system designed according to the old concept, with or without a loop, has been optimized with components optimized to 4.5 MHz working center frequency in a system designed according to the new concept with a loop with components optimized to 13.5 MHz working center frequency can be used to use exactly this loop functionality and to keep the redundancy in the system small resp. to be able to avoid. In addition, it should be possible to operate after switching off the transitional solutions, the system with the new conception in a simple way without costly changes. This is particularly important because the decommissioning of vehicles represents a major logistical problem for the railway operator. The use of one of the two train control systems on the vehicle depends on the technical status of the route to be traveled. There should be no mutual Influencing the signal inputs of the two train control systems on the vehicle be possible.

Diese Aufgabe wird bei einer Einrichtung der eingangs genannten Art erfindungsgemäss dadurch gelöst, dass in die zweite Fahrzeugkontrolleinheit ein zweiter Loop-Receiver integriert ist und dem Diplexer ein Schaltbaustein zugeordnet ist, mit dem die mittels der ersten Antenne empfangenen Signale auf den zweiten Loop-Receiver schaltbar sind, wenn das Fahrzeug mittels der zweiten Fahrzeugkontrolleinheit betrieben wird.This object is achieved according to the invention in a device of the type mentioned above, that in the second vehicle control unit, a second loop receiver is integrated and the diplexer is associated with a switching module with which the signals received by means of the first antenna switchable to the second loop receiver are when the vehicle is operated by the second vehicle control unit.

Auf diese Weise ist es möglich, bei der laufenden Fortführung der Migration von Schienenfahrzeugen zum zweiten Zugbeeinflussungssystem die Umschaltung zwischen der ersten und der zweiten Fahrzeugkontrolleinheit unverändert zu belassen und dabei gleichzeitig zu ermöglichen, dass das zweite Zugbeeinflussungssystem auf die Signale des Loops und die gesamten Überwachungsfunktionalitäten des ersten Zugbeeinflussungssystems, die die Signale aus dem und/oder in den Loop umfassen, zurückgreifen kann. Zudem kann der zweiten Fahrzeugkontrolleinheit so ein auf das erste Zugbeeinflussungssystem optimierter Loop-Receiver beigestellt werden. Damit können ein Grossteil der Sicherheits- und Zuverlässigkeitsattribute des ersten Zugbeeinflussungssystems auf das zweite Zugbeeinflussungssystem übertragen werden bzw. mit diesem gleichzeitig genutzt werden.In this way, it is possible to leave unchanged the switching between the first and the second vehicle control unit in the ongoing continuation of the migration of rail vehicles to the second train control system while allowing the second train control system to the signals of the loop and the entire monitoring functionality of the first Zugbeeinflussungssystems that include the signals from and / or in the loop, can fall back. In addition, the second vehicle control unit can be provided with a loop receiver optimized for the first train control system. Thus, a large part of the security and reliability attributes of the first train control system can be transferred to the second train control system or used at the same time.

In einer vorteilhaften Ausgestaltung der Erfindung kann der der Schaltbaustein ein Relais sein, das von der zweiten Fahrzeugkontrolleinheit steuerbar ist. Es kann weiter vorgesehen sein, bei aufgezogenem Relais die mittels der ersten Antenne empfangenen Signale auf den zweiten Loop-Receiver zu schalten. Bei einer Störung in der zweiten Fahrzeugkontrolleinheit oder bei einem kompletten Ausfall derselben ist eine Schaltung vorgesehen, die das Relais abfallen lässt, wodurch das mit der ersten Antenne empfangene Signal an den ersten Loop-Receiver der ersten Fahrzeugkontrolleinheit geschaltet ist. Ein besonderer Vorteil hinsichtlich der Einfachheit der verwendeten Komponenten kann dabei darin bestehen, dass der zweite Loop-Receiver mit dem ersten Loop-Receiver im wesentlichen baugleich ist. Im wesentlichen baugleich soll dabei aussagen, dass die auf den Loop gerichteten Eigenschaften dieses zweiten Loop-Receivers mit denen des ersten Loop-Receivers identisch sind, sich aber Unterschiede aufgrund der Anbindung an die zweite Fahrzeugkontrolleinheit ergeben können.In an advantageous embodiment of the invention, the switching module may be a relay that is controllable by the second vehicle control unit. It may further be provided, when the relay is mounted, to switch the signals received by means of the first antenna to the second loop receiver. In a fault in the second vehicle control unit or in a complete failure thereof, a circuit is provided, which drops the relay, whereby the received with the first antenna Signal is connected to the first loop receiver of the first vehicle control unit. A particular advantage with regard to the simplicity of the components used may be that the second loop receiver with the first loop receiver is substantially identical. Substantially identical is intended to state that the properties of this second loop receiver directed to the loop are identical to those of the first loop receiver, but differences may arise due to the connection to the second vehicle control unit.

Typischerweise kann das erste Zugsicherungssystem ein Nicht-ETCS-System und das zweite Zugsicherungssystem ein ETCS-System sein. So ist beispielsweise im Netz der Schweizerischen Bundesbahnen und der BLS (Bern-Lötschberg-Simplon) das erste Zugsicherungssystem nach ETM S21 / ZUB 262ct und das zweite Zugsicherungssystem nach ETCS Level 1 oder Level 2 ausgestaltet.Typically, the first train protection system may be a non-ETCS system and the second train protection system may be an ETCS system. For example, in the network of the Swiss Federal Railways and the BLS (Bern-Lötschberg-Simplon) the first train protection system according to ETM S21 / ZUB 262ct and the second train protection system according to ETCS Level 1 or Level 2 are designed.

Weitere vorteilhafte Ausgestaltungen sind den übrigen Unteransprüche zu entnehmen.Further advantageous embodiments can be found in the remaining dependent claims.

Bevorzugte Ausführungsbeispiele der Erfindung werden anhand einer Zeichnung näher erläutert. Dabei zeigt die Figur einen schematischen Aufbau eines fahrzeugseitigen Zugkontrollsystems 2, wie dies beispielsweise auf einer(m) im schweizerischen Eisenbahnnetz verkehrenden Lokomotive bzw. Steuerwagen eingebaut ist. Ein erstes Fahrzeugkontrollgerät 4 arbeitet nach der Systembezeichnung ETM S21 / ZUB 262ct und weist eine erste Antenne 6 auf, die sowohl die von einer im Gleisbett angeordneten Balise übermittelten Signale, nachfolgend Balisen-Signale genannt, als auch die von einem entlang des Gleisbetts angeordneten Loop übermittelten Signale, nachfolgend Loop-Signale genannt, empfangen kann. Die Balisen-Signale werden dabei auf einer Mitten-Frequenz von 4,5 MHz und die Loop-Signale auf einer Mitten-Frequenz von 13,5 MHz gesendet. Ursprünglich waren auch die Loop-Signale auf einer Mittenfrequenz von 4,5 MHz gesendet worden, was dann aber zur Vermeidung von unerwünschten Interferenzen neu auf 13,5 MHz verschoben wurde. In einem Diplexer 8 werden die Signale nun an einen Balisen-Transmitter 10 und über einen Ausgang DIP_OUT2 an einen ersten Loop-Receiver 12 übermittelt. In dem Balisen-Transmitter 10 ist zudem ein Duplexer 14 angeordnet, der neben dem Empfang der Signale von der ersten Antenne 6 auch in der anderen Richtung die Aussendung des Telepowering-Signals TP für das Triggern der Balise zulässt. Dem Balisen-Transmitter 10 ist ein Balisen-Receiver 16 nachgeschaltet, der neben dem Empfang und der Weiterverarbeitung der 4,5 MHz Balisen-Signale auch das Controlling der Balisen-Signalkette ausführt. Dem Balisen-Receiver 16 schliesst sich ein Balisen-Decoder 18 an, der das Balisen-Signal auf Integrität prüft und entsprechend auf einen Fahrzeugkontrollbus EBIZ zur Steuerung der Lokomotive und/oder zur Information des Lokführers weiterleitet.Preferred embodiments of the invention will be explained in more detail with reference to a drawing. The figure shows a schematic structure of a vehicle-side train control system 2, as installed, for example, on a (m) in the Swiss railway network running locomotive or control car. A first vehicle control device 4 operates according to the system designation ETM S21 / ZUB 262ct and has a first antenna 6 which transmits both the signals transmitted by a balise arranged in the track bed, referred to below as balise signals, and those transmitted by a loop arranged along the track bed Signals, hereinafter referred to as loop signals received. The balise signals are transmitted on a center frequency of 4.5 MHz and the loop signals on a center frequency of 13.5 MHz. Originally also the loop signals were was sent on a center frequency of 4.5 MHz, which was then re-shifted to 13.5 MHz to avoid unwanted interference. In a diplexer 8, the signals are now transmitted to a balise transmitter 10 and via an output DIP_OUT2 to a first loop receiver 12. In the balise transmitter 10, a duplexer 14 is also arranged, which in addition to the reception of the signals from the first antenna 6 in the other direction allows the transmission of the telepowering signal TP for triggering the balise. The balise transmitter 10 is followed by a balise receiver 16 which, in addition to the reception and further processing of the 4.5 MHz balise signals, also carries out the controlling of the balise signal chain. The balise receiver 16 is adjoined by a balise decoder 18, which checks the balise signal for integrity and forwards accordingly to a vehicle control bus EBIZ for controlling the locomotive and / or for informing the driver.

Analog dazu ist dem Loop-Receiver 12 ein Loop-Decoder 20 nachgeschaltet, der seine Signale ebenfalls an den Fahrzeugkontrollbus EBIZ abgibt. Diese erste Fahrzeugkontrolleinheit 4 ermöglicht so das Auslesen von ETCS-Loop- wie Balisen-Signalen mit dem nach ZUB 262ct vorgeschriebenen Sicherheitslevel und den für diese Zugsicherungssysteme relevanten Einträgen im Loop- und Balisen-Signal.Analogously, the loop receiver 12 is followed by a loop decoder 20, which also outputs its signals to the vehicle control bus EBIZ. This first vehicle control unit 4 thus makes it possible to read out ETCS loop and balise signals with the safety level prescribed in accordance with ZUB 262ct and the relevant entries for these train control systems in the loop and beacon signal.

Weiter zeigt die Figur ein zweites Fahrzeugkontrollgerät 22, das nach einem zweiten Zugsicherungssystem, hier vorliegend ETCS Level 1 und Level 2, arbeitet. An dem Fahrzeugkontrollgerät 22 ist eine Antenne 24 angeschlossen, über die in gleisseitiger Richtung das schon zuvor erwähnte Telepowering-Signal auf einer Frequenz von 27 MHz ausgestrahlt wird. In fahrzeugseitiger Richtung wird mit der zweiten Antenne 24 das aufgrund des Telepowering-Signals ausgelöste Balisen-Signal auf einer Mittenfrequenz von 4,5 MHz empfangen. Das Balisen-Signal wird mit einem Balisen-Transmitter-Modul BTM weiterverarbeitet. Das zweite Fahrzeugkontrollgerät 22 weist zudem einen zweiten Loop-Receiver 26 auf, der mit dem ersten Loop-Receiver 12 insofern baugleich ist, als dies die Eigenschaften zum Empfangen und Weiterverarbeiten des Loop-Signals, das von der ersten Antenne 6 stammt, betrifft.Next, the figure shows a second vehicle control device 22, which operates according to a second train control system, here ETCS Level 1 and Level 2. An antenna 24 is connected to the vehicle control device 22, via which the previously mentioned telepowering signal is radiated on a frequency of 27 MHz in the direction on the trackside. In the vehicle-side direction, the second antenna 24 is used to receive the beacon signal triggered on the basis of the telepowering signal at a center frequency of 4.5 MHz. The beacon signal comes with a balise transmitter module BTM further processed. The second vehicle control device 22 also has a second loop receiver 26, which is identical in construction to the first loop receiver 12, as it relates to the characteristics for receiving and processing the loop signal originating from the first antenna 6.

Neben dem Ausgang DIP_OUT2 weist der Diplexer 8 im ersten Fahrzeugkontrollgerät 4 einen weiteren Ausgang DIP_OUT1, über den das Loop-Signal der ersten Antenne 6 auf den zweiten Loop-Receiver 26 aufgeschaltet werden kann. Zur Ausführung dieses Schaltvorganges weist der Diplexer ein Relais R auf, das in aufgezogenem Zustand den weiteren Ausgang DIP_OUT1 beschaltet und so das Loop-Signal auf den zweiten Loop-Receiver 26 schaltet. Zur Steuerung des Relais R weist das zweite Fahrzeugkontrollgerät 22 eine Relais-Ansteuerung 28 auf, die so beschaltet ist, dass sich das Relais R bei einer Steuerung des Fahrzeugs durch das zweite Fahrzeugkontrollgerät 22 in aufgezogenem Zustand befindet. Sollte es zu einer Störung im zweiten Fahrzeugkontrollgerät 22 kommen oder sollte dieses gar komplett ausfallen, fällt auch das Relais R ab, und das Loop-Signal wird folglich auf den Ausgang DIP_OUT2 geschaltet.In addition to the output DIP_OUT2, the diplexer 8 in the first vehicle control device 4 has a further output DIP_OUT1, via which the loop signal of the first antenna 6 can be switched to the second loop receiver 26. In order to carry out this switching operation, the diplexer has a relay R which, in the pulled-up state, connects the further output DIP_OUT1 and thus switches the loop signal to the second loop receiver 26. For controlling the relay R, the second vehicle control device 22 has a relay driver 28, which is connected so that the relay R is in a controlled state of the vehicle by the second vehicle control device 22 in the wound state. Should there be a fault in the second vehicle control unit 22 or should it fail completely, the relay R also drops, and the loop signal is consequently switched to the output DIP_OUT2.

Auf diese Weise ist nun mehr möglich, dass auch das zweite Fahrzeugkontrollgerät 22 trotz des teilweisen Rückgriffs auf Funktionalitäten und Einrichtungen, die nach dem ersten Zugsicherungssystem arbeiten, mit dem mit der ersten Antenne 6 empfangenen Loop-Empfangssignal versorgt wird. Sämtliche für das erste Fahrzeugkontrollgerät 4 geltenden Betrachtungen hinsichtlich RAMS (Reliability, Availability, Maintainability and Safety) können somit auch auf die Signalkette im zweiten Fahrzeugkontrollgerät 22 bis zur Schnittstelle am Übergang von dem ersten zu dem zweiten Zugsicherungssystem zumindest teilweise übertragen werden. Das zweite Fahrzeuggerät 22 ist beispielsweise so in die Lage versetzt worden, die Loop-Signalkette onboard testen zu können.In this way, it is now more possible for the second vehicle inspection device 22 to be supplied with the loop received signal received by the first antenna 6 despite the partial use of functionalities and devices which operate according to the first train protection system. All applicable for the first vehicle control device 4 considerations regarding RAMS (Reliability, Availability, Maintainability and Safety) can thus be at least partially transmitted to the signal chain in the second vehicle control unit 22 to the interface at the transition from the first to the second train control system. For example, the second vehicle device 22 has been enabled to test the loop signal chain onboard.

Claims (7)

  1. Device (2) for receiving and/or transmitting signals for carrying out train control on a rail vehicle, comprising:
    a) a first vehicle control unit (4) for signals which are transmitted and/or are to be transmitted in accordance with a first train protection system, with a first antenna (6) and a diplexer (8) which distributes the signals received by means of the first antenna (6) to a first balise transmitter (16) and to a first loop receiver (12),
    b) a second vehicle control unit (22) for signals which are transmitted and/or are to be transmitted in accordance with a second train protection system, with a second antenna (24) and a second balise transmitter,
    c) a switch for operating the rail vehicle by means of the first vehicle control unit (4) or by means of the second vehicle control unit (22),
    characterised in that
    d) a second loop receiver (26) is integrated into the second vehicle control unit (22); and
    e) a switching module (R), with which the signals received by means of the first antenna (6) can be switched to the second loop receiver (26) if the vehicle is operated by means of the second vehicle control unit (22), is assigned to the diplexer (8).
  2. Device according to claim 1,
    characterised in that
    the switching module is a relay (R) which can be controlled by the second vehicle control unit (22).
  3. Device according to claim 2,
    characterised in that
    the relay (R) has defined impedance and HF parameters adjusted to the respective train protection system.
  4. Device according to claim 2 or 3,
    characterised in that
    when the relay (R) is energised the signals received by means of the first antenna (6) can be switched to the second loop signal amplifier (26).
  5. Device according to one of claims 1 to 4,
    characterised in that
    the second loop receiver (26) is constructed in essentially the same way as the loop receiver (12) in the first vehicle control unit.
  6. Device according to one of claims 1 to 5,
    characterised in that
    the first train protection system is a non-ETCS system and the second train protection system is an ETCS system.
  7. Device according to claim 6,
    characterised in that
    the first train protection system works in accordance with ETM S21 / ZUB 262ct and the second train protection system works in accordance with ETCS Level 1 or Level 2.
EP06829134A 2006-10-04 2006-11-27 Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle Not-in-force EP2069183B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06829134A EP2069183B1 (en) 2006-10-04 2006-11-27 Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP06020886A EP1908661A1 (en) 2006-10-04 2006-10-04 Switchable and safe circuit for receiving and/or sending signals of an automatic train control system
EP06829134A EP2069183B1 (en) 2006-10-04 2006-11-27 Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle
PCT/EP2006/011332 WO2008040385A1 (en) 2006-10-04 2006-11-27 Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle

Publications (2)

Publication Number Publication Date
EP2069183A1 EP2069183A1 (en) 2009-06-17
EP2069183B1 true EP2069183B1 (en) 2010-06-23

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EP06020886A Withdrawn EP1908661A1 (en) 2006-10-04 2006-10-04 Switchable and safe circuit for receiving and/or sending signals of an automatic train control system
EP06829134A Not-in-force EP2069183B1 (en) 2006-10-04 2006-11-27 Switchable, secure device for receiving and/or emitting signals for carrying out train control on a rail vehicle

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EP (2) EP1908661A1 (en)
AT (1) ATE471858T1 (en)
DE (1) DE502006007297D1 (en)
WO (1) WO2008040385A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT505903B1 (en) * 2008-04-17 2009-05-15 Ct Comm Systems Gmbh METHOD AND SYSTEM FOR COUPLING AN ANALOG RADIO ELEMENT AND A DIGITAL RADIO EQUIPMENT
DE102009025550A1 (en) * 2009-06-15 2010-12-16 Siemens Aktiengesellschaft Method for train data entry in a multi-system train-protection configuration and multi-system configuration
DE102011107773A1 (en) * 2011-07-15 2013-01-17 Siemens Aktiengesellschaft Transmission device for a rail vehicle
DE102012216405A1 (en) * 2012-09-14 2014-04-10 Siemens Aktiengesellschaft Operation of a rail vehicle by means of ETCS device
NO2777285T3 (en) * 2014-04-04 2018-01-13
DE102016200085A1 (en) * 2016-01-07 2017-07-13 Siemens Aktiengesellschaft A method of operating an ETCS mobile radio antenna arrangement and ETCS railway vehicle with an ETCS mobile radio antenna arrangement

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Publication number Priority date Publication date Assignee Title
IT1264916B1 (en) * 1993-07-09 1996-10-17 Metropolitana Milanese Struttu TRAIN PROTECTION EQUIPMENT PARTICULARLY FOR TRAIN AND UNDERGROUND LINES WITH THE POSSIBILITY OF DIFFERENT TYPES OF OPERATION IN CASE
US20040049327A1 (en) * 2002-09-10 2004-03-11 Kondratenko Robert Allen Radio based automatic train control system using universal code
EP1644235B1 (en) * 2003-07-11 2007-02-14 Bombardier Transportation PPC Germany GmbH Changing the mode of operation of a rail vehicle
ATE327934T1 (en) * 2004-07-06 2006-06-15 Cit Alcatel METHOD FOR SWITCHING FROM A FIRST TO A SECOND TRAIN SAFETY SYSTEM
DE102005002742A1 (en) * 2005-01-17 2006-07-27 Siemens Ag Train Control System

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WO2008040385A1 (en) 2008-04-10
EP1908661A1 (en) 2008-04-09
ATE471858T1 (en) 2010-07-15
EP2069183A1 (en) 2009-06-17
DE502006007297D1 (en) 2010-08-05

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