EP2069183B1 - Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire - Google Patents

Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire 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
Authority
EP
European Patent Office
Prior art keywords
vehicle control
vehicle
loop
control unit
signals
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.)
Not-in-force
Application number
EP06829134A
Other languages
German (de)
English (en)
Other versions
EP2069183A1 (fr
Inventor
Rene Baumann
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 EP06829134A priority Critical patent/EP2069183B1/fr
Publication of EP2069183A1 publication Critical patent/EP2069183A1/fr
Application granted granted Critical
Publication of EP2069183B1 publication Critical patent/EP2069183B1/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
    • 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
    • B61L27/30—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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Near-Field Transmission Systems (AREA)

Claims (7)

  1. Dispositif ( 2 ) de réception et/ou d'émission de signaux d'arrêt automatique des trains sur un véhicule ferroviaire comprenant .
    a) une première unité ( 4 ) de contrôle de véhicule pour des signaux émis et/ou à émettre suivant un premier système automatique d'arrêt des trains ( 6 ) et un diplexeur ( 8 ) qui répartit les signaux reçus au moyen de la première antenne ( 6 ) sur un premier émetteur récepteur ( 16 ) formant balise et sur un premier récepteur ( 12 ) en boucle,
    b) une deuxième unité ( 22 ) de contrôle de véhicule pour des signaux émis et/ou à émettre suivant un deuxième système d'arrêt automatique des trains, comprenant une deuxième antenne ( 24 ) et un deuxième émetteur récepteur formant balise,
    c) un commutateur pour faire fonctionner le véhicule ferroviaire au moyen de la première unité ( 4 ) de contrôle de véhicule ou au moyen de la deuxième unité ( 22 ) de contrôle de véhicule,
    caractérisé en ce que
    d) un deuxième récepteur ( 26 ) en boucle est intégré dans la deuxième unité ( 22 ) de contrôle de véhicule ;
    e) un module ( R ) de commutation, par lequel les signaux reçus au moyen de la première antenne ( 6 ) peuvent être appliqués au deuxième récepteur ( 26 ) en boucle, est associé au diplexeur ( 8 ) lorsque l'on fait fonctionner le véhicule au moyen de la deuxième unité ( 22 ) de contrôle de véhicule.
  2. Dispositif suivant la revendication 1,
    caractérisé en ce que
    le module de commutation est un relais ( R ) qui peut être commandé à partir dans la deuxième unité ( 22 ) de contrôle de véhicule.
  3. Dispositif suivant la revendication 2,
    caractérisé en ce que
    le relais a des paramètres d'impédance et de HF adaptés de manière définie au système respectif d'arrêt automatique des trains.
  4. Dispositif suivant la revendication 2 ou 3,
    caractérisé en ce que
    lorsque le relais ( R ) est déclenché, les signaux reçus au moyen de la première antenne ( 6 ) peuvent être appliqués au deuxième amplificateur ( 26 ) de signal en boucle.
  5. Dispositif suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    le deuxième récepteur ( 26 ) en boucle a sensiblement la même construction que le récepteur ( 12 ) en boucle de la première unité de contrôle de véhicule.
  6. Dispositif suivant l'une des revendications 1 à 5,
    caractérisé en ce que
    le premier système d'arrêt automatique des trains est un système non ETCS et le deuxième système d'arrêt automatique des trains est un système ETCS.
  7. Dispositif suivant la revendication 6,
    caractérisé en ce que
    le premier système d'arrêt automatique des trains fonctionne suivant ETM S21 / ZUB 262ct et le deuxième système d'arrêt automatique des trains fonctionne suivant ETCS level 1 ou level 2.
EP06829134A 2006-10-04 2006-11-27 Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire Not-in-force EP2069183B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06829134A EP2069183B1 (fr) 2006-10-04 2006-11-27 Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP06020886A EP1908661A1 (fr) 2006-10-04 2006-10-04 Circuit sûr et commutable pour recevoir et/ou émettre des signaux d'un système de commande de la marche de train
EP06829134A EP2069183B1 (fr) 2006-10-04 2006-11-27 Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire
PCT/EP2006/011332 WO2008040385A1 (fr) 2006-10-04 2006-11-27 Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire

Publications (2)

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

Family

ID=37845268

Family Applications (2)

Application Number Title Priority Date Filing Date
EP06020886A Withdrawn EP1908661A1 (fr) 2006-10-04 2006-10-04 Circuit sûr et commutable pour recevoir et/ou émettre des signaux d'un système de commande de la marche de train
EP06829134A Not-in-force EP2069183B1 (fr) 2006-10-04 2006-11-27 Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP06020886A Withdrawn EP1908661A1 (fr) 2006-10-04 2006-10-04 Circuit sûr et commutable pour recevoir et/ou émettre des signaux d'un système de commande de la marche de train

Country Status (4)

Country Link
EP (2) EP1908661A1 (fr)
AT (1) ATE471858T1 (fr)
DE (1) DE502006007297D1 (fr)
WO (1) WO2008040385A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT505903B1 (de) * 2008-04-17 2009-05-15 Ct Comm Systems Gmbh Verfahren und system zur kopplung einer analogen funkeinrichtung und einer digitalen funkeinrichtung
DE102009025550A1 (de) * 2009-06-15 2010-12-16 Siemens Aktiengesellschaft Verfahren zur Zugdateneingabe bei einer Mehrsystemkonfiguration zur Zugsicherung und Mehrsystemkonfiguration
DE102011107773A1 (de) * 2011-07-15 2013-01-17 Siemens Aktiengesellschaft Übertragungsvorrichtung für ein Schienenfahrzeug
DE102012216405A1 (de) * 2012-09-14 2014-04-10 Siemens Aktiengesellschaft Betrieb eines Schienenfahrzeugs mittels ETCS-Einrichtung
NO2777285T3 (fr) * 2014-04-04 2018-01-13
DE102016200085A1 (de) * 2016-01-07 2017-07-13 Siemens Aktiengesellschaft Verfahren zum Betreiben einer ETCS-Mobilfunkantennenanordnung und ETCS-Bahnfahrzeug mit einer ETCS-Mobilfunkantennenanordnung

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1264916B1 (it) * 1993-07-09 1996-10-17 Metropolitana Milanese Struttu Apparato di protezione di treni particolarmente per linee tramviarie e metropolitane con possibilita' di diversi tipi di esercizio in caso
US20040049327A1 (en) * 2002-09-10 2004-03-11 Kondratenko Robert Allen Radio based automatic train control system using universal code
ATE353802T1 (de) * 2003-07-11 2007-03-15 Bombardier Transp Ppc Germany Änderung des betriebsmodus an einem schienenfahrzeug
DE502004000665D1 (de) * 2004-07-06 2006-07-06 Alcatel Sa Verfahren zum Umschalten von einem ersten zu einem zweiten Zugsicherungssystem
DE102005002742A1 (de) * 2005-01-17 2006-07-27 Siemens Ag Zugbeeinflussungssystem

Also Published As

Publication number Publication date
ATE471858T1 (de) 2010-07-15
WO2008040385A1 (fr) 2008-04-10
EP2069183A1 (fr) 2009-06-17
DE502006007297D1 (de) 2010-08-05
EP1908661A1 (fr) 2008-04-09

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