EP2084048B1 - Procédé et module d'exploitation de données de mesure dans des circuits électriques de voies de chemin de fer - Google Patents

Procédé et module d'exploitation de données de mesure dans des circuits électriques de voies de chemin de fer Download PDF

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Publication number
EP2084048B1
EP2084048B1 EP07818881.0A EP07818881A EP2084048B1 EP 2084048 B1 EP2084048 B1 EP 2084048B1 EP 07818881 A EP07818881 A EP 07818881A EP 2084048 B1 EP2084048 B1 EP 2084048B1
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Prior art keywords
frequency
track
frequencies
signal
output signal
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EP07818881.0A
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German (de)
English (en)
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EP2084048A2 (fr
Inventor
Peter Ellenberger
Tobias Schluer
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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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B61L1/181—Details
    • B61L1/187—Use of alternating current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B61L23/16—Track circuits specially adapted for section blocking
    • B61L23/166—Track circuits specially adapted for section blocking using alternating current

Definitions

  • the present invention relates to a method and apparatus for track release using track circuits.
  • the starting point of this invention is the widely used track circuit with the classical technical approach of the circuit.
  • Such a track circuit is in the German Offenlegungsschrift DE 24 45 397 A1 described in detail.
  • the functional principle is relatively simple and will be briefly introduced.
  • a rail of the track to be monitored is separated and insulated at two points.
  • the transmitter applies voltage to one end of the isolated section.
  • the receiver at the other end of the section evaluates this voltage.
  • the received signal is thereby suppressed.
  • the evaluation after the receiver reports the section as occupied.
  • Another known embodiment provides for the supply of the GSK (track circuit) by means of a three-phase network. It comes in a driving to a detuning a device of a kind of differential transformer or a kind of electric shaft or motor. At the manufacturer Siemens, such a product is referred to as a motor relay.
  • a motor relay When driving, there is a change in the circle with respect to the following parameters, namely frequency spectrum, phase, power.
  • the mass of the motor rotor acts as an inertia filter with a pick-up delay to suppress short-term interference.
  • the defined AC voltage fed with a defined duty cycle is used, which preferably has no frequency match with the harmonics to the applied frequencies of the traction supply.
  • the selected sampling frequency may be set in response to the required response times for providing the fuse-technical operating conditions.
  • the method can be further improved in one embodiment of the invention that the very powerful signal processing is used on the basis of mathematical calculation of processes. Processing takes place in real time with a signal-data acquisition grid suitable for the task. The digitized values are specifically fed to the evaluation channels designed for the respective task.
  • the system consists of two parts: the part “outside plant”, which establishes the physical connection to the infrastructure, ie the track section, and the part “indoor plant” in the signal box with the associated electronics for the signal generation and evaluation of the free resp. Busy condition.
  • the part "outdoor installation” consists essentially of the power transformers with wiring at both ends of the sections. They transform the transmitted high voltage on the cable to the signal box into a low voltage of a few volts permissible for track systems. They are additionally equipped with a high-pass filter. These protect the electronics of the transmitter and receiver against the high-energy interference effects of the traction currents from the 16.7 Hz resp. 50 Hz traction networks of the railways.
  • the "indoor unit” part consists of a strictly two-channel version of the power supply, a microcontroller for monitoring the functions and a DSP for signal processing as well as the user interfaces. A potential separation of the transmitting and receiving line is realized. Safety relays are used for status output. Transmitter and receiver are located spatially for reasons of disturbance directly adjacent.
  • the UGSK uses a pause-modulated sinusoidal signal with a selectable fundamental frequency of 137.5 Hz, 175 Hz or 225 Hz.
  • the system must always be set so that the transmitter never uses the same frequency as that of the neighboring section.
  • the level of the transmitter is adjustable and can be adjusted to the adapt to external conditions.
  • the ratio between transmission phase and transmission pause is 3: 2 with a period of 200 ms.
  • the receiver has a 99th order digital FIR filter at the input.
  • Figure 2 shows the temporal curves of the transmission signal and the received signal after the filter in the undisturbed state.
  • the burst intervals 2 and 3 serve to detect an occupancy.
  • the gap interval 5 allows the detection of disturbances due to currents in the rail.
  • the two ramp intervals 1 and 4 are not taken into account in the evaluation, since their information content can not be used.
  • the total division of intervals 1 to 5 is compared to the cycle of the transmitter due to the lead times in the track circuit shifted by 11 ms. The shift better places the gap interval over the signal pause.
  • the FIG. 3 schematically shows the threshold values which serve to evaluate the calculated level P.
  • this interval is considered free. If a certain number of burst intervals are detected as free, the track section is considered free. If the level of some intervals falls below a lower limit, the section is occupied.
  • the evaluation of the gap intervals is used for fault detection. If an inadmissibly high level is detected within a gap, the interval is considered disturbed.
  • the use of a pause-modulated signal has undeniable merit in detecting interference, especially in the presence of noise in the passband of the filter. Nevertheless, the selectivity of the filter must be compromised because the on / off-swing phases can not be used for evaluation.
  • Another method also consists of the two main functions sender and receiver.
  • u f (t)
  • two or more frequencies are advantageously transmitted alternately or simultaneously from sinusoidal sources.
  • Other functions are conceivable.
  • the signal influenced by the transmission characteristics of the track section and the respective traffic is received.
  • the received signal is now fed to an A / D converter, which converts the input signal into digital values at a relatively high sampling rate.
  • a defined window with a number of sample values (2 n ) obtained from the AC / DC oversampling rate reduced discrete measurement values by a method such as averaging, 1 from N, peak value, minimum value (and others) shifts "real time "in steps forward.
  • the result is fed to the existing evaluation units in the form of discrete amplitude values from the monitored frequency range. These are then able to evaluate the temporal course of amplitude and / or frequency according to predetermined criteria and derive their specific decision such as for an occupancy.
  • Static disturbances include all extraordinary operating cases that are related to infrastructure faults (track system and safety device) and not necessarily triggered by a vehicle.
  • the disturbances can occur suddenly, but remain for a long time. They usually require an intervention of the staff.
  • the dynamic disturbances result from the energy consumption and acceptance of the vehicles with the accompanying electrical and electromagnetic influences in the regular railway operation.
  • the previous system distinguishes three different static disturbances.
  • the ballast disorder For the operation of the track circuit is considered as a critical fault, the ballast disorder. It is detected when the receive level is between the occupancy threshold and the idle state. The system can no longer determine with certainty whether the section is free or busy. The reason for this may be that the modulus of conduction has risen impermissibly, so that the level without vehicle in the track is too much damped. On the other hand, the axle shunt resistance due to rust-applied wheel treads or rail running surfaces can be so great that the axle shunt and thus the level are not sufficiently small despite occupancy.
  • Another critical disorder is the override. It occurs when the transmitter level is set too high. In this case, the receiver can also make no reliable statement about the occupancy state of the track, since the level does not fall below the threshold in the case of poor occupancy. This error can also be corrected only by user intervention on the transmitter.
  • An isolating shock bypass means that two adjacent track sections are no longer separated.
  • the track circuit will detect the transmitter of the neighboring section in the unused frequency band and thus detect the fault. This disruption requires intervention of the staff in the infrastructure.
  • These disturbances can be detected solely by evaluating the burst intervals by means of threshold values. The consideration of the gap interval is not necessary.
  • the dynamic disturbance critical to a track circuit is traction current disturbance.
  • the traction current flows over the overhead line, through the vehicle and then back to the feed. Part of the stream flows back over the rail, another part through the earth cable to the catenary masts and a small part through the soil.
  • the return current can also flow back through the neighboring tracks and cause disturbances there without the neighboring track being traveled.
  • a railway system thus acts as a multi-conductor system for the return flow.
  • the entire traction current should only flow back through the rail, as the existence of a ground wire and a consistent grounding is not guaranteed.
  • the disturbance is primarily a function of the disturbance current amplitude i Tr and the section length l.
  • the interference voltage splits according to the impedances on transmitter and receiver.
  • the resistance and inductance coating from the rail equivalent circuit diagram in Figure 4 must be halved because these values apply to both rails together.
  • the main change through the use of converter vehicles is that the frequency components in the traction current have become almost arbitrary.
  • the largest disturbances still occur due to the fundamental frequency of 16.7 Hz or 50 Hz and the corresponding, damped harmonics. Added to this are the disturbances that couple in from the drive to the primary side of the traction vehicle transformer. Its frequency is directly related to the current fundamental frequency of the motor and thus its speed together.
  • the return conductor of the train busbar (1000 V supply) also leads through the rail. Due to the large variety and variety of connected consumers (including inverters), the interference is difficult to detect. The disturbance can consequently occur in a broad frequency band and thus also in the passband of the filter in the track circuit.
  • the disturbance in the passband of the filter is a real threat to the integrity of the occupancy statement.
  • the transmission signal can be canceled and a wrong assignment can be generated.
  • the level can be so large despite actual occupancy at the receiver, that a false free message arises. Consequently, the receiver can not make a reliable statement about the occupancy state under this disturbance.
  • the fault can only be detected by evaluating additional information. In the solution explained above, the level of the gap interval was evaluated for this purpose. A fault is detected if the level exceeds a threshold (install disturbance current limits).
  • the aim of the object / invention is therefore to achieve increased immunity to traction influences. This improves availability and reduces the likelihood of safety-critical interventions, or it can increase the allowable intercept length while maintaining consistent availability and security.
  • the characteristic of the receiver is a central point for the improvement of the interference immunity.
  • the transmission signal contains no information in the sense of communications engineering.
  • the receiver need not be able to decode and relay information from a transmission channel. Rather, a fault must be reliably detected in the received signal and sensibly evaluated.
  • the evaluation criteria are based on the required minimum security and on a high availability of the system.
  • the occupation of a track section by a short circuit with a metallic construction part between the two rails results in that the information about an occupancy is contained only in the amplitude of the received signal.
  • the assessment of the occupancy state is only effective by comparing the signal size at the receiver with fixed threshold values.
  • the threshold P max is the highest threshold.
  • the condition P1> P2 defines the forbidden intermediate range between the free message FM and the busy message BM.
  • the transmitter The transmitter
  • the transmission signal and the selective evaluation methods are matched to one another.
  • the method consists in the generation of a quasi-continuous transmission signal, which nevertheless allows a reliable detection of interference, it is described below.
  • the transmitter uses, in contrast to the previous methods, two frequencies, which are alternately output in a symmetrical grid. These two frequencies are determined from usually three or more frequencies determined by the infrastructure manager.
  • the send signal is parameterized as follows.
  • the transmission duration for the two frequencies (each channel) is set to 170 ms by way of example.
  • the transmission frequencies are adjusted accordingly with regard to the signal evaluation method, that is, they may be slightly shifted to the specifications of the railway operators.
  • the three predefined frequencies (two are used in a section) are shifted into the discrete grid of the Fourier transform.
  • FIG. 6 illustrates the benefits of customization.
  • the transmitted from the section taken by the respective occupancy state and by the traction current transmitted signal is fed to an A / D converter.
  • the conversion works fast and over-sampling at a rate of about 10: 1 according to the characteristics of the input signal.
  • the method used combines the approaches of various methods to produce a quasi-continuous transmission signal, which nevertheless allows a reliable detection of interference.
  • the transmitter uses two frequencies, which are used alternately.
  • the currently transmitted and received signal in each case one of the two frequencies associated with the system is able to represent the current occupancy state or its time history. On the currently not sent frequency there is the possibility to assess the incidental disturbances.
  • the failure of track isolations between the sections may result in non-GSK frequencies of the adjacent circuits being detected.
  • the difference between the methods used to date is that filters are not switched on and off, but only just accessed and used in a parameterized set to the current transmission frequency in a timed interval in the evaluation algorithm.
  • the receive signal is generally discretized by means of an A / D converter and the current waveform in a time window is analyzed by means of an FFT.
  • the duration of the window is matched to the frequency spectrum that is important for occupancy detection.
  • two methods are used, the continuous method of evaluation and the discontinuous. If a short decision time is required for the reliable detection of a state such as that of the section occupancy, the continuous evaluation is applied.
  • the discontinuous evaluation is advantageous.
  • the discontinuous method allows evaluation of the frequency spectrum in any number n of resolution steps from the continuous process.
  • An advantageous definition is the analysis of the waveform of a time window with a defined time position for the transmission frequency switching.
  • a 256-point FFT window advances step by step with each arrival of a digital input signal value, adds the currently-converted instantaneous peak value, and eliminates the oldest value (FILO). After each forward step, an FFT is performed. With respect to the currently evaluated window, the two frequency components occur in variable proportions, the sum of the two components being constant. As a result, the periodic change of the transmission frequency without any effect on the processing, the continuity is maintained.
  • the FFT window of the continuous evaluation is also used unchanged for the discontinuous evaluation as a data source. However, data is not taken in each step, but after N steps or at a defined time relative to the transmission interval for the two different frequencies. This evaluation over time allows the detailed detection of all events that have no synchronicity with the system timing and temporally incurred in relation to the system timing only short-term (transient).
  • the amplitude value of the currently transmitted frequency is continuously taken from the frequency components calculated by FFT from each generated FFT window and evaluated on the occupancy information.
  • the two alternately transmitted frequencies have no influence on the evaluation method.
  • the time profile of the amplitude of the transmission signal is determined by means of an amplitude evaluation for the recognition of the states 1 and 2 listed in Table 1 (the occupancy and the free message), taking into account the time criteria defined in Table 2 (see also FIG. 15).
  • Algorithm 1 allows an assessment of the disturbing effects of this frequency at the current time. Since such disruptive effects due to traction are usually significantly greater than the pause time of the sampling raster in terms of time, there is also a requirement for the evaluation of the influence of the transmission signal.
  • the shift of the amplitude response of a digital filter can be done in two ways.
  • the characteristic can be adapted at constant sampling frequency by changing the filter coefficients during operation.
  • the sampling frequency can be changed without modifying the coefficients.
  • the transducer system can be designed as follows.
  • the oversampling frequency is 12.8 kHz and the useful sampling frequency is 1600 Hz.
  • the necessary oversampling frequencies can be obtained from the high system clock of the DSP.
  • the purpose of the filter 1 is to isolate the transmission signal as well as possible, so that only its amplitude is evaluated.
  • Such a filter has been designed for a continuous transmission signal.
  • This filter can be adopted in this method, since the time requirements are identical when using the quasi-continuous transmission signal.
  • the filter has to be adapted to the transmission frequency in each interval.
  • the receive filter can alternatively be designed as a feedback system.
  • the filter order is much smaller than in a FIR system.
  • the filter order has only a small effect on the delay of the Filter. This is mainly determined by the required width of the transition area.
  • the blocking attenuation is determined analogously with - 40dB.
  • the desired smooth amplitude response in the pass band can be achieved by the interpretation as Chebyshev II filter. The result of the design is for each transmission frequency in the Figure 7 shown.
  • the IIR filters have a -6dB bandwidth of 12 Hz. Two approaches are conceivable for this.
  • the amplitude response of the filter is shifted by replacing the coefficients in operation on the frequency axis.
  • This technique is known by adaptive filters.
  • an algorithm is designed which changes the coefficients of a filter online to realize a desired behavior.
  • Such systems are used, for example, for system identification or echo cancellation.
  • the filter should not be modified continuously, but only at the known times at which the transmitter changes the frequency.
  • the advantage of this method is that no changes must be made in the scanning system and the sampling rate always remains constant.
  • the disadvantage of this technique becomes clear below.
  • the input signal was switched from 208.1 Hz to 224.2 Hz and the filter was loaded with the corresponding coefficients.
  • the filter shows a transient behavior after the transition, which makes the evaluation of the amplitude useless.
  • adaptive solutions always require a costly safety case if security requirements are met.
  • the adaptation to the signal frequency is already carried out in the function block A / D conversion.
  • the sampling rate must be raised or lowered accordingly.
  • the filter which, like any digital system, is related to the sampling frequency, will not detect a frequency change in the corresponding sampled input signal, and thus an output signal as in the method for generate continuous transmission signal.
  • the designed filters can be taken over.
  • the purpose of the filter 2 is to isolate interferences in the range of the transmission frequencies and make them assessable.
  • the filter is always set to the currently unused transmit frequency. Since the transmission frequency changes periodically, interference on both frequencies used can be detected.
  • the information obtained corresponds to that of the gap interval in the previous system UGSK.
  • the problem with switching filter 2 is that the direction of the shift on the frequency axis is exactly the opposite of that of filter 1. This connection is in FIG. 8 shown.
  • both filters When switching to the higher sampling frequency, both filters are shifted in the direction of higher frequencies.
  • the filter 2 should be tuned to the lower frequency.
  • a first approach is to use a different sampling rate for both frequencies. However, it follows that at least the entire digital part of the A / D conversion must be dual-channel. However, on closer examination of the requirements for fault detection, simplifications can be assumed. For example, it is not absolutely necessary for the noise level to be continuously monitored. It is sufficient if an impermissible interference voltage can be detected at the end of an interval. The filter 2 can thus be reset every time it is switched. Afterwards, the system is allowed to settle and evaluates the amplitude. This approach requires a new determination of the length of the transmission phase with a frequency.
  • each Frequency can therefore be examined for a fault within 250 ms. The requirement that a fault message can be issued after approx. 500 ms is almost fulfilled.
  • the evaluation of the amplitude can be performed as follows. To detect the occupancy state of a section, an evaluation of the amplitude of the filtered signal is sufficient. The summation of the magnitude of the signal over a given interval is easy to implement. The length of the viewing interval must correspond to at least the period of the transmission signal, but should include several vibrations for safety reasons. The interval length of the existing system of 40ms is adopted. An adaptation, however, is conceivable due to new findings or measurement results. The result of the summation is in FIG. 11 shown. Each shift of the window gives a new point. It can be seen that the points are subject to a slight vibration. The narrower the viewing window is chosen, the more pronounced the vibration. For this reason, the window must not be too small. From 32 samples the results are satisfactory.
  • the spectrum analysis method uses, in contrast to all other methods presented, additional information in the frequency domain of the received signal.
  • the signal processors and fast transformation algorithms available today make a fundamental analysis of the received signals seem sensible.
  • the receiver of this method has a simple three-function structure ( FIG. 10 ).
  • a discrete transformation is applied to the received digitized signal.
  • the calculated coefficients contain all the necessary information to be able to evaluate the occupancy status and fault of the section. For example, short-time discrete Fourier transformation and wavelet transformation are used as transformations.
  • the definition of the parameters of the STFT has an effect on the transmission signal to be selected. This mechanism is described below.
  • the output of the function block Transformation provides, independent of the selected transformation, a set of coefficients representing the original signal.
  • the amplitude in the time domain is not averaged and evaluated, but the calculated coefficients are compared with threshold values.
  • the coefficients 34, 37 and 40 represent exactly the proportions of the transmission frequencies. More information is usually not necessary for the transition decision.
  • the coefficients must be evaluated permanently. The detection of an isolator surge requires this continuous information as well because the adjacent track circuits are not synchronized.
  • a further advantage is that the temporal transition region occurring during run-time effects when switching between the channels can be avoided.
  • the interval is used, which begins 10 ms after the switching of the transmission frequency.
  • the Figures 13 . 15 and 16 clarify the time course of the evaluation in the undisturbed state.
  • the marked coefficients represent the values at the fixed times.
  • Transitions shown serve the FFT coefficients. They are calculated on an ongoing basis, but in most cases are only taken into account at specific points for the evaluation. The exceptions are the transitions T1 and T3 in the case of insulating shock bypass.
  • the respective active frequency is hereinafter referred to as channel A with the associated coefficient Ca.
  • the frequency not currently being transmitted is channel B with the coefficient Cb.
  • the frequencies of channel A and B are thus interchanged with each interval.
  • the coefficients correspond to the reception level in the remaining methods and are also compared with threshold values.
  • the transition T1 becomes active when the GSK is in state S1 and the coefficients of the two set frequencies are valid: Ca + cb ⁇ P 2
  • the time condition is maintained at all times.
  • the occupancy should not be reported immediately after the detection, but should be monitored for the remaining 100 ms to reduce the influence of short-term disturbances.
  • the request to the transition is not very restrictive because S2 is the safe state. In the event of a fault, there may be a short occupancy before the fault message. In the next fixed interval, however, the fault is detected reliably. This procedure is allowed.
  • the transition T2 becomes active when the GSK is in state S2 and applies in two consecutive fixed intervals: Ca ⁇ P 1 and Cb ⁇ ptr
  • T2 is therefore more restrictive than T5. It is ensured that at neither of the two frequencies used a disturbance can lead to an incorrect FM without it being detected.
  • the level is too high on both frequencies. If the level is too high on only one frequency, it is a constructive interference with an interference voltage. The section can remain free, as occupancy detection via the undisturbed frequency is still possible.
  • a ballast disturbance is recognized when the coefficient of channel A is at two consecutive intervals: P 2 ⁇ Ca ⁇ P 1
  • the neighboring GSKs are not synchronized, it must be ensured that the level is sufficiently high even in the event of an unfavorable shift between the intervals of the two GSKs. This is ensured by the continuous evaluation of the unused channel.
  • the Transition T4 describes the release of the GSK from the disorder into a regular occupancy. For this transition more than 250 ms of transition T1 are available. To trigger T4, must be in two consecutive intervals ca ⁇ P 2 and cb ⁇ P 2 be. This condition is necessary so that the system can not change permanently with each interval between S2 and S3. The additional observation time can be claimed, since when driving free is driven slowly and not at line speed.
  • T5 The transition T5 is triggered when the GSK is in state S2 and the same conditions as at T3 are fulfilled.
  • the length of passenger trains can not be excessively increased due to the limited infrastructure.
  • the power consumption via the train busbar and the associated interference will certainly increase with the growing comfort and service demands of customers.
  • Another trend is flexible, fast trainsets with a distributed drive concept, the performance of which can significantly exceed that of a single traction unit.
  • lacking vehicles also lacks meaningful measurements.
  • the disturbances in the real operating environment will increase in intensity in the future, they will not significantly change their basic characteristics.
  • a sinusoidal signal having a single frequency is added to the transmission signal. All parameters of the signal are variable.
  • the frequency should be in the passband of the filter.
  • the amplitude is chosen in the examples so that an extinction of the transmission signal is possible.
  • the calculation of the interference voltage from the maximum permissible rail current for long sections shows that the interference voltage can assume the same amplitude as the transmission signal. The probability that this signal occurs in real rail operation is very low. Nevertheless, it is used as a test signal, as it is a challenge especially for the methods with continuous transmit signal.
  • the influences of the train busbar are simulated by an average-free noise.
  • the passband of the receive filter random, different high interference components occur.
  • the SNR is deliberately kept very small in order to reproduce the notable achievements.
  • a traction current with the fundamental frequency of 16.7 Hz and the first 15 harmonics simulate the effects of a moving train.
  • the specified transmission frequencies are next to the harmonics, but a too wide receive filter can include them.
  • the disturbance can be in the passband like a sinusoidal signal a frequency because the filters are sufficiently narrow.
  • This signal is used to investigate how long a fault must at least act in order to generate an incorrect free message or busy message.
  • the results can be used to improve the strategy for troubleshooting in detailed planning. It is conceivable, for example, that a too short, reported occupancy is subsequently treated as a disorder.
  • the lower graph shows the associated time profile of the three selected coefficients of the FFT. Since the transmission period on a channel is longer than the FFT window, there are selected times at which only one frequency of the transmitter occurs in the transformation result. These times are marked.
  • the Figure 14 shows the coefficients at the excellent times over a longer time.
  • the coefficient In the undisturbed state, the coefficient reaches approximately the normal value, while cb disappears. If this situation persists for at least two intervals, the section is certainly considered free.
  • the system recognizes an occupancy by means of the continuously calculated coefficients. A sufficiently good occupancy produces the course of the coefficients shown in FIG. From the 960th sample the section is occupied. During the following 160 ms will be the coefficients are smaller and then the occupancy detected, since both c1 and c2 have fallen below P2. This situation can be monitored for another 100 ms before the occupancy is reported.
  • These operating cases show that the evaluation can fulfill the basic function.
  • the oversteer and ballast disturbance are detected with the same information and other thresholds.
  • the IsolierstossGermanbrückung as remaining static interference requires separate consideration.
  • the neighboring UGSK must be set so that they always differ in a transmission frequency.
  • the simulated GSK uses the frequencies 11 and 12, the neighbor uses the frequencies 12 and 13.
  • the receiver After 400 scans, there is a shock bypass and the receiver additionally receives the signal of the neighboring GSK.
  • the ratio of the amplitudes depends on the parameters of the infrastructure. Their change is not taken into account in this example.
  • the phase and switching times of the frequency are also random because the timing sources of the GSK are not synchronized.
  • the FFT is well studied and can be implemented digitally.
  • the safety case can be provided closed.
  • the FFT requires slightly more computing power than the three FIR filters.
  • the time limits for fault detection can only be kept to a minimum in the worst case scenario. However, these limits are not absolute limits, but are rather indicative.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (6)

  1. Procédé de signalisation de voie libre d'un tronçon d'une voie ferrée, dans lequel :
    a) une longueur du tronçon est définie sur une file de rails interrompue à deux extrémités ;
    b) à une des extrémités de la file de rails, une tension alternative à deux fréquences alternantes est introduite comme signal d'entrée, les deux fréquences étant sélectionnées dans un groupe constitué d'au moins trois fréquences ;
    c) à l'autre extrémité de la file de rails, un signal de sortie est prélevé ;
    d) le signal de sortie prélevé est analysé quant à ses composantes dans les deux fréquences alternantes, le signal de sortie étant filtré en passe-bande au moins dans deux canaux et les fréquences de passage des passe-bande correspondant sensiblement aux deux fréquences du signal d'entrée, et le signal de sortie étant analysé dans trois canaux, dans un premier canal, le niveau du signal de sortie étant analysé sur la fréquence du signal d'entrée actuellement émis, dans un deuxième canal, le niveau du signal de sortie étant analysé sur la fréquence du signal d'entrée actuellement non émis et dans un troisième canal, le spectre de fréquences du signal de sortie étant analysé ; et
    (e) en fonction de l'analyse, à l'aide de comparaisons de valeurs limites, il est décidé dans quel état se trouve le tronçon de voie.
  2. Procédé selon la revendication 1, dans lequel les états « LIBRE », « OCCUPÉ » et « PERTURBÉ » du tronçon sont contrôlés.
  3. Procédé selon l'une des revendications précédentes, dans lequel, pour la signalisation de voie libre de deux tronçons adjacents d'une voie ferrée, seule une fréquence du signal d'entrée concorde dans les deux tronçons et l'autre fréquence est différente, la fréquence actuellement émise étant également réglée de manière différente dans les tronçons adjacents.
  4. Système de signalisation de voie libre d'un tronçon d'une voie ferrée, comprenant :
    a) une file de rails interrompue à deux extrémités, dont la longueur définit la longueur du tronçon ;
    b) un émetteur qui introduit à une des extrémités de la file de rails une tension alternative à deux fréquences alternantes comme signal d'entrée, les deux fréquences pouvant être sélectionnées dans un groupe constitué d'au moins trois fréquences ;
    c) un récepteur utilisé pour prélever un signal de sortie à l'autre extrémité de la file de rails ;
    d) un moyen d'analyse utilisé pour analyser le signal de sortie prélevé quant à ses composantes dans les deux fréquences alternantes, le signal de sortie étant filtré en passe-bande au moins dans deux canaux et les fréquences de passage des passe-bande correspondant sensiblement aux deux fréquences du signal d'entrée, et le signal de sortie étant analysé dans trois canaux, dans un premier canal, le niveau du signal de sortie pouvant être analysé sur la fréquence du signal d'entrée actuellement émis, dans un deuxième canal, le niveau du signal de sortie pouvant être analysé sur la fréquence du signal d'entrée actuellement non émis et dans un troisième canal, le spectre de fréquences du signal de sortie pouvant être analysé ; et
    (e) un moyen logique utilisé pour décider en fonction de l'analyse, à l'aide de comparaisons de valeurs limites, dans quel état se trouve le tronçon de voie.
  5. Système selon la revendication 4, dans lequel les états « LIBRE », « OCCUPÉ » et « PERTURBÉ » du tronçon peuvent être contrôlés.
  6. Système selon les revendications 4 ou 5, dans lequel, pour la signalisation de voie libre de deux tronçons adjacents d'une voie ferrée, seule une fréquence du signal d'entrée concorde dans les deux tronçons et l'autre fréquence est différente, la fréquence actuellement émise pouvant également être réglée de manière différente dans les tronçons adjacents.
EP07818881.0A 2006-10-30 2007-10-10 Procédé et module d'exploitation de données de mesure dans des circuits électriques de voies de chemin de fer Not-in-force EP2084048B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07818881.0A EP2084048B1 (fr) 2006-10-30 2007-10-10 Procédé et module d'exploitation de données de mesure dans des circuits électriques de voies de chemin de fer

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP06022614 2006-10-30
EP07818881.0A EP2084048B1 (fr) 2006-10-30 2007-10-10 Procédé et module d'exploitation de données de mesure dans des circuits électriques de voies de chemin de fer
PCT/EP2007/008808 WO2008052643A2 (fr) 2006-10-30 2007-10-10 Procédé et module d'exploitation de données de mesure dans des circuits électriques de voies de chemin de fer

Publications (2)

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EP2084048A2 EP2084048A2 (fr) 2009-08-05
EP2084048B1 true EP2084048B1 (fr) 2016-11-30

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EP (1) EP2084048B1 (fr)
TW (1) TWI393648B (fr)
WO (1) WO2008052643A2 (fr)

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RU206413U1 (ru) * 2021-03-22 2021-09-13 Федеральное государственное бюджетное образовательное учреждение высшего образования "Самарский государственный университет путей сообщения" (СамГУПС) Самонастраивающийся классификатор рельсовой цепи
IT202200019755A1 (it) * 2022-09-26 2024-03-26 Giuseppe Fazio Sistema ausiliario per cdb a conta-assi

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US9254852B2 (en) 2008-01-08 2016-02-09 Richard Lee Lawson Methods and system of automating track circuit calibration
US20090173842A1 (en) * 2008-01-08 2009-07-09 Richard Lee Lawson Methods and system of automating track circuit calibration
EP2100793B1 (fr) 2008-03-13 2012-08-29 Siemens Schweiz AG Procédé et dispositif d'évaluation continue de signaux de réception dans des circuits électriques de voies de chemins de fer
FR3000457B1 (fr) * 2012-12-28 2015-01-30 Sncf Procede et dispositif de controle de l'isolation electrique entre deux portions de voies ferrees, et voie ferree equipee d'un tel dispositif
CN103063256B (zh) * 2013-01-18 2015-10-28 深圳市速普瑞科技有限公司 一种铁路信号测量智能终端
EP3428035A1 (fr) 2017-07-11 2019-01-16 Siemens Schweiz AG Procédé de détermination d'un état d'occupation d'un tronçon de rail dans un trafic ferroviaire
DE102017221777A1 (de) * 2017-12-04 2019-06-06 Siemens Aktiengesellschaft Einrichtung zur Erzeugung eines Besetztzustandssignals für eine Eisenbahngleisanlage
JP6680818B2 (ja) * 2018-02-26 2020-04-15 株式会社京三製作所 軌道回路状態判定装置
US11260888B2 (en) * 2018-11-16 2022-03-01 Alstom Transport Technologies Method and system for health assessment of a track circuit and/or of a track section
CN113602317A (zh) * 2021-08-24 2021-11-05 中铁建电气化局集团南方工程有限公司 一种zpw2000轨道电路调试实施方法
CN115208321B (zh) * 2022-07-12 2023-04-11 固安信通信号技术股份有限公司 轨道电路特征信号的相位调制方法、解调算法及用途

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RU206413U1 (ru) * 2021-03-22 2021-09-13 Федеральное государственное бюджетное образовательное учреждение высшего образования "Самарский государственный университет путей сообщения" (СамГУПС) Самонастраивающийся классификатор рельсовой цепи
IT202200019755A1 (it) * 2022-09-26 2024-03-26 Giuseppe Fazio Sistema ausiliario per cdb a conta-assi

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WO2008052643A3 (fr) 2008-06-26
EP2084048A2 (fr) 2009-08-05
TW200831336A (en) 2008-08-01
WO2008052643A2 (fr) 2008-05-08
TWI393648B (zh) 2013-04-21

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