EP2090491B1 - System zur Detektion von Zügen auf Eisenbahnschienen - Google Patents

System zur Detektion von Zügen auf Eisenbahnschienen Download PDF

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Publication number
EP2090491B1
EP2090491B1 EP08425091A EP08425091A EP2090491B1 EP 2090491 B1 EP2090491 B1 EP 2090491B1 EP 08425091 A EP08425091 A EP 08425091A EP 08425091 A EP08425091 A EP 08425091A EP 2090491 B1 EP2090491 B1 EP 2090491B1
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EP
European Patent Office
Prior art keywords
track
signals
processing
control unit
train
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EP08425091A
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English (en)
French (fr)
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EP2090491A1 (de
Inventor
Antonio Rizzo
Pier Alessandro Aisa
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Alstom Transport SA
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Alstom Transport SA
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Priority to EP08425091A priority Critical patent/EP2090491B1/de
Priority to AT08425091T priority patent/ATE520577T1/de
Priority to ES11171102T priority patent/ES2425341T3/es
Priority to ES08425091T priority patent/ES2371298T3/es
Priority to EP11171102.4A priority patent/EP2390158B1/de
Publication of EP2090491A1 publication Critical patent/EP2090491A1/de
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Publication of EP2090491B1 publication Critical patent/EP2090491B1/de
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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
    • B61L1/188—Use of coded current
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions

Definitions

  • the invention relates to a system for detecting trains on railway lines according to the preamble of claim 1
  • Train detection systems are known in the art, as disclosed for example in a prior patent application by the applicant hereof, with publication number EP 1338492 .
  • This train detection system is known as track circuit.
  • the track of a railway line is divided into a plurality of segments.
  • Each segment, known as block has a unit associated therewith, with a transmitter and a receiver designed for alternate connection to each other and to one of the two opposite ends of a corresponding track segment.
  • One signal is injected by the transmitter to one end of the track segment and is received at the opposite end thereof.
  • the transmitted signal has predetermined and appropriately defined frequency, amplitude and coding characteristics wherefore, when a train is present on the track segment, the short circuit between the rails of the track segment caused by the train axles causes a change, particularly a reduction of the signal and allows train detection.
  • axle counters which include sensors for detecting the axles of a train passing a block.
  • the track and the segments are used for communication of messages between the train and the wayside unit and vice versa.
  • All the above prior art systems include electronic operating units, which are basically of hardware type and have a dedicated, special-purpose construction designed for the specific function thereof.
  • the operating units of the track circuit located at the track i.e. the trackside or wayside units, include all the sections required for their operation.
  • these operating units include track segment interface sections and diagnostic sections, as well as sections for generating the signals to be transmitted and for processing the receive signals and sections for communicating with the central railway traffic management unit, i.e. for transmitting train presence data to said central management unit and for receiving controls from said central management unit.
  • the joint that connects the receiver and the transmitter to the track segment is controlled by a switch that, depending on the expected train direction, selects the transmitter end of the track segment, and consequently the receiver end, thereby actually defining a signal propagation direction within the track segment.
  • These joints known as directional joints, allow the use of acoustic or pulse signal coding techniques.
  • the units that are specially designed to operate in one of the above mentioned modes, cannot operate in other modes wherefore specific dedicated operating units have to be provided for each track circuit type, that have track interfacing heads with a construction specially dedicated to the particular signal coding and transmission mode and especially include the sections for generating the signal to be transmitted and for processing the received signal, which sections are constructed in accordance with the techniques used for coding and decoding or processing said signals for retrieval of train presence information.
  • any technological modification to a railway line requires either the maintenance of the existing track circuit technology to avoid replacement of the operating units or the replacement of the operating units for adaptation to the new track circuit technologies, the latter option involving the replacement of parts of these operating units that might be used even in combination with the new track circuit technologies.
  • the operating conditions of the track can also depend on weather.
  • Whole short weather variations might be neglected as transient events, there are climatic zones in which weather effects, such as rain, snow and ice are of seasonal nature and remain for a relatively long period of time, while being still of short duration when considering the time and costs required for shifting to train detection technologies other than those in use and particularly suitable for those weather conditions. It shall be further noted that, at the end of one season, a new season follows, with weather conditions changing again.
  • the structural rigidity of the modes of the operating units associated with the track circuits is a constraint especially when adapting and maintaining existing lines, but also when making new lines having devices or systems from different manufacturers to be combined together, in which the selection of operation and construction technologies depends on tradition.
  • Track circuit types are also known in which the joints for connection of the transmitter and the receiver of the operating units are of non-directional type and the signal injected into the track circuits propagates in both directions.
  • the operating units are constructed with a structure and an architecture dedicated to their intended tasks and namely to the track interfacing modes.
  • a further drawback concerning all track circuits is that the controlled track sections cannot be longer than about 2 km. Even at such length, track sections require the provision of capacitors arranged along the track segment with the purpose of compensating for signal energy loss.
  • any failure or malfunctioning of an operating unit or a track circuit requires the track circuit and/or the corresponding operating unit to be restored, because the malfunctioning or damage condition triggers a restrictive signal for the corresponding track circuit, i.e. a train presence condition, which signal is transmitted to the traffic management unit.
  • a restrictive signal for the corresponding track circuit i.e. a train presence condition, which signal is transmitted to the traffic management unit.
  • the corresponding track circuit will be idle, wherefore either it will be forced into a permissive condition or it will always indicate a malfunctioning condition.
  • traditional operating units include, on the one hand, units designed for direct connection to the track and allowing interfacing with the track and transmission and reception of signals having a well determined structure and organization.
  • central processing and control units are provided which also carry out the tasks of prior art operating units, i.e. define the structure of the signals to be transmitted, the detection result by processing the received signals, such as the presence/absence of the train on a given track block and/or the number of axles or even define the content of the messages to be transmitted to the train.
  • the block interface units interfacing with the individual track segments, substantially include controllable transmitter and receiver units and are hardware-based
  • the processing and control units are formed of a combination of hardware and software, including a computer with at least one program stored in its memory, to be executed by such computer, thereby forming a hardware/software operating unit adapted to accomplish the tasks of the processing and control units, required for determining the structure of the signals to be transmitted and the content of any messages to be transmitted, controlling the block interface units to transmit and receive and decode or extract information from the received signals.
  • the operating tasks involved in these methods are introduced in the processing and control units by the software which changes according to the method being used, whereas the hardware part for software processing and execution is substantially the same and the track interface units are substantially the same and are dedicated to the pitch of signal injection and extraction from and into the track.
  • Communication between the interface heads i.e. the track interface units and the processing and control units advantageously relies on a communication network, with the interface heads and the processing and control units being connected thereto, each of them being identifiable by a unique ID code.
  • one processing and control unit hardware configuration and a few specific interface hardware units will allow construction of several different train detection devices, such as a track circuit, an axle counter and/or a track to train communication unit, by simply providing different software programs to be executed by the processing and control unit, each of which software programs causing the processing and control unit to perform the typical tasks of one of the various train detection devices.
  • one hardware configuration may be also provided for the track segment interface units, particularly in the form of signal transmitting and/or receiving units.
  • the processing and control unit can perform the tasks of said different track circuit variants by executing a corresponding software program.
  • one processing and control unit may be arranged to cooperate with multiple interface units, each associated with one or more blocks, i.e. track segments.
  • the processing and control units may execute several different processing and control software programs, each being designed to cause the operation of the processing and control unit according to a different type of detection device and particularly a different type of track circuit.
  • a track segment has a track circuit associated therewith with pulse signal operation and, in the variant in which each interface unit has its own dedicated processing and control unit, a processing and control program for performing the tasks of an operating unit of a track circuit with pulse signal operation is stored in this processing and control unit.
  • the track circuit for another track segment e.g. an adjacent track segment, may be for example of the low frequency or jointless audio frequency operation type, wherefore a corresponding processing and control program is stored in the processing and control unit, whereby such processing and control unit performs the tasks of a track circuit of the low frequency or jointless audio frequency type.
  • identical interface units can be used, the different tasks associated with the type of signal being transmitted, such as a particular coding or modulation of the signal transmitted to the track or a particular processing of the signal received for extracting the requested information being implemented in the processing and control software program executed by the processing and control unit.
  • each interface unit associated with a track segment has a dedicated processing and control unit associated therewith also applies to the variant in which a processing and control unit is associated with or serves multiple interface units, each associated with one of multiple track segments.
  • a track circuit type and/or a detection device type may be set for each track segment and each weather condition to best suit the specific conditions of the track segments and/or the weather conditions.
  • track circuits with pulse signal coding should be used in case of highly oxidized tracks, whereas other track circuit types that use different signal coding techniques and different signal frequencies can be more advantageous in case of heavy rains.
  • one processing and control unit is associated with multiple interface units of multiple track segments, then ascertained malfunctioning conditions of certain track circuits may be corrected.
  • an operating fault of a damaged track circuit can be hidden and corrected at the processing and control unit.
  • Hazards are obviously associated with the above arrangement, wherefore a parallel diagnostics system has to be provided to particularly make sure that a false train detection on a track segment is actually caused by malfunctioning of the corresponding track circuit.
  • a remedy action might consist in merging the damaged track circuit with the adjacent track circuit, and using the train presence or absence indication obtained from the correctly operating track circuit as an indication for the track segment associated with the damaged track circuit.
  • the wrong indication of the malfunctioning track circuit is thus hidden in a safe manner, without causing traffic interruptions either before or during repair of the damaged or malfunctioning track circuit.
  • the invention relates to further characteristics and improvements which form the subject of the dependent claims.
  • track circuits are indicated as Cdb1, Cdb2 and Cdb3. These track circuits use rails to send the signals that allow train detection on the corresponding track segment, and to communicate with a train.
  • the signals sent to each track segment may be used to detect any track failures or damages.
  • the system includes a central management and control unit, designated by numeral 1 and indicated as TDM.
  • This management unit generates control signals to execute procedures for detection of a train T and/or procedures for communication with a train on said track and/or to execute diagnostic procedures and transmits them to the control and monitoring subunits 2, 2', 2 " associated with each track block or segment and forming therewith the track circuit Cdb1, Cdb2 and Cdb3.
  • the subunits 2, 2', 2 " are operating units that are designed to execute the procedures for detection of the train T within the associated block, the communication procedures and/or the diagnostic procedures and transmit the control signals, i.e.
  • Each control and monitoring subunit 2 is associated with each corresponding block to form a train detection device in the form of a so-called track circuit Cdb1 Cdb2 and Cdb3, and is connected to the terminal ends thereof by means of a transmitter 3 and a receiver 4.
  • Each subunit 2 and its respective block, i.e. track segment associated therewith are uniquely identified by a predetermined identification code.
  • TDH the subunits 2, 2', 2" named TDH are of the type designed to operate in insulated double-rail track circuits.
  • both rails are mechanically interrupted, and traction power is returned by inductive connections.
  • the control and monitoring subunits 2 are designed for use on two-direction track circuits and, to this end, a signal transmission reversal feature is provided to propagate train detection signals and coded communication signals in the direction opposite to the train running direction.
  • a train is detected by injecting a fixed current signal into each track circuit, i.e. a signal having a fixed current level once it is decoded.
  • the signal transmitted by the transmitter to the track circuit towards the receiver in a direction opposite to the train running direction is received if no train is detected.
  • the rails are shortcircuited by the train itself, and the receiver is not reached by any signal.
  • the control and monitoring subunit 2 can handle (transmit/receive/acknowledge) the following signals:
  • a nine code coding may be also used.
  • the above mentioned PWM coded signal may be added or superposed to an additional signal derived by an identical PWM modulation of a carrier having a different frequency, i.e. a carrier of 100 to 200 Hz, particularly of 178 Hz.
  • a track circuit architecture includes a transmitter for each track circuit, connected via the operating unit 2, 2', 2" to the central railway traffic management unit 1.
  • a modulation is introduced in the CF signal, which is different between adjacent track circuits and is adapted to ensure safety conditions even when power is transferred from one track circuit to the following one.
  • a possible solution that is also used in prior art provides different CF signals (4 sets) to be appropriately allocated to track circuits so as to ensure that there is not the same signal on adjacent track circuits.
  • the signal is composed of a 50 Hz carrier alternately transmitted in phase and in phase opposition with respect to a hypothetical 50 Hz reference.
  • the sets are differentiated by the time intervals between two successive phase steps.
  • Opposed sections are connected via a 90 ms signal gap, corresponding to 4.5 50 Hz signal periods.
  • This architectural decomposition also causes the tasks carried out by the traditional operating units to be distributed among the various processing and control units 10 over the communication network 20 and the track interface units or heads.
  • the processing and control unit TDM 10 is a section that provides the processing platform of the train detection system. On the one hand, this unit receives information from the interlocking system, i.e. from the central railway traffic management unit 1 using the communication modules PSCOM 110. On the other hand, the processing and control unit generates the information to be transmitted to the track segments and/or to the train using the interface units or heads 30 and the communication network 20. Furthermore, through the network 20, the processing and control unit 10 receives the signals that the interface units or heads 30 detect from the track segments and transmit thereto, and processes them to identify the occupancy state of a specific track segment, i.e.
  • processing and control unit 10 transmits to the railway traffic management unit 1 through a transmission interface 110.
  • Transmission between the processing and control units 10 and the central railway traffic management unit 1 may be of the type known in the art as CAN-BUS, that is widely used in transport systems.
  • the processing and control unit is composed of a hardware and software combination, the hardware part being of substantially general type and adapted to store and execute several different configuration and task implementation programs. Therefore, these programs include the instructions for the hardware part, for the processing and control unit to carry out the above specific tasks, which depend on the type of train detection device being used, i.e. specifically corresponding to a particular type of track circuit or axle counter or track to train communication system.
  • the processing and control unit exhibit a very high flexibility, and the detection system features may be changed in very short times and at very low costs.
  • the architecture may be provided in two general variants.
  • One of these variants is shown on the left of Figure 3 and only implies that the traditional prior art operating units are divided into the operating units as mentioned above.
  • At least two interface units or heads 30 are provided for each track segment designed to form a track circuit or a different circuit or device for detection of the train or other operating parameters or conditions of the train and the track segment, and one dedicated processing and control unit 10 is provided for each interface unit or head 30. All the processing and control units 10 communicate via the same communication network 20 with the corresponding track segment interface unit or head.
  • This variant embodiment is defined as Single Track Topology and already provides considerable advantages as compared with prior art architectures.
  • the broken-down architecture of the system of the present invention provides a variant topology in which one processing and control unit serves and is thus connected with multiple track segments through the corresponding interface units or heads associated with each track segment.
  • interface units are dedicated to track management and are located close to the corresponding track segment, or block.
  • the interface units or heads receive control signals from the central or dedicated processing or control unit 10 depending on the selected one of the variants of Figure 3 .
  • the controls contain information about the signal type that has to be generated and transmitted to the track segment.
  • the interface units transmit the signals received from the track segment to the processing and control unit 10 irrespective of whether the latter is a central unit or dedicated, as required by the use of a single-track or multi-track topology respectively, illustrated in Figure 3 .
  • connection allowing communication of the interface units 30 with the processing and control unit 10 relies on a digital communication network and shall be deemed an important part of the system architecture, because such communication section provides advantages in terms of system logic and power distribution.
  • train detection devices that can be used with the train detection system of the present invention, these include:
  • the joints 130 for connection of the track segment interface units may be of directional type, wherefore the track circuit operates like the one known in the prior art and described with reference to Figure 1 in which, depending on the train direction, the signal is injected to either end of the track segment and received at the opposite end of the same track.
  • the track circuit type may include joints 130 with no directional feature, that cause two-way propagation of the signal injected at each block and hence from each interface unit 30 in the track. In this case, the signal transmitted to the track and the signal received therefrom will be coded and decoded in different manners, allowing to precisely and uniquely identify the relation between one component of the received signal and a given track segment.
  • the processing and control unit 10 has a processing and control section 210 with a two out of two configuration, also known as 2002.
  • the processing and control section 110 has two processing logic subsections A and B, designated by numerals 310 and 310', which are connected via an internal bus to respective CPUs A and B, designated by numerals 410 and 410'.
  • the two processing sections 310 and 310' also communicate with each other via a communication line, designated as xport. This port is used for synchronization of processes and exchange of vital data and is part of the 2002 platform.
  • the two CPUs A and B designated by numerals 410 and 410', communicate with each other by a serial link line, designated by numeral 510.
  • the processing and control section further includes a power supply subsection 510 and a configuration subsection 610 which stores the configuration parameters of the detection devices that the processing and control unit has to use in combination with corresponding interface units 30.
  • the processing and control section 210 is connected to a communication interface PSCOM, designated by numeral 110, whereby said section 210 communicates with the central railway traffic management unit 1.
  • the processing and control section 210 has network communication interfaces A and B, designated by numerals 710, 710', connected to each of the processing logics 310 and 310'.
  • the processing and control section 210 communicates via the network communication interfaces 710 and 710', through the network 20, with the individual interface units or interface heads 30, each of which is in turn designed to be connected with one of the track segments.
  • the CPUs 410 and 410' operate as a CAN BUS interface with a processing platform 2002 and manage the information generated by the corresponding processing section 310, 310'.
  • These processing sections may be considered as interface drivers for interfacing with the external sections, i.e. the interface heads 30, and for access thereto for control and signal transmission and reception via the connector sections A and B 710 and 710'.
  • the CPUs 410 and 410' communicate with other sections of the processing and control unit 10 using internal bus modules or the CAN BUS.
  • Figure 5 shows in greater detail the structure of the processing sections 310 and 310' that have identical constructions.
  • DSP digital signal processing section
  • This subsection is the receiving part of the processing engine and has the following tasks:
  • the DSP subsection 311 may execute various signal processing techniques, in the form of software programs to be executed by said DSP subsection and incorporating specific signal processing or treatment steps according to the processing or treatment methods as selected or required for the type of train detection device to be used. Therefore, a memory 311 is connected to the digital signal processing DSP subsection 311, for storage of the processing software or programs to be executed by said DSP subsection 311.
  • the other section is the configuration subsection 312 which allows configuration of the interface heads managed by the processing and control section 310.
  • Such configuration subsection 312, as well as the digital signal processing DSP subsection 311 communicate via an internal bus with a track to train communication logic subsection, for determining the direction and status of the interface heads, which is designated by numeral 313 and manages the information exchanged with the CPU A and CPU B sections 410, 410' through a communication bus 314.
  • the TDM bus is a bus located in the processing and control unit 10 which manages the communication between modules and subsections, as well as the redundancy of the 2002 architecture and the vital protection of messages.
  • the management of information exchange by the subsection 313 includes management of message transmission from the interface heads 30 to the train, determination of the direction of propagation of the transmitted signal for each interface head 30 when a directional joint is provided as used in prior art and described with reference to the prior art of Figure 1 , and such management further includes the status of the track segment relative to each interface head.
  • the interface heads 30 communicate with the processing and control sections 310 via the connector subsections 710, 710' which are in turn connected to the processing and control subsection 310 via a connector interface 315.
  • the latter is connected to the subsection 313 via a transmitter module 316 and to the digital signal processing DSP subsection designated by numeral 311 via a receiver module 317.
  • the purpose of the transmitter module 316 which is shown in greater detail in Figure 6 is to generate the train detection signal, e.g. including bit message modulation and phase control, to code the information and the messages of the transmit signal to be transmitted to the interface heads 30, to set the direction of propagation of the transmit signal for each interface head associated with a track segment.
  • the train detection signal e.g. including bit message modulation and phase control
  • Each transmitter module 316 comprises a main logic subsection 160 whereby it communicates with the track to train communication logic subsection 313 for determining the direction and the status of the interface heads.
  • This main logic subsection 160 of the transmitter manages three subsections having different tasks, i.e. message coding, configuration of the transmit signal to be injected into the track signal, and check of the transmit signal to be injected into the track segment.
  • the module 162 generates a FSK (Frequency Shift Keying) type modulation of the signal to be transmitted to the track segment using as an input the message provided by the bus subsystem TDM 314 and using the carrier signals with the frequencies F1 and F2 generated by the generator 161.
  • FSK Frequency Shift Keying
  • the signal checking module 164 determines the amplitude and phase of the signal transmitted to track circuits and the switching module 165 of the track determines the setting of the transmit signal propagation direction from the setting of the switch that sets the signal input end of the track circuit, when the joint of the track segment interface units is of the directional type.
  • the signal at the output of the FSK modulation module 163 is provided to a coding module 166 which adds signal phase and amplitude information to the signal to be transmitted to the track segment, and the signal so coded at the output of the coding module 166 is provided to a network interface 167 wherefrom it is provided to the connection interface subsection 315 for communication with a corresponding interface head 30 through the network 20.
  • Fig. 7 shows an exemplary receiver module 317.
  • the receiver module communicates with the digital signal processing subsection 311 via an internal bus and comprises an interface for communication via said bus, designated by numeral 171.
  • the receiver module 317 communicates with the interface heads 13 through the network 20 and via a network interface 172.
  • the receiver module transmits test signals to a data coder 174.
  • the signals to be transmitted to the track segment are packed with information about the test signals that are used to certify the operation of the interface heads 30.
  • FIG. 8 An exemplary structure for the interface units or heads 30 is shown in Figure 8 .
  • the interface unit 30 includes a field interface 301 for communication with the processing and control unit 10, which comprises the means for performing tasks of signal transmission and reception to and from the track segment; a track interface 302 whereby it communicates via track elements 303 with a track segment or block.
  • the track interface 302 comprises the elements required for interconnection with the track segment, such as the tuning unit, wheel detectors, or the like.
  • the track elements include track or rail parts, such as joints, capacitors and other devices, that are directly mounted to the track or the rails.
  • Figure 9 is a block diagram of the field interface 301.
  • a subsection 100 named COM has the purpose of managing transmission and reception and of coding and decoding the data flow of communication with the processing and control unit 10.
  • the vital receiver provides test signals and receive signals to the processing and control unit 10 and communicates with a diagnostic data acquisition section 107.
  • the output of the power amplifier 103 provides the signal to be transmitted to the track segment and to a track switch 108.
  • the latter is also connected to an input of the vital receiver 104, and the receive signal acquired from the track segment is provided to said receiver through it.
  • the input and output of the track switch 108 are connected to the track connection interface section on the left side 200 and the track connection interface section on the right side 200' of the track interface 302.
  • This block is only used when a Signal to Train feature is required, and the associated feature consists in connecting the transmit and receive signals with the right and left ends of the track segment to transmit information to the train in the direction of propagation towards the train, depending on the train direction over the track.
  • the switch 108 is controlled by the processing and control unit 10 using the transmit signal itself.
  • the vital receiver 104 provides vital monitoring of all the parameters required to ensure safe operation of the system. Its main tasks are to acquire and manage the following signals:
  • the vital receiver 104 has the purpose of managing analog to digital conversion of the signals transmitted and received to and from the track segment.
  • each section, each module and each signal are replicated once.
  • the vital receiver comprises two adders 41, 42. These adders separate the input signals into two individual A/D conversion channels designated by numerals 40 and 40' and particularly separate the signals that come from the track segment TX-TRACK from the check signal TX-RECHECK signal that comes from the power amplifier 103. Also, the adders inject the amplitude test signal by providing an analog addition of the input signal and two test signals (TEST_V1 e TEST_V2) for each A/D conversion channel. An external clock 43 generates an independent time base that is used as a reference frequency for the A/D conversion channels. These channels perform analog/digital conversion of the following signals:
  • the structure of the A/D conversion channels 40 and 40' is shown in Figure 11 .
  • the ADC analog to digital conversion section 410 and the multiplexer MUX 411 are controlled by a driver unit 412.
  • the following signals are provided at the input of the multiplexer 411:
  • a voltage reference signal for the analog-to-digital converter 410 is further provided at the input of the multiplexer. This reference signal is generated by a section 417 that is part of the analog-to-digital converter 410.
  • diagnostic parameters acquired by the diagnostic subsection 107 are provided to the multiplexer 411.
  • test signals TEST_V (i.e. TEST_V1 and TEST_V2 a depending on the A/D channel being used) are generated by two DAC sections 418 that are controlled by the processing and control section 10 using the TEST_V signal to certify safe operation of the analog-to-digital conversion process.
  • the analog-to-digital conversion section 410 turns the analog signals from the track segment into digital signals and transmits them through the network interface module 100 and through the network 20 to the processing and control unit 10 once the signals converted into digital form have been coded with the identification key in a section located at the output of the AD converter 410 and designated by numeral 419.
  • the test signals TEST_V and TEST_F are generated from TEST signals that come from the processing and control unit 10 in a section 420 specially designed therefor.
  • the track interface module 302 is shown in Figure 13 and consists of the part of the system that is designed to perform the tasks of interconnection with the track in terms of impedance matching and signal level adaptation to the track.
  • the track interface 302 receives the transmit signals TX-SIGNALS, i.e. the signals to be transmitted to the track segment from the field interface 301 and provides them to the track elements 303 as TX_TRACK signals, after submitting these signals to the following steps:
  • the track elements physically consist of the components or devices of the system that are located close to the track and are used to balance traction return currents, to compensate for track impedance, to ensure safe operation and to implement electric joints.
  • Electric connection with the track rails is provided by an electric receive and transmit joint 600.
  • This joint is used to electrically separate adjacent track segments and balance the traction return current.
  • the rails 610 that carry the track circuit signals and the traction return signal of the train are also to be considered as a track circuit element and hence as a track element.
  • the compensation capacity 630 allows equalization of the frequency response of the track and affords longer track segments of the track circuits.
  • this is a typical digital connection network that can be of various types and operate according to various protocols.
  • a star topology is currently preferable for the logic network and possibly also for the power network.
  • the power network may also have a ring topology.
  • a network structure example from the point of view of communication techniques is the ISO-OSI layer model.
  • the network model is preferably, but without limitation, a client/server network model in which the processing and control units 10 act as servers and the track segment interfacing units act as clients.
  • the communication technique is of the message passing type.
  • the transmit signals are coded.
  • two different frequencies are used for the transmit signals provided to the track.
  • the transmit signals with the two different frequencies are distributed over the track circuits so that signals with different frequencies, corresponding to these two frequencies, are transmitted to two adjacent track segments.
  • the transmit signals with different frequencies are coded, coding being also carried out using two different codes, each of said two codes being only used for coding signals having one of these two frequencies.
  • Signal coding is advantageously a Direct Sequence Spread Spectrum (DSSS) or a Frequency Hopping Spread Spectrum (FHSS) coding, allowing determination of the receive signal component associated with a particular track segment by decoding the receive signals through relation with the signal that is deemed to be associated with the relevant track segment.
  • DSSS Direct Sequence Spread Spectrum
  • FHSS Frequency Hopping Spread Spectrum

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (6)

  1. System zum Detektieren eines Eisenbahnzugs, umfassend:
    a) eine Bahnstrecke mit mindestens einem Gleis, wobei das Gleis in mehrere aufeinanderfolgende Gleissegmente geteilt ist, die als Gleisblöcke bekannt sind,
    b) für jedes der Gleissegmente bereitgestellte Mittel (10, 100) zum Erzeugen und Senden von Signalen zum Detektieren des Zugs;
    c) und Mittel (317, 104) zum Empfangen der durch eine Änderung der gesendeten Signale erzeugten Detektiersignale von dem Gleisblock;
    d) Mittel (311) zum Verarbeiten der von dem Gleisblock empfangenen Detektiersignale, um auf der Grundlage der in den empfangenen Signalen gegenüber den gesendeten Signalen festgestellten Änderungen die Betriebs- oder Arbeitsbedingungen des Gleisblocks zu ermitteln;
    e) Mittel (313) zum Erzeugen von Statussignalen, welche die Betriebs- oder Arbeitsbedingungen des Gleisblocks angeben, und zum Senden der Statussignale an eine zentrale Bahnnetzleitstelle (1);
    f) die Mittel (110) zum Empfangen von Steuersignalen zum Detektieren des Zugs von der zentralen Bahnnetzleitstelle (1);
    g) einen oder mehrere jedem Gleisblock zugeordnete lokale Schnittstellenköpfe (30) zur Anbindung an einen entsprechenden Gleisblock, welche umfassen: die Mittel (100) zum Erzeugen und Senden von Signalen zum Detektieren des Zugs und die Mittel (104) zum Empfangen der Detektiersignale, die durch eine Änderung der an den Gleisblock gesendeten Detektiersignale erzeugt werden, von dem Gleisblock;
    h) wobei die lokalen Schnittstellenköpfe (30) ferner eine Schnittstelle (301) für die digitale Nachrichtenübertragung gemäß einem vorgegebenen Kommunikationsprotokoll mit einer gesonderten Verarbeitungs- und Steuereinheit (10) umfassen;
    i) wobei die Verarbeitungs- und Steuereinheit (10) eine digitale Nachrichtenübertragungsschnittstelle (172) umfasst, die mit demselben Kommunikationsprotokoll wie die lokalen Schnittstellenköpfe (30) betrieben wird;
    j) und wobei die Verarbeitungs- und Steuereinheit (10) Hardware (311, 312, 313, 318) umfasst, in deren Speicher ein Verarbeitungs-und Steuerprogramm gespeichert ist, um von der Hardware ausgeführt zu werden, und wobei die Verarbeitungs- und Steuereinheit (10) die Steuersignale erzeugt und zu den lokalen Schnittstellenköpfen (30) sendet, zum Anstoßen der lokalen Schnittstellenköpfe, um die vorgegebenen Detektiersignale zu erzeugen und zu senden, und zum Empfangen der Detektiersignale;
    k) und wobei die Verarbeitungs- und Steuereinheit (10) die von den lokalen Schnittstellenköpfen (30) empfangenen Detektiersignale verarbeitet, um auf der Grundlage der in den empfangenen Signalen festgestellten Änderungen gegenüber den gesendeten Signalen die Betriebs- oder Arbeitsbedingungen des Gleisblocks zu ermitteln, und Statussignale erzeugt, welche die Betriebs- oder Arbeitsbedingungen des Gleisblocks angeben;
    l) während die Verarbeitungs- und Steuereinheit (10) mit der zentralen Bahnnetzleitstelle (1) kommuniziert, um die Statussignale an diese zu senden;
    m) wobei die Schnittstellenköpfe (30) und/oder der Gleisblock und die Verarbeitungs- und Steuereinheit (10) Mittel (104, 107, 311, 317) für eine Diagnoseprüfung ihrer Betriebsbedingungen aufweisen,
    dadurch gekennzeichnet, dass
    n) die zentrale Verarbeitungseinheit Mittel zum Integrieren von zwei oder mehr Gleiskreisen aufweist;
    o) die Diagnosemittel und die Mittel zum Integrieren von zwei oder mehr Gleiskreisen ein Diagnoseprogramm und ein Gleiskreis-Integrierprogramm sind, welche von der Verarbeitungs- und Steuereinheit (10) oder einem Unterabschnitt dieser Einheit (311, 312, 313) gespeichert und ausgeführt werden.
  2. System nach Anspruch 1, dadurch gekennzeichnet, dass die Schnittstelle (301) für die Kommunikation zwischen den lokalen Schnittstellenköpfen (30) und der Verarbeitungs- und Steuereinheit (10) mit einem Netzkommunikationsprotokoll betrieben wird, wobei ein Kommunikationsnetz (20) vorgesehen ist.
  3. System nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass mehrere parallele Verarbeitungsund Steuereinheiten (10) vorgesehen sind, welche entlang einer Bahnstrecke angeordnet sind, wobei jede die Signale einer Teilmenge von lokalen Schnittstellenköpfen (30) steuert und verarbeitet, welche mit entsprechenden Gleisblöcken einer Teilmenge von Gleisblöcken verbunden sind, während jede Verarbeitungs- und Steuereinheit (10) unabhängig mit der zentralen Bahnnetzleitstelle (1) kommuniziert, wobei jeder lokale Schnittstellenkopf (30) und/oder Gleisblock und jede Verarbeitungs- und Steuereinheit (10) durch einen Identifizierungscode eindeutig identifiziert ist, welcher den Signalen für die Kommunikation zwischen den lokalen Schnittstellenköpfen (30) und der entsprechenden Verarbeitungs- und Steuereinheit (10) und zwischen den verarbeitungs- und Steuereinheiten (10) und der zentralen Bahnnetzleitstelle (1) zugeordnet ist.
  4. System nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die lokalen Schnittstellenköpfe (30), die an jeden Gleisblock angebunden sind, die Sendereinheit und die Empfängereinheit des Gleiskreises bilden, zum Erzeugen eines Zugdetektiersignals und zum Senden des Signals an den Gleisblock und zum Empfangen des Zugdetektiersignals von dem Gleisblock, während die Verarbeitungs- und Steuereinheit (10) die Einheit ist, welche die Sender- und die Empfängereinheiten und die Mittel zum Verarbeiten der Detektiersignale, die von dem Gleisblock empfangen werden, steuert, zum Ermitteln des Vorhandenseins oder Nichtvorhandenseins eines Zugs auf dem Gleisblock.
  5. System nach Anspruch 4, dadurch gekennzeichnet, dass die Verarbeitungs- und Steuereinheit (10) Mittel (312, 313, 316) zum Erzeugen von Signalen für die simulierte Anzeige des Vorhandenseins oder Nichtvorhandenseins des Zugs innerhalb eines oder mehrerer Gleisblöcke aufweist.
  6. System nach Anspruch 5, dadurch gekennzeichnet, dass Mittel (310, 310'; 311, 312, 313, 318) zum Integrieren von zwei oder mehreren Gleiskreisen, die zwei oder mehreren benachbarten Gleisblöcken entsprechen, zu einem einzigen zusammengesetzten Gleiskreis und, beim Ausfall von einem der zwei oder mehr Gleiskreise, die Sender- und Empfängereinheiten der gestörten Gleiskreise durch mindestens eine Sendereinheit und eine Empfängereinheit von denen des/der funktionierenden Kreise(s) ersetzt werden, wobei die mindestens eine Sendereinheit und die mindestens eine Empfängereinheit die Gruppe aus zwei oder mehreren integrierten Gleiskreisen bedienen.
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AT08425091T ATE520577T1 (de) 2008-02-14 2008-02-14 System zur detektion von zügen auf eisenbahnschienen
ES11171102T ES2425341T3 (es) 2008-02-14 2008-02-14 Sistema para la comunicación con trenes en líneas ferroviarias
ES08425091T ES2371298T3 (es) 2008-02-14 2008-02-14 Sistema de detección de trenes en líneas ferroviarias.
EP11171102.4A EP2390158B1 (de) 2008-02-14 2008-02-14 System zur Kommunikation mit Zügen auf Eisenbahnstrecken

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ES2371298T3 (es) 2011-12-29
ES2425341T3 (es) 2013-10-14
EP2390158A2 (de) 2011-11-30

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