EP2100792B1 - Detection system and method for railway track circuits using BPSK modulated coding - Google Patents

Detection system and method for railway track circuits using BPSK modulated coding Download PDF

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Publication number
EP2100792B1
EP2100792B1 EP08290231A EP08290231A EP2100792B1 EP 2100792 B1 EP2100792 B1 EP 2100792B1 EP 08290231 A EP08290231 A EP 08290231A EP 08290231 A EP08290231 A EP 08290231A EP 2100792 B1 EP2100792 B1 EP 2100792B1
Authority
EP
European Patent Office
Prior art keywords
track section
section unit
signal
track
bpsk
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
EP08290231A
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German (de)
English (en)
French (fr)
Other versions
EP2100792A1 (en
Inventor
Matthew Radmore
Jing Cai
Kevin Stewart
John Parker Smith
Andrew Millar
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to ES08290231T priority Critical patent/ES2347898T3/es
Priority to EP08290231A priority patent/EP2100792B1/en
Priority to AT08290231T priority patent/ATE471857T1/de
Priority to DE602008001597T priority patent/DE602008001597D1/de
Priority to KR1020090019798A priority patent/KR101431285B1/ko
Publication of EP2100792A1 publication Critical patent/EP2100792A1/en
Application granted granted Critical
Publication of EP2100792B1 publication Critical patent/EP2100792B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route

Definitions

  • the invention relates to a system for detecting the presence or absence of a rail vehicle on a track section unit of a track, comprising a track section unit transmitter and at least a track section unit receiver.
  • Track circuits are commonly used as fail-safe means of rail vehicle detection within complete railway signalling systems.
  • these typically consist of an audio-frequency transmitter connected via the tracks to a tuned receiver, which will only indicate the absence of a rail vehicle if the transmitted signal is received. Thus the presence of a rail vehicle on the track will block the transmitted signal.
  • Railways are divided into section units, each section unit having such a transmitter and a tuned receiver to determine the section unit occupied by the train.
  • modulation techniques in use on railway track circuits include Frequency Shift Keying (FSK) and Phase Shift Keying (PSK) in order to form a distinct electrical signal that is transmitted along the track.
  • FSK Frequency Shift Keying
  • PSK Phase Shift Keying
  • PSK is well known to the communications industry for providing good data rate in potentially noisy track circuit environment conditions. Thus, it makes it possible to develop a signal with some level of uniqueness, which differentiates it from any other track circuit and from the signals generated in the traction return system.
  • An apparatus using PSK modulation technique for railway track circuits is known from US 2003/0112131 .
  • This apparatus may be set on at least one section unit of railway and focuses on a Quadrature Phase Shift Keying (QPSK) modulated signal that carries a digital message including an indication of the identity of the track section unit.
  • QPSK Quadrature Phase Shift Keying
  • a transmitter generates the signal, which is transmitted to the track circuit.
  • a receiver may detect the signal, the receiver only indicating that the track section unit is clear having received a QPSK signal of amplitude greater than a threshold and carrying the correct track section unit identity.
  • Such an apparatus is able to carry enough data to contain unique track identities and to transfer other data external to the track circuit system.
  • using a threshold allows the equipment to reliably detect only signals having an amplitude greater than potential noise sources.
  • this apparatus uses a fixed threshold in order to make the correct decision about presence of the train or not under most circumstances. Yet, there are many unpredictable situations, which may interfere with the received signal and hence reduce the ability of a simple threshold to make the right decision. In noisy conditions, particularly in presence of interference between several track circuits, the ratio between the signal to be received from the transmitter and noise signals may influence signal detection towards this fixed threshold. Thus, such an apparatus will tend to unreliability when the interfering signal causes too much noise for a safe track section unit clear decision to be made.
  • QPSK is a complex modulation technique, which requires sophisticated data processing systems.
  • the present invention addresses these problems by providing a system for detecting the presence or absence of a rail vehicle on a track section unit of a track, comprising:
  • This detection system takes a track section unit clear decision only after having met two essential conditions.
  • the track section unit receiver has to receive a BPSK signal at least one portion of which carries the expected indication of the identity of the track section unit, this portion being greater than or equal to a preset threshold.
  • the energy of this portion has to be greater than or equal to a pre-determined proportion of the total received energy.
  • the energy value of the portion correlated to the expected indication of the identity of the track section unit represents the energy value of the signal from the track section unit transmitter.
  • the total energy of the signal received by the receiver includes the energy value of this portion, as well as those of any unexpected signal from other track circuits and any noise.
  • a coherent BPSK modulation may be used. This will allow the correlation to be implemented with no requirement for synchronisation. The necessary information needed to determine the amount of received energy that correlates with the expected digital information signal will be contained in a single baseband channel.
  • the BPSK signal may further be constrained to a narrow frequency band.
  • the BPSK signal may further be a coherent or a differential (DBPSK) form of a BPSK modulated signal.
  • DBPSK differential
  • the pre-determined minimum proportion of the total received energy is combined with a specific subset of code words with a defined minimum distance at all cyclic rotations to be used with said track section unit.
  • the detection system may further comprise at least two receivers, each receiver being on an opposite side of the track section unit.
  • the preset threshold may further be set for the track section unit.
  • This threshold may be set for that particular track section unit on the basis of the expected energy level of the signal transmitted by the track section unit transmitter through the particular set of track circuit conditions carrying the indication of the identity of the track section unit.
  • a method for monitoring a system for detecting the presence or absence of a rail vehicle on a track section unit of a track said system comprising a track section unit transmitter and at least one track section unit receiver, said method comprising:
  • the method may further comprise:
  • the detection system will consider that measurement conditions are good enough to make a track section unit safe decision. Otherwise, the detection system will detect that interfering signal is too great for a safe track decision to be made and will indicate an occupied track section unit for the duration of this condition.
  • the first condition will be examined only if the second condition is met. If the first condition is filled, a track section unit clear decision will be made. Otherwise, a track section unit occupied decision will be made.
  • Figure 1 illustrates an example of a rail vehicle 2 which may have train-carried equipment on a railway track 1.
  • Railway track circuits with detection systems according to the present invention are used for determining the position of the rail vehicle 2.
  • the railway 1 is divided in track section units 3,3',3" set on different parts of the railway track 1.
  • Each track section unit 3,3',3" is associated with a detection system according to the invention, in order to detect the presence or absence of the said rail vehicle 2 on said track section unit.
  • Figure 2 illustrates a railway track circuit on a track section unit 3 including a detection system according to the present invention.
  • the detection system forms a track circuit and contains a track section unit transmitter 5 coupled with the track section unit 3 via a track interface 6 and, at or adjacent the other end of the track section unit 3, a track section unit receiver 7 coupled with the track section unit 3 via a track interface 8.
  • the transmitter 5 may receive external data on an input 9 and an indication of the identity of the track section unit on an input 10.
  • the receiver 7 receives an indication of track section unit-identity on an input 13 and supplies external data on an output 11, and an indication of whether or not the track section unit is clear on an output 12.
  • the train-carried equipment 4 comprises a receiver 14 providing external data on an output 15 and an indication of track section unit identity on an output 16.
  • said receiver 14 has a structure identical with or similar to that of receiver 7.
  • the track section unit transmitter 5 generates a unique signal that is coupled into the track section unit 3 and propagates along the track to receiver 7.
  • This signal carries a BPSK modulated message that is repeated on a cyclic basis.
  • This message is a digital identification message that contains a track section unit identity, which is unique to that track section unit within a given geographic area.
  • Other external data may also be included, e.g. trackside communication information or information to a train on the track circuit.
  • the track section unit receiver 7 receives a signal and measures its amplitude and the energy level of the portion of the signal carrying this unique digital identification message. If the portion containing the expected track section unit identity has an amplitude greater than or equal to a threshold set for that particular track section unit and its energy is greater than or equal to a pre-determined minimum proportion of the total energy of the signal, the receiver 7 drives a track section unit clear output.
  • the detection system uses a Binary Phase Shift Keying (BPSK) modulation technique.
  • BPSK Binary Phase Shift Keying
  • the information is conveyed by a phase change in a carrier waveform.
  • the available range of phase change is 2 ⁇ radians. This range is divided into an even number M of phase transitions, each transition representing a different information data value. Common numbers M of transitions are 2 (Binary), 4 (Quadrature), 8, 16 and-32. The higher the order M of transitions, the higher the error rate for a given signal to noise ratio.
  • Figure 3 represents the constellation diagram for Binary PSK modulation technique. It uses two phases 17,18 which are separated by 180°. These two constellation points 17,18 are positioned on the real axis at 0° and 180°, but they may be anywhere as long as they are separated by 180°. This modulation is the most robust of all PSK modulations since it takes serious distortion to make the demodulator reach incorrect decision. As the bandwidth of the signal is limited, this modulation is sufficient, although it is only able to modulate one bit per symbol.
  • FIG. 4 illustrates a block diagram of a track section unit transmitter 5 of the detection system.
  • the transmitter 5 comprises a BPSK modulation module 20, and, where applicable, a BPSK signal orthogonal addition module 21, a data appending module 22, an internal condition data monitoring module 23 and a DBPSK modulation module 24.
  • the BPSK modulation module 20 receives track section unit unique ID on input 10 and converts it into a BPSK signal, using a carrier signal.
  • the BPSK signal orthogonal addition module 21 receives this BPSK signal and other differential BPSK (or DBPSK) signals issued from external data. This external data is received via said input 9 by the data appending module 22, which also receives monitoring data from the internal condition data monitoring module 23.
  • module 22 is applied to DBPSK modulation module 24 in order to convert this data in a differential BPSK signal.
  • Module 21 receives signals from modules 20 and 24, and adds them orthogonally. The output data of module 22 is then transmitted to each of the two rails of track section unit 3 via track interface 6.
  • the BPSK modulation is coherent.
  • the use of such a modulation allows a single baseband channel (demodulated signal) to contain all the necessary information needed to determine the amount of received energy that correlates with the expected digital identification message (the expected signal) as well as the total energy of the received signal (the expected signal combined with any unexpected signal and any noise).
  • FIG. 5 illustrates a block diagram of a track section unit receiver 7 of the detection system. It should be clear that such a detection system may have more than one such receiver.
  • the receiver 7 comprises frequency-limited carrier recovery module 30, a down converter 31, a cross correlation module 32, an energy level measurement module 33, a track section unit clear decision 34, and, where applicable, second down converter31', a DBPSK baseband to data module 35, a data appending module 36 and an internal condition data monitoring module 37.
  • Receiver 7 receives a signal from the track section unit 3 via track interface 8. This input signal from the track section unit 3 is transmitted to the frequency-limited carrier recovery module 30 in order to recover the initial carrier signal.
  • the down converter 31 receives the recovered carrier signal from module 30 and the input signal from the track section unit 3.
  • demodulated BPSK signal which is expected to contain the track section unit unique ID.
  • the demodulated BPSK signal is applied to modules 32, 33 and 35.
  • the second down converter 31' also receives the recovered carrier signal from module 30 and the input signal from the track section unit 3. These signals are converted to obtain a demodulated DBPSK signal, which is expected to contain the external data.
  • the DBPSK baseband to data module 35 allows extracting external data, which was differentially BPSK modulated in transmitter 5.
  • the appending data module 36 receives data extracted from the demodulated signal via module 35 and data from the internal condition data monitoring 37. Appended data is then determined in order to obtain external data on output 11.
  • the cross-correlation module 32 also receives the expected track section unit unique ID in order to extract the portion of the BPSK demodulated signal carrying the expected track section unit unique ID. Module 32 delivers on its output the energy level of this portion of the BPSK demodulated signal.
  • the energy level measurement module 33 determines energy level of the demodulated signal. Module 33 delivers on its output the total energy level of the demodulated signal, including any unexpected signal, for example from a transmitter of another track section unit, and any noise.
  • Signals from module 32 and module 33 are applied to track section unit clear decision module 34 in order to determine the absence or presence of a train on the corresponding track section unit 3.
  • two operations are achieved.
  • the energy value of the portion of the signal carrying the expected track section unit unique ID is compared with a pre-determined minimum proportion of the total received energy value. This minimum proportion value is stored in said module 34. The proportion may be set between 30% and 100% dependent upon the coding scheme used. If the energy value of the portion of the signal carrying the expected track section unit unique; ID is greater than or equal to the pre-determined minimum proportion of the total received energy value, module 34 determines that a track section unit safe decision can be made. Otherwise, module 34 detects that the interfering signal is too high for a safe track section unit decision to be made and indicates an occupied track for the duration of this condition.
  • module 34 If module 34 has determined that a track section unit safe decision can be made, the energy value of the portion of the signal carrying the expected track section unit unique ID is compared with a threshold value set for that particular track circuit. This threshold value is stored in module 34. Typical threshold currents will be in the range of 10mA to 200mA. If the energy value of the portion of the signal carrying the expected track section unit unique ID is greater than or equal to said preset threshold value, a track section unit clear decision will be made. Otherwise, a track section unit occupied decision will be made.
  • the detection system is able to determine the absence or presence of a train on a track section unit 3 of a track 1 even when high levels of interference are present.
  • Figure 6 illustrates a method used by above-mentioned track section unit clear decision module 34 of track section unit receiver 7 to determine the absence or presence of a rail vehicle on track section unit 3.
  • the first step 40 consists in comparing the energy value of the portion of the signal carrying the expected track section unit unique ID with a pre-determined minimum proportion of the total received energy value. If said energy value of the portion of the signal carrying the expected track section unit unique ID is greater than or equal to said pre-determined minimum proportion of the total received energy value, there will be a shutdown 41 and a fault indication 42 to indicate that interfering signal is too great for a safe track section unit clear decision to be made. Otherwise a determination of absence or presence of a train on the track section unit 3 will be possible.
  • the next step 43 consists in comparing the energy value of the portion of the signal carrying the expected track section unit unique ID with the preset threshold value. If said energy value of the portion of the signal carrying the expected track section unit unique ID is greater than or equal to said preset threshold value, it will be indicated an absence 45 of a rail vehicle on the track section unit 3. Otherwise it will be indicated a presence 44 of a rail vehicle. This method is repeated on a cyclic basis.
  • Figure 7 illustrates a railway track circuit on a track section unit including a detection system according to another embodiment of the present invention.
  • Said detection system contains a track section unit transmitter 5 coupled with the track section unit 3 via track interface circuitry 6, a track section unit receiver 7 at the one end of the track section unit 3, coupled with the track section unit 3 via track interface circuitry 8 and, at the other end of said track section unit 3, a track section unit receiver 7' coupled with the track section unit 3 via track interface circuitry 8'.
  • the transmitter 5 is therefore arranged between the two receivers 7,7'.
  • the detection system according to this embodiment of the invention allows a single transmitter 5 to drive two track section units or for the length of a single track section unit 3 to be twice that which would otherwise be possible, because of the arrangement of said receivers 7,7'.
  • the detection system may replace existing track circuit apparatus world wide, in particular on electric lines with high levels of traction interference and in complex station areas with high risk of false feed from a nearby track circuit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Digital Transmission Methods That Use Modulated Carrier Waves (AREA)
EP08290231A 2008-03-11 2008-03-11 Detection system and method for railway track circuits using BPSK modulated coding Not-in-force EP2100792B1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
ES08290231T ES2347898T3 (es) 2008-03-11 2008-03-11 Sistema y metodo de deteccion para circuitos de vias ferroviarias que utilizan una codificacion modulada bpsk.
EP08290231A EP2100792B1 (en) 2008-03-11 2008-03-11 Detection system and method for railway track circuits using BPSK modulated coding
AT08290231T ATE471857T1 (de) 2008-03-11 2008-03-11 Erkennungsvorrichtung und verfahren für gleisstromkreise mit bpsk modulierter codierung
DE602008001597T DE602008001597D1 (de) 2008-03-11 2008-03-11 Erkennungsvorrichtung und Verfahren für Gleisstromkreise mit BPSK modulierter Codierung
KR1020090019798A KR101431285B1 (ko) 2008-03-11 2009-03-09 Ｂｐｓｋ 변조 코딩을 이용하여 철도 트랙 회로들을 탐지하는 시스템 및 방법

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08290231A EP2100792B1 (en) 2008-03-11 2008-03-11 Detection system and method for railway track circuits using BPSK modulated coding

Publications (2)

Publication Number Publication Date
EP2100792A1 EP2100792A1 (en) 2009-09-16
EP2100792B1 true EP2100792B1 (en) 2010-06-23

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EP08290231A Not-in-force EP2100792B1 (en) 2008-03-11 2008-03-11 Detection system and method for railway track circuits using BPSK modulated coding

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EP (1) EP2100792B1 (pt)
KR (1) KR101431285B1 (pt)
AT (1) ATE471857T1 (pt)
DE (1) DE602008001597D1 (pt)
ES (1) ES2347898T3 (pt)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009010907A1 (de) * 2009-03-02 2010-09-16 Siemens Aktiengesellschaft Vorrichtung zur Detektion des Belegt- und Freizustandes eines Gleisabschnitts sowie Verfahren zum Betreiben einer solchen Vorrichtung
IT201900014706A1 (it) * 2019-08-13 2021-02-13 Tecnologie Mecc S R L Metodo ed apparato di rilevazione di presenza di treni

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Publication number Priority date Publication date Assignee Title
SE465458B (sv) * 1990-01-25 1991-09-16 Eb Signal Ab Spaarledningssystem
US5902341A (en) * 1996-10-30 1999-05-11 Scientific-Atlanta, Inc. Method and apparatus to automatically generate a train manifest
GB0127927D0 (en) 2001-11-21 2002-01-16 Westinghouse Brake & Signal Railway track circuits
GB2400222B (en) * 2003-04-01 2005-11-30 Trevor Edwin Clegg Railway train detection system

Also Published As

Publication number Publication date
ATE471857T1 (de) 2010-07-15
EP2100792A1 (en) 2009-09-16
DE602008001597D1 (de) 2010-08-05
ES2347898T3 (es) 2010-11-22
KR20090097801A (ko) 2009-09-16
KR101431285B1 (ko) 2014-08-20

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