EP2112045B1 - Anordnung und Verfahren zur Detektion von Schienenverkehr - Google Patents

Anordnung und Verfahren zur Detektion von Schienenverkehr Download PDF

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Publication number
EP2112045B1
EP2112045B1 EP08007715A EP08007715A EP2112045B1 EP 2112045 B1 EP2112045 B1 EP 2112045B1 EP 08007715 A EP08007715 A EP 08007715A EP 08007715 A EP08007715 A EP 08007715A EP 2112045 B1 EP2112045 B1 EP 2112045B1
Authority
EP
European Patent Office
Prior art keywords
balise
vehicle
passing
signal
balises
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
EP08007715A
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English (en)
French (fr)
Other versions
EP2112045A1 (de
Inventor
Fredrik Täng
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 PT08007715T priority Critical patent/PT2112045E/pt
Priority to ES08007715T priority patent/ES2349327T3/es
Priority to AT08007715T priority patent/ATE481285T1/de
Priority to DE602008002558T priority patent/DE602008002558D1/de
Priority to EP08007715A priority patent/EP2112045B1/de
Publication of EP2112045A1 publication Critical patent/EP2112045A1/de
Application granted granted Critical
Publication of EP2112045B1 publication Critical patent/EP2112045B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/08—Electric devices associated with track, e.g. rail contacts magnetically actuated; electrostatically actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to an arrangement and to a method for detecting track bound traffic, in particular traffic on railways.
  • the invention relates to track occupancy detection devices for track bound traffic, in particular railways.
  • track occupancy is determined by comparing signals resulting from vehicle passages at several locations along a track. These signals need to be similar in order to evidence that the train has not lost a carriage during the journey.
  • Such devices supply track occupancy data to other systems like interlockings, which set and release routes accordingly.
  • the new European Train Control System Level 1 uses track-mounted controlled transponders, also referred to as balises to transmit movement authorities to passing trains, see e. g. EP1607300 . These devices do not cover track occupancy detection.
  • the proposed European Train Control System Level 3 only provides balises and avoids lineside track occupancy detection devices. The trains report their position to the lineside by radio. This system also needs train integrity data for track release. For several train types like permanently coupled multiple unit passenger trains this data can readily be obtained by on-board devices. This does not hold for other train types like goods trains with no data link from the locomotive to the last carriage. Therefore European Train Control System lines need track circuits or axle counters so far.
  • Object of this invention is a cost and performance optimised detection of traffic on tracks, and more particularly, a corresponding track occupancy detection device.
  • balises are known for the purpose of data transfer between a vehicle passing the balise and the balise. It is proposed that at least one balise comprises a sensing device adapted to produce a signal when a vehicle is passing the balise and that there are signal detecting means, which are connected to and/or integrated in the sensing device and which are adapted to determine from the signal that the train is passing the balise.
  • signal detecting means which are connected to and/or integrated in the sensing device and which are adapted to determine from the signal that the train is passing the balise.
  • a connection e.g. a cable and/or wireless connection
  • a control unit which controls the data transfer
  • the determination that the signal produced by the balise when a vehicle is passing actually represents a passing vehicle can be made within the balise, by a determination device in the vicinity of the balise and/or by a determination device far away from the balise (such as the control device).
  • a signal is understood to be any information which can be obtained by the detecting means, e.g. by actively sending data to the detecting means and/or by measuring an operating state (such as the impedance) of the sensing device.
  • An arrangement comprising at least one balise and a control unit for controlling the data transfer may have, according to one embodiment of the invention, additional means measuring a signal (in particular a sequence of signals or a time-dependent signal) representing the underside structure of the passing train.
  • balises are usually mounted in the track in pairs - one fixed balise and one controlled balise.
  • a controlled balise gets input regarding the telegram to send from a so-called Lineside Electronic Unit LEU that is connected to it using a special cable that can be hundreds of meters long.
  • the LEU sends information related to the telegram to the connected balises all the time, not just when there is a train present.
  • the balise contains a conducting loop system that constitutes one side of an air-transformer.
  • the other side of the transformer is situated on the passing train. As the train passes over the balise, the transformer takes shape.
  • the invention is to add an extra function to the LEU and balise that performs train detection and train integrity check.
  • the extra function should preferably not interfere with the European Train Control System standard. Therefore, according to a preferred embodiment, at least one, preferably, at least two extra conducting loops being directly accessible to the LEU and being (in the case of at least two loops) shifted in the train travelling direction are added to a balise.
  • two balises or more than two balises each bear at least one extra loop.
  • the extra loop(s) is/are preferably mounted next to the loop(s) that already exist in the present balise. Additional conductor pairs may be added to the cables that connect the balises and the LEU.
  • the balise of the arrangement may comprise a loop of an electrically conducting material being the sensing device.
  • this loop is an additional loop.
  • Additional means in addition to any other loop or loops of the balise which is/are used to transfer data.
  • the loop may be alternating current-fed so that its impedance changes according to the coupling with the vehicle passing the ballse.
  • a power supply feeds alternating current to the loop or loops of the balise(s).
  • a dedicated impedance measuring device is present that is connected to the (extra) loops in the balise(s), for example via the cables.
  • the loop has a first impedance (a certain measurable impedance).
  • the material of the vehicle e. g. metal
  • Track occupancy data may be added to the interface protocol between the detecting means and interlocking.
  • the impedance may be determined by measuring the electric current in the loop.
  • other measurement principles may be applied alternatively, such as measuring the shift (caused by the change of the permeability) of the resonance frequency of an oscillator circuit which comprises the loop.
  • two or more loops contained in the one or more balises are positioned at a distance to each other in the direction of travel of the track and the arrangement comprises evaluation means adapted to evaluate a time shift between signals produced by the loops, thereby evaluating a measure for the speed of the passing vehicle.
  • the speed can be calculated using the known distance between the loops in the direction of travel and by determining the spatial signal shape.
  • Two alternating current-fed loops may be located at shifted positions (with respect to the vehicle's or train's travelling direction, i.e. the direction of travel of the track) in the balise or balises and the impedances changes resulting from of the train's underside passing the balise or balises.
  • Vehicle (such as a train comprising several units mechanically coupled together) integrity can be determined by comparing the signal shapes representing the vehicle. Mainly, the change of permeability is caused by the underside of the vehicle which passes the balise closely. For example, the impedance in the loop is highest below axles of a passing rail vehicle. Missing peaks represent missing axles (i.e. integrity is violated). If some parts of the signal are missing at any stage, it is concluded that the train has lost a carriage and corrective action can be taken. Integrating the speed of the train over time yields the total length of the train.
  • the length of the vehicle is registered and compared to neighbouring control units (which control balises in other sections of the track) and/or reported to the interlocking for every balise passage. It would then be the task of the interlocking computer to ensure that within the allowable inaccuracy the reported length of the train is the same throughout the train journey. If the length of the train becomes significantly smaller at any stage, the train has lost a carriage and corrective action can be taken.
  • the ratio of track circuits to balise groups on a typical European Train Control System Level 1 line is about 1:1.
  • the Invention can also be combined with fixed balises only thus providing track occupancy detection for systems like the European Train Control System Level 2 substituting track circuits and axle counters. The LEU then does not control the transmission of movement authorities and the like via the balises.
  • measurements should be restricted to the short-wave band.
  • Immunity is further improved if the impedance measurements are performed in a range of frequencies simultaneously.
  • Spread-spectrum techniques can be used for this purpose.
  • the impedance measuring signal can be superimposed on the conductor pair that already connects the balise to the control device for movement authority telegram transmission. This means that the existing cable can be used as it is today, which is an extra reduction in cost.
  • balises 1 and 2 are mounted in a conventional manner at the centre of a railway track 3.
  • the balises 1 and 2 each bear a conductive loop fed by alternating current, labelled 4.1 for the left balise and 4.2 for the right balise.
  • a second loop system 5.1 respectively 5.2 is the usual reception and transmission loop system for movement authorities to the train.
  • the alternating current-fed loops are connected via cables 6.1 respectively 6.2 and the movement authority loops via cables 7.1 respectively 7.2 to a lineside electronic unit LEU 8.
  • the LEU is connected to an interlocking, symbolised by dotted lines.
  • FIG. 2 shows an optional preferred embodiment differing from figure 1 in that balise 2 is omitted and balise 1 contains two alternating current fed loops 4.L and 4.R surrounding volumes shifted along the train travelling direction, thus shifted to the left and right in the figure.
  • a train 9 travels along the railway track 3 and passes the balises 1 and 2 from figure 1 .
  • the train's underside has a varying structure with bogies 10 bearing the wheel sets. Alternating current is fed to the balise loops. Downwards arrows represent the permeability of the volume surrounded by the loop currents leading to increased impedance.
  • the main increase of permeability results from metal. The more metal is present and the closer it is to a balise, the higher is the loop impedance.
  • balise 1 is beneath a bogie's massive wheel set being close to the balise 1.
  • the impedance results to be high as depicted by the thick arrow.
  • Beautyse 2 is beneath a gap between the train's carriages. There is little metal at this location and the impedance results to be weak as depicted by the narrow arrow.
  • the diagrams in figure 4 show the impedance 11 of the loop 4.1 in balise 1 and impedance 12 of loop 4.2 in balise 2 of figure 3 plotted over time.
  • the references 11 and 12 point at the situation shown in figure 3 .
  • the time propagates towards the right on the abscissa.
  • the impedance is low as shown at the left half of the upper diagram and a short stretch at the left of the lower diagram.
  • the signal increases.
  • the train in figure 3 enters from the right and travels to the left. It first passes balise 2 being mounted further to the right.
  • the lower diagram therefore shows an earlier impedance increase and the upper diagram shows a similar signal time shifted towards the right.
  • the signal intensity varies with the amount and proximity of the metal at the train's underside.
  • the bogies 10 result in medium impedance and at the wheel set locations short peaks occur.
  • the signals from the two balises 1, 2 are time shifted but their shapes are similar because the same metal masses successively move over the balises 1, 2.
  • the known distance between the balises 1, 2 divided by the time shift yields the train speed which can be determined for each part of the signal whose shape can be correlated to the other balise's signal.
  • the first two wheel sets can easily be identified as the first two signal peaks from the left. Integrating the train speed with respect to the passage duration yields the train length. Because of the high data sampling rate, these measurements are accurate.

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

Claims (12)

  1. Anordnung, aufweisend eine oder mehrere Spur-montierte Balisen (1, 2) und eine streckenseitige Kontrolleinheit (8), wobei die Anordnung ausgestaltet ist,
    Daten zu vorbeifahrenden Fahrzeugen (9) zu übertragen,
    dadurch gekennzeichnet, dass
    zumindest eine Balise oder zumindest eine der Balisen (1, 2) eine Detektionseinrichtung aufweist, die ausgestaltet ist, ein Signal zu erzeugen, wenn ein Fahrzeug die Balise (1, 2) passiert, und die Anordnung Signal-Detektionsmittel aufweist, die mit der Detektionseinrichtung verbunden sind und/oder in die Detektionseinrichtung integriert sind und die ausgestaltet sind, aus dem Signal zu bestimmen, dass das Fahrzeug die Balise (1, 2) passiert.
  2. Anordnung nach Anspruch 1, wobei die Detektionseinrichtung eine Schleife (4.1, 4.2, 4.L, 4.R) aus einem elektrisch leitenden Material aufweist.
  3. Anordnung nach dem vorhergehenden Anspruch, wobei die Schleife (4.1, 4.2) mit Wechselstrom gespeist ist und ihre Impedanz entsprechend der Kopplung mit dem Fahrzeug, das die Balise (1, 2) passiert, sich ändert.
  4. Anordnung nach einem der zwei vorhergehenden Ansprüche, wobei
    - zwei oder mehrere der Schleifen (4.1, 4.2, 4.L, 4.R), die in einer oder mehreren Balisen (1, 2) enthalten sind, in einem Abstand zueinander positioniert sind, der sich von der Fahrtrichtung der Spur unterscheidet,
    - die Anordnung Auswertungsmittel aufweist, die ausgestaltet sind, eine Zeitverschiebung zwischen Signalen, die durch die Schleifen erzeugt werden, auszuwerten, und dadurch ein Maß für die Geschwindigkeit des vorbeifahrenden Fahrzeugs auszuwerten.
  5. Anordnung nach dem vorhergehenden Anspruch, gekennzeichnet durch Mittel zum Berechnen der Länge des Fahrzeugs aus der Geschwindigkeit und der Zeit, die zum Passieren einer Balise (1, 2) benötigt wird.
  6. Anordnung nach einem der vorhergehenden Ansprüche, gekennzeichnet durch Mittel zum Übertragen von Signalen und/oder Daten, die eine unterseitige Struktur des passierenden Fahrzeugs (9) repräsentieren, von der Detektionseinrichtung zu einer streckenseitigen Einheit (8) oder einem Stellwerk, wobei die streckenseitige Einheit (8) ausgestaltet ist, die Daten auszuwerten und zu bestimmen, ob die Daten der vollständigen unterseitigen Struktur des Fahrzeugs (9) entsprechen.
  7. Verfahren zum Bestimmen eines passierenden spurgebundenen Fahrzeugs, wobei eine oder mehrere Spur-montierte Balisen (1, 2), die durch eine streckenseitige Steuereinheit (8) gesteuert wird/werden, zum Übertragen von Daten zu passierenden Fahrzeugen, die als Detektionseinrichtung verwendet wird/werden, um ein Signal zu erzeugen, wenn ein Fahrzeug die Balise (1, 2) passiert, und es wird aus dem Signal bestimmt, dass das Fahrzeug die Balise (1, 2) passiert.
  8. Verfahren nach Anspruch 7, wobei eine Schleife (4.1, 4.2, 4.L, 4.R) aus einem elektrisch leitenden Material, die Teil der Balise (1, 2) ist, für die Erzeugung des Signals verwendet wird.
  9. Verfahren nach dem vorhergehenden Anspruch, wobei die Schleife (4.1, 4.2) wechselstromgespeißt ist und ihre Impedanz entsprechend der Kopplung mit dem Fahrzeug, das die Balise (1, 2) passiert, das Signal ist oder verwendet wird, das Signal zu erzeugen.
  10. Verfahren nach einem der zwei vorherhegenden Ansprüche, wobei
    - zwei oder mehrere der Schleifen (4.1, 4.2, 4.L, 4.R), die in der einen oder mehreren Balisen (1, 2) enthalten sind, in einem Abstand zueinander positioniert sind, der sich von der Fahrtrichtung der Spur unterscheidet,
    - eine Zeitverschiebung zwischen Signalen, die durch die Schleifen erzeugt werden, ausgewertet wird, und dadurch ein Maß für die Geschwindigkeit des vorbeifahrenden Fahrzeugs ausgewertet wird.
  11. Verfahren nach dem vorhergehenden Anspruch, wobei die Länge des Fahrzeugs aus der Geschwindigkeit und der Zeit, die für das Passieren einer Balise (1, 2) benötigt wird, berechnet wird.
  12. Verfahren nach einem der vorhergehenden Ansprüche, wobei Signale und/oder Daten, die die unterseitige Struktur des passierenden Fahrzeugs (9) repräsentieren, von der Detektionseinrichtung zu einer streckenseitigen Einheit (8) oder einem Stellwerk übertragen werden, wobei die streckenseitige Einheit (8) die Daten auswertet und bestimmt, ob die Daten die vollständige unterseitige Struktur des Fahrzeugs (9) repräsentieren.
EP08007715A 2008-04-21 2008-04-21 Anordnung und Verfahren zur Detektion von Schienenverkehr Not-in-force EP2112045B1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PT08007715T PT2112045E (pt) 2008-04-21 2008-04-21 Disposição e método para detectar tráfego ferroviário
ES08007715T ES2349327T3 (es) 2008-04-21 2008-04-21 Dispositivo y procedimiento para la detección de tráfico sobre una vía.
AT08007715T ATE481285T1 (de) 2008-04-21 2008-04-21 Anordnung und verfahren zur detektion von schienenverkehr
DE602008002558T DE602008002558D1 (de) 2008-04-21 2008-04-21 Anordnung und Verfahren zur Detektion von Schienenverkehr
EP08007715A EP2112045B1 (de) 2008-04-21 2008-04-21 Anordnung und Verfahren zur Detektion von Schienenverkehr

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08007715A EP2112045B1 (de) 2008-04-21 2008-04-21 Anordnung und Verfahren zur Detektion von Schienenverkehr

Publications (2)

Publication Number Publication Date
EP2112045A1 EP2112045A1 (de) 2009-10-28
EP2112045B1 true EP2112045B1 (de) 2010-09-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08007715A Not-in-force EP2112045B1 (de) 2008-04-21 2008-04-21 Anordnung und Verfahren zur Detektion von Schienenverkehr

Country Status (5)

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EP (1) EP2112045B1 (de)
AT (1) ATE481285T1 (de)
DE (1) DE602008002558D1 (de)
ES (1) ES2349327T3 (de)
PT (1) PT2112045E (de)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5901555B2 (ja) * 2012-05-29 2016-04-13 三菱電機株式会社 地上子情報読取装置
DE102013209307A1 (de) * 2013-05-21 2014-11-27 Siemens Aktiengesellschaft Verfahren zum Betreiben eines automatischen Zugbeeinflussungssystems und automatisches Zugbeeinflussungssystem
DE102017212933A1 (de) * 2017-07-27 2019-01-31 Siemens Aktiengesellschaft Streckenanlage mit Balisen
EP3461716A1 (de) * 2017-09-29 2019-04-03 Siemens Mobility GmbH Transponder für zugsteuerungsanwendungen
ES2779951A1 (es) * 2019-02-18 2020-08-20 Univ Sevilla Sistema de medicion de composiciones ferroviarias y metodo asociado
GB2582936A (en) * 2019-04-09 2020-10-14 Siemens Mobility Ltd Sensor based trackside train measuring system
CN113067650B (zh) * 2021-03-16 2023-09-22 北京交大思诺科技股份有限公司 一种btm信号和干扰分析处理装置
EP4324716A1 (de) * 2022-08-16 2024-02-21 Siemens Mobility AG Verfahren und einrichtung zur überwachung der verbindung zu einer gleisseitig angeordneten balise

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA412640A (en) 1943-05-18 The Union Switch And Signal Company Coded track circuit for railway traffic control
GB213778A (en) 1923-04-17 1924-04-10 Arthur Greenwood Kershaw Improvements relating to axle counters for mining and other railway vehicles
ATE56403T1 (de) * 1986-06-24 1990-09-15 Acec Transport Sa Einrichtung fuer punktfoermige-uebertragung von daten zwischen dem gleis und einem zug.
DE102004030521A1 (de) 2004-06-18 2006-01-12 Siemens Ag Verfahren zur Zugbeeinflussung

Also Published As

Publication number Publication date
PT2112045E (pt) 2010-11-02
EP2112045A1 (de) 2009-10-28
ES2349327T3 (es) 2010-12-30
ATE481285T1 (de) 2010-10-15
DE602008002558D1 (de) 2010-10-28

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