EP2162339A1 - Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile - Google Patents

Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile

Info

Publication number
EP2162339A1
EP2162339A1 EP08749396A EP08749396A EP2162339A1 EP 2162339 A1 EP2162339 A1 EP 2162339A1 EP 08749396 A EP08749396 A EP 08749396A EP 08749396 A EP08749396 A EP 08749396A EP 2162339 A1 EP2162339 A1 EP 2162339A1
Authority
EP
European Patent Office
Prior art keywords
data transmission
transmission unit
movable object
data
approach
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.)
Granted
Application number
EP08749396A
Other languages
German (de)
English (en)
Other versions
EP2162339B1 (fr
Inventor
Rolf Schmid
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Schweiz AG
Original Assignee
Siemens Schweiz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to EP08749396.1A priority Critical patent/EP2162339B1/fr
Priority to PL08749396T priority patent/PL2162339T3/pl
Publication of EP2162339A1 publication Critical patent/EP2162339A1/fr
Application granted granted Critical
Publication of EP2162339B1 publication Critical patent/EP2162339B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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]

Definitions

  • the present invention relates to an apparatus for transferring data between a fixed data transfer unit and a moving object.
  • the current infrastructure of railway undertakings is characterized by a high propriety in terms of the train control systems used and thus by a large number of different legacy systems.
  • the components installed in the track area with these train protection systems such as axle counters, track circuits, line conductors, point balises, points, signals and the decentralized control and monitoring units provided for these components, are generally supplied with electrical energy from an interlocking or control center , For cost reasons, only cables with the required number of wires have been laid in the laying of the cable systems in the rule. In a replacement of passive legacy systems, such as.
  • the present invention is therefore an object of the invention to provide a device for transmitting data between a fixed data transmission unit and a moving object, in cost and maintenance-optimized way even to a self-sufficient operation can be designed.
  • a device for transmitting data between a permanently installed data transmission unit and a mobile object comprising the following components: a) the data transmission unit, which has an air interface for transmitting data to the mobile object and / or for receiving B) a sensor device for detecting an approach of the movable object to the data transmission unit; and c) a data processing unit whose logic is designed to activate the device for a predeterminable period of time upon detection of the approach of the mobile object to the data transmission unit.
  • This procedure or embodiment of the device makes it possible to operate the data transmission unit despite fully guaranteed functionality with particularly low power consumption.
  • a data transmission method according to ETCS / ETRMS Level 1 or Limited Supervision for example, location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle.
  • ETCS / ETRMS Level 1 or Limited Supervision for example, location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle.
  • location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle.
  • secondary lines or even less frequented main routes thereby arise preferred applications of the invention, because the device and the data transmission unit here only a few times per hour must be activated briefly and otherwise can be operated in a power-saving stand-by mode.
  • the predeterminable period of activation can be determined as a function of the approaching speed of the movable object and / or the speed of movement of the movable object via the data transmission unit. This then assumes that the
  • Sensor unit has such a location / time-resolution functionality that allows the
  • Traverse speed of the mobile object to determine may be determined from the amount of time it takes the moving object to move from the location of the first detection of approach to the location of the communication unit.
  • the sensor device can have an antenna with which a signal emitted by the mobile object can be detected.
  • the sensor device is tuned so that the signal emitted by the mobile object, which has a transmitting lobe with a frequency in the range of 27 MHz, can be detected.
  • This so-called TeIe Powering signal is permanently radiated from the driving at the top of a train or a train composition vehicle, so locomotive or control car, for recordable example
  • the multiple activation of the trackside component is performed by a blocking time filter of the data transmission unit, activated by the first vehicle antenna, prevented. This is required for the performance of a train, for example, consisting of several train compositions (compound trains with attached locomotives), for performance optimization.
  • an energy store is provided on the device side, which can be fed via a photovoltaic element and / or a coupling of reactive currents of a traction system of the movable object and / or a coupling of currents and / or a (travel) wind generator.
  • This embodiment makes it possible to provide the data transmission unit at remote locations sufficient electrical power without the laying of separate electrical
  • Supply cable for example, outgoing from a signal box, is necessary.
  • Such a data transmission unit is therefore energetically self-sufficient operable.
  • contact queries may be sent to an electrical component associated with the data transmission unit, such as e.g. a relay, depending on
  • Charge state of the energy storage be executable.
  • Such relays are still widely used in railway safety systems, for example.
  • the frequency of contact queries also decreases with decreasing state of charge and, for example, does not occur below a predefinable threshold value and is performed only when a rail vehicle has approached.
  • Associated electrical engineering component such as a relay, depending on the state of charge of the energy storage are executable. Due to the use of relays under all weather conditions and aging phenomena, oxidation of the relay contacts can occur, which can lead to faulty readout of the signal terms. Even if this type of disturbance does not have any negative safety - relevant effects due to the emergency braking of the train initiated in response, the operation of rail traffic is disturbed because the leader of the relay.
  • contact queries are sent to an electrical component associated with the data transmission unit, e.g. a relay, always immediately before a passage of the movable object via the data transmission unit are executable.
  • an electrical component associated with the data transmission unit e.g. a relay
  • the sensor unit is configured spatially and in terms of data processing in such a manner that there is a difference between the detection of an approach of the movable object to the sensor
  • the sensor unit may comprise a line conductor and / or a coaxial cable.
  • Such elements are easily able to detect, for example, the radiated from the Switzerlandspitze 27 MHz signal lobe of the telepowering signal.
  • Figure 1 is a schematic representation of an approach of a rail vehicle to a balise
  • Figure 2 shows a schematic representation of the structure of a device for particularly power-saving operation of the balise shown in Figure 1.
  • FIG 1 shows a schematic representation of a rail vehicle 2, which moves on a track 4 in the drawing from left to right.
  • the rail vehicle 2 emits with a vehicle antenna 6 a telepowering signal TP with a frequency of 27.095 MHz permanently, as described for the ETCS subset 034.
  • this telepowering signal TP is used to transmit data telegrams DT from the radiated power DT Get fixed data balises 9 (see Figure 2), for example, contain an accurate location information.
  • balise 8 there is also a balise 8 in track 4.
  • this balise 8 is designed as a transparent data beacon, i.
  • This balise 8 can transmit different data telegrams DT dependent on an applied signal term to the rail vehicle 2.
  • the balise 8 is preceded by an antenna 10 which is connected to a track-side electronics unit 12 which also controls and monitors the balises 8.
  • the antenna 10 makes it possible here to receive the telepowering signal TP and thus to detect an approach of the rail vehicle 2 before it receives the data telegram DT radiated from the balise 8 during its passage via the balise 8.
  • this detection of the telepowering signal TP is used here to convert parts of the device shown in Figure 2 for a predetermined period of time from a stand-by mode in the active state and so consume only the lowest possible electric power.
  • the device 20 illustrated schematically and in more detail in FIG. 2 serves to transmit the data telegrams DT between the permanently installed balise 8 and the rail vehicle 2.
  • the device 20 therefore comprises the balise 8, which has an air interface for transmission of the data telegrams DT to the rail vehicle 2 , Basically it would also be possible that of the
  • the device 20 further comprises the track-side electronics unit 14, which comprises a sensor device 22 for detecting an approach of the rail vehicle 2 to the balise 8 by means of the telepowering signal TP described above and a data processing unit 24 whose logic is so is configured that is activated in a detection of the approach of the rail vehicle 2 to the balise 8 for a predeterminable period.
  • the entire track-side unit 12 must be activated so that a signal term can be read out at relay contacts 26 and then a data telegram DT corresponding to the signal term is retrieved from a message memory 28 and from an interface driver 30, which has the so-called interface "C".
  • a further component of the device 20 is the antenna 10 which is connected to the sensor unit 22. As already mentioned above, the sensor unit 22 with this antenna 10 can receive the telepowering signal TP and After detection, the sensor unit 22 notifies a
  • Power control unit 32 the energy side with a solar module 34, an energy storage 36 and a parasitic secondary winding 38, a signal lamp circuit 40 is connected to a signal 42.
  • This power control unit 32 is used to manage the available electrical power in the sense that it turns on after detection for a predetermined period of time all the units required for the creation and transmission of the data telegram DT.
  • This procedure or configuration of the device 20 makes it possible to operate the balise 8 despite particularly guaranteed functionality with particularly low power consumption.
  • location information, speed information for the following route section and / or braking curves are transmitted to the rail vehicle 2 as a data telegram DT, for example.
  • a data telegram DT for example.
  • a means for the overspeed may be determined from the amount of time the rail vehicle 2 takes to travel from a location P of the first
  • balise 8 in the crossing of the rail vehicle 2 for example, from several
  • composition is composed to avoid, a blocking time filter is triggered by the first antenna.
  • the energy storage 36 via the photovoltaic element 34 and / or a decoupling of currents from the signal lamp circuit 40 can be fed.
  • a decoupling of reactive currents of a traction system of the rail vehicle 2 and / or a (drive) wind generator for feeding could also be provided.
  • This refinement makes it possible to provide the device 20 with adequate electrical power even at remote locations, without the need to lay separate electrical supply cables, for example, outgoing from a signal box.
  • Such a device 20 is therefore energetically self-sufficient operable.
  • the careful handling of the available electrical power is essential for their operation.
  • the queries of the relay contacts 26 are executed as a function of the state of charge of the energy store 36.
  • the frequency of contact queries also decreases with decreasing state of charge, and the contact interrogation, for example below a predefinable threshold value, is completely omitted and carried out only when the rail vehicle 2 has approached.
  • Oxidation therefore provides contact diffusion in which a relay contactor 42 is controlled by the power control unit 32 so that current generators 44 impress currents of the order of 100 mA at a voltage of 24 volts on the relay contacts 26. Again, it is again true that, for example, the frequency of contact transmission also decreases with decreasing state of charge.
  • the sensor unit 22, including the antenna 10 assigned to it is designed spatially and in terms of data processing such that between the detection of an approach at the location P and the crossing at the location PB, the balise 8 at least one within the maximum design speed for this section specified remaining period remains.
  • the duration of this remaining period may result, for example, from the time taken to start the system of the device 20, from the time period for the contact request and from an additional security period.

Landscapes

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

Abstract

La présente invention vise à fournir un dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile, pouvant être exploité de manière peu coûteuse et optimisée pour la maintenance allant même jusqu'à une exploitation autarcique. L'objectif de l'invention est atteint par un dispositif (20) de transmission de données (DT) entre une unité de transmission de données fixe (8) et un objet mobile (2), comprenant : a) l'unité de transmission de données (8) présentant une interface radio pour la transmission de données (DT) vers l'objet mobile (2) et / ou pour la réception de données (DT) de l'objet mobile (2), b) un dispositif de détection (22) pour la détection du rapprochement de l'objet mobile (2) à l'unité de transmission de données (8); et c) une unité de traitement de données (24), dont la logique est configurée pour activer le dispositif (20) pour une période programmable, lorsque le rapprochement de l'objet mobile (2) à l'unité de transmission de données (8) est détecté.
EP08749396.1A 2007-06-05 2008-05-08 Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile Not-in-force EP2162339B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08749396.1A EP2162339B1 (fr) 2007-06-05 2008-05-08 Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile
PL08749396T PL2162339T3 (pl) 2007-06-05 2008-05-08 Urządzenie do transmisji danych między stacjonarnie zainstalowaną jednostką transmisji danych a ruchomym obiektem

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP07011023A EP2000385A1 (fr) 2007-06-05 2007-06-05 Dispositif destiné à la transmission de données entre une unité de transmission des données fixe et un objet mobile
PCT/EP2008/003703 WO2008148450A1 (fr) 2007-06-05 2008-05-08 Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile
EP08749396.1A EP2162339B1 (fr) 2007-06-05 2008-05-08 Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile

Publications (2)

Publication Number Publication Date
EP2162339A1 true EP2162339A1 (fr) 2010-03-17
EP2162339B1 EP2162339B1 (fr) 2013-07-03

Family

ID=38645870

Family Applications (2)

Application Number Title Priority Date Filing Date
EP07011023A Withdrawn EP2000385A1 (fr) 2007-06-05 2007-06-05 Dispositif destiné à la transmission de données entre une unité de transmission des données fixe et un objet mobile
EP08749396.1A Not-in-force EP2162339B1 (fr) 2007-06-05 2008-05-08 Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP07011023A Withdrawn EP2000385A1 (fr) 2007-06-05 2007-06-05 Dispositif destiné à la transmission de données entre une unité de transmission des données fixe et un objet mobile

Country Status (3)

Country Link
EP (2) EP2000385A1 (fr)
PL (1) PL2162339T3 (fr)
WO (1) WO2008148450A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009012986A1 (de) * 2009-03-12 2010-09-23 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Zugbeeinflussungseinrichtung, streckenseitige elektonische Einheit und Balise für eine Zugbeeinflussungseinrichtung sowie Zugbeeinflussungseinrichtung
DE102009060947A1 (de) * 2009-12-28 2011-06-30 Siemens Aktiengesellschaft, 80333 Zugsicherungssystem
DE102010063005A1 (de) * 2010-12-14 2012-06-14 Siemens Aktiengesellschaft Verfahren und Vorrichtung zum Betreiben einer Eisenbahn-Nebenstrecke
DE102011003166A1 (de) * 2011-01-26 2012-07-26 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Fahrzeugantenne eines spurgebundenen Fahrzeugs sowie Übertragungseinrichtung mit einer Fahrzeugantenne
DE102011075652A1 (de) 2011-05-11 2012-11-15 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Eisenbahnstrecke sowie diesbezügliche Eisenbahnstrecke
HUE042297T2 (hu) * 2013-07-02 2019-06-28 Alstom Transp Tech Tökéletesített balíz egy vasúti pálya jelzõrendszere számára és ehhez tartozó jelzõrendszer
CN105162477B (zh) * 2015-09-30 2018-06-12 北京交大思诺科技股份有限公司 一种扩展作用范围的应答器
DE102017212933A1 (de) * 2017-07-27 2019-01-31 Siemens Aktiengesellschaft Streckenanlage mit Balisen

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DE3045038A1 (de) * 1980-11-27 1982-07-15 Joachim 1000 Berlin Arnold "schutzsystem gegen falschfahrer auf strassen mit getrennten richtungsfahrbahnen"
DE10338311B3 (de) * 2003-08-13 2005-02-10 Siemens Ag Transponder-Einrichtung und Balisen-Einrichtung
DE102004063049A1 (de) * 2004-12-22 2006-07-13 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Zugsignalisierung

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Also Published As

Publication number Publication date
PL2162339T3 (pl) 2013-12-31
WO2008148450A1 (fr) 2008-12-11
EP2162339B1 (fr) 2013-07-03
EP2000385A1 (fr) 2008-12-10

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