EP2162339B1 - 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 Download PDF

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Publication number
EP2162339B1
EP2162339B1 EP08749396.1A EP08749396A EP2162339B1 EP 2162339 B1 EP2162339 B1 EP 2162339B1 EP 08749396 A EP08749396 A EP 08749396A EP 2162339 B1 EP2162339 B1 EP 2162339B1
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EP
European Patent Office
Prior art keywords
rail vehicle
data transmission
transmission unit
data
unit
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
EP08749396.1A
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German (de)
English (en)
Other versions
EP2162339A1 (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 PL08749396T priority Critical patent/PL2162339T3/pl
Priority to EP08749396.1A priority patent/EP2162339B1/fr
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

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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 based on the object of specifying a device for transmitting data between a permanently installed data transmission unit and a moving object, which can be designed in a cost and maintenance-optimized manner even to a self-sufficient operation.
  • 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 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 as possible.
  • the predeterminable period of activation in dependence on the approach speed of the movable object and / or the speed of movement of the mobile object via the data transmission unit can be determined.
  • the Sensor unit has such a location / time-resolution functionality that allows to determine the crossing speed of the moving object. For example, a mean value for the speed of travel 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 tele-powering signal is permanently radiated from the driving at the top of a train or a train composition vehicle, so locomotive or control car to triggern recordable example of transparent data balises the transmission of telegrams with which the signal applied to the cab is transmitted at the Switzerlandspitze.
  • this signal is also used (as the actual name implies) to a fixed data balise during the approach phase with a sufficient amount of electrical power for the transmission of the telegram, which is inductively obtained on the balise from the telepowering signal to supply.
  • the multiple activation of the track-side component is prevented by a blocking time filter of the data transmission unit, activated by the first vehicle antenna. 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 an outcoupling of reactive currents of a traction system of the mobile object and / or a decoupling of currents and / or a (drive) 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 the state of charge of the energy storage be executable.
  • a relay 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.
  • 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 spatially and data processing moderately configured such that between the detection of an approach of the movable object to the data transmission unit and the passage of the mobile object via the data transmission unit within a maximum design speed for the section at least one predetermined Remaining period remains.
  • the duration of this remaining period may, for example, be determined by the time taken for the system start of the data transmission unit, from the duration of the contact request as well as from an additional security period.
  • 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.
  • 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 in order to transmit with the radiated power data telegrams DT from fixed data balises 9 (cf. FIG. 2 ), which contain, for example, exact location information.
  • this balise 8 is as Transparent data balise designed, ie this Beautyse 8 can transmit different dependent of an applied signal term data telegrams DT on 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. In this way, this detection of the telepowering signal TP is used here to parts of the in FIG. 2 shown device for a predetermined period of time from a stand-by mode to transfer to the active state and so consume only the lowest possible electric power.
  • the device 20 is used to transmit the data telegrams DT between the fixed Balise 8 and the rail vehicle 2.
  • the device 20 therefore includes the Balise 8, which has an air interface for transmission of the data telegrams DT on the rail vehicle 2.
  • data from the rail vehicle 2 could also be transmitted to the balise 8.
  • the device 20 further comprises the track-side electronics unit 12, which comprises a sensor device 22 for detecting an approach of the rail vehicle 2 to the balise 8 by means of the above-described telepowering signal TP and a data processing unit 24, the logic of which is designed such that at Detection of the approach of the rail vehicle 2 to the balise 8 is activated for a predeterminable period of time.
  • the entire track-side electronics unit 12 must be activated, so that a signal term at relay contacts 26 can be read and then a signal telegram corresponding to the data telegram DT retrieved from a message memory 28 and from an interface driver 30, which operates the so-called interface "C" is transmitted to the balise 8 for radiation.
  • Another component of the device 20 is the antenna 10, which is connected to the sensor unit 22.
  • the sensor unit 22 can receive the telepowering signal TP with this antenna 10 and detect it accordingly. After the detection, the sensor unit 22 notifies a power control unit 32 which is connected on the energy side to a solar module 34, an energy store 36 and a parasitic secondary winding 38 of a signal lamp circuit 40 for 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 can be determined, for example, from the time required for the rail vehicle 2 to move from a location P of the first detection of approach to the location PB of the balise 8.
  • a blocking time filter is triggered by the first antenna.
  • the energy storage device 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 sufficient 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 is only carried out when the rail vehicle 2 has approached.
  • Another particularly gentle handling of the available electrical power is achieved by cleaning the relay contacts 26 depending on the state of charge of the energy storage 36 are performed. Due to the use of relays under all weather conditions, there may be an oxidation of the relay contacts 26, which can lead to an erroneous reading of the signal terms. A remedy against this oxidation, therefore, provides the Kunststofffrittung in which a relay contact supplier 42 is controlled by the power control unit 32 that current generator 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 configured spatially and in terms of data processing such that between the detection of an approach to the location P and the crossing at the location PB of the balise 8 within the maximum design speed for this route section specified remaining period remains.
  • the duration of this remaining period may, for example, from the period for the system start of the device 20, from the time period for the Contact inquiry 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)

Claims (11)

  1. Dispositif (20) pour transmettre des télégrammes de données (DT) entre une unité de transmission de données (8) installée dans la zone de voies, et plus particulièrement une balise, et un véhicule sur rails (2), comprenant :
    a) l'unité de transmission de données (8) qui comprend une interface aérienne pour la transmission des télégrammes de données (DT) au véhicule sur rails (2) et/ou pour recevoir des données (DT) du véhicule sur rails (2) ;
    b) une unité électronique (12) qui comporte un dispositif de détection (22) pour détecter un rapprochement du véhicule sur rails (2) par rapport à l'unité de transmission de données (8) à l'aide d'un signal (TP) émis par le véhicule sur rails (2), et plus particulièrement à l'aide d'un signal de télé-alimentation, et une unité de traitement de données (24), l'unité électronique (12) commandant et surveillant l'unité de transmission de données (8) ; et
    c) une antenne (10) qui, vue dans le sens de la marche du véhicule sur rails (2), est montée en amont de l'unité de transmission de données (8) et qui est connectée à l'unité électronique (12), l'antenne (10) recevant le signal (TP) émis par le véhicule sur rails (2) et détectant ainsi le rapprochement du véhicule sur rails (2), l'unité de traitement de données (24) étant couplée au dispositif de détection (22) et comportant une logique, de sorte que l'unité de transmission de données (8) est activée pour une période prédéfinie si le rapprochement du véhicule sur rails (2) par rapport à l'unité de transmission de données (8) est discerné.
  2. Dispositif (20) selon la revendication 1, caractérisé en ce que la période d'activation prédéfinissable peut être définie en fonction de la vitesse de rapprochement du véhicule sur rails (2) et/ou de la vitesse de passage du véhicule sur rails (2) par dessus de l'unité de transmission de données (8).
  3. Dispositif (20) selon la revendication 1 ou 2, caractérisé en ce que le dispositif de détection (22) est accordé de manière telle que le signal (TP) émis par le véhicule sur rails (2) et présentant un lobe d'émission avec une fréquence de l'ordre de 27 MHz peut être détecté.
  4. Dispositif (20) selon l'une des revendications 1 à 3, caractérisé en ce que, après un passage d'une première antenne du véhicule sur rails, un filtre à temps de repos défini peut être activé, de sorte que le dispositif est maintenu en veilleuse pendant la durée du filtre à temps de repos.
  5. Dispositif (20) selon l'une des revendications 1 à 4, caractérisé en ce qu'est prévu un accumulateur d'énergie (36) qui peut être alimenté via un élément photovoltaïque (34) et/ou un découplage de courants réactifs d'un système de traction du véhicule sur rails (2) et/ou d'un découplage (38) de courants et/ou d'un générateur éolien.
  6. Dispositif (20) selon la revendication 5, caractérisé en ce que des interrogations de contact adressées à un composant électrotechnique (26) associé à l'unité de transmission de données, tel qu'un relais, par exemple, peuvent être exécutées en fonction de l'état de charge de l'accumulateur d'énergie (36).
  7. Dispositif (20) selon la revendication 5 ou 6, caractérisé en ce que, pour un composant électrotechnique (26) associé à l'unité de transmission de données, tel qu'un relais, par exemple des nettoyages de contact peuvent être exécutés en fonction de l'état de charge de l'accumulateur d'énergie (36).
  8. Dispositif (20) selon la revendication 7, caractérisé en ce que le nettoyage de contacts peut être exécuté sous la forme d'un frittage de contact.
  9. Dispositif (20) selon l'une des revendications 1 à 8, caractérisé en ce que des interrogations de contact adressées à un composant électrotechnique (26) associé à l'unité de transmission de données, tel qu'un relais, par exemple, peuvent être exécutées directement avant un passage du véhicule sur rails (2) par dessus de l'unité de transmission de données (8).
  10. Dispositif (20) selon l'une des revendications 1 à 9, caractérisé en ce que l'unité de détection (22) est configurée de manière telle, dans l'espace et en termes de traitement des données, qu'il reste au moins une période restante prédéterminable entre la détection d'un rapprochement du véhicule sur rails (2) par rapport à l'unité de transmission de données (8) et le passage du véhicule sur rails (2) par dessus de l'unité de transmission de données (8) dans le cadre d'une vitesse de conception maximale pour le tronçon de trajet.
  11. Dispositif (20) selon l'une des revendications 1 à 10, caractérisé en ce que l'unité de détection (22) comprend un conducteur de ligne et/ou un câble coaxial.
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
PL08749396T PL2162339T3 (pl) 2007-06-05 2008-05-08 Urządzenie do transmisji danych między stacjonarnie zainstalowaną jednostką transmisji danych a ruchomym obiektem
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

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
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
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

Publications (2)

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

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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

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8996209B2 (en) 2011-05-11 2015-03-31 Siemens Aktiengesellschaft Method for operating a railway section and corresponding railway section

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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
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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8996209B2 (en) 2011-05-11 2015-03-31 Siemens Aktiengesellschaft Method for operating a railway section and corresponding railway section

Also Published As

Publication number Publication date
EP2000385A1 (fr) 2008-12-10
PL2162339T3 (pl) 2013-12-31
WO2008148450A1 (fr) 2008-12-11
EP2162339A1 (fr) 2010-03-17

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