EP2524852B1 - Procédé et dispositif de surveillance d'une section de voie ferrée - Google Patents

Procédé et dispositif de surveillance d'une section de voie ferrée Download PDF

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Publication number
EP2524852B1
EP2524852B1 EP11166371.2A EP11166371A EP2524852B1 EP 2524852 B1 EP2524852 B1 EP 2524852B1 EP 11166371 A EP11166371 A EP 11166371A EP 2524852 B1 EP2524852 B1 EP 2524852B1
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EP
European Patent Office
Prior art keywords
signals
response
rail
track section
track
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EP11166371.2A
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German (de)
English (en)
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EP2524852A1 (fr
Inventor
Stefan Baiker
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Schweizerische Bundesbahnen SBB
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Schweizerische Bundesbahnen SBB
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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 vehicle train, e.g. pedals
    • 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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/18—Railway track circuits
    • B61L1/181—Details
    • B61L1/187—Use of alternating current

Definitions

  • the invention relates to a method and a device for monitoring a track section, run on the rail vehicles, such as passenger trains and freight trains.
  • Devices for monitoring a track section are, for example, from [1], R. Hämmerli, The Principles of Railway Safety Systems, Vol. 1, Swiss Federal Railways SBB, February 1990 , known.
  • track circuits are described, which serve the automatic free and occupancy report of track sections.
  • mutually insulated rails of the track are included in a circuit in which the difference in resistance or impedance between the two rails is measured and evaluated in free or occupied track.
  • the reliability of the measurement of the condition of a track section is dependent on various factors, such as the minimum ballast resistance of the track, the maximum short circuit resistance when occupying the track section by vehicle axles, ie the limit resistance between the rails, which must be displayed as occupancy in the most unfavorable conditions.
  • the resulting upon occupancy shunt sensitivity is the more favorable, the farther the limits of the said resistors are apart.
  • the minimum ballast resistance for a track is about 2.5 ohms / km and the maximum short circuit resistance for track sections over 300 meters is about 0.5 ohms. It should be noted that the said resistors are influenced by atmospheric conditions, which complicate the measurement only the occupancy of the track section.
  • the switch opens, so that the current is interrupted by the shunt resistor. If the short circuit resistance formed by the wheel axle and the wheels is sufficiently deep, the impedance changes depending on the position of the rail vehicle. On the other hand, if the short circuit resistance is too high, an increased impedance will be measured after opening the switch. In both cases, with increased and reduced impedance, a busy condition is detected. Overall, a busy condition can therefore be detected with increased security.
  • the speed of the rail vehicle can be determined by monitoring the change in impedance and time. Depending on the speed of the rail vehicle, the position of the rail vehicle is subsequently determined.
  • the determination of precise and reliable information on a rail section reported as occupied would make it possible to make better use of this rail section and, for example, to simultaneously accommodate two or more trains in the rail section.
  • the route network could therefore be used at a higher density and better used. That is, previously unused temporal reserves can be determined and used.
  • radio-location methods are used in practice in which the radio traffic is evaluated to stationary radio stations, transponders or beacons or satellites, and position data are precisely determined.
  • the US2008296441A1 discloses a system for detecting rail vehicles and track breaks. For this purpose, in various zones of a track section, circuit arrangements with a voltage source and a current sensor are installed, which are connected via control lines and measuring lines to a control unit.
  • the WO2007134995A1 discloses a device for detecting the occupancy or free status of a track section by means of track circuits, which are divided into over half their length overlapping sections.
  • the FR2731974A1 discloses a device for detecting the occupancy or free status of a track section with a transmitting device which transmits signals via the track section to a receiver.
  • the WO2007134992A1 discloses a device for detecting the occupancy or free status of a track section by means of a track circuit, in which capacitors are connected in parallel between the rails in order to compensate for the inductances of the rail.
  • the present invention is therefore based on the object of specifying a method and a device for monitoring track sections, in which the disadvantages described above are avoided.
  • an easily manageable method and a device which can be realized with little effort are to be provided by means of which the position and / or the speed of one or more rail vehicles can be determined in at least one track section.
  • the railway network and its Facilities and the vehicles and resources to use more efficient and to control the driving operation more advantageous, so that energy savings are possible.
  • the method is used to monitor track sections traveled by rail vehicles, which have two parallel rails with mutually insulated rail sections and at least one coupling point and coupling point, via the at least one measuring device query signals in at least one of the track sections to be monitored and can couple out response signals from it.
  • the interrogation signals are coupled into the at least one coupling-in point and the response signals are decoupled from the at least one coupling-out point and the track section is subdivided into one or more sectors, in which at least one answering module is connected to or interposed between the two rail sections, which is arranged by the measuring device supplied individually changed signals or emits individual response signals to the rail sections, which are detected by the measuring device, tested and assigned to a corresponding occupancy state.
  • the inventive method allows the determination of the occupancy state of the at least one track section.
  • the method provides not only the answer to whether the track section is occupied or not or whether a rail vehicle is retracted in the track section, but a mapping of the occupancy state of the track section with arbitrarily high resolution and status information on compositions of rail vehicles.
  • the method can be used to determine how many rail vehicles or vehicle compositions retracted into the track section, which distances between the retracted rail vehicles are present, and which have length retracted train compositions. Furthermore, it is possible to detect changes in a train composition which occur when a rail vehicle is decoupled. In addition, information such as the simple occupancy of the track section, the number of retracted into the track section and therefrom extended vehicle axles, and the speeds of the individual rail vehicles can be measured.
  • a track section can therefore be used more efficiently and safely.
  • the functionality of the device is scalable, so that the desired information can be obtained for each rail section.
  • a measuring device can monitor one or more track sections of one or more lanes, whereby the use of funds can be made economical.
  • the device is simple and requires only stationary installed device parts. Communication with the rail vehicles is not required, which is why the system is easy to control and communication problems can be avoided.
  • the device according to the invention is compatible with known safety systems as they are used today. That is, the inventive device can be adapted to existing communication systems with little effort to gain further information that is desirable for the user, for the determination of the occupancy state, however, not mandatory.
  • the device according to the invention fits in ideally with existing systems and can be used where track sections should be better used and / or better protected with little effort.
  • the device according to the invention makes it possible to Almost determine simple occupancy conditions even with a low level of equipment.
  • the condition of a monitored track section can be checked in detail in order to ensure the functionality and to locate any defects and to introduce timely maintenance measures.
  • the inventive device can also be configured redundant, so that the failure of individual elements of the device does not jeopardize the operation of the system and the maintenance can be performed at an appropriate time.
  • the invention is based on the idea of feeding interrogation signals into the rail section, which are changed as a function of the function of the response modules and as a function of the occupancy state of the track section.
  • active and / or passive response modules can be provided, to which a DC voltage, an AC voltage with a constant frequency, an AC voltage with multiple frequencies, an AC voltage with changing frequency or an AC voltage pulse can be supplied.
  • response modules can be used in which individual messages are transmitted permanently or only when the track section is occupied by the measuring device.
  • inductive radio equipment can be used, for example, in [8], Klaus Finkenzeller, RFID Handbook, 3rd edition, Carl Hanser Verlag, Kunststoff 2002, are described (see eg pages 29-62 ).
  • RFID systems with write and read ranges up to about 1 m are subordinated to the term "remote coupling systems" which almost exclusively involve inductive (magnetic) coupling of reader and transponder and frequencies typically in the ranges of 135 kHz, 13.56 MHz or 27.125 MHz, in which the wavelengths are many times greater than the distance between the reader antenna and the transponder.
  • Response modules comprising RFID modules can be fed permanently via the track sections.
  • response modules can be fed inductively when a loop is formed by a retracted vehicle axle.
  • Response modules that are fed via the rail sections are preferably permanently active and periodically transmit response signals to the measuring device. Furthermore, communication between the measuring device and the response modules can be realized, in which instructions are sent back to the response modules and status information. As soon as a rail vehicle enters the track section, this data transfer is changed. When retracting a rail vehicle or its frontmost axis results in an electrical loop, which migrates with the ride of the rail vehicle and therefore the individual response modules happens. As a result, only the response signals of the response modules are transmitted to the measuring device, which lie within the loop. While in the absence of occupancy of the track section telegrams are received by all response modules, the telegrams of the response modules omitted sequentially with the movement of the rail vehicle.
  • Response modules fed via the loop formed by the first vehicle axle of the rail vehicle only become active when the track section is occupied. With the loop formed the answer modules are activated and give off signals.
  • This embodiment of the device is preferably used in combination with a test device described below, in which an occupancy state is simulated by closing a switch.
  • the track section is expanded on the basis of the response modules to form a vibration system which has various natural resonances which are excited by the measuring device and subsequently detected. If the track section is free, all natural resonances occur. Only with the entry of a rail vehicle in the track section of the individual resonances are suppressed.
  • a rail section is preferably divided into individual rail elements, between which impedance elements are inserted. Due to the inserted impedances only the part of the track section is short on which a vehicle axle is located. For example, are used coils with ferrite cores, which have a low impedance for DC and a correspondingly high impedance for high frequencies. As a result, conventional devices with DC circuits can be used in combination with devices according to the invention.
  • two response modules are arranged within a sector at a distance which is preferably smaller than the distance between the axes of the rail vehicle.
  • the two response modules cause during the crossing of the rail vehicle signal changes in short time intervals, which can be used advantageously for counting the axes and / or for determining the vehicle speed.
  • the analysis of the response signals comprises a frequency analysis, the optionally carried out on the basis of a Fourier transformation.
  • the vibration system of the rail section is excited by means of a pulse, after which a signal mixture is detected by the measuring device, which decreases exponentially in amplitude.
  • the Fourier analysis it can be determined which resonant frequencies are present with which amplitude, after which a corresponding occupation state is determined.
  • the position of the rail vehicle or a combination of interconnected or separate rail vehicles can be precisely determined by the methods described above.
  • the response signals can be evaluated in various ways. Particularly advantageously, the response signals can be compared with previously determined signal patterns that correspond to different occupancy states for which the occupancy states are known. In this case, complex occupancy states can be reliably determined, in which, for example, a plurality of rail vehicles or compositions operate separately within the rail section. If a deviation from known signal patterns is detected, the signaling can be changed accordingly to stop the traffic until the allocation information has been clarified. Furthermore, a plausibility check is preferably carried out, in which not only the conformity of the signal pattern but also the logical relationship of the determined occupancy state with the previously determined state of the track section is checked, if necessary taking into account traffic data and / or timetable data. The system can continuously verify and improve the data obtained.
  • the device according to the invention therefore collects empirical values, in particular signal patterns, for corresponding assignment states. With the experience gained, the device can not only determine specific occupancies, but may even distinguish between different train compositions that cause these occupancy states. Due to the collected data, false alarms can thus be avoided.
  • a deviation from a first reference signal pattern it can be established on the basis of empirical values that the present signal pattern matches a further reference signal pattern.
  • signal patterns are collected in a test phase before any restrictions on operation are removed.
  • the evaluation of data can be done by various methods including neural networks.
  • interfering signal sources can also be determined and eliminated. If, for example, a system-external transponder accidentally or abusively in the operating range of the inventive device, it can be detected and eliminated. Furthermore, its signals can be suppressed, so that the further measurement is not affected.
  • the response modules of the RFID technology can also be equipped with periodically changing passwords, so that the incoming signals can be authenticated.
  • the response modules can be queried selectively or collectively. All methods of RFID technology can be advantageously used.
  • the query is preferably carried out within short time intervals of a few tenths of a second to a few seconds.
  • the positions of all response modules are determined. For example, the positions are verified by means of a measuring carriage with which the track sections are traversed.
  • the positions of the response modules can therefore be detected at least with the precision of the Global Positioning System (GPS).
  • GPS Global Positioning System
  • a switch is provided in at least one of the sectors of the track section, which is closed to simulate an occupancy state and to test the plant or to divide the track section and to measure the parts separately.
  • the device can therefore periodically check at intervals of a few seconds not only the occupancy state, but also the proper operation of the system. With the aid of the device according to the invention, valuable additional information regarding the occupancy state of the rail section can thus be obtained, the integrity of which can be ensured by periodic testing of the system.
  • the device according to the invention can advantageously be adapted to changes in the track system and used to ensure the safety of the personnel when carrying out such changes.
  • response modules are either set or installed at critical points.
  • response modules are installed before and after a construction site, so that the monitoring and control of rail transport in this area on the basis of the inventive device can be done. It should be noted that these temporary extensions of the device, which bring great benefits, cause no significant effort.
  • programmable response modules are used by means of which status information can be delivered to the control center. For example, by means of the temporarily used response modules, the beginning, the status and the completion of the construction work as well as certain requirements, such as a permissible maximum speed, can be transmitted to the measuring device. The control center can therefore monitor the progress of the work and control or redirect the traffic accordingly.
  • the method according to the invention can advantageously be combined with methods of traffic control, which ensure that the traffic is handled efficiently and economically.
  • an energy saving program by SBB aims for energy savings of 47 GWh.
  • 37 GWh account for an optimized operation management and / or operation management and an optimized driving operation.
  • the device and the method according to the invention provide the traffic management system and the locomotive drivers with basic information which makes it possible to optimally control the traffic and to ensure a smooth traffic flow. Based on the determined position data optimal speeds can be calculated for the rail vehicles, with which the destinations can be achieved with a minimum number of braking and acceleration processes and thus with a minimum of energy consumption and a maximum of driving comfort.
  • the information obtained with the inventive device preferably all existing communication, control and security systems, such as the ETCS (European Train Control System) are used.
  • the information obtained by the control system eg ETCS
  • the information obtained by the control system can be advantageously linked to the information obtained with the inventive device.
  • the occupation state with the positions of the rail vehicles can be determined with the method according to the invention
  • the identification numbers or train numbers of the rail vehicles are determined by the control system.
  • the properties of the rolling stock or of the vehicle compositions can be determined in the sequence and derived therefrom suitable control data. For example, it is determined that a first vehicle composition is a passenger train with a short braking distance and a second vehicle composition is a freight train with a longer braking distance. Taking into account the braking distances and the directions of travel, the optimum travel speeds can therefore be calculated taking into account the required distance.
  • FIG. 1 shows an inventive device 1, which serves to monitor track sections n-1, n, n + 1, which are used by rail vehicles 9, such as passenger trains or freight trains, if necessary, also individual rail vehicles.
  • the track sections n-1, n, n + 1 have two parallel rails A, B with rail sections A n ; B n , based on insulators 2 nA1 , 2 nA2 ; 2 nB1 , 2 nB2 are insulated from each other and which are provided with at least one coupling-in point and / or coupling-out point 3 A1 , 3 B1 , via which at least one measuring device 10 n ; 10 n + 1 interrogation signals can be coupled into the track section n to be monitored and by response modules 5; 5 1 ; 5 11 , 5 12 ; 5 2 , 5 3 , 5 4 , ... 5 Z influenced response signals can be decoupled therefrom.
  • the track section n is subdivided into one or more sectors S1,..., Sz, in each of which at least one of the response modules 5 is arranged.
  • the response modules 5 galvanic with the rail sections A n ; B n connected.
  • the response modules 5 are not galvanic with the rail sections A n ; B n connected, but become inductive coupled as soon as a rail vehicle 9 enters the rail section n.
  • each two response modules 5 11 , 5 12 ; 5 z1 , 5 z2 or two response modules 5 1 ; 5 2 each with two response units 5 11 , 5 12 ; 5 z1 , 5 z2 are provided.
  • These response units 5 11 , 5 12 ; 5 z1 , 5 z2 are run over by a vehicle axle 91 at short intervals and therefore cause signal changes in a short time interval, by the measurement of which the speed of the rail vehicle 9 can be determined.
  • These measures which are preferably provided at the entrance and the exit in the rail section n, can also be used in the further response modules 5.
  • FIG. 1 is further shown that preferably at at least one of the rail sections A n and B n multiple coupling points 3 A1 , 3 A2 , ...; 3 B1 , 3 B2 , ... are provided, coupled into the interrogation signals or from which response signals can be coupled out.
  • These coupling points 3 A1 , 3 A2 , ...; 3 B1 , 3 B2 , ... are, for example, by means of signal cables and control cables, preferably shielded coaxial cables, optionally multi-core ribbon cables, with at least one measuring device 10; 10 n , 10 n + 1 connected.
  • the measuring device 10 therefore preferably monitors a plurality of sectors S1, ..., Sz of a rail section n and preferably an adjacent rail section n-1; n + 1 or a sector S thereof.
  • a measuring device 10 can also monitor a plurality of rail sections n-1, n, n + 1.
  • Each measuring device 10; 10 n , 10 n + 1 preferably comprises a transmitting unit 11, a receiving unit 12, a signal processor 13 and an interface unit 14, via which communication with a host computer 100 can take place. Basically, however, it is also possible that a separate Transmitter unit 11 with first coupling points 3 A1 , 3 B1 and a separate receiving unit 12 with second coupling points 3 Ap , 3 Bq is connected. If different measuring devices 10; 10 n , 10 n + 1 are provided, they can also cooperate advantageous with each other. One of the measuring devices 10 n + 1 can feed interrogation signals at one end of the rail section n, which are detected by the second measuring device 10 n .
  • the track section n is based on the answer modules 5; 5 1 ; 5 11 , 5 12 ; 5 2 , 5 3 , 5 4 , ... 5 Z developed into a kind of vibration system, which gets into an oscillation state after an excitation or undergoes changes in state and / or generates and transmits response signals.
  • the response of the track section or the signaling of the states, the state changes and the transmission of response signals are dependent on the occupancy state of the track section n.
  • the resistances of the track sections are sufficiently high and for the internal resistances of the connected transmitting and receiving units 11, 12 to be sufficient are deep.
  • the resistance of at least one of the rail sections A n ; B n increased by a rail section A n ; B n is divided into segments, between which electrical impedances 4 A1 , 4 A2 , ..., 4 AZ-1 , are inserted.
  • the end faces of adjacent rail sections are connected to each other by coils having an increased contact resistance for interrogation signals, but allow DC to pass unimpeded.
  • the length of the sectors S1, ..., Sz is chosen according to the respective requirements. At junctions, for example, very short sectors S1, ..., Sz are provided.
  • the interrogation signals are modified individually, wherein the degree of modification can be small or very large.
  • a response module 5 may increase or reduce the amplitude of a signal in a particular frequency range.
  • a response module 5 can emit periodic telegrams as response signals after application of a DC voltage. It is essential that the feedback or the influencing of the interrogation signal allows a conclusion to the responsible answer module 5 and also changes this signal change when changing the occupancy state of the track section. According to the invention, therefore, different response modules 5 can be used, which can return information in analog or digital form.
  • FIG. 2 shows the track section n of FIG. 1 with response modules 5 1 , 5 2 , 5 3 , 5 4 , ... 5 Z , the high-frequency devices have.
  • each of the response modules at least one tuned to a certain frequency f A , ..., f Z parallel resonant circuit is included, which absorbs energy and releases over a certain time again.
  • f A a certain frequency
  • f Z parallel resonant circuit is included, which absorbs energy and releases over a certain time again.
  • the pulse results in the track section n a signal mixture of different frequencies with decreasing amplitude.
  • the signal mixture is transformed from the time domain into the frequency domain by means of a Fourier transformation and it is determined which frequencies are present or which response modules 5 1 , 5 2 , 5 3 , 5 4 ,... 5 Z have responded.
  • FIG. 2 is further shown that a vehicle axle 91 is retracted into the track section n and this subdivided, so that signals of the response modules 5 1 , 5 2 , 5 3 , 5 4 , ... coupled on the one side of the vehicle axle 91 from the track section n can be. Signals of the response modules ..., 5 Z-2 , 5 Z-1 , 5 Z can be coupled out of the track section n only on the other side of the vehicle axle 91. By detecting and analyzing the response signals on one side and the other of the vehicle axle 91, their position can be precisely determined.
  • a composition of rail vehicles 9 is retracted into the track section n, the positions of the first and the last vehicle axle 91 and thus also the length of the railway train 9 can be determined.
  • the train length is preferably monitored continuously, so that the decoupling of individual rail vehicles or a separation of the composition can be detected.
  • a second composition of rail vehicles 9 enters the track section n, the first vehicle axle 91 of the first composition and the last vehicle axle 91 of the second composition and thus the mutual distance between the two compositions of rail vehicles can be determined from the two ends of the rail section n.
  • the accesses are determined when the train enters the track section n.
  • the accesses can also be determined from the master computer.
  • the track section n With more than one train composition 9.
  • the measurement of the train compositions is advantageously carried out at the entrance and the exit from the track section n.
  • additional information about the state and the behavior of the train compositions can be obtained by coupling interrogation signals and coupling out of response signals in different sectors S within the track section n so that the occupancy state of the track section n can be accurately represented. In this way it is possible to make better use of track sections that were previously considered to be fully utilized so that the capacity of the entire railway network can be significantly increased.
  • an apparatus for axle counting as described in [1], pages 305-316, can be advantageously used in combination with the device according to the invention.
  • Axis counting devices are used, for example, when the track can not be isolated, e.g. because iron sleepers are used, or if the length of the track section or feeder cable to be inspected is too long.
  • the inventive device can therefore be built on an existing system and use the existing resources, so that optimal results and optimum safety are guaranteed. Since the device according to the invention, with a longer service life, steadily gains experience and safety, existing safety systems serve, in particular, for a quick startup of the device according to the invention after installation. The test phase is advantageously supported by the existing safety systems.
  • FIG. 2 is further shown that only in the first rail section A coupling points 3 p (n-1) ; 3 1 , ..., 3 Z ; 3 p (n + 1) are provided and the second rail section B, over the the traction current is derived is grounded.
  • the cost of managing cables, eg shielded coaxial cables to the coupling points can therefore be kept relatively low.
  • FIG. 3 shows the track section n of FIG. 1 with answer modules 5 1 , 5 2 , 5 3 , 5 4 ,... 5 Z , which comprise RFID transponders.
  • the answer modules 5 1 , 5 2 , 5 3 , 5 4 , ... 5 Z are galvanically connected to the rail sections A n, B n and can therefore be permanently powered and continuously queried. For example, telegrams are continuously sent by the response modules 5.
  • a switch 63, 64 is preferably provided, by means of which the two rail sections A n, B n are selectively connectable to each other selectively, so that even in the absence of a vehicle axle 91 any loops can be formed. In this way, the presence of a vehicle axle can be simulated and the device tested.
  • FIG. 4 shows the track section n of FIG. 3 with answer modules 5 1, 5 2, 5 3, 5 4, 5 ... Z, which are inductively coupled to the rail portions A n, B n, when a vehicle axle enters the track section in 91 x n.
  • the loops described above are formed via the vehicle axles 91 z , two of which are shown. From the measuring devices 10 different measuring currents can now be introduced into the track section n to determine the occupancy state.
  • a first current i1 flows from the coupling points 3 A1 , 3 B1 through the first vehicle axle 91
  • a second current i2 flows from the coupling points 3 Ap , 3 Bq through the second vehicle axle 91
  • a third current i3 flows from the coupling points 3 A4 , 3 B4 through the first vehicle axis 91
  • a fourth current i4 flows from the coupling points 3 A4 , 3 B4 through the second vehicle axle 91.
  • the first current i1 becomes the response signals of the first two response modules 5 1 , 5 2
  • the second current i 2 become the response signals the last response modules 5 Z-1 , 5 Z , the third current i3, the response signals of the response module 5 3 , and the fourth current i4, the response signals of the response modules 5 4 , 5 5 , 5 6 , impressed.
  • the answer modules 5 1 , 5 2 , 5 3 , 5 4 , ... 5 Z therefore, can be queried arbitrarily. In this way, it is possible to determine occupied and free sections of the track section.
  • FIG. 5 shows the device of FIG. 1 with a measuring device 10, which track sections n T , n R of several lanes T, R monitors.
  • a device according to the invention can thus monitor the track sections of all adjacent lanes, so that a relatively large part of the rail network can be monitored with little device outlay.
  • the measuring device 10 can also serve to control signals 6 which are connected to the measuring device 10 via control lines 60. In this way, safety functions can be realized without delay.
  • FIG. 5 is further illustrated that in the lane T track work is in progress. For this purpose, the answer modules 5 7 and 5 8 were used, which allow to detect and control the rail traffic in this area more precisely. Additional response modules 5 can therefore be inserted into the system as required, which is subsequently reconfigured for this section in order to be able to determine and process the information required for the track safety.

Claims (15)

  1. Procédé de surveillance de sections de voie (n-1, n, n+1), parcourues par des véhicules ferroviaires (9), comportant deux rails (A, B) disposés en parallèle, qui présentent des sections de rail (An; Bn) mutuellement isolées et qui présentent au moins un point d'accouplement (3A1, 3B1) et au moins un point de déccouplement (3A1, 3B1), par lequel au moins un dispositif de mesure (10n; 10n+1) introduit des signaux d'interrogation dans au moins un des sections de voie (n) à surveiller et découple signaux de réponse sortant de celles-ci, caractérisé en ce que les signaux d'interrogation sont accouplés dans le au moins un point d'accouplement (3A1, 3B1) et signaux de réponse sont découplés du au moins un point de déccouplement (3A1, 3B1) et
    en ce que le section de voie (n) est subdivisé en un ou plusieurs secteurs (S1, ..., Sz), dans chacun desquels au moins un module de réponse (51; 511, 512) est relié aux deux sections de rail (An; Bn) ou est disposé entre eux, qui modifie individuellement les signaux fournis par le dispositif de mesure (10n; 10n+1) ou fournit des signaux de réponse individuels relatifs aux sections de rail (An; Bn) et en ce que l'au moins un dispositif de mesure (10n; 10n+1) examine la variation des signaux et/ou les signaux de réponse individuels et affecte les signaux à un état d'occupation correspondant.
  2. Procédé selon la revendication 1, caractérisé en ce que le dispositif de mesure (10n; 10n+1) comporte une unité émettrice (11), qui délivre un signal d'interrogation sous la forme d'une tension continue appliquée au moins temporairement ou sous la forme d'une tension alternative appliquée au moins temporairement, les signaux d'interrogation étant délivrés sous forme d'une impulsion large bande ou d'un signal continu à une ou plusieurs fréquences ou sous forme d'un signal à fréquence variable.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que les modules de réponse (51; 511, 512) contiennent une ou plusieurs unités haute fréquence, telles que des circuits résonants parallèles ou des modules transpondeurs actifs ou passifs, qui sont directement ou indirectement couplés par induction aux sections de rail (An; Bn).
  4. Procédé selon la revendication 1, 2 ou 3, caractérisé en ce que deux modules de réponse (511, 512) sont disposés dans un secteur (S1, ..., Sz) à une distance de préférence inférieure à la plus petite distance entre deux essieux d'un véhicule ferroviaire (9) ou d'une composition de véhicule, de sorte que les deux modules de réponse (511, 512), lorsque le véhicule ferroviaire (9) passe, fournissent, à intervalles brefs, des modifications de signal, qui sont utilisées pour compter les essieux et/ou pour déterminer la vitesse du véhicule.
  5. Procédé selon un des revendications 1 - 4, caractérisé en ce que l'analyse des signaux de réponse reçus en continu ou après émission d'une impulsion comprend une analyse de fréquence, éventuellement au moyen d'une transformation de Fourier et/ou une extraction de signaux numériques correspondant aux modules de réponse (51; 511, 512).
  6. Procédé selon un des revendications 1 - 5, caractérisé en ce que les signaux de réponse sont comparés à des modèles de signaux préalablement déterminés, qui correspondent à des états d'occupation différents, afin de déterminer l'état d'occupation actuel dans lequel aucun, un ou plusieurs véhicules ferroviaires (9), couplés les uns aux autres ou séparés les uns des autres, circulent dans la section de voie (n).
  7. Procédé selon la revendication 6, caractérisé en ce que les données d'analyse déterminées sont soumises à un contrôle de plausibilité, dans lequel la validité de la séquence des motifs de signaux déterminés séquentiellement est vérifiée, et/ou en ce que les données d'analyse déterminées sont soumises à un contrôle de plausibilité, dans lequel les états d'occupation déterminés sont comparés aux données de trafic connues et/ou aux données d'horaires.
  8. Procédé selon un des revendications 1-7, caractérisé en ce que l'accouplement de signaux d'interrogation et le déccouplement de signaux de réponse est effectuée,
    a) à des points d'accouplement (3A1, 3B1) identiques ou différents du premier et/ou du deuxième section de rail (An; Bn); ou
    b) à différents points d'accouplement (3A1, 3B1); (3Ap, 3Bq), situés aux extrémités opposées de ladite section de rail (An; Bn); ou
    c) à différents points d'accouplement (3A1, 3B1; ... 3Ap, 3Bq), situés à ou entre des extrémités opposées de ladite rail (An; Bn); ou
    d) de manière répétitive ou sélective à différents points d'accouplement (3A1, 3B1; ... 3Ap, 3Bq), situés à ou entre des extrémités opposées de ladite section de rail (An; Bn); ou
    e) en fonction d'un état d'occupation déterminé, afin de trouver cet état d'occupation ou de déterminer l'état des véhicules ferroviaires qui circulent dans les sections de voie (n) couplées ou découplées les unes des autres.
  9. Procédé selon un des revendications 1-8, caractérisé en ce qu'un interrupteur (63 ; 64) est prévu dans au moins un secteur (S1, ..., Sz) du section de voie (n), qui est fermé pour simuler un état d'occupation et pour tester l'installation ou pour subdiviser le section de voie (n) et pour mesurer les pièces séparément.
  10. Procédé selon un des revendications 1-9, caractérisé en ce que sur la base des informations obtenues, des données de commande sont envoyées aux véhicules ferroviaires pour contrôler leur vitesse.
  11. Dispositif pour un procédé selon la revendication 1 pour la surveillance de sections de voie (n-1, n, n+1) parcourues par des véhicules ferroviaires (9), comportant deux rails (A, B) disposés en parallèle, qui présentent des sections de rail (An; Bn) mutuellement isolées et qui présentent au moins un point d'accouplement (3A1, 3B1) et au moins un point de déccouplement (3A1, 3B1), par lequel d'au moins un dispositif de mesure (10n; 10n+1) des signaux d'interrogation peuvent être couplés dans au moins l'un des sections de voie (n) à surveiller et des signaux de réponse peuvent être découplés à partir de celles-ci, caractérisé en ce que les signaux d'interrogation peuvent être couplés dans le au moins un point d'accouplement (3A1, 3B1) et les signaux de réponse peuvent être découplés à partir du au moins point de déccouplement (3A1, 3B1) et que la section de voie (n) est subdivisée en un ou plusieurs secteurs (S1, ..., Sz), dans chacun desquels au moins un module de réponse (51; 511, 512) est connecté à ou entre les deux sections de rail (An; Bn), au moyen duquel les signaux fournis par le dispositif de mesure dispositif de mesure (10n; 10n+1) peuvent être modifiés individuellement ou des correspondant signaux de réponse individuels peuvent être délivrés aux sections de rail (An; Bn), le modification des signaux et/ou les signaux de réponse individuels pouvant être examinés par le dispositif de mesure (10n ; 10n+1) et pouvant être affectés à un état d'occupation correspondant.
  12. Dispositif selon la revendication 11, caractérisé en ce que die dispositif de mesure (10n; 10n+1) comprend
    a) une unité émettrice (11), qui sert à générer des signaux d'interrogation sous la forme d'une tension continue appliquée au moins temporairement ou d'une tension alternative appliquée au moins temporairement,
    b) une unité de réception (12), qui sert à recevoir en continu ou temporairement les signaux de réponse, et
    c) un processeur de signaux (SP), qui sert à évaluer les signaux de réponse, afin de déterminer, le cas échéant par analyse de Fourier, l'amplitude et les fréquences ou informations numériques.
  13. Dispositif selon la revendication 11 ou 12, caractérisé en ce que les modules de réponse (51; 511, 512) contiennent une ou plusieurs unités à haute fréquence, telles que des circuits résonants parallèles ou des modules transpondeurs actifs ou passifs, qui sont couplés par induction, directement ou indirectement, aux sections de rail (An; Bn) et que dans un secteur (S1, ..., Sz), de préférence deux modules de réponse (511, 512) sont disposés à une distance, de préférence inférieure à la distance entre les essieux d'un véhicule ferroviaire (9).
  14. Dispositif selon un des revendications 11-13, caractérisé en ce qu'à une extrémité ou aux deux extrémités du section de voie (n) des points d'accouplement (3A1, 3B1); (3Ap, 3Bq) pour accoupler des signaux d'interrogation et désaccoupler des signaux de réponse et/ou en ce que de préférence chaque secteur (S1, ..., Sz) pourvu de points d'accouplement (3A1, 3B1; ... 3Ap, 3Bq), auxquels l'au moins un dispositif de mesure (10n; 10n+1) peut sélectivement accoupler ou découpler des signaux d'interrogation.
  15. Dispositif selon un des revendications 11-13, caractérisé en ce qu'un interrupteur (63 ; 64) est prévu dans au moins un secteur (S1, ..., Sz) du section de voie (n), qui peut être fermé sélectivement pour simuler un état occupé et pour examiner l'installation ou pour subdiviser le section de voie (n) et/ou qu'au moins un des sections de rail (An) est divisé en segments séparés entre eux par des composants (4A1, 4A2, ...) qui agissent comme impédances.
EP11166371.2A 2011-05-17 2011-05-17 Procédé et dispositif de surveillance d'une section de voie ferrée Active EP2524852B1 (fr)

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ITRM20130666A1 (it) * 2013-12-02 2014-03-03 Giuseppe Fazio Sistema di blocco automatico a correnti codificate senza l'uso di giunti isolati e compatibile con l'attuale sottosistema di bordo installato sui veicoli ferroviari
WO2016016911A2 (fr) 2014-07-28 2016-02-04 Giuseppe Fazio Circuit de poursuite à faible affaiblissement et haute performance
EP2990294B1 (fr) * 2014-08-25 2017-10-18 Schweizerische Bundesbahnen SBB Dispositif et procédé de commande de suspension pour véhicules ferroviaires

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IT1281830B1 (it) * 1995-10-27 1998-03-03 Sasib Railway S P A Circuito di binario ad audiofrequenza con trasmissione di dati (c.d.b..digitale): interfaccia di ricetrasmissione.
DE19822803A1 (de) 1998-05-20 1999-11-25 Alcatel Sa Verfahren zum Betrieb von Schienenfahrzeugen sowie Zugsteuerzentrale und Fahrzeuggerät hierfür
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