EP2708439B1 - Method and system for extracting a signal term from a magnetic circuit - Google Patents

Method and system for extracting a signal term from a magnetic circuit Download PDF

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Publication number
EP2708439B1
EP2708439B1 EP12184070.6A EP12184070A EP2708439B1 EP 2708439 B1 EP2708439 B1 EP 2708439B1 EP 12184070 A EP12184070 A EP 12184070A EP 2708439 B1 EP2708439 B1 EP 2708439B1
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EP
European Patent Office
Prior art keywords
signal
track
trackside
data transmission
coupling
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EP12184070.6A
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German (de)
French (fr)
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EP2708439A1 (en
Inventor
Rolf Schmid
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Siemens Schweiz AG
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Siemens Schweiz AG
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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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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
    • B61L2003/122—German standard for inductive train protection, called "Induktive Zugsicherung"[INDUSI]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to a method and a system for processing a transmitted by means of track-side and vehicle-side magnetic coupling circuits signal concept for its transmission to a rail vehicle by means of a track-side arranged point-shaped data transmission device.
  • ETCS Europe-wide uniform train control system
  • This train protection system has three different levels, which differ in the way the train and the control center communicate and locate trains.
  • ETCS Level 1 The information to be deflected from transparent and fixed balises and / or line conductors and / or loop cables is transmitted to the driver's cab and contains, among other things, instructions for speed control and monitoring of the train.
  • Level 2 the information to be deflected is transmitted via a mobile network from so-called Radio Block Centers to the driver's cab and in Level 3 the integrity check and self-locating of the train by navigation system such as GPS or Galilei (currently under construction) is used.
  • German patent application DE 10 2009 015 605 A1 and the European patent application EP 1 172 274 A1 show such migration solutions.
  • the aim of such migration projects is usually to upgrade the track to the new standard and the parallel existence of the old systems.
  • the INDUSI legacy system uses three track-side and vehicle-side magnetic (inductive) coupling circuits with operating frequencies of 500, 1000 and 2000 Hz.
  • the associated vehicle-side coupling circuit is thus detuned during the passage of the train and thus the underlying driving information is transmitted.
  • the present invention is therefore based on the object of specifying a method and a system for processing a transmitted by means of trackside and vehicle-side magnetic coupling circuits signal concept, which greatly simplify the effort associated with the use of balises in connection with the establishment of ETCS and allow a cheaper connection of the balises indirectly via a legacy system to centralized units such as signal boxes and control centers, even in less populated areas.
  • the track-side and vehicle-side magnetic coupling circuits components of an INDUSI train control system be.
  • the point-shaped data transmission unit may be an ETCS transparent data beacon.
  • test signal with a duty cycle of about 1: 500.
  • a duty cycle of about 1: 500.
  • an average additional power consumption of only 2 mW can be achieved, which can also be applied by solar panel operated electronic control units.
  • FIG. 1 shows a schematic representation of the basic structure for a tap of the signal term within an INDUSI train protection system 2, called Indusi 2 short.
  • the Indusi 2 comprises a vehicle-side coupling circuit 4 and a corresponding track-side coupling circuit 6.
  • a transmitted from a signal box not shown here signal term is displayed optically.
  • the control device 10 couples this signal concept via a switch S1 into the trackside coupling circuit 6.
  • the coupling consists primarily in the closing of the track-side coupling circuit 6 with the switch S1. It follows inevitably that a corresponding coupling circuit (resonant circuit) exists for each signal concept, which differ in their driving frequency (500 Hz, 1000 Hz, 2000 Hz, see explanation above).
  • the vehicle-side coupling circuit 4 shows a detuning of in FIG. 3 shown type with a complete breakdown of the vibration in the vehicle-side coupling circuit. 4
  • leg system Indusi 2 is in a track 12 and an ETCS Transparent Data Beautyse 14 - hereafter called Balise 14 - arranged, whose job is u.a.
  • an ETCS Transparent Data Beautyse 14 - hereafter called Balise 14 - arranged, whose job is u.a.
  • the so-called balis telegrams allow to transmit dedicated information to the vehicle, e.g. Speed profiles, route profiles, braking curves and the like.
  • the control of the balise 14 takes place by means of an electronic control unit 16 - hereinafter called LEU (Lineside Electronic Equipment) 16.
  • LEU Lineside Electronic Equipment
  • the LEU 16 receives the signal to be transmitted either from the interlocking or from the RBC (Radio Block Controller). Here, however, should be dispensed with the connection to the interlocking, but a parasitic coupling to the Indusi 2 done.
  • the LEU 16 comprises a signal pick-up module 18, two channels A, B with two redundant coupling-in points 20, 22.
  • a test signal Ps is alternately coupled into the trackside coupling circuit 6 virtually without feedback effect.
  • the Indusi useful signal has a thickness of about 200 mA in the track-side coupling circuit 6.
  • an inductive coupling of the test signal Ps with about 1 to 2 mA.
  • this test signal Ps passes more or less unadulterated to the respective other channel and is also decoupled there by means of the feed point 20, 22 as a modified response signal.
  • This modified response signal can in turn be evaluated by the signal pick-up module 18 and closed on the corresponding signal signal applied to the signal 8.
  • the signal term associated telegram T is determined for transmission and radiated at agreement of the telegram T in both channels A and B also to a vehicle antenna not shown here. Both channels A and B are required to achieve a safety level of SIL 4 according to DIN EN 50129.
  • the test signal Ts can be coupled in only for a few ms, but repeatedly.
  • a duty cycle of 1: 500 and a power consumption of 0.5 W / 250 an average power consumption of only 2 mW is achieved.
  • the present system for determining the signal term requires no contact doubling and is sufficiently free of feedback.
  • This system comes along a power consumption, which can also be applied by autonomously operated LEU 16 (so-called MiniLEU). It is further only a tap for the evaluation of 1 or 2/3 signal terms required.
  • this connection also offers the possibility to test the functionality of the Indusi 2, because based on the received modified response signal and a statement about the quality of the resonant circuit, so the trackside coupling circuit 6, can be made.
  • FIG. 4 For the sake of completeness, it now shows possible coupling-in points for the different coupling circuits of the Indusi 2.
  • the drawn ellipse stands for the Einkoppelstelle. These examples show the concept of combined attenuation measurement and reflection measurement in the present case.
  • the indusi signal circuit (trackside coupling circuit) is measured with a voltage pulse in the ms range on the basis of the response at two different locations with a current transformer path. The pulse response is only needed with timely evaluation without amplitude accuracy.
  • FIG. 6 schematically shows a path for a signal tap in a pure coupling loss measurement. It is measured with two voltage pulses in the ms range of Indusi coupling circuit based on the response signal at three different locations with a current transformer path. This measurement principle is easy to implement because the pulse response (the response signal) is needed only with timely evaluation, but without amplitude accuracy.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die vorliegende Erfindung bezieht sich auf ein Verfahren und ein System zur Aufbereitung eines mittels gleisseitigen und fahrzeugseitigen magnetischen Koppelkreisen übertragenen Signalbegriffs zu dessen Übertragung auf ein Schienenfahrzeug mittels einer gleisseitig angeordneten punktförmigen Datenübertragungseinrichtung.The present invention relates to a method and a system for processing a transmitted by means of track-side and vehicle-side magnetic coupling circuits signal concept for its transmission to a rail vehicle by means of a track-side arranged point-shaped data transmission device.

Auf dem Gebiet des schienengebundenen Verkehrs werden moderne Zugsicherungssysteme eingesetzt, mit denen zentral erstellte Daten zur Steuerung des Zugverkehrs an dezentrale Einheiten übertragen werden respektive von diesen dezentralen Einheiten angefordert und zentral verarbeitet werden. Typische Einheiten für die zentrale Datenerstellung und -anforderung sind Stellwerke und Leitstellen. Für die dezentralen Einheiten können beispielhaft gleisseitig angeordnete Kontrolleinheiten, wie Einrichtungen zur Signal- und Weichensteuerung/-überwachung, Einrichtungen zur Steuerung und Überwachung von Gleisfreimeldeeinrichtungen, Balisen, Linienleitern und Loop-Kabeln genannt werden. Selbst die modernen Zugsicherungssysteme sind jedoch auch heute noch aufgrund der nationalen Aufstellung der Bahnunternehmungen, wie Schweizerische Bundesbahnen SBB, Österreichische Bundesbahnen ÖBB, Deutsche Bahn DB, nationale Zugsicherungssysteme, die beim Übertritt von Land zu Land fahrzeugseitig gewechselt werden müssen, was auf den Fahrzeugen einen erheblichen Aufwand hinsichtlich des Einsatzes im grenzüberschreitenden Verkehr bedeutet.In the field of rail transport modern train control systems are used with which centrally created data for the control of the train traffic are transmitted to decentralized units respectively are requested by these decentralized units and centrally processed. Typical units for central data creation and request are signal boxes and control centers. For the decentralized units example on the track side arranged control units, such as facilities for signal and point control / monitoring, facilities for controlling and monitoring of track vacancy, balises, line conductors and loop cables are called. Even today, however, the modern train protection systems are still due to the national deployment of railway companies, such as Swiss Federal Railways SBB, Austrian Federal Railways ÖBB, German Rail DB, national train control systems that must be changed when crossing country to country on the vehicle side, which is a significant on the vehicles Expenditure in terms of use in cross-border traffic means.

Aus diesem Grunde hat beispielsweise die Europäische Union beschlossen, ein europaweit einheitliches Zugsicherungssystem einzuführen, das unter dem Namen ETCS (European Train Control System) in der Fachwelt bekannt ist. Dieses Zugsicherungssystem verfügt über drei verschiedene Level, die sich in der Art der Kommunikation von Zug und Leitstelle und der Ortung von Zügen unterscheiden. Im ETCS Level 1 werden die zuglenkenden Informationen von Transparent- und Fix-Balisen und/oder Linienleitern und/oder Loop-Kabeln auf den Führerstand übertragen und beinhalten u.a. Anweisungen zur Geschwindigkeitssteuerung und Überwachung des Zuges. Im Level 2 werden die zuglenkenden Informationen über ein Mobilfunknetz aus sogenannten Radio Block Centern auf den Führerstand übertragen und im Level 3 kommt dann noch die Integritätsprüfung sowie Eigenortung des Zuges mittels Navigationssystem, wie GPS oder Galilei (aktuell im Aufbau) zum Einsatz.For this reason, for example, the European Union has decided to introduce a Europe-wide uniform train control system, known by the name ETCS (European Train Control System). This train protection system has three different levels, which differ in the way the train and the control center communicate and locate trains. Become in ETCS Level 1 The information to be deflected from transparent and fixed balises and / or line conductors and / or loop cables is transmitted to the driver's cab and contains, among other things, instructions for speed control and monitoring of the train. In Level 2, the information to be deflected is transmitted via a mobile network from so-called Radio Block Centers to the driver's cab and in Level 3 the integrity check and self-locating of the train by navigation system such as GPS or Galilei (currently under construction) is used.

Besonders die Umrüstung des Bahnstrecken hinsichtlich der Balisen stellt für die Bahnunternehmen einen erheblichen Investitionsaufwand in ihre Infrastruktur dar. Im Rahmen dieser Umsetzung von ETCS-Projekten werden daher vermehrt Migrationsprojekt bei den europäischen Bahnbetrieben durchgeführt. In Deutschland beispielsweise soll in den kommenden Jahren das Zugsicherungssystem INDUSI (PZB-Gleismagnete) an eine Steuerungseinheit - kurz LEU (Lineside Electronic Unit) genannt - mit Balise angeschlossen werden.In particular, the upgrading of the railway lines with regard to the balises represents a considerable investment in their infrastructure for the railway companies. As part of this implementation of ETCS projects, an increasing number of migration projects are therefore being carried out at the European railway companies. In Germany, for example, the INDUSI train control system (PZB track magnets) is to be connected to a control unit - called LEU (Lineside Electronic Unit) - with Balise in the coming years.

Die deutsche Offenlegungsschrift DE 10 2009 015 605 A1 und die Europäische Patentanmeldung EP 1 172 274 A1 zeigen derartige Migrationslösungen.The German patent application DE 10 2009 015 605 A1 and the European patent application EP 1 172 274 A1 show such migration solutions.

Das Ziel derartiger Migrationsprojekte sind dabei in der Regel die Aufrüstung der Strecke auf den neuen Standard sowie der parallele Fortbestand der alten Systeme. Beim Altsystem INDUSI werden drei gleisseitige und fahrzeugseitige magnetische (induktive) Koppelkreise mit Arbeitsfrequenzen von 500, 1000 und 2000 Hz eingesetzt.The aim of such migration projects is usually to upgrade the track to the new standard and the parallel existence of the old systems. The INDUSI legacy system uses three track-side and vehicle-side magnetic (inductive) coupling circuits with operating frequencies of 500, 1000 and 2000 Hz.

Die Informationen der einzelnen Schwingkreisfrequenzen zu den anliegenden Fahrbegriffen (Leuchtende Signallampen am Signal) sind wie folgt zugeordnet:

  • 1000 Hz - Vor Langsamfahrstellen, Vorsignalen, Überwachungssignalen (Schaltung ab Vziel < 100 km/h) ; Langsam fahren bzw. Halt zeigendes Signal wird in ca. 1000 m erreicht;
  • 500 Hz - Vor Langsamfahrstellen / 250 m vor den Hauptsignalen (Schaltung ab Vziel ≤ 30 km/h) ; Langsam fahren mit bis zu 30 km/h bzw. Halt zeigendes Signal wird in ca. 250 m erreicht;
  • 2000 Hz - Fahrsperre, an Hauptsignalen in Haltstellung (Hp0); Sofortige Zwangsbremsung bei Überfahren.
The information of the individual resonant circuit frequencies on the applied driving terms (illuminated signal lamps on the signal) are assigned as follows:
  • 1000 Hz - in front of slow driving stations, pre-signals, monitoring signals (switching from V target <100 km / h); Drive slowly or stop signal is reached in about 1000 m;
  • 500 Hz - before slow driving / 250 m ahead of the main signals (circuit from V target ≤ 30 km / h); Slowly driving with up to 30 km / h or halt pointing signal is reached in about 250 m;
  • 2000 Hz - driving lock, on main signals in stop position (Hp0); Immediate emergency braking when driving over.

Entsprechend des eingestellten Fahrbegriffs wird so bei der Überfahrt des Zuges der zugehörige fahrzeugseitige Koppelkreis verstimmt und somit die zugrundeliegende Fahrinformation übertragen.According to the set driving concept, the associated vehicle-side coupling circuit is thus detuned during the passage of the train and thus the underlying driving information is transmitted.

Zur Anschaltung dieses Altsystems an ETCS werden daher derzeit Überlegungen gemacht. Alle Hardware-seitigen Lösungen sind mit einem hohen Aufwand und Kosten verbunden, z.B. für die Erstellung von Doppelkontakten, Herbeiführung von elektrischer Energie und allgemeiner Verdrahtungsaufwand. Eine besondere Komplexität liegt daher auch noch in der Abwesenheit von elektrischen Speiseeinrichtungen in der Nähe der INDUSI-Gleismagnete begründet, sodass besonders bei der Verwendung von weitgehend energieautarken Mini-LEU's zur Steuerung einer ETCS-Balise sehr energiesparende Konzepte zum Tragen kommen müssten. Aus diesen Gründen wurde vorliegend bisher kein geeigneter Lösungsansatz für die Anschaltung von INDUSI an ETCS gefunden.For the connection of this legacy system to ETCS, therefore, considerations are currently being made. All hardware-side solutions are associated with high costs and costs, e.g. for the creation of double contacts, generation of electrical energy and general wiring effort. Therefore, even in the absence of electrical feeders in the vicinity of the INDUSI track magnets, a particular complexity is justified, so that very energy-saving concepts would have to be used, especially when using largely energy-self-sufficient mini-LEUs to control an ETCS balise. For these reasons, no suitable solution for the connection of INDUSI to ETCS has been found so far.

Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren und ein System zum Aufbereitung eines mittels gleisseitigen und fahrzeugseitigen magnetischen Koppelkreisen übertragenen Signalbegriffs anzugeben, welche den Aufwand, der mit dem Einsatz von Balisen im Zusammenhang mit der Einrichtung von ETCS verbunden ist, erheblich vereinfachen und es erlauben, eine preiswertere Anbindung der Balisen in indirekter Weise über ein Altsystem an zentrale Einheiten, wie Stellwerke und Leitstellen, auch in weniger dicht besiedelten Gebieten, zu ermöglichen.The present invention is therefore based on the object of specifying a method and a system for processing a transmitted by means of trackside and vehicle-side magnetic coupling circuits signal concept, which greatly simplify the effort associated with the use of balises in connection with the establishment of ETCS and allow a cheaper connection of the balises indirectly via a legacy system to centralized units such as signal boxes and control centers, even in less populated areas.

Diese Aufgabe wird erfindungsgemäss durch ein Verfahren gemäß Anspruch 1 und ein System gemäß Anspruch 6 gelöst. Auf diese Weise ist es möglich, den in den Koppelkreisen anliegenden Signalbegriff mit geringem zusätzlichen Installationsaufwand mittels der elektronischen Steuereinheit (LEU) zu ermitteln und ein diesem Signalbegriff entsprechendes Telegramm zur Aussendung mittels der punktförmigen Datenübertragungseinheit aufzubereiten. Dieses Verfahren zeichnet sich zudem durch seine Robustheit und seinen geringen Energieverbrauch aus, sodass auch eine autark betriebene elektronischen Steuereinheit mit der ihr zur Verfügung stehenden elektrischen Energie diese Aufgabe wahrnehmen kann.This object is achieved according to the invention by a method according to claim 1 and a system according to claim 6. In this way, it is possible to determine the signal concept applied in the coupling circuits with little additional installation effort by means of the electronic control unit (LEU) and to prepare a telegram corresponding to this signal term for transmission by means of the punctiform data transmission unit. This method is also characterized by its robustness and low power consumption, so that even a self-sufficient electronic control unit with its available electrical energy can perform this task.

In einer vorteilhaften Ausgestaltung der vorliegenden Erfindung können die gleisseitigen und fahrzeugseitigen magnetischen Koppelkreise Bestandteile eines INDUSI-Zugsicherungssystems sein. Entsprechend kann die punktförmige Datenübertragungseinheit eine ETCS-Transparentdaten-Balise sein.In an advantageous embodiment of the present invention, the track-side and vehicle-side magnetic coupling circuits components of an INDUSI train control system be. Accordingly, the point-shaped data transmission unit may be an ETCS transparent data beacon.

Zur Erzielung eines besonders geringen Energieverbrauchs auf der elektronischen Steuereinheit kann es vorgesehen sein, das Prüfsignal mit einem Tastverhältnis von etwa 1:500 auszugestalten. Bei einem derartigen Tastverhältnis und einer angenommenen Leistungsaufnahme von 0,5 W pro Prüfsignalaussendung kann eine mittlere zusätzliche Leistungsaufnahme von nur 2 mW erzielt werden, die auch von mit Solarpanels betriebenen elektronischen Steuereinheiten aufgebracht werden kann.To achieve a particularly low energy consumption on the electronic control unit, it may be provided to design the test signal with a duty cycle of about 1: 500. With such a duty cycle and an assumed power consumption of 0.5 W per test signal emission, an average additional power consumption of only 2 mW can be achieved, which can also be applied by solar panel operated electronic control units.

Zur Erreichung des geforderten Sicherheitslevels von SIL 4 gemäss EN 50129 kann es vorgesehen sein, die Einspeisung des Prüfsignals und die Auslesung des Antwortsignals jeweils redundant auszuführen. Es ergibt sich so die geforderte zweikanalige Ermittlung des in den magnetischen Koppelkreisen anliegenden Signalbegriffs.In order to achieve the required safety level of SIL 4 according to EN 50129, it may be provided that the feed-in of the test signal and the read-out of the response signal are each performed redundantly. This results in the required two-channel determination of the applied in the magnetic coupling circuits signal term.

Weitere vorteilhafte Ausgestaltungen der Erfindung können den übrigen Unteransprüchen entnommen werden.Further advantageous embodiments of the invention can be taken from the remaining subclaims.

Die Erfindung wird nachfolgend anhand der Zeichnung beispielsweise näher erläutert. Dabei zeigen:

Figur 1
in schematischer Darstellung den prinzipiellen Aufbau für einen Abgriff des Signalbegriffs innerhalb eines INDUSI-Zugsicherungssystems;
Figur 2
in schematischer Darstellung das Signal im Empfängerkreis in Abhängigkeit von der Schalterstellung S1 in Figur 1;
Figur 3
in schematischer Darstellung die Schwingkreisgüte der induktiven INDUSI-Koppelkreise in Abhängigkeit von der Schalterstellung in Figur 2;
Figur 4
in schematischer Darstellung einen Pfad für den Signalabgriff für mehrere Signalbegriffe im INDUSI-Zugsicherungssystem;
Figur 5
in schematischer Darstellung einen Pfad für den Signalabgriff als reine Reflexionsmessung;
Figur 6
in schematischer Darstellung einen Pfad für den Signalabgriff als reine Kopplungsdämpfungsmessung; und
Figur 5
ein Datenblatt zur Spezifikation der INDUSI-Magnete.
The invention will be explained in more detail with reference to the drawing, for example. Showing:
FIG. 1
a schematic representation of the basic structure for a tap of the signal term within an INDUSI train control system;
FIG. 2
in a schematic representation of the signal in the receiver circuit as a function of the switch position S1 in FIG. 1 ;
FIG. 3
in a schematic representation of the resonant circuit quality of inductive INDUSI coupling circuits as a function of the switch position in FIG. 2 ;
FIG. 4
schematically a path for the signal tap for several signal terms in the INDUSI train protection system;
FIG. 5
a schematic representation of a path for the signal tap as a pure reflection measurement;
FIG. 6
a schematic of a path for the signal tap as a pure coupling loss measurement; and
FIG. 5
a data sheet for the specification of INDUSI magnets.

Figur 1 zeigt in schematischer Darstellung den prinzipiellen Aufbau für einen Abgriff des Signalbegriffs innerhalb eines INDUSI-Zugsicherungssystems 2, kurz Indusi 2 genannt. Das Indusi 2 umfasst einen fahrzeugseitigen Koppelkreis 4 und einen dazu korrespondierenden gleisseitigen Koppelkreis 6. An einem Signal 8 wird mittels einer Steuerungseinrichtung 10 ein von einem hier nicht weiter dargestellten Stellwerk übermittelter Signalbegriff optisch dargestellt. Die Steuerungseinrichtung 10 koppelt diesen Signalbegriff über einen Schalter S1 in den gleisseitigen Koppelkreis 6 ein. Die Einkopplung besteht dabei vorrangig im Schliessen des gleisseitigen Koppelkreises 6 mit dem Schalter S1. Hieraus folgt zwangsläufig, dass für jeden Signalbegriff ein entsprechender Koppelkreis (Schwingkreis) besteht, die sich in ihrer Ansteuerfrequenz (500 Hz, 1000 Hz, 2000Hz, Erklärung hierzu siehe weiter oben) unterscheiden. Fährt nun ein Fahrzeug mit seinem (Treiber-)Koppelkreis über einen derartig beschalteten gleisseitigen Koppelkreis 6, zeigt der fahrzeugseitige Koppelkreis 4 eine Verstimmung der in Figur 3 gezeigten Art mit einem vollständigen Zusammenbruch der Schwingung im fahrzeugseitigen Koppelkreis 4. FIG. 1 shows a schematic representation of the basic structure for a tap of the signal term within an INDUSI train protection system 2, called Indusi 2 short. The Indusi 2 comprises a vehicle-side coupling circuit 4 and a corresponding track-side coupling circuit 6. At a signal 8 by means of a control device 10, a transmitted from a signal box not shown here signal term is displayed optically. The control device 10 couples this signal concept via a switch S1 into the trackside coupling circuit 6. The coupling consists primarily in the closing of the track-side coupling circuit 6 with the switch S1. It follows inevitably that a corresponding coupling circuit (resonant circuit) exists for each signal concept, which differ in their driving frequency (500 Hz, 1000 Hz, 2000 Hz, see explanation above). Now drives a vehicle with its (driver) coupling circuit via such a wired track-side coupling circuit 6, the vehicle-side coupling circuit 4 shows a detuning of in FIG. 3 shown type with a complete breakdown of the vibration in the vehicle-side coupling circuit. 4

Neben diesem sogenannten Altsystem Indusi 2 ist in einem Gleis 12 auch eine ETCS-Transparentdaten-Balise 14 - nachfolgend kurz Balise 14 genannt - angeordnet, deren Aufgabe es ist u.a. auch den am Signal 8 angezeigten Signalbegriff in Telegrammform auf das hier nicht weiter dargestellte Fahrzeug bzw. dessen Fahrzeugrechner zu übertragen. Während mit Indusi 2 nur der reine Signalbegriff auf das Fahrzeug übertragbar war, gestatten es die sogenannten Balisentelegramme dezidierte Informationen an das Fahrzeug zu übermitteln, wie z.B. Geschwindigkeitsprofile, Streckenprofile, Bremskurven und dergleichen. Die Ansteuerung der Balise 14 erfolgt dabei mittels einer elektronischen Steuereinheit 16 - nachfolgend kurz LEU (Lineside Electronic Equipment) 16 genannt. Die LEU 16 erhält den zu übermittelnden Signalbegriff je nach Level des ETCS entweder aus dem Stellwerk oder vom RBC (Radio Block Controller). Hier vorliegend soll jedoch auf die Anbindung an das Stellwerk verzichtet werden, sondern eine parasitäre Ankopplung an die Indusi 2 erfolgen. Hierzu umfasst die LEU 16 ein Signalabgriffsmodul 18 zwei Kanäle A, B mit zwei redundant ausgeführten Einkoppelstellen 20, 22.In addition to this so-called leg system Indusi 2 is in a track 12 and an ETCS Transparent Data Balise 14 - hereafter called Balise 14 - arranged, whose job is u.a. Also to transmit the signal displayed on the signal signal 8 in telegram form on the not shown here vehicle or its vehicle computer. While with Indusi 2 only the pure signal concept was transferable to the vehicle, the so-called balis telegrams allow to transmit dedicated information to the vehicle, e.g. Speed profiles, route profiles, braking curves and the like. The control of the balise 14 takes place by means of an electronic control unit 16 - hereinafter called LEU (Lineside Electronic Equipment) 16. Depending on the level of the ETCS, the LEU 16 receives the signal to be transmitted either from the interlocking or from the RBC (Radio Block Controller). Here, however, should be dispensed with the connection to the interlocking, but a parasitic coupling to the Indusi 2 done. For this purpose, the LEU 16 comprises a signal pick-up module 18, two channels A, B with two redundant coupling-in points 20, 22.

An diesen Einkoppelstellen 20, 22 wird alternierend ein Prüfsignal Ps in den gleisseitigen Koppelkreis 6 quasi rückwirkungsfrei eingekoppelt. Aus Gründen der Energieeinsparung ist dabei das Tastverhältnis sehr klein gegen 1, wie z.B. 1:500. Das Indusi-Nutzsignal hat im gleisseitigen Koppelkreis 6 eine Stärke von etwa 200 mA. Demgegenüber erfolgt mit den Einkoppelstellen 20, 22 eine induktive Einkopplung des Prüfsignals Ps mit etwa 1 bis 2 mA. Je nach Stellung des Schalters S1 gelangt dieses Prüfsignal Ps mehr oder weniger unverfälscht zu dem jeweils anderen Kanal und wird dort mittels der Einspeisestelle 20, 22 als modifiziertes Antwortsignal auch ausgekoppelt. Ist also der Schalter S1 offen, d.h. der diesen Signalbegriff repräsentierten gleisseitige Koppelkreis ist offen, kann im gleisseitigen Koppelkreis 6 kein Strom fliessen und das modifizierte Antwortsignal ist daher wie in Figur 2 gezeigt praktisch nicht vorhanden. Mathematisch würde man von einer leeren Menge sprechen. Ist hingegen der Schalter S1 geschlossen, weil der entsprechende Signalbegriff am Signal 8 anliegt, kann auch das Prüfsignal Ps in Form eines modifizierten Antwortsignal ausgekoppelt werden, wobei sich die Modifikation des Prüfsignals Ps im wesentlichen auf die Wechselwirkung des Prüfsignals Ps mit den Leitungsparametern (R-, L- und C-Belag) des gleisseitigen Koppelkreises 6 beschränkt. Dieses modifizierte Antwortsignal kann wiederum mit dem Signalabgriffsmodul 18 ausgewertet und auf den entsprechend am Signal 8 anliegenden Signalbegriff geschlossen werden. In der LEU 16 wird das dem ermittelten Signalbegriff zugehörige Telegramm T zur Aussendung bestimmt und bei Übereinstimmung des Telegramms T in beiden Kanälen A und B auch an eine hier nicht weiter dargestellt Fahrzeugantenne abgestrahlt. Die beiden Kanäle A und B sind dabei erforderlich um einen Sicherheitslevel von SIL 4 nach DIN EN 50129 zu erreichen.At these coupling points 20, 22, a test signal Ps is alternately coupled into the trackside coupling circuit 6 virtually without feedback effect. For reasons of energy saving while the duty cycle is very small to 1, such as 1: 500. The Indusi useful signal has a thickness of about 200 mA in the track-side coupling circuit 6. In contrast, with the coupling points 20, 22 an inductive coupling of the test signal Ps with about 1 to 2 mA. Depending on the position of the switch S1, this test signal Ps passes more or less unadulterated to the respective other channel and is also decoupled there by means of the feed point 20, 22 as a modified response signal. So that is the Switch S1 open, ie the track-side coupling circuit represented by this signal concept is open, no current can flow in the track-side coupling circuit 6 and the modified response signal is therefore as in FIG FIG. 2 shown virtually absent. Mathematically, one would speak of an empty crowd. If, on the other hand, the switch S1 is closed because the corresponding signal term is applied to the signal 8, then the test signal Ps can also be coupled out in the form of a modified response signal, the modification of the test signal Ps essentially being based on the interaction of the test signal Ps with the line parameters (R). , L- and C-coating) of the track-side coupling circuit 6 limited. This modified response signal can in turn be evaluated by the signal pick-up module 18 and closed on the corresponding signal signal applied to the signal 8. In the LEU 16, the signal term associated telegram T is determined for transmission and radiated at agreement of the telegram T in both channels A and B also to a vehicle antenna not shown here. Both channels A and B are required to achieve a safety level of SIL 4 according to DIN EN 50129.

Bei einer geeigneten Optimierung kann das Testsignal Ts nur für einige ms, jedoch wiederholt, eingekoppelt werden. Mit einem Tastverhältnis von 1:500 und einer Leistungsaufnahme von 0,5 W / 250 wird eine gemittelte Leistungsaufnahme von nur 2 mW erreicht. Das Einfügen der Einkoppelstellen 20, 22 selbst von etwa 4 µH in den gleisseitigen Koppelkreis 6 ist dabei rückwirkungsfrei und daher vernachlässigbar, da dieser Wert äquivalent einer Kabellänge von etwa 5 m bzw. etwa 50 mΩ (Z = iωL) bei der höchsten Arbeitsfrequenz (2 kHz) der Indusi 2 entspricht.With a suitable optimization, the test signal Ts can be coupled in only for a few ms, but repeatedly. With a duty cycle of 1: 500 and a power consumption of 0.5 W / 250, an average power consumption of only 2 mW is achieved. The insertion of the coupling-in points 20, 22 itself of about 4 μH in the track-side coupling circuit 6 is non-reactive and therefore negligible, since this value equivalent to a cable length of about 5 m or about 50 mΩ (Z = iωL) at the highest operating frequency (2 kHz) corresponds to the Indusi 2.

Auf diese Weise benötigt das vorliegende System zur Ermittlung des Signalbegriffs keine Kontaktverdoppelung und ist genügend rückwirkungsfrei. Dabei kommt dieses System mit einer Leistungsaufnahme aus, die auch von autark betriebenen LEU 16 (sogenannte MiniLEU) aufgebracht werden kann. Es ist weiter nur ein Abgriff für die Auswertung von 1 bzw. 2/3 Signalbegriffen erforderlich. Weiter bietet diese Anschaltung auch die Möglichkeit zur Prüfung der Funktionalität der Indusi 2, weil anhand des empfangenen modifizierten Antwortsignals auch eine Aussage über die Güte des Schwingkreises, also des gleisseitigen Koppelkreises 6, getroffen werden kann.In this way, the present system for determining the signal term requires no contact doubling and is sufficiently free of feedback. This system comes along a power consumption, which can also be applied by autonomously operated LEU 16 (so-called MiniLEU). It is further only a tap for the evaluation of 1 or 2/3 signal terms required. Next, this connection also offers the possibility to test the functionality of the Indusi 2, because based on the received modified response signal and a statement about the quality of the resonant circuit, so the trackside coupling circuit 6, can be made.

Figur 4 zeigt nun der Vollständigkeithalber noch mögliche Einkoppelstellen für die verschiedenen Koppelkreise des Indusi 2 an. Die eingezeichnete Ellipse steht dabei für die Einkoppelstelle. Diese Beispiele zeigen vorliegend das Konzept der kombinierten Dämpfungsmessung und Reflexionsmessung. Hierbei wird mit einem Spannungspuls im ms Bereich der Indusi-Signalschaltkreis (gleisseitiger Koppelkreis) anhand der Antwort an zwei verschiedenen Orten mit einem Stromwandlerpfad ausgemessen. Die Pulsantwort wird dabei nur mit zeitgerechter Auswertung ohne Amplitudengenauigkeit benötigt. FIG. 4 For the sake of completeness, it now shows possible coupling-in points for the different coupling circuits of the Indusi 2. The drawn ellipse stands for the Einkoppelstelle. These examples show the concept of combined attenuation measurement and reflection measurement in the present case. In this case, the indusi signal circuit (trackside coupling circuit) is measured with a voltage pulse in the ms range on the basis of the response at two different locations with a current transformer path. The pulse response is only needed with timely evaluation without amplitude accuracy.

Figur 5 zeigt schematisch eine Pfad P1 für einen Signalabgriff bei einer reinen Reflexionsmessung. Dabei wird mit einem Spannungsimpuls im Bereich einiger ms im Indusi-Signalkoppelkreis anhand des Antwortsignals im gleichen Stromwandlerpfad ausgemessen. Hierbei ist eine Auswertung des Antwortsignals zeitgerecht und mit einer Amplitudengenauigkeit von ca. 20% erforderlich. Im unteren Teil der Figur 5 zeigen die Kurven 1, 2 und 3 die folgenden Verläufe:

  • Kurve 1: Schalter S1 und S2 sind geöffnet; daher ist der Schwingkreis offen und die Impedanz, die auf der Y-Achse logarithmisch abgetragen ist, ist für alle Frequenz gleich hochohmig.
  • Kurve 2: Hier ist nur der Schalter S1 geöffnet und der Schalter S2 geschlossen, sodass nur ein Kondensator C1 im Schwingkreis eingebunden ist. Der Impedanzverlauf zeigt daher nur bei der Frequenz eines der drei Magnetkreise ein Maximum, hier bei 2000 Hz; und
  • Kurve 3: Beide Schalter S1 und S2 sind geschlossen. Nun sind beide Kondensatoren C1 und C2 im Schwingkreis eingebunden, der nun ein Impedanzminimum bei einem der drei Magnetkreise zeigt, hier bei 1000 Hz.
FIG. 5 schematically shows a path P1 for a signal tap in a pure reflection measurement. It is measured with a voltage pulse in the range of a few ms in Indusi signal coupling circuit based on the response signal in the same current transformer path. In this case, an evaluation of the response signal is required in a timely manner and with an amplitude accuracy of approximately 20%. In the lower part of the FIG. 5 Curves 1, 2 and 3 show the following courses:
  • Curve 1: switches S1 and S2 are open; Therefore, the resonant circuit is open and the impedance, which is removed logarithmically on the Y axis, is the same high impedance for all frequencies.
  • Curve 2: Here only the switch S1 is open and the switch S2 is closed so that only one capacitor C1 in the Integrated resonant circuit. The impedance curve shows therefore only at the frequency of one of the three magnetic circuits a maximum, here at 2000 Hz; and
  • Curve 3: Both switches S1 and S2 are closed. Now both capacitors C1 and C2 are integrated in the resonant circuit, which now shows an impedance minimum in one of the three magnetic circuits, here at 1000 Hz.

Figur 6 zeigt schematisch einen Pfad für einen Signalabgriff bei einer reinen Kopplungsdämpfungsmessung. Dabei wird mit zwei Spannungsimpulses im ms-Bereich der Indusi-Koppelkreis anhand des Antwortsignals an drei verschiedenen Orten mit einem Stromwandlerpfad ausgemessen. Dieses Messprinzip ist einfach realisierbar, weil die Pulsantwort (das Antwortsignal) nur mit zeitgerechter Auswertung, aber ohne Amplitudengenauigkeit benötigt wird. FIG. 6 schematically shows a path for a signal tap in a pure coupling loss measurement. It is measured with two voltage pulses in the ms range of Indusi coupling circuit based on the response signal at three different locations with a current transformer path. This measurement principle is easy to implement because the pulse response (the response signal) is needed only with timely evaluation, but without amplitude accuracy.

Claims (10)

  1. Method for conditioning a signal aspect which is transmitted to a rail vehicle in the context of a first train control system by means of track-side and on-board magnetic coupling circuits, for the further transmission thereof to the rail vehicle by means of a track-side intermittent data transmission device of a second train control system, wherein:
    a) the signal aspect is applied at the track-side coupling circuit and when the track-side coupling circuit is traversed by the rail vehicle results in a detuning of one of the on-board coupling circuits;
    b) the intermittent data transmission device is operated by a track-side electronic control unit;
    c) a test signal is fed to the trackside coupling circuit by means of inductive coupling by the trackside electronic control unit;
    d) the response signal, which is modified relative to the test signal as a function of the applied signal aspect is read by means of inductive coupling by the trackside electronic control unit;
    e) the signal aspect present is extracted from the modified response signal, and
    f) a telegram corresponding to the extracted signal aspect is conditioned and transmitted by means of the intermittent data transmission device.
  2. Method according to claim 1, characterised in that the trackside and on-board magnetic coupling circuits are components of the first train control system configured as an INDUSI train protection system.
  3. Method according to claim 1 or 2, characterised in that the intermittent data transmission unit is an ETCS transparent data balise.
  4. Method according to one of claims 1 to 3, characterised in that the test signal is provided with a pulse duty factor of approximately 1:500.
  5. Method according to one of claims 1 to 4, characterised in that the feed of the test signal and the reading of the response signal are each realised redundantly.
  6. System for conditioning a signal aspect which is transmitted to a rail vehicle in the context of a first train control system by means of track-side and on-board magnetic coupling circuits, for the further transmission thereof to the rail vehicle by means of a track-side intermittent data transmission device of a second train control system, wherein:
    a) the signal aspect can be applied at the track-side coupling circuit by closing a switch (S1), in particular a relay contact, and the on-board coupling circuit is designed such that when the track-side coupling circuit is traversed by the rail vehicle a detuning of one of the on-board coupling circuits can be triggered;
    b) the intermittent data transmission device can be operated by a track-side electronic control unit;
    c) a test signal can be fed to the trackside coupling circuit by means of inductive coupling by the trackside electronic control unit;
    d) the response signal, which is modified relative to the test signal as a function of the applied signal aspect, can be read by means of inductive coupling by the trackside electronic control unit;
    e) the signal aspect present can be extracted from the modified response signal, and
    f) a telegram corresponding to the extracted signal aspect can be conditioned and transmitted by means of the intermittent data transmission device.
  7. System according to claim 6, characterised in that the trackside and on-board magnetic coupling circuits are components of the first train control system configured as an INDUSI train protection system.
  8. System according to claim 6 or 7, characterised in that the intermittent data transmission unit is an ETCS transparent data balise.
  9. System according to one of claims 6 to 8, characterised in that the test signal is provided with a pulse duty factor of approximately 1:500.
  10. System according to one of claims 6 to 9, characterised in that the feed of the test signal and the reading of the response signal are each realised redundantly.
EP12184070.6A 2012-09-12 2012-09-12 Method and system for extracting a signal term from a magnetic circuit Not-in-force EP2708439B1 (en)

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EP12184070.6A EP2708439B1 (en) 2012-09-12 2012-09-12 Method and system for extracting a signal term from a magnetic circuit

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CN107340765B (en) * 2017-07-07 2020-02-18 河南辉煌科技股份有限公司 Vehicle-mounted host ATP test system
CN110398949B (en) * 2019-05-15 2022-04-05 中铁检验认证中心有限公司 Test platform of high-speed railway train operation control system based on black box test

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ES2262473T3 (en) * 2000-07-12 2006-12-01 Siemens Schweiz Ag DEVICE FOR THE TRANSMISSION OF A STATE SIGNAL OF A TRAFFIC INFLUENCE DEVICE TO A VEHICLE.
DE102009015605A1 (en) * 2009-04-02 2010-10-14 Siemens Aktiengesellschaft Method for monitoring contact condition of relay contacts for vehicle, involves subjecting contact with pulses of monitoring power and pulse time and with other pulses of other power and other time for contact cleaning

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