EP2708439B1 - Procédé et système d'extraction d'un concept de signal depuis un circuit magnétique - Google Patents

Procédé et système d'extraction d'un concept de signal depuis un circuit magnétique 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
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP12184070.6A
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German (de)
English (en)
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EP2708439A1 (fr
Inventor
Rolf Schmid
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Siemens Schweiz AG
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Siemens Schweiz AG
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Publication date
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Priority to EP12184070.6A priority Critical patent/EP2708439B1/fr
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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)

Claims (10)

  1. Procédé de traitement d'une indication de signal, qui est transmise au moyen de circuits de couplage magnétiques du côté voie et du côté véhicule à un véhicule ferroviaire dans le cadre d'un premier système de sécurité du train, et dont une transmission complémentaire au véhicule ferroviaire est effectuée au moyen d'un dispositif de transmission de données ponctuel disposé du côté voie d'un second système de sécurité du train, selon lequel :
    a) l'indication de signal est appliquée au niveau du circuit de couplage magnétique côté voie et, en cas de traversée du circuit de couplage du côté voie par le véhicule ferroviaire, provoque un désaccord d'un des circuits de couplage du côté véhicule,
    b) le dispositif de transmission de données ponctuel est commandé par une unité de commande électronique disposée du côté voie,
    c) un signal d'essai est injecté dans le circuit de couplage du côté voie au moyen d'un couplage inductif par l'unité de commande électronique disposée du côté voie,
    d) le signal de réponse modifié par rapport au signal d'essai, en fonction de l'indication de signal appliquée, est lu au moyen du couplage inductif par l'unité de commande électronique disposée du côté voie,
    e) l'indication de signal appliquée est extraite à partir du signal de réponse modifié, et
    f) un télégramme correspondant à l'indication de signal extraite est traité et transmis au moyen de l'unité de transmission de données ponctuelle.
  2. Procédé selon la revendication 1, caractérisé en ce que les circuits de couplage magnétique du côté voie et du côté véhicule sont des composants du premier système de sécurité du train conçu comme un système d'arrêt automatique du train.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'unité de transmission de données ponctuelle est une balise à données transparentes ETCS.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le signal d'essai est prévu à un cycle de service d'environ 1 : 500.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'injection du signal d'essai et l'extraction du signal de réponse sont effectuées à chaque fois de manière redondante.
  6. Système pour traiter une indication de signal, qui est transmise au moyen de circuits de couplage magnétiques du côté voie et du côté véhicule à un véhicule ferroviaire dans le cadre d'un premier système de sécurité du train, et dont une transmission complémentaire au véhicule ferroviaire est effectuée au moyen d'un dispositif de transmission de données ponctuel disposé du côté voie d'un second système de sécurité du train, dans lequel :
    a) l'indication de signal peut être appliquée au niveau du circuit de couplage du côté voie par la fermeture d'un commutateur (S1), notamment d'un contact de relais, et le circuit de couplage du côté véhicule est conçu de telle sorte, qu'en cas de traversée du circuit de couplage du côté voie par le véhicule ferroviaire, un désaccord d'un des circuits de couplage du côté véhicule peut être déclenché.
    b) le dispositif de transmission de données ponctuel peut être commandé par une unité de commande électronique disposée du côté voie,
    c) un signal d'essai peut être injecté dans le circuit de couplage du côté voie au moyen d'un couplage inductif par l'unité de commande électronique disposée du côté voie,
    d) un signal de réponse, modifié par rapport au signal d'essai, en fonction de l'indication de signal appliquée, peut être lu au moyen d'un couplage inductif par l'unité de commande électronique disposée du côté voie,
    e) l'indication de signal appliquée peut être extraite à partir du signal de réponse modifié, et
    f) un télégramme correspondant à l'indication de signal extraite peut être traité et transmis au moyen de l'unité de transmission de données ponctuelle.
  7. Système selon la revendication 6,
    caractérisé en ce que les circuits de couplage magnétique du côté voie et du côté véhicule sont des composants du premier système de sécurité du train conçu comme un système d'arrêt automatique du train.
  8. Système selon la revendication 6 ou 7, caractérisé en ce que l'unité de transmission de données ponctuelle est une balise à données transparentes ETCS.
  9. Système selon l'une quelconque des revendications 6 à 8, caractérisé en ce que le signal d'essai est prévu à un cycle de service d'environ 1 : 500.
  10. Système selon l'une quelconque des revendications 6 à 9, caractérisé en ce que l'injection du signal d'essai et l'extraction du signal de réponse sont effectuées à chaque fois de manière redondante.
EP12184070.6A 2012-09-12 2012-09-12 Procédé et système d'extraction d'un concept de signal depuis un circuit magnétique Not-in-force EP2708439B1 (fr)

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EP12184070.6A EP2708439B1 (fr) 2012-09-12 2012-09-12 Procédé et système d'extraction d'un concept de signal depuis un circuit magnétique

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EP12184070.6A EP2708439B1 (fr) 2012-09-12 2012-09-12 Procédé et système d'extraction d'un concept de signal depuis un circuit magnétique

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EP2708439B1 true EP2708439B1 (fr) 2018-01-17

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CN107340765B (zh) * 2017-07-07 2020-02-18 河南辉煌科技股份有限公司 一种车载主机atp测试系统
CN110398949B (zh) * 2019-05-15 2022-04-05 中铁检验认证中心有限公司 一种基于黑箱测试的高速铁路列车运行控制系统的测试平台

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EP1172274B1 (fr) * 2000-07-12 2006-04-19 Siemens Schweiz AG Dispositif pour la transmission de l'aspect de signalisation d'un appareil de commande de traffic vers un véhicule
DE102009015605A1 (de) * 2009-04-02 2010-10-14 Siemens Aktiengesellschaft Verfahren und Schaltungsanordnung zur Kontaktzustandsabfrage

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