EP2894389A1 - Remplacement de lampes à incandescence sur des signaux ferroviaires par des diodes électroluminescentes - Google Patents

Remplacement de lampes à incandescence sur des signaux ferroviaires par des diodes électroluminescentes Download PDF

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Publication number
EP2894389A1
EP2894389A1 EP14151166.7A EP14151166A EP2894389A1 EP 2894389 A1 EP2894389 A1 EP 2894389A1 EP 14151166 A EP14151166 A EP 14151166A EP 2894389 A1 EP2894389 A1 EP 2894389A1
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EP
European Patent Office
Prior art keywords
light
point
points
signal
slave
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14151166.7A
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German (de)
English (en)
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EP2894389B1 (fr
Inventor
Mario Moser
Rolf Schmid
Bernhard Koller
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Siemens Mobility AG
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Siemens Schweiz AG
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Priority to EP14151166.7A priority Critical patent/EP2894389B1/fr
Publication of EP2894389A1 publication Critical patent/EP2894389A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/12—Visible signals
    • B61L5/18—Light signals; Mechanisms associated therewith, e.g. blinders
    • B61L5/1809—Daylight signals
    • B61L5/1881—Wiring diagrams for power supply, control or testing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2207/00—Features of light signals
    • B61L2207/02—Features of light signals using light-emitting diodes [LEDs]

Definitions

  • LEDs Light-emitting diodes
  • the rail network is essentially finished in many countries, incandescent lamps are widely used. They should therefore be able to be replaced by light emitting diodes on systems that are in operation.
  • the existing control circuit which represents a significant part of the approval of the system, should be able to be maintained. The possibility of such maintenance is called retrofit.
  • the special challenge with main and presignal signals lies in the precise current monitoring of the interlocking as well as the fact that the luminous points of a driving concept are switched on as series connection. Furthermore, the safety is to pay particular attention, since a failure of a luminous point can have an immediate endangerment of a train result.
  • the solution must be flexibly configurable, since different combinations of signals are used.
  • LED-emitting diodes as a retrofit for main signals are not yet available.
  • LED-based luminous points require a special control element or a special configuration of the existing control and are currently only available for electronic signal boxes, which were designed from the start for operation with LEDs.
  • the present invention is therefore based on the object, a use of light emitting diodes in train signals then too if the interlocking has been designed for the operation of railway signals with incandescent lamps.
  • a circuit arrangement for a railway signal comprises several luminous points.
  • the luminous dots each form a driving concept in various combinations.
  • the circuit arrangement is designed for each driving concept to define exactly one of the luminous dots as a master point.
  • the circuit arrangement is designed to operate the luminous point defined as a master point of a driving concept with more than one impedance.
  • the circuit arrangement is configured to operate the master point with a fixed starting impedance and based on this to determine a voltage with which the driving concept is currently being operated.
  • a method for operating a railway signal with light-emitting diodes is presented.
  • the railway signal can be controlled by an interlocking, which is designed for a light bulb signal.
  • one of the luminous points of a driving concept is defined as a master point.
  • the driving concept comprises a selection of the luminous points of the railway signal.
  • the driving concept is switched on by the signal box. When switching on the driving concept, each of the luminous points of the driving concept initially assumes a fixed electrical starting impedance.
  • the voltage is determined above the master point. Based on the determined voltage, it is determined with which brightness value the signal box intends to operate the path signal.
  • the impedance of the master point is adjusted so that the master point is operated with the brightness value intended by the interlocking.
  • a method for monitoring a luminous spot operated by a light-emitting diode of a railway signal is presented.
  • light is generated by means of the light-emitting diode.
  • a part of the light generated by the light emitting diode is coupled to a photodiode.
  • An output signal of the photodiode, which is influenced by the light coupled out of the photodiode, is fed into a monitoring circuit.
  • the monitoring circuit analyzes the output signal and determines whether the light-emitting diode generates sufficient light.
  • the light is generated by driving the light-emitting diode by means of a sufficiently significant drive signal so that the portion of the output signal generated by the light of the light-emitting diode is distinguishable from the portion of the output signal generated by ambient light.
  • the monitoring circuit isolates the portion of the output signal produced by the light-emitting diode from the portion of the output signal generated by ambient light.
  • an electrical circuit which comprises means which are adapted to carry out the methods described in the preceding paragraphs.
  • FIG. 1 shows a block diagram of a railway infrastructure which includes a signal box 2 and a railway signal 3 according to a preferred embodiment of the invention.
  • the path signal 3 comprises a plate 4 with luminous points 11, 12, 13, 14, 15, 16.
  • the path signal 3 also comprises a circuit arrangement 1 for driving the luminous points 11, 12, 13, 14, 15, 16.
  • the circuit arrangement 1 comprises a Step down converter 40 and a system 50 for monitoring one, several, or all luminous points 11, 12, 13, 14, 15, 16.
  • Driving terms H, F1, F2, F3, F5, F6 are selected by selecting the luminous points 11, 12, 13, 14, 15, 16 defines. The selections are also called combinations.
  • FIG. 2A-2F represent different driving concepts H, F1, F2, F3, F5, F6 using the example of the L-signal system of a main signal of the Swiss Federal Railways (SBB)
  • FIG. 2A shown driving term H means "stop" while in the Figures 2B-2F illustrated driving concepts F1, F2, F3, F5, F6 representing different speeds to be traveled.
  • the signal box 2 is configured to switch the train signal, respectively its driving terms H, F1, F2, F3, F5, F6 with voltages as if the luminous points 11, 12, 13, 14, 15, 16 of the railway signal 3 equipped with incandescent lamps ,
  • the driving terms H, F1, F2, F3, F5, F6 are switched by the interlocking 2, wherein for each driving concept H, F1, F2, F3, F5, F6 usually a separate wire to the train signal 3 is already laid while for the return line usually only one wire is used for the driving terms H, F1, F2, F3, F5, F6.
  • the interlocking 2 is designed so that it can control the path signals 3 with at least two different voltages, for example, at least one day voltage and a night voltage that is lower than the day voltage to account for the different brightness ratios.
  • the path signal 3 comprises the circuit arrangement 1.
  • the circuit arrangement 1 is designed so that it can be operated by the offset unit configured as the interlocking 2, and the driving terms H, F1, F2, F3, F5, F6 each by a serial circuit to the driving concept H, F1, F2, F3, F5, F6 belonging luminous points 11, 12, 13, 14, 15, 16 can turn on.
  • the circuit arrangement 1 is designed to operate exactly one of the luminous points 11, 12, 13, 14, 15, 16 as the master point M for each driving concept H, F1, F2, F3, F5, F6.
  • the circuit arrangement 1 is configured to operate the luminous point 11, 12, 13, 14, 15, 16 thus defined as master point M with more than one impedance.
  • the circuit arrangement 1 is designed to operate the master point M with a fixed starting impedance and based on this to determine a voltage with which the driving concept H, F1, F2, F3, F5, F6 is currently operated becomes.
  • the circuit arrangement 1 is configured to detect, based on the determined voltage, whether the signal box 2 currently operates the driving concept H, F1, F2, F3, F5, F6 with a day voltage or a night voltage.
  • the determined voltage represents a desired brightness value that would result if the interlocking were to drive a conventional incandescent lamp operated railway signal.
  • the circuit arrangement 1 is designed on the basis of the determined voltage to set the impedance of the master point M such that the light-emitting diode of the master point M is operated with the desired brightness value.
  • the circuit arrangement 1 is designed to operate those luminous points 11, 12, 13, 14, 15, 16 of a driving concept H, F1, F2, F3, F5, F6, which are not master point M, as slave points S.
  • the circuit arrangement 1 is therefore configured to control the further luminous points 11, 12, 13, 14, 15, 16 of the driving concept H, F1, F2, F3, F5, F6 defined as slave points, by the slave point S the determined voltage and a Impedance value with which the slave point S is to be operated, is transmitted.
  • the circuit arrangement 1 is designed to control the impedance of the slave point or points S of the driving concept, which light up or illuminate the slave points S equipped with a light-emitting diode with the desired brightness value.
  • the circuit arrangement 1 is configured to operate the slave point S with a fixed starting impedance and based on this to enable the master point M to determine a voltage with which the driving concept H, F1, F2, F3, F5, F6 is currently being operated.
  • the master point M is one, several or all driving terms covered by the circuit arrangement 1.
  • the slave points S by the circuit arrangement 1 includes.
  • the luminous dots 11, 12, 13, 14, 15, 16 are covered by the circuit arrangement 1.
  • FIGS. 3A to 3F show possible definitions of the luminous points 11, 12, 13, 14, 15, 16 of the in the FIGS. 2A to 2F Driving terms H, F1, F2, F3, F5, F6 as master points M and slave points S.
  • the luminous points 11, 12, 13, 14, 15, 16 are defined as master and slave points that at each driving concept H, F1, F2, F3, F5, F6 exactly one master point M is involved.
  • Zero to two slave points S are assigned to this master point M, whereby one slave point may be assigned to several master points.
  • the circuit arrangement 1 is designed to operate each of the luminous points 11, 12, 13, 14, 15, 16 of the driving concept H, F1, F2, F3, F5, F6 with the fixed starting impedance, and to switch on each of the slave points S. to register the driving concept and report this to the master point M.
  • the fixed starting impedance preferably coincides with an operating point of an incandescent lamp. This has the advantage that the present in the existing interlocking 2, set on the incandescent lamps used, control and monitoring circuit can be used.
  • FIG. 4 7 shows a known buck converter 40.
  • the buck converter 40 is used for realizing a variable load at the master point M, the slave point S, or generally at one, several or all of the luminous points 11, 12, 13, 14, 15, 16 used.
  • a variable load means a variable impedance.
  • the impedance can be selected within certain limits, since the duty cycle for the transistor T can not be resolved arbitrarily exactly.
  • the buck converter 40 comprises, for example, a switching element T1, an inductance L1 and a fixed load R L.
  • the switching element T1 is, for example, a transistor T1, which comprises a connection for a control circuit S.
  • the ON / OFF time ratio is selected at T1
  • the time average of the current taken from the DC source changes.
  • the mean value of the load which the source DC "sees” also changes.
  • the buck converter 40 was originally designed for DC voltage, but can also be a variable load to AC voltage, for example, by a bridge rectifier is connected upstream.
  • a further exemplary embodiment relates to a method for operating the path signal 3 with light-emitting diodes.
  • the railway signal 3 can be controlled by a signal box 2.
  • the signal box 3 is designed for a light bulb signal.
  • a driving concept H, F1, F2, F3, F5, F6 of the path signal 3 comprises a selection of luminous points 11, 12, 13, 14, 15, 16 of the path signal.
  • one of the luminous points 11, 12, 13, 14, 15, 16 of one of the driving terms H, F1, F2, F3, F5, F6 is defined as master point M.
  • the driving concept H, F1, F2, F3, F5, F6 is turned on by the interlocking 2.
  • each of the luminous points 11, 12, 13, 14, 15, 16 of the driving concept H F1, F2, F3, F5, F6 first assumes a fixed electrical starting impedance. Thereafter, the voltage across the master point M is determined. Based on the determined voltage, it is determined with which brightness value the interlocking 2 the Railway signal intended to operate 3. For example, it is determined whether the signal box 2 currently operates the path signal 3 with a day voltage or a night voltage, which is designed for a conventional bulb path signal. The impedance of the master point M is adjusted, so that a light-emitting diode of the master point M is operated with the intention by the interlocking 2 brightness value.
  • the other luminous points 11, 12, 13, 14, 15, 16 of the driving concept H, F1, F2, F3, F5, F6 are defined as slave points S.
  • the slave points S signal their connection to the master point M.
  • the master point M transmits the brightness value to the slave points S.
  • the impedance of the equipped with a LED slave points is adjusted so that they are operated with the intended by the interlocking 2 brightness value.
  • a master point M is defined for each driving concept H, F1, F2, F3, F5, F6 of the railway signal.
  • Each of these master points M can be assigned zero to two slave points S per driving concept.
  • Another embodiment is a system comprising means 1, M, S, 53, 54 adapted to perform a method as described in the preceding paragraphs.
  • the problem of enabling the use of LEDs in train signals even when the interlocking has been designed for the operation of railway signals with incandescent lamps solved by a special master / slave architecture and a method for load distribution. Since in the installed base signal systems "series driving concept circuit" occur for the vein saving, a load distribution logic (load balancing) is required.
  • the luminous points are defined as master points M and slave points S, so that exactly one master point M is involved in each driving concept.
  • Zero to two slave points S are assigned to this master point, whereby one slave point S may be assigned to several master points.
  • the fixed starting impedance must match an operating point of the incandescent lamp in order to adjust the operating conditions for which the system was designed.
  • each light spot can monitor itself. If he detects an error, he interrupts the current flow high impedance, which leads to the shutdown of all involved light points. This fault is detected by the interlocking, and automatically "stop" turned on.
  • FIG. 5 shows a system 50 that monitors a master point M, a slave point S, or any of the ones in FIG FIG. 1 illustrated luminous points 11, 12, 13, 14, 15, 16 allows. It is an example of monitoring the luminous flux with superposition.
  • the system 50 includes a monitoring circuit 54, 55, a in one of the luminous points 11, 12, 13, 14, 15, 16 arranged light-emitting diode 51, a photocell 53, and a signal optics 56th
  • the monitoring of a luminous point 11, 12, 13, 14, 15, 16 takes place in a command / message procedure.
  • a portion 52 of the light is coupled to a photodiode 53.
  • a first monitoring circuit 54 determines whether the luminous spot generates sufficient light and, if appropriate, triggers the switching off of the path signal 3 with the aid of the monitoring circuit 55. By superposing the light of the light-emitting diode 51 with a high-frequency signal, the generated light can be distinguished from the ambient light.
  • a method for monitoring a luminous spot 11, 12, 13, 14, 15, 16 operated by means of a light-emitting diode 51 is preceded by a path signal 3.
  • light is generated by means of the light-emitting diode 51 by means of a significant drive signal.
  • a portion of the light generated by the light-emitting diode 51 is coupled out of the path signal 3 by the signal optics 56 as part of a driving concept H, F1, F2, F3, F5, F6.
  • a smaller portion 52 of the light generated by the light emitting diode 51 is coupled to the photodiode 53.
  • An electrical output signal generated thereby by the photodiode 53 is input to the monitoring circuit 54.
  • the monitoring circuit 54 analyzes the output signal and determines whether the light emitting diode 51 generates enough light.
  • the drive signal is sufficiently significant that the portion of the light of the light emitting diode 51 produced by the drive signal is distinguishable in the output signal from the portion of the output signal generated by ambient light.
  • the monitoring circuit 54 may isolate the portion of the output signal generated by the light emitting diode 51 from the portion of the output signal generated by ambient light. A sufficient significance of the drive signal can be ensured, for example, by means of a frequency of the drive signal. If by the monitoring circuit 54 it is determined that the luminous point 11, 12, 13, 14, 15, 16 does not generate enough light, the path signal 3 is turned off.
  • Embodiments based on FIG. 5 described method and system are preferably with the basis of the Figures 2-4 combined methods and systems.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP14151166.7A 2014-01-14 2014-01-14 Remplacement de lampes à incandescence sur des signaux ferroviaires par des diodes électroluminescentes Active EP2894389B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14151166.7A EP2894389B1 (fr) 2014-01-14 2014-01-14 Remplacement de lampes à incandescence sur des signaux ferroviaires par des diodes électroluminescentes

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Application Number Priority Date Filing Date Title
EP14151166.7A EP2894389B1 (fr) 2014-01-14 2014-01-14 Remplacement de lampes à incandescence sur des signaux ferroviaires par des diodes électroluminescentes

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EP2894389A1 true EP2894389A1 (fr) 2015-07-15
EP2894389B1 EP2894389B1 (fr) 2019-10-23

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995012512A1 (fr) * 1993-11-05 1995-05-11 Siemens Integra Verkehrstechnik Ag Circuit pour l'emission de signaux optiques
WO2003096753A1 (fr) * 2002-05-08 2003-11-20 Siemens Aktiengesellschaft Ensemble circuit destine au fonctionnement d'un voyant lumineux
EP2463174A1 (fr) * 2010-12-09 2012-06-13 Siemens Schweiz AG Dispositif et procédé pour remplacer une lampe à incandescence d'un signal lumineux

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995012512A1 (fr) * 1993-11-05 1995-05-11 Siemens Integra Verkehrstechnik Ag Circuit pour l'emission de signaux optiques
WO2003096753A1 (fr) * 2002-05-08 2003-11-20 Siemens Aktiengesellschaft Ensemble circuit destine au fonctionnement d'un voyant lumineux
EP2463174A1 (fr) * 2010-12-09 2012-06-13 Siemens Schweiz AG Dispositif et procédé pour remplacer une lampe à incandescence d'un signal lumineux

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Publication number Publication date
EP2894389B1 (fr) 2019-10-23

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