EP3085599A1 - Assembly and method for bidirectional wireless exchange of data between at least one stationary device and a railway vehicle - Google Patents

Abstract

The invention relates to an arrangement and a method for bidirectional wireless data exchange between at least one stationary device (SLG) and a rail vehicle (SF), wherein the rail vehicle (SF) is provided with a processor unit (PE) for providing data to be transmitted and for processing received data Data is equipped. In this case, the at least one stationary device (SLG) for wireless reception and transmission of data by means of an RFID communication protocol is set up, wherein the rail vehicle (SF) with at least one passive RFID transponder (TR) with a wireless interface for data exchange with at least one stationary Device (SLG) provided, wherein the RFID transponder (TR) has a wired interface for data exchange with the processor unit (PE) of the rail vehicle (SF), and wherein the RFID transponder (TR) one both by means of the wireless interface as well the wireline interface (DI) writable and readable payload memory (SP). Thereby, the well-known and proven RFID technology for interference-free and cost-effective communication between a rail vehicle (SF) and at least one stationary device (SLG) can be used, wherein a data memory of the RFID transponder (TR) caches the data to be exchanged, so that even with an otherwise disturbed information technology in the rail vehicle (SF), the data exchange in the available time window can be handled safely.

Description

The invention relates to an arrangement for bidirectional wireless data exchange between at least one stationary device and a rail vehicle according to the preamble of patent claim 1, and a method for bidirectional wireless data exchange according to the preamble of patent claim 8.

The operation of rail vehicles, in particular of subway trains, requires data exchange between the network, ie stationary equipment, and the rail vehicle itself. Especially in subway trains is the conventional data radio, so the packet-switched data transmission via a radio link in the VHF Frequency band, because of the shielding of the tunnel walls, signal reflections and the disturbances caused by the power supply of rail vehicles often problematic. Nevertheless, reliable data transmission between the rail vehicle and the network, ie at least one stationary device, is necessary at least at regular intervals in order, for example, to provide passenger information systems (FIS) with position data and current contents. Also information for the driver of the rail vehicle should be transmitted, and vice versa, operating and status information of the rail vehicle to a central office can be transmitted. It is important to take into account the increased requirements for noise immunity in the railway sector. In particular, it must be taken into account that electrical disturbances can occur which can temporarily disturb or interrupt a communication or computer system in the rail vehicle.

Another object of a communication system in the field of rail vehicles, in particular the subway trains, is the localization and identification of rail vehicles, especially when entering stations or in the run of points. For this purpose, it is known to equip the rail vehicles with RFID transponders, and provide in each station and elsewhere in the network readers (read / write devices, "readers"), which are linked to a central controller. Thus, the central controller can locate the rail vehicles and specify, for example, arrival times in the stations relatively accurately.

A special mode of operation of the known RFID systems for rail vehicles is the so-called interactive mode. Two readers can communicate directly with each other via the air interface. For this purpose, it is necessary to equip both the network and the rail vehicles with identical readers. In addition to the relatively low data rate of the known systems, the further problem arises that a communication during fast crossing or passing are problematic due to the low maximum write / read distance. This is due, inter alia, to the frequency range used of about 433 MHz of the known systems, for example MOBY V from the manufacturer Siemens.

It is therefore an object of the present invention to propose a reliable system or arrangement for the bidirectional wireless data exchange between at least one stationary device and a rail vehicle.

To increase the data rate and to increase the read / write distance and for use at higher speeds, it is advisable to use passive RFID technology in the 865 MHz band (UHF RFID frequency band). However, the known UHF RFID readers today do not support "reader-to-reader communication", ie no direct wireless data exchange between, for example, a stationary one and a read / write device moved with the rail vehicle.

To solve this problem, an RFID transponder can be used either on or in the rail vehicle or in the vicinity of the fixed reading device (stationary device), which is alternately written and read during a communication phase by the stationary and by the mobile read / write device; As a result, such "readers" can be used, which can not communicate directly. The advantage, therefore, is that commercial RFID read / write devices can be used, but this is associated with the disadvantage that high costs arise because of the use of two readers, and beyond a costly "handshaking" is necessary so not Two readers simultaneously access the RFID transponder. Another disadvantage is that during the relatively short time that is available to the rail vehicle or the technology installed therein when passing on the stationary device for data exchange, no disturbance in the rail vehicle, for example by a fluctuating power supply or electromagnetic interference or the like may occur, which means that the technology must be constructed according to interference, which causes further costs.

To solve the problem it is therefore proposed to provide an RFID transponder in or on the rail vehicle, each having a wireless and a wired interface. The wireless interface corresponds to the radio interface of a standard UHF RFID transponder, for example, standardized to ISO 18000-63. The wired interface should be executed as a common microcontroller interface, ie a standard interface such as I ² C or SPI correspond. In addition, it is proposed that this RFID transponder should be designed as a "passive" transponder, that is, at least when accessing the air interface without a battery or an external power supply can be operated.

The solution of the problem provides in particular an arrangement according to the patent claim 1 and a method according to the patent claim 8.

In this case, an arrangement for bidirectional wireless data exchange between at least one stationary device and a rail vehicle is proposed, wherein the rail vehicle is equipped with a processor unit for providing data to be transmitted and for processing received data. In this case, the at least one stationary device for wireless reception and transmission of data by means of an RFID communication protocol is set up, wherein the rail vehicle is provided with at least one passive RFID transponder with a wireless interface for data exchange with at least one stationary device, wherein the RFID transponder a wired interface for data exchange with the processor unit of the rail vehicle, and wherein the RFID transponder has a both by means of the wireless interface and by means of the wired interface writable and readable payload memory. Thereby, the known and proven RFID technology for interference-free and cost-effective communication between a rail vehicle and at least one stationary device can be used, wherein a data memory of the RFID transponder caches the data to be exchanged, so that even in an otherwise disturbed information technology in the Rail vehicle, the data exchange in the available time window can be handled safely.

The object also provides a method for bidirectional wireless data exchange between at least one stationary device and a rail vehicle, wherein the rail vehicle is provided with a processor unit for providing data to be transmitted and for processing received data is equipped. In this case, the rail vehicle is equipped with an RFID transponder, wherein the RFID transponder for wireless data exchange with the at least one stationary device and wired data exchange with the processor unit is set up, and wherein the RFID transponder has a useful data memory, said useful data memory both wirelessly by the at least one stationary device is readable and writable, as well as wired by the processor unit can be read or written, wherein for the data exchange during the residence of the RFID transponder in a transmission / reception range ("range") of at least one stationary device this at least one stationary device synchronizes the data to be exchanged with the useful data memory, and wherein at any time the processor unit synchronizes the data to be exchanged with the useful data memory. By this method, the advantages already discussed with regard to the arrangement can be realized.

Advantageous embodiments of the arrangement according to the invention are specified in the dependent claims; The features described therein and their advantages apply mutatis mutandis to the inventive method. The objects of the advantageous embodiments can be used both individually, as well as in meaningful combination with each other.

Due to the advantageous data rate and the good interference immunity, UHF RFID technology in the 865 MHz range is advantageously used.

In an advantageous embodiment, the wired interface is a microprocessor interface for direct data exchange with a microprocessor of the processor unit of the rail vehicle, whereby on the one hand the "detour" over other interfaces is saved, and on the other a particularly fast and secure communication between the data memory of the RFID Transponders and the processor unit, For example, a passenger information system or another system of the rail vehicle is guaranteed.

The bodies of rail vehicles or at least their substructure (chassis) are usually made of ferromagnetic materials, especially steel. Therefore, it is advantageous if the RFID transponder has a housing for mounting outside the car body of the rail vehicle, thus avoiding a shielding by the car body, resulting in a longer range of the system and thus a longer "time window" for data exchange between the stationary Device and the RFID transponder allows. Alternatively, the RFID transponder can also consist of an electronic part and at least one separate antenna, in which case at least the antenna is provided for mounting outside the car body of the rail vehicle. The resulting disadvantage of a two-part design with the requirement of an antenna line between the electronic part and the at least one antenna on the other hand, the advantage that the electronic part both in terms of electrical noise, as well as weather conditions, etc. are protected mounted inside the car body can.

Advantageously, a plurality of stationary devices is provided in a rail network for the rail vehicle, in particular in the area of driveways and / or exits of stops or train stations. As a result, the rail vehicle can be localized on the basis of an individual identifier of the respective stationary device or of the transponder.

An embodiment of the arrangement according to the invention is explained below with reference to the drawings. The embodiment also serves to explain a method according to the invention.

Figur 1

in schematischer Darstellung eine Anordnung aus einem Schienenfahrzeug und einer stationären Einrichtung, die aus einer Steuerung und einem RFID-Schreib-/Lesegerät besteht, und

Figur 2

in schematischer Darstellung eine Prozessoreinheit und ein RFID-Transponder zum Datenaustausch mit einem Bordrechner des Schienenfahrzeugs.

Showing:

FIG. 1

a schematic representation of an arrangement of a rail vehicle and a stationary device, which consists of a controller and an RFID read / write device, and

FIG. 2

a schematic representation of a processor unit and an RFID transponder for data exchange with an on-board computer of the rail vehicle.

In the figure, a rail vehicle SF is shown, which is equipped with an RFID transponder TR for bidirectional data exchange. On the part of the rail network, a read / write device for RFID communication is arranged as a stationary device SLG in the region of the travel path of the rail vehicle SF, for example in the track bed. The stationary device SLG and the transponder TR are installed in such a way that a long-lasting, trouble-free data transmission between these two units can be realized. The stationary device SLG is connected to a central controller ST of the railway operator; In a real arrangement, a plurality of stationary devices SLG and a plurality of controllers ST may be provided.

The FIG. 2 shows a schematic representation of the installed in the rail vehicle or on the rail vehicle information technology. An on-board computer CPU should be sink or source of the data to be exchanged, the on-board computer CPU being, for example, a passenger information system or a communication terminal of a train driver or a controller of the drive of the rail vehicle or the like. It is also possible to use several on-board computers CPUs with different functions simultaneously or alternately. In the present exemplary embodiment, the on-board computer CPU is connected via an Ethernet data network to a processor unit PE, which is responsible for the data transfer.

In an alternative embodiment, the processor unit PE can also be integrated in the on-board computer CPU, or the processor unit PE can simultaneously also take over the function of the on-board computer CPU. The transponder TR consists of an electronic part ET and an antenna ANT. Both components can be integrated in a common housing or else be mounted separately from each other; in the latter case, an antenna line is required therebetween.

The Indian FIG. 2 illustrated transponder TR has an antenna ANT and an analog interface AI for wireless communication with the in FIG. 1 shown stationary device SLG. The antenna ANT is connected to the analog interface AI, which in turn interacts with digital signal processing (not shown). The transponder TR further has a memory SP, which is accessible both by means of the analog interface AI, as well as by means of a digital interface DI. The transponder TR is powered in this embodiment by a magnetic or electromagnetic alternating field, which is generated by the stationary device SLG, with energy; it is therefore a passive transponder TR. Alternatively, it is also possible to use semi-active or active transponders, ie those with an (possibly additional) external energy supply, in particular in those cases which require increased range.

The transponder TR is connected via the digital interface DI to the processor unit PE, using a conventional microcontroller interface. The signal lines of this interface are in the FIG. 2 shown schematically and carry the designations VCC (supply voltage), Clock (clock), DI (serial data line "Input"), DO (serial data line "Output") and GND (Ground, "Ground").

The transponder and the processor unit PE are set up such that an access of the processor unit PE to the memory SP of the transponder is possible at any time, that is to say in particular when the transponder is not powered by an electromagnetic field of the stationary device SLG.

In the illustrated arrangement can be determined by an administrator, whether in a communication cycle first by the stationary device SLG the data of the memory SP read and transmitted via the air interface to the stationary device SLG, then in the second step to be provided to the rail vehicle SF data be transmitted from the stationary device SLG via the air interface to the transponder TR and store there in the memory SP, or vice versa. Preferably, the memory SP is divided into at least two logical memory areas, namely firstly for those data which are to be transmitted from the rail vehicle to the stationary device SLG and, on the other hand, such a memory area which is reserved in reverse for the data which is allocated from the stationary device SLG to be transmitted to the rail vehicle SF. This prevents write data from being overwritten by the memory SP which is to be used later for read access. Of course, at each data exchange identification information of the transponder and / or the rail vehicle are transmitted to the stationary device SLG, and vice versa, identification information and / or location information of the respective stationary device SLG can be transmitted to the transponder TR and thus to the on-board computer CPU at each communication cycle. In an advantageous embodiment, moreover, the data transmission is encrypted and / or digitally signed in order to avoid abusive access.

As an example of a single data transmission, let it first be assumed that the stationary device SLG has been prepared by the controller ST with a data record which is transmitted to the rail vehicle SF in the next communication cycle shall be. For example, this record may include information to be represented by a passenger information system. For this purpose, the stationary device SLG permanently emits an electromagnetic carrier wave and attempts to detect the RFID transponder TR. As soon as the transponder TR enters the detection area of the stationary device SLG, the transponder TR is detected and "inventoried", which corresponds to a normal communication session in the field of RFID technology and therefore will not be further elaborated here. According to the known method for wireless data exchange with RFID transponders, the prepared data record with the information to be transmitted to the rail vehicle SF is now transmitted via the air interface to the transponder TR and stored there in the memory SP or in the memory area of the memory reserving for the data to be received SP saved.

Thereafter, during the same communication cycle, the data is transferred from the memory SP or from a memory area reserved for data to be transmitted in the memory SP to the stationary device SLG through the RFID transponder TR, the stationary device SLG then being later forwards this receiving data to the controller ST.

Of course, the data transfer can also be provided in reverse order, especially if no logically separate memory areas are available - in this case, it makes sense first to read the memory before it is described again. It should be noted that during the communication cycle 'no data exchange between the processor unit PE and the transponder TR is necessary.

Upon completion of this data exchange, the data received from the stationary device SLG is available in the memory SP for retrieval by the processor unit PE. As long as the transponder TR is still active, that is, as long as through the stationary device SE by means of the electromagnetic Carrier wave provided energy is not consumed, the transponder TR via the digital interface DI the processor unit PE on the completion of the communication cycle 'active inform and thus initiate the retrieval of the data from the memory SP. Alternatively, the processor unit PE read the memory SP at regular intervals and thereby determine on the basis of a time stamp, a sequence number or on the basis of the content that new data is available, and process them further. The further processing consists, in particular, of providing the data to the on-board computer CPU and, on the basis of another event, requesting or reading from the on-board computer those data which are to be transmitted via the air interface to the stationary device SLG in the next communication cycle. These data are written by the processor unit PE via the digital interface DI in the reserved memory area of the memory SP.

While in the previously discussed embodiment the communication between the processor unit PE and an on-board computer CPU takes place "offline", ie before or after a communication cycle between the transponder TR and the stationary device SLG, this data exchange can take place during the communication cycle, in particular in the case of longer-lasting communication cycles, possibly also several times. However, the variants described first has the advantage that the data exchange between the transponder TR and the stationary device SLG is completely self-sufficient by the processor unit PE and the on-board computer CPU, wherein not even a power supply of the rail vehicle SF must be available. This means that the data exchange can take place even if the rest of the information technology of the rail vehicle SF is temporarily disturbed.

Through the described system and the described method, it is possible to take full advantage of the UHF RFID technology, for example, a data transmission or detection of the transponder at speeds> 200 km / h, a fast data transmission and high interference immunity. No second, expensive "reader" in the rail vehicle is necessary for the data exchange. In addition, the invention ensures a high availability, since the data is buffered in the memory of the transponder TR and can be read or written by the rail vehicle at any time, for example, after the restoration of the operational readiness of the rail vehicle information technology after a fault.

Claims (8)

Arrangement for bidirectional wireless data exchange between at least one stationary device (SLG) and one rail vehicle (SF),
wherein the rail vehicle (SF) is equipped with a processor unit (PE) for providing data to be transmitted and for processing received data,
characterized,
in that the at least one stationary device (SLG) is set up for the wireless reception and transmission of data by means of an RFID communication protocol,
that the rail vehicle (SF) (TR) is provided with a wireless interface for data exchange with at least one stationary device (SLG) to at least a passive RFID transponder,
that the RFID transponder (TR) a wired interface for exchanging data with the processor unit (PE) of the rail vehicle (SF), and
in that the RFID transponder (TR) has a useful data memory (SP) which can be written on and read both by means of the wireless interface and by means of the wired interface (DI). Arrangement according to claim 1,
characterized in that
the processor unit (PE) is part of a passenger information system. Arrangement according to claim 1 or 2,
characterized in that
the processor unit (PE) is part of a partially or fully automatic control system of the rail vehicle (SF). Arrangement according to one of the preceding claims,
characterized in that
the wired interface is a microprocessor interface for direct data exchange with a processor unit (PE) microprocessor. Arrangement according to one of the preceding claims,
characterized in that
the RFID transponder (TR) has a housing for mounting outside the car body of the rail vehicle (SF). Arrangement according to one of the claims 1 to 4,
characterized in that
the RFID transponder (TR) consists of an electronic part (ET) and a separate antenna (ANT), wherein the antenna (ANT) is provided for mounting outside the car body of the rail vehicle (SF). Arrangement according to one of the preceding claims,
characterized in that
in a rail network for the rail vehicle (SF) a plurality of stationary facilities (SLG) are provided, in particular in the field of entrances and / or exits of stops or stations. Method for bidirectional wireless data exchange between at least one stationary device (SLG) and one rail vehicle (SF),
wherein the rail vehicle (SF) is equipped with a processor unit (PE) for providing data to be transmitted and for processing received data,
characterized,
that the rail vehicle is equipped (SF) with an RFID-transponder (TR), wherein the RFID transponder (TR) for wireless data exchange with the at least one stationary device (SLG) and for wired data exchange with the processor unit (PE) is arranged to and wherein the RFID transponder (TR) has a useful data memory (SP),
wherein this useful data memory (SP) is both readable and writable wirelessly by the at least one stationary device (SLG), as well as being readable or writable by the processor unit via a wired connection,
wherein for the data exchange during the residence of the RFID transponder (TR) in a reception area of the at least one stationary device (SLG) this at least one stationary device (SLG) synchronizes the data to be exchanged with the useful data memory (SP), and that at any time the processor unit (PE) synchronizes the data to be exchanged with the useful data memory (SP).

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