EP3461716A1 - Transponder für zugsteuerungsanwendungen - Google Patents

Transponder für zugsteuerungsanwendungen Download PDF

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Publication number
EP3461716A1
EP3461716A1 EP17194154.5A EP17194154A EP3461716A1 EP 3461716 A1 EP3461716 A1 EP 3461716A1 EP 17194154 A EP17194154 A EP 17194154A EP 3461716 A1 EP3461716 A1 EP 3461716A1
Authority
EP
European Patent Office
Prior art keywords
information
balise
rail vehicle
angle
transponder
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.)
Pending
Application number
EP17194154.5A
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English (en)
French (fr)
Inventor
Bhabani NAYAK
Karsten Rahn
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
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Siemens Mobility GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP17194154.5A priority Critical patent/EP3461716A1/de
Publication of EP3461716A1 publication Critical patent/EP3461716A1/de
Pending legal-status Critical Current

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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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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]

Definitions

  • the invention relates to a method and to a device for train control applications.
  • the invention in particular relates to a transponder that can be used in or as a balise to improve the detection of a rail vehicle.
  • a balise is known to be an electronic beacon or transponder placed between the rails of a railway as part of an automatic train protection (ATP) system (see, e.g., en.wikipedia.org/wiki/Balise).
  • ATP automatic train protection
  • Balises constitute an integral part of the European Train Control System (ETCS), where they serve as "beacons” giving the exact location of a train.
  • ETCS European Train Control System
  • a detection of a balise is currently subject to some uncertainty with regard to the actual position of the balise.
  • a detection of a balise position at a high accuracy is a general motivation to enable applications like supervision of platform screen doors or station stopping of a rail vehicle.
  • cross-talk has a strong impact on detecting the position of a balise.
  • Such cross-talk may stem from signals that are radiated from other balises of the same track and/or from balises of neighboring tracks.
  • telepowering may activate balises on the same track or on adjacent tracks. These activated balises emit signals that may interfere with the signal that should be detected by the rail vehicle. These unwanted signals are referred to as cross-talk.
  • the rail vehicle may determine a wrong position, because it receives a signal from a wrong balise (i.e. a balise that is not being passed over by the rail vehicle).
  • the objective is thus to overcome the disadvantages stated above and in particular to provide a solution that allows improving existing balises and therefore improving the detection of rail vehicles.
  • transponder system for a rail applications, the transponder system comprising
  • the solution presented in particular allows for an optimized transponder (e.g., in a balise) that conveys uplink signals towards a rail vehicle. Due to the beam directions of the first and second beams, the rail vehicle is able to detect the signals conveyed via the beams at different times. This enables an improved detection of the balise and it allows reducing the cross-talk. Also, based on the different signals, the direction of the rail vehicle crossing the balise can be determined.
  • the first angle and the second angle differ by at least 25 degrees.
  • the first angle amounts to ⁇ and the second angle amounts to - ⁇ , wherein ⁇ may be in the range from 30° to 80°.
  • first angle and the second angle may be different from each other.
  • the first angle may in particular be in a range between 30° and 80° and the second angle may be in a range between -30° and -80° irrespective of the value of the first angle.
  • each of the first and second transponder unit comprises a phase shifter and an antenna, wherein the phase shifter introduces the respective first or second angle and the antenna enables emitting the respective beam.
  • the antenna may be realized as a loop.
  • the first radiation unit sends a first information towards the railway track and the second radiation unit sends a second information towards the railway track.
  • the transponder system is part of a balise that is located adjacent to or within the railway track.
  • balise comprises only the transponder.
  • balise is suggested that is comprising the transponder system as described herein.
  • a method for monitoring a rail vehicle wherein the rail vehicle comprises a receiver that is arranged to receive at least one signal from a balise as described herein, wherein the method comprises:
  • the first information has a first time-stamp and the second information has a second time-stamp.
  • the time-stamp may comprise a time of emission by the respective transponder and/or a time of the reception at the rail vehicle.
  • the position of the rail vehicle can be determined at a higher accuracy and/or higher reliability.
  • the position of the balise is determined by calculating the middle point in time (i.e. the arithmetic middle between the first and second time stamps), or any point in time between the two time stamps based on the angle of the two beams.
  • the method comprises:
  • the rail vehicle can determine that the actual balise is present.
  • the method comprises:
  • the method comprises:
  • any cross-talk signal from another balise can be rejected.
  • the third information can be discarded as cross-talk or interference, because the first and second information defines the balise which is actually being passed.
  • the method comprises:
  • the method utilizes at least one of the following frequency ranges:
  • a rail vehicle comprising a processing unit, wherein the processing unit is arranged to execute the steps of the method as described herein.
  • processing unit can comprise at least one, in particular several means that are arranged to execute the steps of the method described herein.
  • the means may be logically or physically separated; in particular several logically separate means could be combined in at least one physical unit.
  • Said processing unit may comprise at least one of the following: a processor, a microcontroller, a hard-wired circuit, an ASIC, an FPGA, a logic device.
  • the solution provided herein further comprises a computer program product directly loadable into a memory of a digital computer, comprising software code portions for performing the steps of the method as described herein.
  • a computer-readable medium e.g., storage of any kind, having computer-executable instructions adapted to cause a computer system to perform the method as described herein.
  • transponder for train control applications.
  • the transponder may be used in a balise (i.e. as a balise transponder) to enhance the performance of a balise.
  • balise i.e. as a balise transponder
  • Such enhancement may comprise at least one of the following:
  • Embodiments suggested in particular comprise a balise loop design for an uplink signal (towards a rail vehicle) to send two different signals in two different directions utilizing different beam directions, e.g., +45° and -45°. It may in particular be advantageous for each balise to send via the different beams two different signals to differentiate between different balises and/or crosstalk.
  • Fig.1 shows an exemplary balise 101 that is arranged to emit a signal M1 via a beam 106 and a signal M2 via a beam 111.
  • An analog-to-digital converter 102 converts an analog signal M1 to a digital signal M1, which is conveyed to a phase shifter 104.
  • the phase shifter 104 supplies a weight W and a phase offset ⁇ to the digital signal M1, which is then radiated via a loop 105.
  • an analog-to-digital converter 107 converts an analog signal M2 to a digital signal M2, which is conveyed to a phase shifter 109.
  • the phase shifter 109 supplies a weight W and a phase offset - ⁇ to the digital signal M2, which is then radiated via a loop 110.
  • phase offset ⁇ may amount to, e.g., 30°, 45° or 50° (hence the phase offset - ⁇ may amount to -30°, -45° or - 50°) .
  • the signals M1 and M2 may in particular comprise a balise information, which may comprise an identification (ID) of the balise.
  • ID an identification
  • a power unit 112 supplies telepowering to the phase shifters 104 and 109.
  • a telepowering signal is sent from an antenna of the rail vehicle (e.g., the on-board antenna 202 sown in Fig.2 ) to activate the balise 101 and accordingly the phase shifters 104 and 109.
  • the phase shifters 104 and 109 will be activated when the balise is tele-powered.
  • the power unit 112 is a source to generate power for the phase shifters 104, 109, the analog-to-digital converts 102, 107 and the radiating loops 105, 110.
  • the power unit 112 is activated by a telepowering signal from the rail vehicle (i.e. the on-board antenna 202).
  • telepowering may, e.g., refer to an activation of the balise via an on-board antenna of a rail vehicle with a 27 MHz flux that results in the corresponding uplink balise current Iu2 (as defined by UNISIG).
  • phase shifter The functionality of a phase shifter is described, e.g., in Jayaprakash Selvaraj, "Phase shifter design & Research study and verification of wide band phase shifter circuits", 2012 .
  • Fig.2 shows an exemplary scenario utilizing the balise 101 as shown in Fig.1 .
  • a rail vehicle 201 may move in a direction 203 (in the example shown in Fig.2 from the right hand side to the left hand side).
  • the rail vehicle 201 comprises an on-board antenna 202 to detect a signal transmitted by the balise 101.
  • the rail vehicle may detect the balise upon receiving the signals M2 and M1 (when moving along the direction 203) via its on-board antenna 202.
  • T0 the rail vehicle 201 detects the signal M2.
  • T1 the rail vehicle 201 detects the signal M1.
  • T0 and T1 may be timestamps. A middle between the timestamps T0 and T1 can be determined.
  • the on-board antenna receives first the signal M2 then the signal M1, the rail vehicle 201 moves in direction 203. If the on-board antenna receives first the signal M1 then the signal M2, the rail vehicle 201 moves in the direction opposite to the direction 203.
  • the signals received by the rail vehicle 201 can be compared with a configured balise orientation stored in a track database.
  • the succession of the signals M1 and M2 may be compared with the track database to determine whether the rail vehicle 201 (in this example) moves from left to right or from right to left.
  • Fig.3 shows an exemplary scenario of the rail vehicle 201 (comprising the on-board antenna 202) moving from right to left (see: movement direction 301) thereby crossing first a balise 121 and then the balise 101.
  • the balise 121 has the same structure as the balise 101. Contrary to the balise 101, the balise 121 emits a signal M3 via a beam 122 (instead of the signal M1) and a signal M4 via a beam 123 (instead of the signal M2).
  • the rail vehicle 201 moving along direction 301 detects the following signals (in a timely order, i.e. T3 > T2 > T1 > T0) :
  • Fig.4 shows an exemplary scenario of the rail vehicle 201 (comprising the on-board antenna 202) moving in direction 301 from right to left thereby crossing the balise 101 in the presence of cross-talk.
  • the rail vehicle 201 crossing the balise 101 detects the following signals (in a timely order, i.e. T1 > T0):
  • the rail vehicle 201 will not receive the signal M4 after having crossed the middle of the balise 101.
  • the rail vehicle 201 by only receiving the signal M1 is able to identify that the balise 101 has been passed and that the signal M3 at the time T0 was no valid information, but cross-talk.
  • the rail vehicle 201 is able to determine that the signal M3 was based on cross-talk and should be discarded.
  • the rail vehicle 201 can confirm that it has passed the balise 101. Also, the rail vehicle 201 is able to determine that it moves in the direction 301.
  • the proposal suggested herewith in particular allows localizing the balise with an increased precision. This allows for an enhanced performance of train control applications. Also, the direction of the train can be determined at a high reliability utilizing signals from a single balise. Another advantage is the possibility to remove cross-talk and hence to improve the performance of the signal processing.
  • This concept further allows for a localization of a balise without additional odometric information.
  • the approach hence improves the localization of the rail vehicle, because the moving direction can be detected and validated at each single balise.
  • balises may be updated to provide the functionality described herein.
  • the on-board antennas of the rail vehicle may not require any changes and are therefore fully compatible with the improved balises as suggested herein.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP17194154.5A 2017-09-29 2017-09-29 Transponder für zugsteuerungsanwendungen Pending EP3461716A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP17194154.5A EP3461716A1 (de) 2017-09-29 2017-09-29 Transponder für zugsteuerungsanwendungen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17194154.5A EP3461716A1 (de) 2017-09-29 2017-09-29 Transponder für zugsteuerungsanwendungen

Publications (1)

Publication Number Publication Date
EP3461716A1 true EP3461716A1 (de) 2019-04-03

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EP17194154.5A Pending EP3461716A1 (de) 2017-09-29 2017-09-29 Transponder für zugsteuerungsanwendungen

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111098886A (zh) * 2019-11-21 2020-05-05 浙江大学 车载应答器验证存车线上查询器的装置和方法
CN111976790A (zh) * 2019-05-24 2020-11-24 比亚迪股份有限公司 应答器仿真的方法及系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3337183A1 (de) * 1983-10-13 1985-04-25 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Anordnung zur signalisierung an bahnstrecken
WO2008006803A1 (de) * 2006-07-12 2008-01-17 Siemens Aktiengesellschaft System, insbesondere nahverkehrsbahnsystem, und verfahren zur fahrzeugseitigen fahrwegerfassung für ein solches system
US20090231103A1 (en) * 2008-03-13 2009-09-17 Balogh Device for communicating between a mobile element and a fixed element
EP2112045A1 (de) * 2008-04-21 2009-10-28 Bombardier Transportation GmbH Anordnung und Verfahren zur Detektion von Schienenverkehr
US20160001803A1 (en) * 2012-12-04 2016-01-07 Korea Railroad Research Institute Apparatus for detecting train position
EP3018841A1 (de) * 2014-11-07 2016-05-11 ALSTOM Transport Technologies Kommunikationsvorrichtung für ein schienenfahrzeug, und mit dieser vorrichtung ausgestattetes schienenfahrzeug

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3337183A1 (de) * 1983-10-13 1985-04-25 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Anordnung zur signalisierung an bahnstrecken
WO2008006803A1 (de) * 2006-07-12 2008-01-17 Siemens Aktiengesellschaft System, insbesondere nahverkehrsbahnsystem, und verfahren zur fahrzeugseitigen fahrwegerfassung für ein solches system
US20090231103A1 (en) * 2008-03-13 2009-09-17 Balogh Device for communicating between a mobile element and a fixed element
EP2112045A1 (de) * 2008-04-21 2009-10-28 Bombardier Transportation GmbH Anordnung und Verfahren zur Detektion von Schienenverkehr
US20160001803A1 (en) * 2012-12-04 2016-01-07 Korea Railroad Research Institute Apparatus for detecting train position
EP3018841A1 (de) * 2014-11-07 2016-05-11 ALSTOM Transport Technologies Kommunikationsvorrichtung für ein schienenfahrzeug, und mit dieser vorrichtung ausgestattetes schienenfahrzeug

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111976790A (zh) * 2019-05-24 2020-11-24 比亚迪股份有限公司 应答器仿真的方法及系统
CN111976790B (zh) * 2019-05-24 2022-04-15 比亚迪股份有限公司 应答器仿真的方法及系统
CN111098886A (zh) * 2019-11-21 2020-05-05 浙江大学 车载应答器验证存车线上查询器的装置和方法
CN111098886B (zh) * 2019-11-21 2021-04-16 浙江大学 车载应答器验证存车线上查询器的装置和方法

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