EP3592625A1 - Système de surveillance de l'intégrité d'un train - Google Patents

Système de surveillance de l'intégrité d'un train

Info

Publication number
EP3592625A1
EP3592625A1 EP18706731.9A EP18706731A EP3592625A1 EP 3592625 A1 EP3592625 A1 EP 3592625A1 EP 18706731 A EP18706731 A EP 18706731A EP 3592625 A1 EP3592625 A1 EP 3592625A1
Authority
EP
European Patent Office
Prior art keywords
antenna
train
balise
control device
antenna unit
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
EP18706731.9A
Other languages
German (de)
English (en)
Other versions
EP3592625B1 (fr
EP3592625C0 (fr
Inventor
Roland STADLBAUER
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.)
Thales Austria GmbH
Original Assignee
Thales Austria 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 Thales Austria GmbH filed Critical Thales Austria GmbH
Publication of EP3592625A1 publication Critical patent/EP3592625A1/fr
Application granted granted Critical
Publication of EP3592625B1 publication Critical patent/EP3592625B1/fr
Publication of EP3592625C0 publication Critical patent/EP3592625C0/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • 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

Definitions

  • the invention relates to a system for monitoring the integrity of a train according to the preamble of claim 1.
  • Track section is free. For this it is necessary to ensure that a train remains unchanged in its composition, and no vehicle of the train has disconnected from this.
  • Track systems are currently monitored on the trackside by axle counting systems and track circuits. However, such systems are very expensive to install and maintain. At the same time, they divide a route into fixed sections, which can only be designated as occupied or vacant as a whole. Such trackside systems therefore lead to high costs and at the same time limit the train traffic on such a secure section of the route.
  • Attachment can be quickly forgotten accordingly.
  • such devices represent an overhead.
  • the object of the invention is therefore to provide a system of the type mentioned above, with which the mentioned disadvantages can be avoided, and with which easily and without structural changes or additional devices safely and reliably the integrity of a train can be determined.
  • the invention further relates to a method according to the preamble of
  • the object of the invention is to provide a method for monitoring the integrity of a train, with which the disadvantages mentioned above can be avoided, and with which easily and without structural changes or accessories safely and reliably the integrity of a train can be determined.
  • Fig. 1 is a schematic representation of a train with a subject facility
  • FIG. 2 is a block diagram of a first embodiment of a subject system
  • Fig. 3 is a block diagram of a second embodiment of a subject system.
  • Fig. 4 is a block diagram of a first embodiment of an objective plant.
  • the integrity of a train 1 can be reliably and reliably determined simply and largely without structural changes or additional devices. This can be ruled out that the operator makes mistakes in the operation of the system or forgets important components to fix a part of the train 1, since the two balise antenna units 5, 8 are already present in trains 1, which are designed for both directions 18 anyway, which is why a subsequent installation is not required. It is merely necessary to define which of the two balise antenna units 5, 8 is the so-called first balise antenna unit 5. However, this is done by selecting the direction of travel 18 of the train 1 anyway, so that it can not be forgotten. By further using the technical components used for interrogating the balises 16 for the determination of the train integrity, it is possible in this respect to make extensive test or
  • An objective train 1 consists of at least two parts or vehicles 2, 3, 4, which are connected to each other.
  • vehicles 2, 3, 4 consisting only of a drive car, there is no risk of separating a part.
  • the individual wagons or motive power vehicles are referred to as vehicles 2, 3, 4.
  • the vehicles 2, 3, 4 are, as in the railway industry, generally customary , connected by means of coupling devices with each other.
  • the subject system is provided for operation with any type of train 1, at the first vehicle 2 and last vehicle 3 each a balise antenna unit 5, 8 is arranged.
  • trains 1 have at both ends to a control station 19, and are so suitable for easy in both
  • Driving directions 18 to be operated This is the case with passenger trains in so-called rigid configuration.
  • the drive technology of the respective train 1 is irrelevant.
  • the subject invention is therefore suitable both for trains 1, which by means of electric motor, internal combustion engine,
  • Electro-multiple units and diesel multiple units are provided at least for so-called. Electro-multiple units and diesel multiple units.
  • Fig. 1 shows a schematic representation of such a train, which has in addition to the first vehicle 2 and the last vehicle 3 further interposed vehicles, which are all designated by the reference numeral 4.
  • the first and the last vehicle 2, 3 each have a schematic
  • control station 19 Furthermore, one of the two is possible
  • balise antenna unit 5 In the first vehicle 2, a first balise antenna unit 5 is arranged. In the last vehicle 3, a second balise antenna unit 8 is arranged. The balise antenna units 5, 8 serve primarily to read the
  • balise 16 is, as is known, a transponder used in the railway industry.
  • the first balise antenna unit 5 has at least a first antenna 6 and a first antenna test arrangement 7.
  • the second balise antenna unit 8 has at least one second antenna 9 and a second antenna test arrangement 10.
  • the position of the first and second antenna 6, 9 is predetermined by appropriate regulations.
  • the respective antennas 6, 9 should each be arranged at a maximum distance of 12.5 meters from the first or last axis of the train 1. It can thus be ensured that the antennas 6, 9 are actually arranged in the region of the beginning or end of turn 1, and not simply somewhere in the middle of the turn 1.
  • the train 1 has at least one balise transmission module 11, 12.
  • the at least one balise transmission module 11, 12 is a
  • the first balise antenna unit 5 and the second balise antenna unit 8 are each connected to the at least one balise transmission module 11, 12 of the train 1.
  • the train 1 has a first balise transmission module 11, and that the first balise antenna unit 5 is connected to the first balise transmission module 11.
  • the first balise transmission module 11 is preferably arranged in the first vehicle 2 of the train 1. Figs. 1 to 4 show corresponding arrangements. Regardless of the connection of the first balise antenna unit 5 with the first balise transmission module 11 can In this case, as shown in FIGS. 1 and 2, it may also be provided that the second balise antenna unit 8 is likewise connected to the first balise transmission module 11.
  • the first balise transmission module 1 1 is to a
  • the train 1 has a second balise transmission module 12, and that the second balise antenna unit 8 is connected to the second balise transmission module 12.
  • Figs. 3 and 4 show
  • balise antenna unit 5, 8 communicates with a balise transmission module 1 1, 12 assigned thereto
  • the train also has at least one control device 13, 14.
  • the at least one control device 13, 14 is designed as a European Vital Computer.
  • the European Vital Computer, or EVC for short is one of the main assemblies in the railway sector within the framework of the ETCS, hence the European Train Control System.
  • the train 1 has at least one corresponding
  • the at least one balise transmission module 1 1, 12 is connected to the at least one control device 13, 14 of the train 1. In the presence of second balise transmission modules 1 1, 12 and only a single control device 13, both balise transmission modules 1 1, 12 are connected to the one control device 13.
  • the train 1 has two control devices 13, 14, wherein in the first vehicle 2, a first control device 13 is arranged and wherein in the last vehicle 3, a second
  • Control device 14 is arranged. Such an arrangement is usually provided only in the presence of a second balise transmission module 12, and shown as a block diagram in Fig. 4.
  • the second balise transmission module 12 is connected to the second control device 14 in terms of telecommunications or function. This arrangement has further advantages in terms of Export security and implementation on. If two control devices 13, 14 are present, it is easier to use these two accordingly, since the relevant train 1 is already designed accordingly.
  • the second balise antenna unit 8 is at least indirectly communicatively connected to the first and / or second control device 13, 14 by telecommunications.
  • the second balise antenna unit 8 is preferably connected at least indirectly to the first and / or second control device 13, 14 by means of a line-based telecommunications connection 15.
  • the telecommunications connection 15 as a bus and / or L.AN, such as Ethernet, is formed.
  • a wireless connection of the second balise antenna unit 8 to the first and / or second control device 13, 14 may also be provided, for instance by means of
  • Radio transmission such as WLAN.
  • at least one further component is generally arranged between the second balise antenna unit 8 and the first and / or second control device 13, 14.
  • several different physical channels and / or transmission protocols can be used for data transmission from the second balise antenna unit 8 to the first and / or second control device 13, 14, both consecutively and in parallel.
  • the subject system can be implemented in a variety of differently designed environments, and is correspondingly versatile.
  • At least the second antenna test arrangement 10 is designed to continuously monitor a predefinable operational readiness of the second antenna 9.
  • the operational readiness is preferably checked or monitored at predeterminable time intervals.
  • the time intervals are preferably shorter than one second, in particular shorter than 0, 1 s, preferably shorter than 0.01 s.
  • the second antenna test arrangement 10 generates a second antenna function signal and sends it to the at least one control device 13, 14, with which the second balise antenna unit 8 is connected by telecommunications technology. It is preferably provided that the second antenna test arrangement 10 always a second antenna function signal created and sent, regardless of the actual functioning of the second antenna 9. The information about the function of the second antenna 9 is included in the second antenna function signal, which is designed accordingly different. Alternatively it can also be provided that the second antenna test arrangement 10 the
  • Antenna function signal is generated only when the predetermined function of the second antenna 9 has been successfully detected.
  • the at least one control device 13, 14 is to be adapted to the actually implemented type of antenna function signal.
  • the first antenna test arrangement 7 is also designed to continuously monitor a predefinable operational readiness of the first antenna 6 and to generate and transmit a first antenna function signal to the control device 13, 14, analogously to the statements relating to the second antenna test arrangement 10 ,
  • control device 13, 14 is adapted to the presence of the second at predetermined time intervals
  • Antenna function signal to monitor, and output in case of failure of the second antenna function signal, a control and / or display signal.
  • the control device 13, 14 therefore continuously monitors the presence of the second antenna function signal. Once this is no longer received, it can be concluded that the second antenna 9 and the second balise antenna unit 8 is no longer present, and thus the integrity of the train 1 is no longer given.
  • the driver of the train 1 can set a corresponding action, or else the control device 13, 14 can set a corresponding action, such as, in particular, the forwarding of the status to a signal box.
  • Antenna test arrangement 10 of the second balise antenna unit 8 monitors, wherein an antenna function signal from the second antenna test arrangement 10 is generated and sent to the at least one control device 13, 14 of the train 1, wherein the presence of the second antenna function signal through the
  • Control device 13, 14 is controlled at predetermined intervals, and wherein in case of failure of the second antenna function signal, the control and / or display signal from the control device 13, 14 is generated and output.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Dans un système de surveillance de l'intégrité d'un train (1), le train (1) comportant un premier véhicule (2) et un dernier véhicule (3), le dernier véhicule (3) comportant une deuxième unité d'antenne-balise (8) qui comprend au moins une deuxième antenne (9) et un deuxième dispositif de test d'antenne (10), la deuxième unité d'antenne-balise (8) étant reliée à au moins un module de transmission à balise (11, 12) du train (1), l'au moins un module de transmission à balise (11, 12) étant relié à au moins un dispositif de contrôle (13, 14) du train (1), le deuxième dispositif de test d'antenne (10) étant conçu pour surveiller en permanence une capacité opérationnelle, pouvant être prédéfinie, de la deuxième antenne (9) et pour générer un deuxième signal de fonctionnement d'antenne et l'envoyer au dispositif de contrôle (13, 14), il est proposé que le dispositif de contrôle (13, 14) soit conçu pour surveiller la présence du deuxième signal de fonctionnement d'antenne à des intervalles de temps pouvant être prédéfinis et pour émettre un signal de commande et/ou d'affichage en cas de défaillance du deuxième signal d'antenne.
EP18706731.9A 2017-03-09 2018-02-21 Train avec système de surveillance de l'intégrité du train et procédure associée Active EP3592625B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50182/2017A AT519824B1 (de) 2017-03-09 2017-03-09 Anlage zur überwachung der integrität eines zuges
PCT/EP2018/054284 WO2018162238A1 (fr) 2017-03-09 2018-02-21 Système de surveillance de l'intégrité d'un train

Publications (3)

Publication Number Publication Date
EP3592625A1 true EP3592625A1 (fr) 2020-01-15
EP3592625B1 EP3592625B1 (fr) 2023-06-07
EP3592625C0 EP3592625C0 (fr) 2023-06-07

Family

ID=61258240

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18706731.9A Active EP3592625B1 (fr) 2017-03-09 2018-02-21 Train avec système de surveillance de l'intégrité du train et procédure associée

Country Status (4)

Country Link
EP (1) EP3592625B1 (fr)
AT (1) AT519824B1 (fr)
HU (1) HUE063366T2 (fr)
WO (1) WO2018162238A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109774752A (zh) * 2019-01-25 2019-05-21 北京交大思诺科技股份有限公司 基于测速技术的btm库检系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020200700A1 (de) 2020-01-22 2021-07-22 Siemens Mobility GmbH Einrichtung und Verfahren zur Überwachung der Integrität eines Zuges
CN111845847B (zh) * 2020-06-28 2022-06-17 通号城市轨道交通技术有限公司 应答器仿真方法及系统

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6865454B2 (en) * 2002-07-02 2005-03-08 Quantum Engineering Inc. Train control system and method of controlling a train or trains
DE10248246A1 (de) 2002-10-16 2004-01-29 Siemens Ag Vorrichtung zum Überwachen der Integrität eines Eisenbahnzuges
US20080243320A1 (en) * 2007-03-30 2008-10-02 General Electric Company Methods and systems for determining an integrity of a train
KR101136196B1 (ko) * 2010-01-08 2012-04-17 엘에스산전 주식회사 열차분리 감지 시스템
DE102012216405A1 (de) 2012-09-14 2014-04-10 Siemens Aktiengesellschaft Betrieb eines Schienenfahrzeugs mittels ETCS-Einrichtung
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
FR3025479B1 (fr) 2014-09-10 2017-10-06 Alstom Transp Tech Dispositif de confirmation d'integrite d'un attelage d'un convoi ferroviaire et convoi ferroviaire associe

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109774752A (zh) * 2019-01-25 2019-05-21 北京交大思诺科技股份有限公司 基于测速技术的btm库检系统

Also Published As

Publication number Publication date
AT519824A1 (de) 2018-10-15
AT519824B1 (de) 2018-11-15
HUE063366T2 (hu) 2024-01-28
EP3592625B1 (fr) 2023-06-07
WO2018162238A1 (fr) 2018-09-13
EP3592625C0 (fr) 2023-06-07

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