EP3592625B1 - Train avec système de surveillance de l'intégrité du train et procédure associée - Google Patents

Train avec système de surveillance de l'intégrité du train et procédure associée Download PDF

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Publication number
EP3592625B1
EP3592625B1 EP18706731.9A EP18706731A EP3592625B1 EP 3592625 B1 EP3592625 B1 EP 3592625B1 EP 18706731 A EP18706731 A EP 18706731A EP 3592625 B1 EP3592625 B1 EP 3592625B1
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EP
European Patent Office
Prior art keywords
train
antenna
balise
monitoring device
antenna unit
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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.)
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Application number
EP18706731.9A
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German (de)
English (en)
Other versions
EP3592625A1 (fr
EP3592625C0 (fr
Inventor
Roland STADLBAUER
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Thales Austria GmbH
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Thales Austria GmbH
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Publication date
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Application granted granted Critical
Publication of EP3592625B1 publication Critical patent/EP3592625B1/fr
Publication of EP3592625C0 publication Critical patent/EP3592625C0/fr
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    • 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 train with a system for monitoring the integrity of the train.
  • Track systems are currently monitored on the trackside using 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 shown as a whole as occupied or free. Such trackside systems therefore lead to high costs and at the same time limit train traffic on a route section secured in this way.
  • train-side solutions for ensuring train integrity also have significant disadvantages, insofar as additional devices have to be attached to the train, usually to the last vehicle in the train, which additional devices are not permanently attached to the relevant place, and their attachment is quickly forgotten can be. In addition, such devices represent an additional expense.
  • a system for monitoring a train is known, the train having a first vehicle and a last vehicle, with a first balise antenna unit comprising at least one first antenna and a first test arrangement being arranged in the first vehicle.
  • the object of the invention is therefore to specify a system of the type mentioned at the outset with which the disadvantages mentioned can be avoided and with which the integrity of a train can be determined safely and reliably simply and without structural changes or additional devices.
  • the invention further relates to a method for monitoring the integrity of a train.
  • the object of the invention is to specify a method for monitoring the integrity of a train with which the disadvantages mentioned above can be avoided and with which the integrity of a train can be determined safely and reliably simply and without structural changes or additional devices.
  • the Figures 1 to 4 each show systems for monitoring the integrity of a train 1, the train 1 having a first vehicle 2 and a last vehicle 3, the first vehicle 2 having a first balise antenna unit 5, comprising at least one first antenna 6 and a first antenna test arrangement 7 , is arranged, with a second balise antenna unit 8, comprising at least one second antenna 9 and a second antenna test arrangement 10, being arranged in the last vehicle 3, the first balise antenna unit 5 and the second balise antenna unit 8 each having at least one Flowersse transmission modules 11, 12 of the train 1 are connected, the at least one balise transmission module 11, 12 being connected to at least one control device 13, 14 of the train 1, the second antenna test arrangement 10 being designed to continuously to monitor the predefinable operational readiness of the second antenna 9 and to generate a second antenna function signal and to send it to the control device 13, 14, with the control device 13, 14 being designed to monitor the presence of the second antenna function signal at predefinable time intervals, and in the event of a failure of the second antenna function signal to output a
  • the integrity of a train 1 can be determined safely and reliably in a simple manner and largely without structural changes or additional devices.
  • the operating personnel makes mistakes when operating the system or forgets important components to be attached to 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 of travel 18, which is why subsequent installation is not necessary.
  • It is only necessary to define which of the two balise antenna units 5, 8 is the so-called first balise antenna unit 5. However, this is carried out anyway by selecting the direction of travel 18 of the train 1, so that this cannot be forgotten either. Since the technical components used for querying the balises 16 are now also used to determine the train integrity, there is no need for complex testing or approval procedures, as prescribed in the railway system.
  • a train 1 consists of at least two parts or vehicles 2, 3, 4, which are connected to each other. With a "train” consisting of only one motor car, there is no danger of a part becoming detached.
  • the individual wagons or locomotives are objectively referred to as vehicle 2, 3, 4.
  • the vehicles 2, 3, 4 are connected to one another by means of coupling devices, as is customary in the railway sector.
  • the system in question is intended for operation with any type of train 1, on the first vehicle 2 and last vehicle 3 of which a balise antenna unit 5, 8 is arranged in each case.
  • Trains 1 of this type have a driver's stand 19 at both ends and are thus suitable for being operated easily in both directions 18 of travel. This is the case, for example, with passenger trains in a so-called rigid configuration.
  • the drive technology of the respective train 1 is irrelevant.
  • the present invention is therefore suitable for trains 1 that are driven by an electric motor, an internal combustion engine, a steam engine or some other drive technology.
  • the system is preferably provided at least for so-called electro multiple units and diesel multiple units.
  • FIG. 12 shows a schematic representation of such a train which, in addition to the first vehicle 2 and the last vehicle 3 , has further vehicles arranged in between, which are all denoted by the reference numeral 4 .
  • the first and the last vehicle 2, 3 each have a driver's stand 19 shown schematically. Furthermore, one of the two possible directions of travel is represented by the arrow 18 .
  • a first balise antenna unit 5 is arranged in the first vehicle 2 .
  • a second balise antenna unit 8 is arranged in the last vehicle 3 .
  • the beacon antenna units 5, 8 are primarily used to read out information from the trackside beacons 16, or this is the original purpose for which they were arranged in the train 1.
  • a balise 16 is a transponder used in the railway system.
  • the first balise antenna unit 5 has at least one first antenna 6 and one first antenna test arrangement 7 .
  • the second balise antenna unit 8 has at least one second antenna 9 and one second antenna test arrangement 10 .
  • the position of the first or second antenna 6, 9 is specified by appropriate regulations.
  • the relevant antennas 6, 9 should each be arranged at a maximum of 12.5 meters from the first or last axle of the train 1. This ensures that the antennas 6, 9 are actually arranged in the area of the beginning or end of the train 1, and not just somewhere in the middle of the train 1.
  • the train 1 has at least one balise transmission module 11, 12.
  • the at least one balise transmission module 11, 12 is a standard assembly within the framework of the ETCS, and is also abbreviated as BTM, as is customary in the industry.
  • 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 first balise transmission module 11 is preferably arranged in the first vehicle 2 of the train 1 .
  • the Figures 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 while, as in Figures 1 and 2 also be provided that the second balise antenna unit 8 is also connected to the first balise transmission module 11 .
  • the first balise transmission module 11 is capable of a corresponding multiplex when querying the two balise antenna units 5 , 8 . This is a very simple design on the plant side.
  • the Figures 3 and 4 show block diagrams of correspondingly designed systems. In this case, one balise antenna unit 5, 8 communicates with a balise transmission module 11, 12 assigned to it.
  • the train also has at least one control device 13,14.
  • the at least one control device 13, 14 is preferably designed as a European Vital Computer.
  • the European Vital Computer, or EVC for short is one of the main assemblies in the railway system within the framework of the ETCS, hence the European Train Control System.
  • the train 1 has at least one corresponding control device 13, 14 or an EVC.
  • the Figures 1, 2 and 3 show corresponding systems in block diagrams, each with only one first control device 13.
  • the at least one balise transmission module 11, 12 is connected to the at least one control device 13, 14 of the train 1. If two balise transmission modules 11, 12 and only one control device 13 are present, both balise transmission modules 11, 12 are connected to one control device 13.
  • Such an arrangement is generally only provided if a second balise transmission module 12 is present, and as a block diagram in 4 shown.
  • the second balise transmission module 12 is connected to the second control device 14 in terms of communication technology or functionality. This arrangement has other advantages in terms of Reliability and implementation. If two control devices 13, 14 are present, it is easier to use these two accordingly, since the train 1 in question is already designed accordingly.
  • the second balise antenna unit 8 is at least indirectly connected to the first and/or second control device 13, 14 in terms of communications technology.
  • 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 wired communications connection 15.
  • the communications link 15 is in the form of a bus and/or LAN, such as Ethernet.
  • a wireless connection of the second balise antenna unit 8 to the first and/or second control device 13, 14 can also be provided, for example by means of radio transmission, for example 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 in series and in parallel.
  • the specific system can be implemented in a large number of differently designed environments and can be used in a correspondingly diverse manner.
  • At least the second antenna test arrangement 10 is designed to continuously monitor a predefinable operational readiness of the second antenna 9 .
  • the readiness for operation is preferably checked or monitored at definable 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 this to the at least one control device 13, 14, to which the second balise antenna unit 8 is connected in terms of communications. It is preferably provided that the second antenna test arrangement 10 is always on second antenna function signal created and sent, regardless of the actual functionality of the second antenna 9. The information about the function of the second antenna 9 is contained in the second antenna function signal, which is designed differently accordingly. Alternatively, it can also be provided that the second antenna test arrangement 10 only generates the antenna function signal if the predeterminable function of the second antenna 9 has been successfully detected.
  • the at least one control device 13, 14 must be adapted to the type of antenna function signal that is actually converted.
  • the first antenna test arrangement 7 is also designed to continuously monitor a specifiable readiness for operation of the first antenna 6 and to generate a first antenna function signal and to send it to the control device 13, 14, with the explanations for the second antenna test arrangement 10 being applicable accordingly .
  • control device 13, 14 is designed to monitor the presence of the second antenna function signal at predeterminable time intervals and to output a control and/or display signal if the second antenna function signal fails.
  • the control device 13, 14 therefore continuously monitors the presence of the second antenna function signal. As soon as this is no longer received, the conclusion is drawn from this that the second antenna 9 or the second balise antenna unit 8 is no longer present, and consequently the integrity of the train 1 is no longer given.
  • the driver of the train 1 can take a corresponding action, or the control device 13, 14 can take a corresponding action, such as in particular reporting the status to an interlocking.
  • a method for monitoring the integrity of a train 1, in particular a train 1 designed for both directions of travel, preferably a passenger train in a rigid configuration the operational readiness of the last vehicle 3 of the train 1 arranged in second antenna 9 of the second balise antenna unit 8 is monitored by the second antenna test arrangement 10 of the second balise antenna unit 8, with an antenna function signal being generated by the second antenna test arrangement 10 and sent to the at least one control device 13, 14 of the train 1, the presence of the second antenna function signal is checked by the control device 13, 14 at definable time intervals, and in the event of a failure of the second antenna function signal the control and/or display signal is generated and output by the control device 13, 14.

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  • 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)

Claims (9)

  1. Train (1), en particulier train (1) conçu pour circuler dans les deux sens, de préférence train de voyageurs à configuration fixe, le train (1) comportant une installation pour la surveillance de l'intégrité du train (1), le train (1) présentant un premier véhicule (2) et un dernier véhicule (3), dans lequel une première unité d'antenne de balise (5), comprenant une première antenne (6) et un premier dispositif de test d'antenne (7), est disposée dans le premier véhicule (2), dans lequel une deuxième unité d'antenne de balise (8), comprenant au moins une deuxième antenne (9) et un deuxième dispositif de test d'antenne (10), est disposée dans le dernier véhicule (3), dans lequel la première unité d'antenne de balise (5) et la deuxième unité d'antenne de balise (8) sont connectées chacune à au moins un module de transmission de balise (11, 12) du train (1), dans lequel l'au moins un module de transmission de balise (11, 12) est connecté à au moins une installation de contrôle (13, 14) du train (1), dans lequel une première installation de contrôle (13) de l'au moins une installation de contrôle (13, 14) est disposée dans le premier véhicule (2), dans lequel le deuxième dispositif de test d'antenne (10) est conçu pour surveiller en continu une disponibilité pouvant être prédéterminée de la deuxième antenne (9) et générer un deuxième signal de fonctionnement de l'antenne et le transmettre à la première installation de contrôle (13), dans lequel la première installation de contrôle (13) est conçue pour surveiller à des intervalles de temps pouvant être prédéterminés la présence du deuxième signal de fonctionnement de l'antenne et, en cas d'absence du deuxième signal de fonctionnement de l'antenne, tirer la conclusion que l'intégrité du train (1) est perdue et émettre un signal de commande et/ou d'affichage.
  2. Train (1) selon la revendication 1, dans lequel l'au moins une installation de contrôle (13, 14) est conçue comme un European Vital Computer.
  3. Train (1) selon la revendication 1 ou 2, dans lequel le premier dispositif de test d'antenne (7) est conçu pour surveiller en continu une disponibilité pouvant être prédéterminée de la première antenne (6) et pour générer un premier signal de fonctionnement de l'antenne et l'envoyer à l'au moins une installation de contrôle (13, 14).
  4. Train (1) selon l'une des revendications 1 à 3, dans lequel la première unité de balise d'antenne (5) est connectée à un premier module de transmission de balise (11) de l'au moins un module de transmission de balise (11, 12) du train (1).
  5. Train (1) selon l'une des revendications 1 à 4, dans lequel la deuxième unité de balise d'antenne (8) est connectée à un deuxième module de transmission de balise (12) de l'au moins un module de transmission de balise (11, 12) du train (1).
  6. Train (1) selon l'une des revendications 1 à 5, dans lequel une deuxième installation de contrôle (14) de l'au moins une installation de contrôle (13, 14) est disposée dans le dernier véhicule (3) du train (1).
  7. Train (1) selon l'une des revendications 1 à 6, dans lequel la deuxième unité de balise d'antenne (8) est connectée à l'au moins une installation de contrôle (13, 14) au moyen d'une connexion de communication filaire (15).
  8. Train (1) selon la revendication 7, dans lequel la connexion de communication filaire (15) est conçue comme un bus et/ou un réseau local.
  9. Procédé pour la surveillance de l'intégrité d'un train (1), en particulier d'un train (1) conçu pour circuler dans les deux sens, de préférence d'un train de voyageurs à configuration fixe, dans lequel la disponibilité d'une deuxième antenne d'une deuxième unité d'antenne de balise (8) disposée dans un dernier véhicule (3) du train (1) est surveillée en continu par un deuxième dispositif de test d'antenne (10) de la deuxième unité d'antenne de balise (8), dans lequel un signal de fonctionnement de l'antenne est généré par le deuxième dispositif de test d'antenne (10) et transmis à au moins une installation de contrôle (13, 14) du train (1), dans lequel une première installation de contrôle (13) de l'au moins une installation de contrôle (13, 14) est disposée dans le premier véhicule (2), dans lequel la présence du deuxième signal de fonctionnement de l'antenne est contrôlée par la première installation de contrôle (13) à des intervalles de temps pouvant être prédéterminés et dans lequel, en cas d'absence du deuxième signal de fonctionnement de l'antenne, le système conclut que l'intégrité du train (1) est perdue et un signal de commande et/ou d'affichage est généré et émis par la première installation de contrôle (13).
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 EP3592625A1 (fr) 2020-01-15
EP3592625B1 true EP3592625B1 (fr) 2023-06-07
EP3592625C0 EP3592625C0 (fr) 2023-06-07

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

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

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
CN109774752B (zh) * 2019-01-25 2021-05-28 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
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

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DE10248246A1 (de) 2002-10-16 2004-01-29 Siemens Ag Vorrichtung zum Überwachen der Integrität eines Eisenbahnzuges
WO2014040892A2 (fr) 2012-09-14 2014-03-20 Siemens Aktiengesellschaft Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs
EP2995529A1 (fr) 2014-09-10 2016-03-16 ALSTOM Transport Technologies Dispositif de confirmation d'intégrité d'un attelage d'un convoi ferroviaire et convoi ferroviaire associé

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US6865454B2 (en) * 2002-07-02 2005-03-08 Quantum Engineering Inc. Train control system and method of controlling a train or trains
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KR101136196B1 (ko) * 2010-01-08 2012-04-17 엘에스산전 주식회사 열차분리 감지 시스템
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung

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DE10248246A1 (de) 2002-10-16 2004-01-29 Siemens Ag Vorrichtung zum Überwachen der Integrität eines Eisenbahnzuges
WO2014040892A2 (fr) 2012-09-14 2014-03-20 Siemens Aktiengesellschaft Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs
EP2995529A1 (fr) 2014-09-10 2016-03-16 ALSTOM Transport Technologies Dispositif de confirmation d'intégrité d'un attelage d'un convoi ferroviaire et convoi ferroviaire associé
AU2015224435A1 (en) 2014-09-10 2016-03-24 Alstom Transport Technologies Device for confirming the integrity of a coupling of a rail vehicle and associated rail vehicle

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FRANK-BERNHARD PTOK: "Verfahren zur Überwachung der Vollständigkeit und Länge der Züge", SIGNAL UND DRAHT, vol. 91, 1 December 1999 (1999-12-01), pages 16 - 17, XP093166762
RAINER HORNSTEIN: "CRITICAL DEMANDS OF DATA TRANSMISSION BETWEEN TRAINS AND TRACKSIDE INFRASTRUCTURE", PROCEEDINGS FIELDBUS SYSTEMS AND THEIR APPLICATIONS 2005, THE 6'1' IFAC INTERNATIONAL CONFERENCE, PUEBLA, MEXICO, 1 November 2005 (2005-11-01) - 25 November 2005 (2005-11-25), Puebla, Mexico, pages 99 - 106, XP093166770
UNISIG: "ERTMS/ETCS - Class 1 FFFIS for Eurobalise", UNISIG, SUBSET-036, ISSUE: 2.4.1, 27 September 2007 (2007-09-27), pages 1 - 170, XP093166781
UNISIG: "ERTMS/ETCS - Class 1, Dimensioning and Engineering rules", UNISIG, , SUBSET-040, ISSUE: 2.3.0, 7 April 2009 (2009-04-07), pages 1 - 33, XP093166776

Also Published As

Publication number Publication date
WO2018162238A1 (fr) 2018-09-13
EP3592625A1 (fr) 2020-01-15
AT519824A1 (de) 2018-10-15
AT519824B1 (de) 2018-11-15
HUE063366T2 (hu) 2024-01-28
EP3592625C0 (fr) 2023-06-07

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