EP3756969A1 - Method for configuring a neighbouring milling route for a rail vehicle - Google Patents

Abstract

To set a neighboring route (18) for a train (32), in which an intersection (10) is protected in terms of safety in order to avoid a train collision, the following process steps are carried out: a) Setting a first route (20) approaching the intersection (10) ) with a stop command in front of the crossing point (10); b) setting the neighboring train route (18), whereby the neighboring train route (18) becomes a second route running beyond the crossroads (10) if the speed of a first on the first route (20) moving train (30) has dropped at least below a predeterminable limit value. The speed of the first train (30) is determined by the following steps: c) emitting an electromagnetic wave from an antenna (34) of the train (34) onto a loop cable (36, 38) attached to the track; d) in the loop cable (36, 38) receiving the emitted electromagnetic waves as an outgoing carrier signal (wf, S2) and as a returning carrier signal (wr, S2); e) determining the signal phase from the outgoing carrier signal (S2) and from the returning carrier signal (S1); f) determining the speed of the Speed of the first train (30) from the signal phase (λ). A particular advantage of this method is the use of Euro-Loop cables already installed in the track area.

Description

The present invention relates to a method for setting a neighboring driveway for a rail vehicle according to claim 1.

Movements of rail vehicles take place in modern railroad infrastructures by setting routes that have a starting point and a destination. When setting a route, the track components located between the starting point and the destination are used by a higher-level control entity, such as an interlocking, route logic, control system, for this route and closed accordingly. Locked means: Use for the creation of another route is blocked. Track components are decentralized system-technical components and typically vehicle influencing and / or vehicle monitoring units. These units are monitored with regard to functionality and record process data and report them back to a central control and / or monitoring center, such as a control center or an interlocking. As train-influencing units that give instructions to the vehicle driver or even directly intervene in the vehicle control or directly set a safe route, signals, switches, balises, line conductors, track magnets and the like as well as sensors for recording process variables of the moving train, such as power consumption, speed and the like can be considered. Balises and line conductors, but also axle counters and track circuits and other track vacancy detection systems can also be named as train and track section monitoring units.

For the setting of routes, safety levels with a level of up to SIL4 are provided in many driving regulations of the national railway companies. The so-called Safety Integrity Level SIL is a procedure for Determination of the potential risk to people, systems, devices and processes in the event of a malfunction. The standard of the International Electrotechnical Commission IEC 61508 [2] forms the basis for the specifications, design and operation of safety systems. This standard IEC 61508 defines 4 levels: SIL1, ..., SIL4, which need not be explained in detail here.

The aforementioned setting of competing routes of adjacent trains 30, 32 towards an intersection 10 or across an intersection 10 is very demanding, particularly when there are short slip paths 8. This is shown schematically in the FIG 1 shown. To protect such intersections 10 with short slip paths 8, the construct of the “special lock” exists in Switzerland, which is described below. Short slip-through paths 8 are regularly present in train stations 4, where mostly switches 10 located just before the platforms open up at least two train station tracks 24 and 26. In this case, a route 18 for a train 32 that is ready to leave can only be set when there is a train 30 approaching the same crossing point 10 with a stop command at signal 14a in station 4, if a predetermined period of time after the detection of this train 30 on the platform assigned to the platform / platform Track section 24 has expired. In this way it is ensured that the arriving train 30 has actually stopped at the platform in front of the intersection 10 and has not slipped onto the intersection 10 or beyond it - despite any emergency braking if the signal 14a set to "red" is accidentally passed over. In this way, it is reliably avoided that the departing train 32 collides with the arriving train 30 at the intersection 10.

Unfortunately, this “special lock” has the disadvantage that, when setting route 18 for the departing train, you always have to wait for the specified time to elapse. Especially at peak times on busy S-Bahn lines such as Munich-Pasing to Munich-East or Zurich-Altstetten to Zurich-Stadelhofen, adherence to a tight schedule is often strained by the tedious getting on and off passengers, which is why a train that is ready to depart can actually be dispatched as quickly as possible in compliance with the SIL4 safety level should.

To solve this problem, the European patent application EP 3 335 961 A1 [1] suggested the following procedure instead of the aforementioned minimum period:

Permitting a second train journey on a second route approaching the intersection with a travel clearance beyond the intersection if the speed of the first train journey has fallen at least below a predeterminable limit value and / or if the course of the speed of the first train journey has a negative gradient, with the speed and / or the course of the speed of the first train journey is measured with at least two spatially separated speed radar sensors arranged on the track side.

This solution with the speed radar sensors has the disadvantage that it cannot be used at a train station whose platforms / tracks are arranged in a curve, since a certain “radar visual range” is required straight ahead. In the above-mentioned section from Zurich Altstetten to Zurich Stadelhofen, the track systems of the Altstetten, Hardbrücke and Hauptbahnhof stations are straight insofar as that in EP 3 335 961 A1 proposed method can be used properly. The Stadelhofen station, however, has a clear arc of tracks / platforms. The above problem can also be encountered with private railways and mostly in an accentuated way: In Switzerland, very many private railways have a track width of 1m instead of 1465mm. Accordingly, the curve radii are significantly smaller than those of the standard gauge from 1465m. As an example, the Lustmühle stop of the Appenzeller Bahnen AB is mentioned here.

The present invention is therefore based on the object of specifying a method for releasing a setting of a neighboring train route for a rail vehicle which can also be used for tracks / platforms arranged in a curve.

This object is achieved by the measures specified in the independent patent claim 1. Advantageous embodiments of the invention are specified in further claims.

1. a) Einstellen einer ersten auf den Kreuzungsort zulaufenden Fahrstrasse mit einem Haltebefehl vor dem Kreuzungsort;
2. b) Einstellen einer Nachbarzugfahrstrasse, wobei die Nachbarzugfahrstrasse eine zweite über den Kreuzungsort hinaus zulaufende Fahrstrasse ist, wenn die Geschwindigkeit eines ersten auf der ersten Fahrstrasse fahrenden Zuges mindestens unter einen vorgebbaren Grenzwert gesunken ist und/oder wenn der Verlauf der Geschwindigkeit des ersten Zuges einen negativen Gradienten aufweist;
3. c) Aussenden einer elektromagnetischen Welle von einer Antenne des ersten Zuges auf ein längs im Gleis angebrachtes Loopkabel;
4. d) Empfangen der ausgesendeten elektromagnetischen Wellen im Loopkabel als hinlaufendes Trägersignal und als rücklaufendes Trägersignal;
5. e) Bestimmen der Signalphase aus hinlaufendem Trägersignal und aus rücklaufendem Trägersignal;
6. f) Bestimmen der Geschwindigkeit und/oder des Verlaufs der Geschwindigkeit des ersten Zuges aus der Signalphase.

The method according to the invention comprises the following method steps:

1. a) setting a first route approaching the intersection with a stop command in front of the intersection;
2. b) Setting up a neighboring train route, the neighboring train route being a second route that tapers beyond the point of intersection if the speed of a first train traveling on the first route has fallen below a predefinable limit value and / or if the course of the speed of the first train is negative Has gradients;
3. c) emitting an electromagnetic wave from an antenna of the first train onto a loop cable installed lengthways in the track;
4. d) receiving the emitted electromagnetic waves in the loop cable as an incoming carrier signal and as a returning carrier signal;
5. e) determining the signal phase from the incoming carrier signal and from the returning carrier signal;
6. f) Determining the speed and / or the course of the speed of the first train from the signal phase.

1. i) Das für den Empfang des ausgesendeten Trägersignals vorgesehene Loopkabel braucht dann nicht für die Durchführung des Verfahrens installiert zu werden, wenn der betreffende Streckenabschnitt bereits mit einem Euroloop-Koaxialkabel gemäß den ETCS-Spezifikationen ausgerüstet ist. Somit entfallen teure Installationsarbeiten im Gleisbereich. Lediglich die Anschlusstechnik an das Loopkabel und eine Detektionseinheit für die Auswertung der empfangenen Wellen müssen geleistet werden, um die Erfindung zu implementieren.
2. ii) Wenn die vorerwähnte Detektionseinheit zweikanalig ausgeführt ist, lässt sich ein SIL4 Sicherheitslevel erreichen.
3. iii) Das erfindungsgemässe Verfahren kann unabhängig vom ETCS-Level der betreffenden Bahnhofanlage implementiert werden.

The following additional advantages can result:

1. i) The loop cable intended to receive the transmitted carrier signal does not need to be installed to carry out the procedure if the section in question is already equipped with a Euroloop coaxial cable in accordance with the ETCS specifications. This eliminates expensive installation work in the track area. Only the connection technology to the loop cable and a detection unit for evaluating the received waves have to be provided in order to implement the invention.
2. ii) If the aforementioned detection unit is designed with two channels, a SIL4 safety level can be achieved.
3. iii) The method according to the invention can be implemented independently of the ETCS level of the station system in question.

• Figur 1 Schematische Darstellung einer Bahnhofsanlage mit zwei Geleisen;
• Figur 2 Blockschema für eine im Gleisbereich angeordnete Kabelanordnung und einer zugehörigen Detektionseinheit;
• Figur 3 Blockschema für eine im Gleisbereich angeordnete Kabelanordnung und einer zugehörigen Detektionseinheit beim vorhanden Sein einer Euro-Loop Applikation;
• Figur 4a Vereinfachte Darstellung zweier empfangener Trägersignale S1 und S2 über zwei Wellenlängen;
• Figur 4b Darstellung des Produktes S3 zweier empfangener Trägersignale S1 und S2.

The invention is explained in more detail below with reference to the drawing, for example. Show:

• Figure 1 Schematic representation of a train station with two tracks;
• Figure 2 Block diagram for a cable arrangement arranged in the track area and an associated detection unit;
• Figure 3 Block diagram for a cable arrangement arranged in the track area and an associated detection unit when there is a Euro-Loop application;
• Figure 4a Simplified representation of two received carrier signals S1 and S2 over two wavelengths;
• Figure 4b Representation of the product S3 of two received carrier signals S1 and S2.

• Bahnhofgeleise 24, 26,
• Streckengeleise 12,
• Fahrstrassen 18, 20 und
• Zügen 30 und 32.

As already introduced shows FIG 1 a station system 4 with two station tracks 24 and 26 and the problem with the slip path 8 in front of the intersection 10. Instead of the term intersection 10, the terms intersection 10 or danger point 10 are used in an equivalent manner. Important about the FIG 1 For further explanations, a distinction is made between the following terms:

• Station tracks 24, 26,
• Track 12,
• Routes 18, 20 and
• Trains 30 and 32.

The problem does not need to be repeated at this point; for this, reference is made to the introduction to the description above. The platforms are in FIG 1 Deliberately not shown, since the present method can be implemented independently of the platform arrangement, that is, regardless of whether a central platform or two outer barriers are provided.

1. 1. Ausführungsform mit einem für die Geschwindigkeitsmessung besonders verlegten Loop-Koaxialkabel. Die Einzelheiten dazu sind der FIG 2 zu entnehmen.
2. 2. Ausführungsform mit einer Nutzung eines bereits vorhandenen Euro-Loop-Koaxialkabels für die Geschwindigkeitsmessung. Die Einzelheiten dazu sind der FIG 3 zu entnehmen.

The present invention can be implemented in two different embodiments:

1. 1. embodiment with a loop coaxial cable specially laid for speed measurement. The details of this are the FIG 2 refer to.
2. 2nd embodiment with the use of an existing Euro-Loop coaxial cable for speed measurement. The details of this are the FIG 3 refer to.

FIG 2 shows a section of a track 24 with indication of the direction of travel d of the train 30 according to FIG FIG 1 . The train 30 itself is not shown, only a vehicle antenna 34 attached to the head of the train 30. The term “head of the train” is understood to mean either a traction vehicle or a control car. A loop coaxial cable 36, 38, referred to for short as a loop cable 36, 38, is laid along a rail 28. The loop cable is designed on the outside on the rail 28 as a closed coaxial cable 36 and on the inside on the rail as a slot conductor coaxial cable 38. Instead of slot conductor coaxial cable 38, one also speaks of leak coaxial cable 38 or briefly from leak cable 38. The length of the loop cable to be laid for this application depends on the local conditions of the relevant station 4, in particular the maximum speed v _{max of} a train due to the operational conditions and the location of other safety measures such as the ETCS Level of the relevant route section to be taken into account. The vehicle antenna 34 of the train 30 transmits a carrier signal at a certain frequency - for regulatory reasons preferably at 27.095 MHz - which is received by the leakage coaxial cable 38 - as an antenna. As a result, a wave propagates in both directions in the loop cable 36, 38: These directions are in FIG 2 denoted by w _f as the outgoing wave or outgoing carrier signal S2 and with w _r as the returning wave or backward carrier signal S1. Going there because this is in the same direction d as that of the relevant moving train (= train 30 according to FIG FIG 1 ) corresponds.

These carrier signals are evaluated in a detection unit 40. For this purpose, the loop is connected to a termination 44 which also has a bandpass. The bandpass suppresses the useful signal frequency of the train control system (e.g. Euroloop in the frequency range from 10 to 18 MHz) so that only the 27.095 MHz carrier frequency is passed on to the signal multipliers 41.1 / 41.2 without attenuation.

The two carrier signals S1 and S2 are each fed to a multiplier 41.1 and 41.2. As a result of the movement of the train 30, the two carrier signals are shifted, precisely: the carrier signal S1 is leading or lagging compared to the carrier signal S2, depending on the direction of travel of the train 30. The signal amplitudes play a subordinate role. For applications over 1km in length of the loop cable, an AGC (automatic gain control) module can be connected in front of the multiplier. The position of the carrier signals S1 and S2 is in FIG 4b shown, with S3 the product S1 • S2 of the two carrier signals S1 and S2 is designated. This product has a wavelength n • λ.

The product S3 = S1 • S2 from the multipliers 41.1 and 41.2 is also fed to a low-pass filter 42.1 and 42.2 of 20 Hz in order to filter out unwanted higher-frequency mixed products. The product S3 'filtered in this way is then fed to a frequency determiner 43.1 and 43.2. This frequency determination can also be implemented in digital technology using an analog frequency counter or a signal pulse counter. The counter counts analog signal pulses in an interval of, for example, 1s and then passes them on to a processing unit. This processing unit is not shown in the figures. The processing unit evaluates the number of pulses (comparator with> and <) and controls output contacts. The speed of the relevant train 30 results from the number of pulses. The detection unit 40 has two channels in order to achieve a SIL4 level.

FIG 3 shows an embodiment using an already existing Euro-Loop coaxial cable. No differences can be found in the track area itself, since it is a particular advantage of this embodiment that an existing technical infrastructure can also be used for another function. The evaluation of the received signals S1 and S2 is partly different. The loop cable 36, 38 is used for the so-called Euro-Loop security system; For details, see e.g. https://de.wikipedia.org/wiki/Euroloop .

The Euroloop subsystem is used to transmit a signal aspect to a rail vehicle over a longer or entire range of the distant signal distance. It thus expands the punctiform Eurobalise system in ETCS Level 1. It is standardized at the European level by the ERA. The central element is the leakage line called "Euroloop" at the foot of the rail. The data transmission takes place over the entire length of the loop, which can be up to 1000 m long and is terminated with a termination 44 at the end. It is fed by a loop modem 45. The modem transmits in the frequency range from 9 MHz to 18 MHz and uses Direct Sequence Spread Spectrum for frequency spreading and for CDMA multiplexing. For this second embodiment of the present invention, a detection unit 40 'is also provided, which differs from that according to FIG FIG 2 partially differs. This detection unit 40 'contains the same as in the embodiment according to FIG FIG 2 a termination 44 with a band pass. Since the loop cable 36, 38 is used twice here - namely the carrier signals S1 and S2 and the control signal provided for the Euro-loop system - the returning carrier signal S1 is fed to a directional coupler 46. The frequency of the aforementioned control signal is usually 13.5 MHz. The directional coupler 46 branches off the carrier signal S1 in the direction of the multiplier 41.2. The further evaluation of the product S3 = S1 • S2 is also carried out in the same way as above FIG 2 described. Since essential security functions for the train 30 are already performed by the Euro-Loop system and the other components of the ETCS system, level SIL4 is not required in this embodiment and thus the detection unit 40 is not designed with two channels.

zu numerisch λ = 11.07m. FIG 4a shows a simplified representation of the two received carrier signals S1 and S2. The wavelength λ shown has the following numerical characteristics: The preferred frequency of f _E = 27.095 MHz results in the wavelength λ of $$\mathrm{\lambda }=\mathrm{c}/{\mathrm{f}}_{\mathrm{E.}}\left(\mathrm{where\; c}=\mathrm{Speed\; of\; Light}\right)$$

to numerical λ = 11.07m.

Due to the driving speed, the incoming carrier signal S2 and the returning carrier signal S1 experience a transit time delay. This is in FIG 4a denoted by Δt. The diagram according to the FIG 4a can be read both in a time representation t and in a length representation with the wavelength λ. Accordingly, the signal phase ϕ corresponds to the propagation delay Δt.

FIG 4b shows the product S3 = S1 • S2. Based on the FIG 4a the wavelength of the product S3 is a multiple n of the wavelength of the received carrier signals S1, S2 (their slight inequality is not considered here).

The relationship between the resulting frequency at the output of the detection unit 40 and the speed of the train can be calculated using the wavelength λ of the carrier signal frequency of 27.095 MHz and the speed of propagation in the cable system 36, 38. With a propagation speed in the cable system of V _ph = 85% of the speed of light c, the result is a wavelength at 27.095 MHz of 9.4 m. Due to the speed of the antenna 34 (= transmitter 34), the wavelength w _f and w _r varies proportionally thereto. If the antenna 34 moves in the direction of the detection unit 40, the frequency increases relative to the wavelength w _f im, the wavelength components per unit of time. Conversely, the frequency decreases relative to the wavelength w _r in these wavelength components per unit of time since the signal path becomes longer. The following formula can be used for this: $$\mathrm{2}*{\mathrm{V}}_{\mathrm{train}}/\left({\mathrm{V}}_{\mathrm{vacum}}•{\mathrm{V}}_{\mathrm{ph}}/\left({\mathrm{f}}_{\mathrm{0}}\right)\right)$$

As an example, a train speed of 20m / s results in an output frequency of 2 • 20m / s / ((300000000m / s • 0.85 / 270950000s ^-1 ) = 4.25 Hz. With a train speed of 4.7m / s this results in 1Hz or 360 Degree of phase delay at the output of the detection unit 40. Converted to 1 degree of phase position per second, the train moves at 0.0131m / s.

The evaluation of the gradient (gradient = differential operator) of the speed v of the first train 30 can preferably take place in a higher-level safety system. As stated above, the determined speed of the train 30 is transmitted to the higher-level security system in a cycle of 1s. If the gradient is negative, this means that the speed of the train is decreasing.

List of reference signs, glossary

4th

railway station

8th

Slip path

10

Crossing point, switch

12th

Track

14a, 14b

Signals from a first train station track

16a

Signal to a second train station track

18th

Road tapering over a crossing point

20th

road leading to a crossing point

24

First station track, first station track section

26th

Second station track, second station track section

28

rail

30th

Arriving train

32

Train ready to depart

34

Vehicle antenna

36

Coaxial cable

38

Leak cable, coaxial split conductor cable, leak coaxial cable

40

Detection unit

41.1, 41.2

Signal multiplier

42.1, 42.2

Low pass

43.1, 43.2

Frequency determination

44

Closing loop with band pass

45

Loop modem

46

Directional coupler

d

Direction of travel of a train

f _E

Frequency of the vehicle's transmitting antenna

ϕ

Signal phase

Δt

Propagation delay

n

Multiple of the wavelength of the received carrier signal

λ

Wavelength of the carrier signal

w _f , S2

incoming wave, incoming carrier signal, f = forward

w _r , S1

returning wave, returning carrier signal, r = return

S3

Product of the carrier signals S1 and S2.

S3 '

Product S3 filtered by low pass

List of cited documents

1. [1] EP 3 335 961 A1
   PROCEDURE FOR RELEASING THE SETTING OF A NEIGHBORING TRAIN ROAD FOR A RAIL VEHICLE Siemens Mobility AG, Hammerweg 1,
   CH - 8304 Wallisellen;
   Siemens Mobility GmbH, Otto-Hahn-Ring 6,
   DE - 81739 Munich.
2. [2] IEC 61508 Functional Safety
   International Electrotechnical Commission
   https://www.iec.ch/

Claims (7)

Method for setting a neighboring train route (18) for a train (32), in which method an intersection (10) is protected from a safety engineering point of view to avoid a train collision, comprising the following method steps: a) setting a first route (20) approaching the intersection (10) with a stop command in front of the intersection (10); b) Setting up a neighboring train route (18), the neighboring train route (18) being a second route tapering beyond the intersection (10) if the speed of a first train (30) traveling on the first route (20) is at least below a predeterminable limit value has decreased and / or if the course of the speed of the first train (30) has a negative gradient;
characterized by the further process steps c) emitting an electromagnetic wave from an antenna (34) of the train (30) onto a loop cable (36, 38) installed lengthways in the track; d) receiving the emitted electromagnetic waves in the loop cable (36, 38) as an incoming carrier signal (w _f , S2) and as a returning carrier signal (w _r , S2); e) determining a signal phase (ϕ) from the incoming carrier signal (S2) and from the returning carrier signal (S1); f) determining the speed (v) and / or the course of the speed of the first train (30) from the signal phase (ϕ). Method according to claim 1,
characterized in that
in method step e) the determination of the signal phase (ϕ) takes place by a multiplication (41.1, 41.2; S3) of the two carrier signals (S1, S2). Method according to claim 1 or 2,
characterized in that
the attached loop cable (36, 38) is a Euroloop cable that functions in accordance with the ETCS specification. Method according to claim 3,
characterized in that
a detection unit (40) is provided which has a directional coupler (46) in order to separate a received carrier signal (S1) from a control signal provided for the Euroloop system. Method according to claim 1 or 2,
characterized in that
the method steps d), e) and f) are carried out in a detection unit (40), all components for their execution being designed with two channels. Method according to one of Claims 1 to 5,
characterized in that
that the speed (v) of the first train (30) determined in method step f) is transmitted to a higher-level safety system, and the course of the speed is determined in the higher-level safety system in order to determine a setting for the neighboring train route. Method according to one of Claims 1 to 6,
characterized in that
step c) is carried out at a frequency of 27.095MHz.

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