EP3766756A1 - Dispositif de communication de données bidirectionnelles entre un véhicule ferroviaire et au moins un autre véhicule ferroviaire - Google Patents

Dispositif de communication de données bidirectionnelles entre un véhicule ferroviaire et au moins un autre véhicule ferroviaire Download PDF

Info

Publication number
EP3766756A1
EP3766756A1 EP20185565.7A EP20185565A EP3766756A1 EP 3766756 A1 EP3766756 A1 EP 3766756A1 EP 20185565 A EP20185565 A EP 20185565A EP 3766756 A1 EP3766756 A1 EP 3766756A1
Authority
EP
European Patent Office
Prior art keywords
data communication
bidirectional data
signals
lines
rail vehicle
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.)
Withdrawn
Application number
EP20185565.7A
Other languages
German (de)
English (en)
Inventor
Mehrdad MADJDI
Martin HAUBENHOFER
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 Austria GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Publication of EP3766756A1 publication Critical patent/EP3766756A1/fr
Withdrawn legal-status Critical Current

Links

Images

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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • 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
    • B61L15/0018—Communication with or on the vehicle or train
    • 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
    • B61L15/0072—On-board train data handling

Definitions

  • the invention relates to a device for bidirectional data communication between a rail vehicle and at least one further rail vehicle.
  • Passenger rail vehicles are generally equipped with a device for triggering emergency braking, by means of which it is possible for the passengers to initiate braking in dangerous situations.
  • this device consisted of a manually operated compressed air valve, through which compressed air is released from the main air line and the vehicle is braked in this way.
  • an emergency braking request is transmitted electrically.
  • a standstill of a vehicle is very disadvantageous at certain points on a route, e.g. in tunnels or on bridges, since in the event of danger it is difficult for rescue workers to get to the vehicle or stopping a burning train in a tunnel is more dangerous than continuing. It is therefore advantageous not to immediately execute an emergency braking request while driving on the sections of the route mentioned, but only afterwards on a suitable route section.
  • This so-called emergency brake override required for this is carried out according to the state of the art by means of a so-called "filling surge", in which the vehicle driver blocks the compressed air valves that have been opened when an emergency brake is triggered.
  • a reaction period of a few seconds is available within which the vehicle driver has to carry out this injection if he considers this to be necessary due to the position on the route.
  • the injection command is transmitted over the entire length of the train via electrical cables. Vehicles with different equipment can only be put together in a train to a limited extent, since the emergency brake override function does not work adequately.
  • the invention is therefore based on the object of providing a device for bidirectional data communication between a rail vehicle and at least one further rail vehicle, by means of which the data required to control an emergency brake override can be transmitted and which requires only a small amount of retrofitting in existing vehicles.
  • a device for bidirectional data communication between a rail vehicle and at least one further rail vehicle, which are connected by means of electrical lines comprising a control device which is set up to transmit signals between a vehicle controller and a modulator-demodulator , and wherein the modulator-demodulator is set up to transmit signals and to receive signals via two lines.
  • Various audio signals and associated control signals are connected to these wires in accordance with the standard.
  • wires 3 and 4 of a UIC-558 connection according to the UIC-558 standard are assigned an audio signal with an upper limit frequency of 8 kHz.
  • the Frequency range above 8kHz can thus be used for data transmission.
  • Any wire pairs can be used for transmission, whereby it is essential to achieve the greatest possible freedom from feedback. This can be achieved in particular in that wires that are used for different functionalities are selected as wire pairs for bidirectional data communication.
  • line 1 sound transmission to power amplifiers
  • line 7 priority for announcements
  • the transmitted signal is modulated as the difference between lines that are otherwise not coupled to one another. Impairment of the original function-related signals transmitted via the lines used is therefore excluded.
  • the other wires 9 to 18 of a UIC-558 connection can in principle also be used, but less recommendable because of the security-critical functions assigned to them (especially door releases).
  • the additionally transmitted signal is advantageous to keep the additionally transmitted signal at a frequency spacing from the audio signal, so that crosstalk is prevented and the additional signal lies well in a frequency range that is inaudible to humans. It is particularly advantageous to modulate the additionally transmitted signal to a carrier frequency of greater than 20 kHz, in particular to 40 kHz.
  • the facility uses a digital coding process for transmission.
  • the specific form of the coding process must be selected taking into account the data rate and the properties of the transmission path. Since only a low data rate is required in an actual application and the transmission path can certainly be subject to interference, a robust coding method is advantageously to be used and a corresponding error correction method is to be provided.
  • the data rate to be expected for this application is in the range of a few useful bits per second.
  • a preferred embodiment of the invention provides to use both paths for signal transmission and to use different transmission paths for certain signals.
  • the emergency brake release and the filling command can be transmitted via the train bus, the other signals via the device for bidirectional data transmission.
  • existing vehicles can be equipped with further functions without having to change the existing data transmission device.
  • the present invention is particularly suitable for retrofitting existing vehicles, in particular for locomotives and control cars that do not comply with the UIC-541-6 are equipped, but for example with an emergency brake bridging system as it is customary at Deutsche Bru and which are to be coupled with cars that have this function.
  • Fig.1 shows an example and schematically a train composition with a data transmission device.
  • a train composition consisting of two passenger cars 2 and a locomotive 10 is shown.
  • the cars 2 and the locomotive 11 are connected via electrical lines, two lines 3, 4 being shown by way of example. These lines 3, 4 can be the audio lines of a UIC line.
  • a device for bidirectional data communication 1, which is electrically connected to lines 3, 4, is arranged in each of the carriages 2.
  • each car 2 is each equipped with a vehicle control 6 which controls the electrical and electropneumatic devices of the assigned car controls.
  • the locomotive 10 is equipped with a locomotive-side vehicle control 11 and also has a locomotive-side device for bidirectional data transmission 12 which is connected to the lines 3, 4.
  • the devices 1, 12 are devices constructed separately from the vehicle controls 6, 11; the locomotive-side device for bidirectional data transmission 12 can also be constructed as a unit with the locomotive-side vehicle control 11.
  • the locomotive 10 can also be designed as a non-powered control car, for example a shuttle train.
  • Fig. 2 shows an example and schematically a rail vehicle with a data transmission device.
  • a rail vehicle 2 is shown in a highly abstracted manner, which comprises electrical lines over its length which are routed to plug-in contacts on the end faces, so that several lines can be routed through an entire train.
  • the two lines 3, 4 are shown as an example, which correspond to those wires of a UIC line that carry audio signals.
  • a sound system 9 is connected to these lines 3, 4, via which the electrical signals applied to the lines 3, 4 can be irradiated in the audible frequency range.
  • the rail vehicle 2 is equipped with a passenger emergency brake lever 8 which, when actuated, emits an electrical signal to a vehicle control 6.
  • This vehicle control 6 is designed for data communication with a device according to the invention for bidirectional data communication 1 and is connected to this device 1.
  • the device for bidirectional data communication 1 comprises a control device 5 and a modulator-demodulator 7.
  • the modulator-demodulator 7 is for bidirectional Transmission of signals over the lines 3, 4 set up in a frequency range inaudible to humans.
  • the control device 5 controls this transmission and receives or sends data from or to the vehicle control 6.
  • the device for bidirectional data communication 1 acts as a modem and uses a frequency range inaudible to humans, preferably 40 kHz, for data transmission.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP20185565.7A 2019-07-18 2020-07-13 Dispositif de communication de données bidirectionnelles entre un véhicule ferroviaire et au moins un autre véhicule ferroviaire Withdrawn EP3766756A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
AT506502019 2019-07-18

Publications (1)

Publication Number Publication Date
EP3766756A1 true EP3766756A1 (fr) 2021-01-20

Family

ID=71607823

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20185565.7A Withdrawn EP3766756A1 (fr) 2019-07-18 2020-07-13 Dispositif de communication de données bidirectionnelles entre un véhicule ferroviaire et au moins un autre véhicule ferroviaire

Country Status (1)

Country Link
EP (1) EP3766756A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1674358A1 (fr) * 2004-12-23 2006-06-28 DB Regio AG Système de désactivation d'un signal d'alarme
DE202007008825U1 (de) * 2007-06-21 2007-08-30 GSP Sprachtechnologie Gesellschaft für elektronische Sprachsysteme mbH Kommunikations- und/oder Informationssystem für ein Schienenfahrzeug

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1674358A1 (fr) * 2004-12-23 2006-06-28 DB Regio AG Système de désactivation d'un signal d'alarme
DE202007008825U1 (de) * 2007-06-21 2007-08-30 GSP Sprachtechnologie Gesellschaft für elektronische Sprachsysteme mbH Kommunikations- und/oder Informationssystem für ein Schienenfahrzeug

Similar Documents

Publication Publication Date Title
DE60012444T2 (de) Integrierte elektrische und pneumatische Zugbremsen
EP2879934B1 (fr) Commande d'un véhicule ferroviaire
DE102011076432A1 (de) Mehrsystemkonfiguration zur Zugsicherung
DE60102736T2 (de) Bremskontrol- und Kommunikationssystem in einem Eisenbahnzug
DE102019209395A1 (de) Zug und Verfahren zum Betreiben eines Zugs
EP2069183B1 (fr) Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire
DE19902777A1 (de) Zugvollständigkeits-Überwachungsvorrichtung
EP1932739B1 (fr) Dispositif de freinage doté de la fonction de freinage d'urgence et de la fonction de court-circuit du freinage d'urgence
WO2015043967A1 (fr) Fonctionnement d'un véhicule ferroviaire
DE2655169C3 (de) Anordnung zur Lokalisierung von Fehlfunktionen in Bremsregelventilen bei einem mit einer Hauptluftleitung versehenen Eisenbahnzug
EP3766756A1 (fr) Dispositif de communication de données bidirectionnelles entre un véhicule ferroviaire et au moins un autre véhicule ferroviaire
EP3092162B1 (fr) Procédé de commande d'un véhicule ferroviaire relié à un système cbtc et système cbtc comportant au moins un véhicule ferroviaire
EP3509925B1 (fr) Procédé de réalisation d'un message de passage d'un point sur une section de voie par un train roulant
EP3472022B1 (fr) Dispositif de transmission de données pour véhicules ferroviaires
DE69829000T2 (de) Integrierte elektropneumatische zugbremsen
EP1743821B1 (fr) Dispositif et méthode de réglage d'un système de freinage électropneumatique avec un dispositif à courte circuiter le frein d'émergence
EP1291259B1 (fr) Système de freinage électro-hydraulique pour des trains
DE102004028390A1 (de) Übertragung von Informationen innerhalb eines Fahrzeugverbandes unter Nutzung einer pneumatischen oder hydraulischen Leitung als Übertragungskanal
DE102009022781B3 (de) Adaptereinrichtung zum Verbinden zweier Schienenfahrzeuge ung Schienenfahrzeug mit einer solchen Adaptereinrichtung
US20200298896A1 (en) Method and System of Leveraging Onboard Positive Train Control Equipment
DE102014226230A1 (de) Schienenfahrzeug mit einer Zugsicherungseinheit
DE102008025060B4 (de) Verfahren zur Beeinflussung und Begrenzung längsdynamischer Kräfte in einem Zugverband
DE102022200582A1 (de) Adaptereinrichtung, Nachrüstsatz und Schienenfahrzeug
WO2015090937A1 (fr) Procédé de régulation distribuée de freinage et d'accélération d'un train, système de régulation et dispositif ferroviaire y relatif
DE10046860A1 (de) Einrichtung und Verfahren zur Bestimmung der Länge und der Vollständigkeit von Personenzügen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20210721