EP3875343A2 - Véhicule ferroviaire et agencement pourvu de véhicule ferroviaire - Google Patents

Véhicule ferroviaire et agencement pourvu de véhicule ferroviaire Download PDF

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Publication number
EP3875343A2
EP3875343A2 EP21152207.3A EP21152207A EP3875343A2 EP 3875343 A2 EP3875343 A2 EP 3875343A2 EP 21152207 A EP21152207 A EP 21152207A EP 3875343 A2 EP3875343 A2 EP 3875343A2
Authority
EP
European Patent Office
Prior art keywords
radio
rail vehicle
radio device
travel
control device
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
EP21152207.3A
Other languages
German (de)
English (en)
Other versions
EP3875343A3 (fr
Inventor
Aysegül Aglargöz Jones
Jana Gehrmann
Markus Kohn
Jörg Weidemann
Markus Wienrich
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
Original Assignee
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
Publication of EP3875343A2 publication Critical patent/EP3875343A2/fr
Publication of EP3875343A3 publication Critical patent/EP3875343A3/fr
Pending legal-status Critical Current

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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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems

Definitions

  • the invention relates to rail vehicles with radio devices that are suitable for receiving trackside radio evaluation data.
  • radio evaluation data can indicate the passability of a route signal lying ahead in the direction of travel. If, for example, a rail vehicle is informed when leaving a route section that the next route signal is on hold in the next route section, then - in the event of a subsequent change in the signal status - the transmission of radio evaluation data from the route signal can prevent the rail vehicle approaching the route signal from coming to Braking for the purpose of a vehicle stop.
  • Radio evaluation and the transmission of radio evaluation signals is described, for example, in the publication "For the first time in German local traffic: A train control system with radio evaluation" (Signaling + Datacommunication (108) 10/2016, pages 17ff).
  • the invention is based on the object of specifying rail vehicles that are improved in terms of radio operation.
  • a rail vehicle with a first radio device that is suitable for receiving trackside radio evaluation data indicating the passability of a route signal ahead in the direction of travel, and with a control device connected to the radio device for evaluating received radio evaluation data.
  • the rail vehicle has at least one second radio device which is connected to the control device.
  • the control device is designed to operate the second radio device during the journey in parallel and / or staggered in time to the first radio device.
  • the antenna of one of the radio devices is arranged in a front section of the rail vehicle, viewed in the forward direction, and is oriented towards the front, and an antenna of another radio device, viewed in the forward direction, is arranged in a rear section of the Rail vehicle is arranged and is directed backwards, and in each case the radio device with the antenna facing forward is operated by the control device as the first radio device and which is operated with the antenna facing backwards as the at least second radio device.
  • the control device is preferably designed in such a way that it uses the second radio device to send vehicle-side data, in particular diagnostic data, service data or error data, to a route signal that is at the rear in the direction of travel, that is, has already passed.
  • control device is designed in such a way that it receives vehicle-related data, in particular Sends diagnostic data, service data or error data in two channels, both with the first radio device for the route signal in front in the direction of travel and with the second radio device in relation to the route signal in the back in the direction of travel, i.e. already passed.
  • the control device can advantageously also be designed in such a way that it exclusively receives radio signals with the first radio device and only transmits radio signals with the second radio device.
  • a rail vehicle with at least one radio device which is suitable for receiving trackside radio evaluation data which indicate the passability of a route signal lying ahead in the direction of travel, and with a control device connected to the radio device for evaluating received radio evaluation data, for example as described above.
  • the radio device or at least one of the radio devices has at least one antenna which is adjustable in terms of its alignment and which is arranged in a front section of the rail vehicle viewed in the forward direction of travel, and / or at least two antennas which are arranged in a front section of the rail vehicle when viewed in the forward direction.
  • this second embodiment it is advantageously possible, for example, to send or receive data to two or more trackside devices, viewed in the forward direction, that are at different distances by adjusting and / or adjusting the antenna in the case of an adjustable antenna - In the case of two antennas, these are or will be aligned differently.
  • the at least two antennas are aligned differently, specifically with regard to a tilt angle relative to the horizontal and / or an angle of rotation be aligned differently with respect to the direction of travel, or during the drive by the control device, in particular with respect to the tilt angle relative to the horizontal and / or the angle of rotation with respect to the direction of travel.
  • the at least two antennas are preferably components of a MIMO antenna and / or are formed by one and the same array antenna.
  • the control device is preferably designed in such a way that it operates the antenna signals of both antennas for receiving trackside radio evaluation data and / or for communication with trackside devices.
  • control device is designed in such a way that it changes the alignment of the or at least one of the antennas when cornering by changing the angle of rotation of the alignment relative to the direction of travel.
  • the rail vehicle has at least one second radio device which is connected to the control device.
  • the control device is preferably designed to operate the second radio device during the journey in parallel and / or staggered in time to the first radio device.
  • the second radio device preferably has at least one antenna which is adjustable in terms of its alignment and which is arranged in a rear section of the rail vehicle when viewed in the reverse direction, and / or at least two antennas which are arranged in a rear section of the rail vehicle when viewed in the reverse direction and which are oriented towards the rear are.
  • the at least two antennas of the second radio device are preferably aligned differently, in particular with respect to a tilt angle relative to the horizontal and / or a rotation angle relative to the direction of travel.
  • they are oriented differently by the control device while driving, in particular with regard to the tilt angle relative to the horizontal and / or the angle of rotation with respect to the direction of travel.
  • a rail vehicle with at least one radio device which is suitable for receiving trackside radio evaluation data that indicate the passability of a route signal ahead in the direction of travel, and with a control device connected to the radio device for evaluating received radio evaluation data, for example as described above.
  • the radio device or at least one of the radio devices is designed or configured to receive radio evaluation data from at least one intermediate auxiliary device which receives the radio evaluation data from a trackside transmitter and retransmits it itself.
  • the radio device is preferably suitable or designed to receive radio evaluation data from at least one auxiliary device that is stationary on the track and / or at least one mobile auxiliary device that drives or flies ahead of the rail vehicle.
  • adjustable and / or differently oriented antennas can be provided at the front and rear.
  • control device is designed in such a way that it receives the antenna signals of the antennas and / or the Uses radio signals from the radio equipment for location and / or distance measurement.
  • the invention also relates to an arrangement with at least one rail vehicle and at least one route signal. According to the invention it is provided that the rail vehicle is designed as described above.
  • the radio device or at least one of the radio devices of the rail vehicle is preferably designed to receive both radio evaluation data from the at least one route signal and data from intermediate stationary or mobile auxiliary devices that merely forward data from route signals as repeaters.
  • the Figure 1 shows an exemplary embodiment for a rail vehicle 10 which can be operated in the forward and reverse direction.
  • the rail vehicle 10 travels along a travel direction F towards a route signal 101 lying ahead.
  • a first radio device 21 of the rail vehicle 10 is - in relation to the direction of travel F - arranged in a front section or at the front end of the rail vehicle 10 and aligned along the direction of travel F. Due to its alignment, the radio device 21 can receive from the route signal 101 via a first radio link V1, for example, route-side radio evaluation data which indicate whether the route signal 101 ahead in the direction of travel F can be passed.
  • the first radio device 21 is connected to a vehicle-side control device 30, which receives data received from the first radio device 21, in particular the mentioned track-side radio evaluation data, and evaluates it for further control of the rail vehicle 10.
  • the rail vehicle 10 according to Figure 1 furthermore has a second radio device 22 which - in relation to the direction of travel F of the rail vehicle 10 - is arranged in a rear section or at the rear end of the rail vehicle 10 and is oriented against the direction of travel F.
  • the second radio device 22 is thus able to maintain a second radio link V2 on the vehicle side, specifically for example with a route signal 102 that has already been passed.
  • the second radio link V2 can be bidirectional or non-directional; it is thus possible, for example, for the second radio device 22 to transmit vehicle-related data, in particular service data, error data and / or diagnostic data, for the route signal 102 that has already been passed.
  • vehicle-related data in particular service data, error data and / or diagnostic data
  • radio devices 21 and 22 which are attached to different ends of the rail vehicle 10 and aligned differently and thus either unidirectional or bidirectional data transmission with both the route signal 101 ahead in the direction of travel F and the route signal that has already been passed 102 enable.
  • the radio links V1 and V2 can be operated by the two radio devices 21 and 22 in parallel or at different times. It is also possible to operate the two radio links V1 and V2 with different frequencies or to use different transmission channels.
  • the first radio device 21 at the front in the direction of travel F exclusively with a view to receiving radio evaluation data and the second radio device 22 at the rear exclusively for receiving other track-side data from the track signal 102 and / or for sending vehicle-side data in the direction of the to use route signal 102 already passed.
  • FIG. 10 shows a further exemplary embodiment for a rail vehicle 10 which is approaching a route signal 101 lying ahead along a direction of travel F.
  • a radio device 21 of the rail vehicle 10 is attached at the front, seen along the direction of travel F, and is connected to a control device 30.
  • the radio device 21 has two antennas 21a and 21b, which - as seen in the direction of travel F - are arranged in a front section of the rail vehicle 10 and are oriented towards the front.
  • the alignment of the two antennas 21a and 21b is different. So lets Figure 2 recognize that the tilt angle of the first antenna 21a relative to the horizontal is smaller than the tilt angle of the second antenna 21b, so that the first antenna 21a is more distant than the second antenna 21b.
  • the first antenna 21a can thus communicate via a radio link V1a with the route signal 101 which is far ahead in the direction of travel F and / or receive from it, for example, route-side radio evaluation data, whereas the second antenna 21b cannot yet receive anything from the route signal 101 due to its different orientation.
  • the second antenna 21b can communicate with another trackside device 101a, be it for receiving radio evaluation data or other trackside data and / or for transmitting vehicle-side data on the track.
  • the two antennas 21a and 21b are preferably operated by the control device 30. For example, provision can be made that only radio evaluation data of the respective route signal 101 ahead are to be received by means of the distant first antenna 21a, while the second antenna 21b is only intended to transmit vehicle-side data is used for the route.
  • radio signals of both antennas 21a and 21b it is possible to use the radio signals of both antennas 21a and 21b to locate or measure the distance of the rail vehicle 10 on the route, whereby more precise or less error-free results can be achieved than with just one radio signal.
  • the Figure 3 shows a variant of the embodiment according to Figure 2 .
  • the rail vehicle 10 has a MIMO antenna (Multiple Input - Multiple Output) 21c, the two or more individual antennas that are in the Figure 3 are not explicitly shown, includes.
  • the MIMO antenna 21c is thus able to maintain both a radio connection V1a with the route signal 101 remote in the direction of travel and a radio connection V1b with a route-side device 101a located in the vicinity.
  • the MIMO antenna 21c with its at least two different alignments namely the long-range alignment and the close-up alignment, can thus be operated, for example, as shown on the basis of the Figure 2 has been explained for the case of two separate antennas 21a and 21b. In this regard, reference is made to the statements above.
  • the Figure 4 shows an exemplary embodiment for a rail vehicle 10 in which a radio device 21 has an antenna 21d which can be adjusted with regard to its alignment while driving.
  • the adjustable antenna 21d is preferably adjustable with respect to a tilt angle relative to the horizontal and / or an angle of rotation with respect to the direction of travel F and can thus communicate with different trackside devices depending on the antenna alignment.
  • the alignable antenna 21d can thus maintain a radio link V1a with a distance signal 101 ahead in the direction of travel F, and - after a corresponding realignment - a radio link V1b with a trackside device 101a located in the vicinity or in the close range .
  • the antenna 21d can be aligned mechanically. Alternatively or additionally, it can be provided that the antenna 21d and a phased array antenna (phase-controlled group antenna) with antenna elements M20, in which an alignment is carried out by appropriate phase-related control of the antenna elements M20 and / or phase-related signal evaluation of the antenna elements M20 can.
  • a phased array antenna phase-controlled group antenna
  • the control device 30 can thus, by means of the radio device 21, optionally maintain, for example, radio links V1a and V1b with a nearby trackside device 101a or a remote device, for example the track signal 101, as was the case in connection with the Figures 2 and 3 has been explained.
  • radio device 21 according to FIG Figure 4 equip with two or more antennas, one of which one or more are adjustable while driving, as in connection with the Figure 4 explained, or firmly aligned, as in connection with the Figures 2 and 3 explained; in this regard, refer to the above statements in connection with the Figures 2 to 4 referenced, which apply here accordingly.
  • the Figure 5 shows an embodiment of a rail vehicle 10, which is equipped in a front section - seen in the direction of travel F - with a radio device 21, which can communicate directly with a line-side device, for example a line signal 101, lying ahead, seen in the direction of travel F, or - alternatively or additionally - indirectly, specifically with the inclusion of one or more intermediate auxiliary devices 200.
  • a line-side device for example a line signal 101, lying ahead, seen in the direction of travel F, or - alternatively or additionally - indirectly, specifically with the inclusion of one or more intermediate auxiliary devices 200.
  • the intermediate auxiliary devices 200 are preferably designed to receive data, for example radio evaluation data, from the route signal 101 ahead and to transmit them again themselves, so that these data can then be subsequently received by the radio device 21 of the rail vehicle 10.
  • the intermediate auxiliary device 200 can preferably, alternatively or additionally, also forward data in another direction, that is to say from the rail vehicle 10 to the route signal 101.
  • the intermediate auxiliary device 200 is a mobile auxiliary device that drives or flies ahead of the rail vehicle.
  • the mobile auxiliary device can be a drone, for example.
  • the intermediate auxiliary device 200 can also be stationary and operate as a stationary relay station or repeater station.
  • FIG. 8 shows the operation of the intermediate auxiliary device 200 according to FIG Figure 5 in the case of cornering of the rail vehicle 10. It can be seen that data, for example radio evaluation data of the route signal 101, can be forwarded to the rail vehicle 10 due to the intermediate auxiliary device 200, even if there is no direct line of sight or no direct radio connection between the rail vehicle 10 and the route signal 101 is possible.
  • two-channel or redundancy can advantageously be achieved by transferring data both without and with the inclusion of one or more intermediate auxiliary devices 200 between the rail vehicle 10 and the trackside facility.
  • the rail vehicle 10 is shown only schematically in the exemplary embodiments shown.
  • the rail vehicle 10 can be, for example, a multi-unit rail vehicle, for example a train of individual vehicles coupled to one another, for example driven individual vehicles, drivable, but actually not driven, individual vehicles and / or unpowered individual vehicles.
  • the trackside devices 101a and the track signals 101 can be used as antennas, for example fixed antennas (like the rail vehicle according to FIG Figure 1 and 2 ), MIMO antennas (like the rail vehicle according to Figure 3 ) and / or phased array antennas (like the rail vehicle according to Figure 4 ) exhibit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP21152207.3A 2020-02-17 2021-01-19 Véhicule ferroviaire et agencement pourvu de véhicule ferroviaire Pending EP3875343A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102020201915.0A DE102020201915A1 (de) 2020-02-17 2020-02-17 Schienenfahrzeug und Anordnung mit Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3875343A2 true EP3875343A2 (fr) 2021-09-08
EP3875343A3 EP3875343A3 (fr) 2021-12-22

Family

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Application Number Title Priority Date Filing Date
EP21152207.3A Pending EP3875343A3 (fr) 2020-02-17 2021-01-19 Véhicule ferroviaire et agencement pourvu de véhicule ferroviaire

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EP (1) EP3875343A3 (fr)
DE (1) DE102020201915A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100483801B1 (ko) 2002-10-30 2005-04-20 한국철도기술연구원 위상차를 이용한 이동체의 위치 추적 및 운행 관리 시스템
DE102007034282A1 (de) 2007-07-20 2009-01-22 Siemens Ag Kommunikationseinrichtung und Verfahren zu deren Betrieb
PT2342114E (pt) 2008-10-27 2013-02-07 Siemens Sas Método de encaminhamento de dados entre pelo menos um veículo guiado e uma rede de terra
JP6051092B2 (ja) 2013-04-15 2016-12-27 株式会社日立製作所 列車制御システム
DE102013217047A1 (de) 2013-08-27 2015-03-05 Siemens Aktiengesellschaft Verfahren zum Betreiben eines Zugbeeinflussungssystems und Zugbeeinflussungssystem
DE102014203666A1 (de) 2014-02-28 2015-09-03 Siemens Aktiengesellschaft Verfahren und Anordnung zum Betreiben funkzugbeeinflusster spurgebundener Fahrzeuge
DE102015211084A1 (de) 2015-06-17 2016-07-14 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Positionsbestimmung eines Schienenfahrzeuges
US20190359235A1 (en) 2017-02-10 2019-11-28 Mitsubishi Electric Corporation On-board wireless system
DE102017203040A1 (de) 2017-02-24 2018-08-30 Siemens Aktiengesellschaft Ad-hoc-Kommunikationsnetzwerk

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Publication number Publication date
DE102020201915A1 (de) 2021-08-19
EP3875343A3 (fr) 2021-12-22

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