EP4079594A1 - Dispositif de surveillance pour un système ferroviaire - Google Patents

Dispositif de surveillance pour un système ferroviaire Download PDF

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Publication number
EP4079594A1
EP4079594A1 EP22163022.1A EP22163022A EP4079594A1 EP 4079594 A1 EP4079594 A1 EP 4079594A1 EP 22163022 A EP22163022 A EP 22163022A EP 4079594 A1 EP4079594 A1 EP 4079594A1
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EP
European Patent Office
Prior art keywords
rail
balise
beacon
signal
train
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
EP22163022.1A
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German (de)
English (en)
Inventor
M. Eng. Matthias BUSSE
Dr. Andreas PRIEBE
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Scheidt and Bachmann GmbH
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Scheidt and Bachmann GmbH
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Filing date
Publication date
Application filed by Scheidt and Bachmann GmbH filed Critical Scheidt and Bachmann GmbH
Publication of EP4079594A1 publication Critical patent/EP4079594A1/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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/10—Electric devices associated with track, e.g. rail contacts actuated by electromagnetic radiation; actuated by particle radiation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • 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
    • B61L2003/122—German standard for inductive train protection, called "Induktive Zugsicherung"[INDUSI]
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the application relates to a monitoring device for a rail system, in particular for a rail section of the rail system that is only equipped with a balise-based train control system.
  • the application relates to an interlocking device, a rail system, a method and a computer program product.
  • a train control system is understood to be technical equipment and systems with which the movements of rail vehicles in a rail system are controlled, in particular depending on the type of route and traffic and the permissible speed on a specific track or a specific track section of the rail system.
  • ECS European Train Control System
  • PZB punctiform train control system
  • a PZB system is generally used on conventional rail routes, in particular with a specified maximum speed of at least less than 200 km/h (e.g. a maximum of 160 km/h). In Germany, for example, the so-called Class B train control system (also called Class B system) is used.
  • Class B train control system also called Class B system
  • a PZB system can be used to monitor whether a displayed signal, in particular a stop signal, was ignored by a rail vehicle.
  • One The applicable restriction can be transmitted to the rail vehicle at certain points by oscillating circuits on the track (also known as track magnets) on a rail section and evaluated by a vehicle device on the rail vehicle. If a restriction is disregarded, the vehicle equipment can, for example, trigger emergency braking of the rail vehicle.
  • the ETCS system is being used more and more in Europe due to the diverse options for train control in the rail systems.
  • the ETCS system is a balise-based system.
  • balises are arranged in a track bed of a rail line, which can be read contactlessly by a balise reading device arranged on a rail vehicle.
  • a balise can be a transmitter arranged in or on a track bed, which transmits contactless data to rail vehicles traveling over or past it.
  • a balise at least partially initiates the influencing of a rail vehicle.
  • the data transmitted by a balise can, for example, be displayed to the driver by at least one display device of the rail vehicle and/or processed automatically by a vehicle control device of the rail vehicle and used to control the rail vehicle (e.g. for automatic braking, acceleration, etc.).
  • the ETCS system allows variable data content to be transmitted to the rail vehicle.
  • the variable data content can be transmitted to a balise in the form of a so-called balise telegram from a balise control device (near the rails) (also called a balise control unit (BCU)).
  • the beacon control device in turn can receive the data content in the form of a signal aspect from a (remotely located) data source.
  • the signal aspect can be transmitted from an electronic interlocking via a data network (eg, CAN bus network) to the beacon control device will. In this way, data that can be changed and in particular that is always up-to-date can be transmitted to the balise in order to transmit this to the rail vehicles that pass the balise.
  • a data network eg, CAN bus network
  • a point-based system and a balise-based system can be operated in parallel on a track section.
  • a rail system can also include rail lines where only a balise-based system is used, such as the ETCS system.
  • the application is based on the object of creating a possibility that increases the safety when operating a rail system and in particular a provides a reliable monitoring option with which it is possible to detect that a rail vehicle which is not able to communicate with a balise has entered a railway line which is only equipped with a balise-based train control system.
  • the object is achieved by a monitoring device according to claim 1 for a rail system, in particular for a rail section of the rail system that is only equipped with a balise-based train control system.
  • the monitoring device comprises at least one train detection receiving module configured to receive a train presence signal from at least one train presence sensor arranged in a specific rail area of the rail system.
  • the monitoring device comprises at least one beacon receiving module, set up to receive a beacon excitation signal of a first beacon arranged in the specific rail area.
  • the monitoring device comprises at least one determination module configured to determine whether the beacon excitation signal and/or the train presence signal are received.
  • a possibility is created according to the application, which increases safety when operating a rail system.
  • a reliable monitoring option is provided with which it is possible to determine that a rail vehicle, which is not able to communicate with a balise, has entered a rail section that is only equipped with a balise-based system.
  • this is achieved in that a monitoring device receives two different detection signals from devices arranged jointly in a specific rail region of the rail system. This provides a possibility for evaluating these signals.
  • balise-based detection signal is not present, but only a (non-balise-based) train presence signal
  • a non-balise-capable Rail vehicle has passed the specific rail area and in particular has entered or will enter a rail section of the rail system that is only equipped with a balise-based train control system.
  • the monitoring device is set up in particular to monitor the entry of rail vehicles or trains into a specific rail section.
  • the specific rail section can preferably be a rail section of the rail system that is only equipped with a balise-based train control system.
  • a balise-based train control system and no other train control system such as a PZB system, is installed on the track, ie between a start and an end point of the track.
  • a balise-based train control system preferably an ETCS system, includes in particular a plurality of balises.
  • a balise can be arranged in particular in the track bed of a rail line.
  • a beacon can transmit data to a beacon reading device on a rail vehicle, in particular with the aim of influencing the rail vehicle in accordance with the data content.
  • balises In a balise-based train control system, a distinction can be made between at least two different types of balises: fixed-data balises and transparent-data balises.
  • a fixed data balise (also called static balise) is a balise with unchanged data content.
  • the unchangeable data content is stored in the fixed data balise.
  • the fixed-data beacon can be supplied with energy inductively, ie contactlessly via an air interface, in particular by the rail vehicle or by the beacon reading device arranged on the rail vehicle.
  • the functionality of a fixed data balise is particularly similar to the functionality of a contactless transponder card.
  • balises have no connection to a data network.
  • the fixed data balise does not have its own power supply as standard. In the case of variants of the application, however, it is conceivable that such a beacon can be connected to a data network, in particular for the purpose of monitoring the status of the beacon.
  • the distance to the next beacon can be stored as the data content of such a beacon.
  • a rail vehicle that receives this information from the balise will initiate an emergency stop if it does not detect the next balise within the distance obtained (possibly with a certain tolerance).
  • Exemplary and non-exhaustive further data of a fixed data balise can be location information, information on the route condition/equipment of the following route section and speed target values and/or speed limit values.
  • a transparent data balise is to be understood in particular as a balise with variable data content.
  • a balise is set up to send variable data, for example changing operating situations (e.g. information on the current route condition of the following route section or rail route and/or current speed target values and/or limit values), to the rail-bound vehicle.
  • variable data for example changing operating situations (e.g. information on the current route condition of the following route section or rail route and/or current speed target values and/or limit values), to the rail-bound vehicle.
  • a transparent data balise is connected to a data network as standard.
  • the variable data content can be transmitted in the form of a balise telegram from a balise control device (near the rails) to the balise.
  • the beacon control device receives the data content in the form of a signal aspect from a (remotely arranged) data source.
  • the signal aspect can be transmitted from an (electronic) interlocking via a data network (eg CAN bus network) to the beacon control device.
  • a data network eg CAN bus network
  • the energy supply of the transparent data balise can usually be wired.
  • a sinusoidal voltage e.g. 22V, 8.82 kHz
  • This sinusoidal voltage is preferably used at the same time as a carrier signal for the data that is to be transmitted to the balise.
  • a Manchester-coded data signal e.g. 16 V with 564.48 kbit/s
  • the beacon control device supplies the beacon with energy (sine signal) and data (Manchester signal) in the form of a beacon telegram.
  • only rail vehicles that are set up to be influenced by the balise-based train control system may drive on a rail section of the rail system that is only equipped with a balise-based train control system.
  • the balise-based train control system is an ETCS system, it is necessary for the rail vehicle to have a working EVC and a working balise reader.
  • the beacon reading device can be set up in particular for contactless reading of a beacon, preferably for inductive reading.
  • the beacon reading device can be attached in particular to a traction vehicle of a rail vehicle, in particular to an underside of the traction vehicle which faces the track bed.
  • the monitoring device comprises at least one train detection receiving module and at least one beacon receiving module for monitoring. It goes without saying that the two receiving modules can be implemented in a common communication device or in separate communication devices.
  • the train detection receiving module can be communicatively connectable to a train presence sensor via a (wireless and/or wired) data network. This enables a train presence signal to be received and hence the status of the train presence sensor to be monitored.
  • a train presence signal according to the application can in particular be emitted by the train presence sensor (only) when a rail vehicle is detected by the train presence sensor (and thus in particular also only then received). It goes without saying that in variants of the application it can also be provided that the train presence sensor continuously emits a signal.
  • a train presence signal is to be understood as a signal with a data content which indicates that a rail vehicle is (instantaneously) detected by the train presence sensor.
  • the train presence sensor only emits a signal when no rail vehicle is detected.
  • receiving a train presence signal means detecting the absence of a signal.
  • a train presence signal according to the application can be transmitted by the train presence sensor upon detection of the presence of a rail vehicle at the train presence sensor, ie in particular as long as the train presence sensor detects a rail vehicle in its detection range.
  • the beacon receiving module can be at least indirectly communicatively connectable to a first beacon via a further (wireless and/or wired) data network.
  • Indirect means in particular that at least one further device can be interposed, preferably a beacon control device.
  • the data networks mentioned may differ from one another.
  • beacon excitation signal This enables a beacon excitation signal to be received and thus the status of the first beacon to be monitored.
  • the beacon excitation signal according to the application can (only) be emitted when the first beacon has been detected to be excited (and thus, in particular, also only be received then). It goes without saying that in variants of the registration it can also be provided that a signal is always transmitted.
  • a beacon activation signal is to be understood as a signal with a data content which indicates that the first beacon is (instantaneously) activated.
  • the beacon excitation signal can be sent out at least when the first beacon is excited and thus in particular received.
  • the train presence sensor and the first balise are arranged in a specific rail area of the rail system.
  • the maximum distance between the first balise and the train presence sensor can preferably be less than 100 m, preferably at least less than 50 m.
  • the specific rail area can in particular lie in a transition area, also referred to as a level change area.
  • Such an area is in particular a rail area in which a change from one or more train control system(s) to at least one other train control system takes place. For example, from a PZB system (and possibly also a balise-based system, such as an ETCS system) to a (purely) balise-based system, such as an ETCS system.
  • the monitoring device is set up in particular for monitoring the respective status of the train presence sensor and the first balise, in particular by the receiving modules mentioned.
  • the monitoring of these states makes it possible, in particular, to determine whether a non-balise-capable vehicle (e.g. a vehicle that is only equipped with Class B (national) train control elements or with a non-functional balise reader) has entered the specified rail section.
  • a non-balise-capable vehicle e.g. a vehicle that is only equipped with Class B (national) train control elements or with a non-functional balise reader
  • a determination module determines in particular whether the beacon excitation signal of the monitored first beacon and/or the train presence signal of the monitored train presence sensor are received.
  • the monitoring device can comprise at least one determination module configured at least to determine that a non-balise capable rail vehicle has passed the specific rail area if it is determined that only the train presence signal is received.
  • the determination module determines that a non-balise capable rail vehicle has passed the specific rail area. Because if this rail vehicle were beacon-capable, the beacon reader of the rail vehicle would have activated the first beacon, so that a beacon activation signal would also have been received. From not receiving the balise excitation signal while simultaneously receiving the train presence signal, it can therefore be concluded that the rail vehicle detected is a rail vehicle that is not capable of balises.
  • the monitoring device can thus make it possible to reliably detect that a non-ETCS-capable rail vehicle is traveling on an ETCS-only rail section.
  • the determination module and the determination module can be implemented in a common evaluation device.
  • the determination module can also be set up at least to determine that a balise-capable rail vehicle has passed the specific rail area if it is determined by the determination module that the train presence signal and the balise excitation signal are received.
  • the rail vehicle which is detected by the monitoring of the train presence sensor, is balise-capable, since the first balise was activated and this was detected by the balise receiving module. It can be recognized in a simple manner that an ETCS-only rail section is being traversed by a rail vehicle that is at least balise-capable. This can, for example, be displayed and/or output for further processing.
  • the rail vehicle does not have a functional EVC.
  • the vehicle control device of the rail vehicle is set up to recognize the error and, if necessary, to initiate measures such as an emergency stop, informing the vehicle driver, etc.
  • the determination module can be set up to determine whether the beacon excitation signal and the train presence signal are received or only a train presence signal is received, based on a synchronicity criterion (also called simultaneity criterion).
  • a synchronicity criterion also called simultaneity criterion.
  • the synchronicity criterion defines in particular when a received beacon excitation signal and a received train presence signal as signals triggered by the same rail vehicle (and when not).
  • the determination module can only determine that a beacon excitation signal and a train presence signal are received (simultaneously) if the beacon excitation signal and the train presence signal are received in accordance with the synchronicity criterion, i.e., for example, simultaneously (or in a certain predetermined time interval).
  • the synchronicity criterion can specify, for example, that the beacon excitation signal and the train presence signal must be received within a specific time window. Provision can preferably be made for the beacon excitation signal to be received at least when the train presence signal is also received. Only when both signals are received at the same time can it be determined that a beacon excitation signal and a train presence signal are being received. If this is not the case, it can be determined that only one signal is received (typically only the train presence signal). In the latter case, the determination module determines that a non-balise-capable rail vehicle has passed the specified rail area, as already described.
  • the monitoring device can comprise at least one control module set up to activate at least one emergency device of the rail system when it is determined that a rail vehicle that is not capable of balises has passed the specific rail area.
  • the at least one emergency device can preferably be actuated automatically.
  • the activation can cause emergency braking of the vehicle (eg by means of an "Indusi" inductive train protection system), a switch position change or a signal position change, etc.
  • the emergency device can be a switch control device of the rail system.
  • the switch control device can be part of a switch of the rail system.
  • the switch can be behind the specific rail area in the direction of travel of the detected rail vehicle.
  • the switch control device can be controlled in such a way that the rail vehicle is routed to another rail section or other track, such as a siding.
  • At least one other emergency device can be controlled, such as an optical and/or acoustic alarm device, at least one route element (e.g. track closures) or the like.
  • a further aspect of the application is an interlocking device comprising at least one monitoring device as described above.
  • An interlocking device is in particular a control system (provided for anyway) for controlling the operation of the rail system.
  • the interlocking device can preferably be an electronic interlocking in the form of at least one computing device.
  • the interlocking device can be communicatively connectable (at least indirectly) via at least one data network to at least the train presence sensor and the first beacon.
  • the rail system comprises at least one monitoring device as described above.
  • the rail system includes at least one train presence sensor (as previously described) located in the designated rail area.
  • the rail system comprises at least a first balise (as previously described) located in the particular rail area.
  • the train presence sensor and the first balise can be communicatively (at least indirectly) connected to the monitoring device.
  • the rail system can preferably include an interlocking device as described above with an integrated monitoring device according to the application.
  • the rail system can comprise at least one beacon control device.
  • the beacon control device can be communicatively connectable to the first beacon.
  • the beacon control device can be assigned to the first beacon.
  • the beacon control device can be set up to detect an excitation of the first beacon by a beacon reader of a rail vehicle.
  • the beacon control device can be set up to emit the beacon excitation signal (immediately) upon detection of an excitation of the first beacon.
  • the beacon control device can be connected to the monitoring device via a (wireless and/or wired) data network.
  • the monitoring device can be communicatively connectable to the first beacon by means of the beacon control device.
  • the beacon control device can be set up to specify telegrams for the first beacon.
  • the beacon control device can preferably be set up to detect an excitation of the first beacon.
  • the beacon control device can particularly preferably be set up to detect an excitation of the first beacon by a beacon reader by detecting a change in the impedance of the beacon connection of the first beacon.
  • the beacon control device can (continuously) monitor the impedance at the beacon connection, ie the connection to which the data network between the beacon control device and the first beacon is connected. If a change in impedance is detected, an excitation can be detected.
  • an inductive Excitation of the first balise lower or reduce the impedance of the balise connection towards the balise control device.
  • a detection of a change (in particular the said reduction) in the impedance can include a comparison with a (predetermined) impedance criterion (e.g. a limit value). Excitation of the first balise can be detected in a simple manner and reported to the monitoring device.
  • a (predetermined) impedance criterion e.g. a limit value
  • any sensor that can detect the presence of a rail vehicle in a detection range of the respective sensor can be used as a train presence sensor.
  • the train presence sensor may be a photoelectric sensor, a DC circuit sensor, a fiber optic sensor, a wheel sensor (e.g.: Wheel Sensor Relay), or the like.
  • the at least one train presence sensor can be at least one axle counter circuit.
  • An axle counter circuit can enable the presence of a rail vehicle in the detection area of the axle counter in a particularly reliable manner.
  • the axle counter circuit can preferably comprise a first axle counter and a second axle counter spaced apart from the first axle counter.
  • an axle counter can include at least one electromagnetic pulse generator that works in a non-contact manner.
  • An axle counter can be arranged on the outside and inside or only on the inside of a rail.
  • a wheel of a rail vehicle passing the pulse generator generates in particular an electrical pulse which can be recorded by an (electronically working) counter.
  • two axle counters can be provided in the specific rail area.
  • a train presence signal can be transmitted at least as long as at least one more pulse is recorded for the first axle counter (if only one pulse counter is available) than for the second axle counter (if only one pulse counter is available).
  • a train presence signal can be transmitted at least as long as more axles have entered an axle counter circuit than have exited.
  • the first beacon can be particularly preferably arranged between the first axle counter and the second axle counter. This can ensure in a simple manner that if the beacon excitation signal is received while receiving a train presence signal, ie the detection signals are received simultaneously, this is triggered by a single rail vehicle. By specifying a corresponding synchronization criterion, it can be determined in a reliable manner whether only one detection signal or both detection signals are received. The arrangement can thus ensure that the train presence signal and the beacon excitation signal are received "technically at the same time" and can thus be determined as belonging to the same rail vehicle.
  • the axle counter distance between the first axle counter and the second axle counter can be at least greater than 26 m (and less than 50 m), preferably between 28 m and 40 m.
  • the distance between the first axle counter and the first balise can be at least greater than 1 m, preferably greater than 2 m.
  • the distance between the second axle counter and the first balise can be at least greater than 13 m, preferably greater than 15m.
  • a rail vehicle particularly a traction vehicle equipped with a beacon reader should preferably have the first axle entered the axle counter circuit when the beacon reader energizes the first beacon (and in particular data through the first Balise receives). If the beacon reading device is arranged in the front vehicle overhang of the rail vehicle, the distance between the first axle counter and the first beacon (seen in the direction of travel) should be at least greater than 1 m, preferably greater than 2 m.
  • a rail vehicle in particular a traction vehicle
  • a balise reading device should still be in the axle counter circuit (ie before the second axle counter). If the beacon reader is not located in the front vehicle overhang of the rail vehicle, but between the vehicle axles, the distance between the second axle counter and the first beacon should be at least greater than 13 m, preferably greater than 15 m. This applies in particular if it is assumed that the vehicle length of a rail vehicle is a maximum of 30 m.
  • the axle counter distance between the first axle counter and the second axle counter should be at least greater than 26 m (and less than 50 m), preferably between 28 m and 40 m.
  • the location of the arrangement of the beacon reader, in particular the antenna of the beacon reader, on the rail vehicle can be specified by a technical guideline (TSI Technical Specifications for Interoperability).
  • TTI Technical Specifications for Interoperability As has been described, the beacon reading device can be arranged in the front vehicle overhang or between the vehicle axles.
  • the axle counter distance between the first axle counter and the second axle counter can be at least greater than 26 m, preferably between 28 m and 40 m, and the distance between the first axle counter and the first balise can be at least greater than 1 m , preferably greater than 2 m and the distance between the second Axle counter and the first beacon at least greater than 13 m, preferably greater than 15 m.
  • This geometric dimensioning can be ensured in a particularly reliable manner that a simultaneous reception of the beacon excitation signal while receiving a train presence signal according to a corresponding synchronicity criterion on a single rail vehicle is. This in turn ensures in a particularly reliable manner that, when a train presence signal is received without a beacon excitation signal being received at the same time, it can be determined that the rail vehicle passing is a rail vehicle that is not capable of being used as a balise.
  • the rail system can comprise at least one second balise arranged in front of the first balise in the direction of travel of a rail vehicle.
  • the second beacon can be a fixed-data beacon, which has stored and can transmit at least the distance from the first beacon as data content.
  • the first balise may be a transparent data balise as previously described.
  • the first beacon can preferably be a beacon which is provided anyway and which is connected to an interlocking device in any case via a data network and a beacon control device.
  • the first balise can preferably have a so-called C4 interface.
  • the method is used in particular for monitoring the status of a train presence sensor (e.g. rail vehicle present or absent) and the status of a first balise (e.g. activated or not activated).
  • a train presence sensor e.g. rail vehicle present or absent
  • a first balise e.g. activated or not activated
  • the train presence signal can be emitted when (in particular during) the detection of the presence of a rail vehicle by the train presence sensor and/or the beacon excitation signal can be emitted when the first beacon is excited by a beacon reader of a rail vehicle.
  • the (in particular computer-implemented) method can be carried out in particular by the monitoring device described above.
  • Yet another subject matter of the application is a computer program product comprising instructions which, when the program is executed by a computer, cause the latter to execute the method described above.
  • Yet another aspect of the application is a computer-readable data medium on which the computer program product described above is stored.
  • the computer program comprises in particular software code which is adapted in such a way that when the software code is executed by a processor of a computer, in particular an interlocking device, the method described above is carried out.
  • the computer program product in particular the instructions or program instructions, can be stored on or in a data carrier of a computing device, in particular a program memory.
  • program memory is non-volatile memory such as flash memory, magnetic memory, EEPROM memory (Electrically Erasable Programmable Read Only Memory), and/or optical memory.
  • a computing device such as a monitoring device, may have a main memory, for example a volatile or non-volatile memory, in particular a random-access memory (RAM), such as a static RAM memory (SRAM), a dynamic RAM memory ( DRAM), ferroelectric random access memory (FeRAM) and/or magnetic random access memory (MRAM).
  • RAM random-access memory
  • SRAM static RAM memory
  • DRAM dynamic RAM memory
  • FeRAM ferroelectric random access memory
  • MRAM magnetic random access memory
  • the processor of the computing device can, for example, store intermediate results or the like in the main memory.
  • a previously described module, element, etc. can at least partially comprise hardware elements (e.g. processor, storage means, etc.) and/or at least partially software elements (e.g. executable code). It should also be noted that terms such as “first”, “second” do not indicate any order, but only indicate the distinction between different elements (e.g. balises), unless expressly stated otherwise.
  • the figure 1 shows a schematic view of an embodiment of an interlocking device 110 according to the present application with an embodiment of a monitoring device 100 according to the present application.
  • the signal box device 110 preferably an electronic signal box formed by at least one computing device, serves in particular to control the operation of the rail system.
  • the interlocking device 110 can be connected to sensors and/or actuators of the rail system via at least one data network, in order in particular to control the actuators.
  • a monitoring device 100 is implemented in the interlocking device 110 .
  • the monitoring device 100 serves in particular to monitor the state of a train presence sensor and to monitor a first balise. Monitoring the respective status of these elements is used to determine whether or not a particular rail route is used only by rail vehicles permitted for this rail route. It can thus be recognized by the monitoring device 100 whether an impermissible rail vehicle is driving on a specific stretch of track or a specific section of track.
  • the monitoring device 100 comprises at least one train detection receiving module 102 and one beacon receiving module 104 for monitoring the stated states.
  • the train detection receiving module 102 can be connected via a (wireless and/or wired) data network 116 to be communicatively connectable with at least one train presence sensor.
  • the train presence sensor is arranged in a specific rail area and can be set up in particular to detect a rail vehicle in its detection area. When a rail vehicle is detected, a train presence signal can be emitted.
  • the train detection receiving module 102 is configured to at least receive the train presence signal. Receiving a train presence signal also includes, in particular, not receiving a train presence signal, as has already been described.
  • the first beacon is arranged in the specific rail area and can in particular be set up at least for the detection of a rail vehicle capable of being beaconed.
  • a balise excitation signal can be emitted.
  • the beacon receiving module 104 is set up at least to receive the beacon excitation signal.
  • the beacon receiving module 104 can be at least indirectly communicatively connectable to the first beacon via a (wireless and/or wired) data network 114 .
  • the monitoring device 100 also includes at least one determination module 106 and preferably at least one determination module 108. These modules can also be formed by a common evaluation device.
  • the determination module 106 is operatively coupled to the receiving modules 102,104.
  • the determination module 106 is configured to determine whether the beacon excitation signal and/or the train presence signal are received. Basically, the cases are conceivable that no detection signal is received, only one detection signal is received (in particular only a train presence signal) or both detection signals are received.
  • a synchronicity criterion can preferably be specified to determine which of the cases mentioned is present.
  • the synchronicity criterion indicates when both detection signals are received and when, in particular, only one detection signal is received.
  • the synchronicity criterion indicates that it is only determined that the beacon excitation signal and the train presence signal are received if they are received at the same time by the receiving modules. If, for example, a beacon excitation signal is received first and then a train presence signal is received, it is determined in each case that only a detection signal is received.
  • the optional determination module 108 can at least be set up to determine that a non-balise-capable rail vehicle, i.e. in particular a rail vehicle not permitted for the monitored railway line, has passed the specific rail area if it is determined by the determination module 106 that only the train presence signal is received, ie in particular no beacon excitation signal is received at the same time.
  • the determination module 108 may be configured to at least determine that a beacon-enabled rail vehicle has passed the designated rail area if it is determined that the train presence signal and the beacon excitation signal are received simultaneously.
  • the monitoring device 100 can include a control module 112 .
  • the control module 112 can be set up to control, via a data network 118, at least one emergency device (for example points control device or controllable points, track lock, alarm device, etc.) of the rail system at a Determination that a non-balisable railway vehicle has passed the specified rail area.
  • at least one emergency device for example points control device or controllable points, track lock, alarm device, etc.
  • FIG. 2 shows a schematic view of a rail system 230 according to the present application.
  • the rail system 230 includes at least one monitoring device 200, which in particular according to the embodiment figure 1 can be formed.
  • the monitoring device 200 can be implemented in an interlocking device of the rail system 230 . In order to avoid repetition, reference is therefore made in particular to the previous statements.
  • the rail system 230 can in particular be formed from a large number of rail sections 238, 240 in the form of rails 242 or tracks 242, which can be traveled on by rail vehicles 244 or trains 244.
  • Two rail sections 238, 240 are shown here as an example, with the second rail section 238 being able to connect to the first rail section 240, as seen in the direction of travel 254.
  • the first rail section 240 can be equipped with a balise-based train control system (in particular an ETCS system) and with a PZB system (in particular a class B train control system).
  • the second rail section 238 can only be equipped with a balise-based train control system (in particular an ETCS system). In other words, driving on the second rail section 238 is only permitted with rail vehicles 244 capable of balises.
  • a balise-capable rail vehicle 244 can in particular have a balise reading device 246 and a vehicle control device 252 which is set up to process the read out balise data.
  • the balise-capable rail vehicle 244 can preferably be an ETCS-capable vehicle 244, in particular with an ETCS reader 246 and an EVC 252.
  • a transition area 258 from the first track 240 to the second track 238 may be referred to as a level change area 258 .
  • Such an area 258 is a rail area 258 in which a change from one train control system to another train control system takes place. In the present case, this means that a train control system is changed from a PZB system to a balise-based system, such as an ETCS system.
  • a specific rail area 236 is preferably provided in this transition area 258, in which at least a first balise 232 and a train presence sensor 234 are arranged.
  • the specific rail area 236 is defined in particular by the maximum distance between the elements mentioned and can preferably be at least less than 100 m, particularly preferably at least less than 50 m.
  • the first balise 232 and train presence sensor 234 can be arranged adjacent to one another, in particular in one Transition area 258.
  • the rail system 230 may include the first balise 232 and the train presence sensor 234 .
  • the rail system 230 can comprise a balise control device 250 assigned to the first balise 232 .
  • the beacon control device 250 is set up in particular to detect an excitation of the first beacon 232 by the beacon reader 246.
  • the excitation can in particular be an inductive excitation. Excitation of the first beacon 232 by the beacon reader 246 can be detected in particular by detecting a change in the impedance of the beacon connection of the first beacon 232 .
  • the beacon control device 232 is provided in particular for emitting the beacon excitation signal when the excitation of the first beacon 232 is detected.
  • the monitoring device 200 can be communicatively connected to the first beacon 232 indirectly, in particular via the beacon control device 232 .
  • the adjacent arrangement of the first balise 232 to the train presence sensor 234 makes it possible, in particular, to derive from the reception of only the train presence signal that the rail vehicle that has passed the specific rail area 236 is a non-balise-capable rail vehicle.
  • the rail system 230 optionally comprises at least one second balise 256 and/or at least one emergency facility 248.
  • the second balise 256 is arranged in front of the first balise 232 as viewed in the direction of travel 254 .
  • the second balise 256 can preferably be a fixed-data balise 256, which can have at least the distance to the first balise 232 stored as data content. If the second beacon 256 is passed, the beacon reading device 246 can read out the data content.
  • the first balise 232 may be a transparent data balise 232 .
  • the first balise 232 can preferably be a balise 232 with a balise control device 250 that is provided anyway.
  • a beacon arranged specifically for the detection of a rail vehicle 244 capable of being beaconed can also be used.
  • the second balise 256 can communicate a level change.
  • the interlocking then sends the driving license (e.g. Movement Authority (MA)) to the vehicle via the first balise 232 for the subsequent route section.
  • MA Movement Authority
  • the emergency device 248 can in particular be a switch with a switch control device 248 .
  • the switch is arranged behind the specific rail area 236 in the direction of travel of the detected vehicle 244 .
  • the points control device 248 can be controlled in such a way that the rail vehicle 244 moves to another track or another Track is routed, such as a siding, if the rail vehicle 244 is determined to be a non-balisable rail vehicle 244.
  • a synchronicity criterion can advantageously be specified, which in particular defines that it can only be determined that the rail vehicle is a balise-capable vehicle if it is determined that the balise excitation signal and the train presence signal are received simultaneously. This is explained below with the help of figure 7 , which shows an exemplary timing diagram, explained in more detail.
  • a rail vehicle can be in the detection range of the train presence sensor, in particular for a period of time T 1 .
  • T 1 it is possible for the rail vehicle to reach the detection range of the train presence sensor and at time t 2 it can be detected that the rail vehicle leaves the detection range of the train presence sensor.
  • the train presence signal can be continuously transmitted during this detection period Ti.
  • the monitoring device continuously receives the train presence signal during the detection period Ti.
  • this can also include the sending of two signals, such as a start and an end signal or the absence of an otherwise sent non-presence signal or the like, as already described.
  • the case is shown as an example in which a beacon excitation signal is received by the monitoring device at time t 3 , that is to say in particular at the same time as the train presence signal.
  • the determination module determines that the train presence signal and the Beacon excitation signal (technically simultaneously, so according to the synchronicity criterion) are received.
  • the determination module determines that only the train presence signal is received (and not the train presence signal and the beacon excitation signal simultaneously, i.e. according to the synchronicity criterion).
  • the first beacon and the train presence sensor can be arranged relative to one another in such a way that it is ensured that in a rail vehicle with a beacon reader, the first beacon is always excited while the rail vehicle is in the detection range of the train presence sensor.
  • FIGS. 3 to 5 show exemplary embodiments of rail systems 330, 430, 530 according to the present application, in which a corresponding arrangement takes place, in particular if all the dimension specifications are met together. It should be noted that a monitoring device is not shown for the sake of a better overview. Furthermore, to avoid repetition, reference is made to the previous statements figures 1 , 2 and 7 referred.
  • an axle counter circuit 334 is provided as a train presence sensor 334 .
  • train presence sensors such as light barriers, DC circuit sensors, etc.
  • the axle counter circuit 334 shown comprises a first axle counter 360 and a second axle counter 362.
  • the first axle counter 360 designates the axle counter which is arranged from the second axle counter 362 as seen in the direction of travel 354.
  • the first balise 332 is preferably arranged between the axle counters 360, 362.
  • An axle counter 360, 362 can comprise at least one electromagnetic pulse generator that works in a non-contact manner and can be arranged in particular on the outside and inside or only on the inside of a rail 342.
  • a wheel of the rail vehicle 344 passing the pulse generator generates in particular an electrical pulse which can be recorded by an (electronically working) counter.
  • a train presence signal can be transmitted at least as long as at least one more pulse is recorded for the first axle counter (if only one pulse counter is available) than for the second axle counter (if only one pulse counter is available) (cf. also 7 ), i.e. the rail vehicle is located with at least one axle in the detection range of the axle counter circuit.
  • a rail vehicle 344 is shown, in particular in the form of a traction vehicle 344 which is equipped with a beacon reading device 346 .
  • the rail vehicle 344 should preferably have entered the axle counter circuit 334 with the first axle 366 (reference number 364 designates the second axle located behind the first axle 366 in the direction of travel) (i.e have reached the first axle counter 360) when the beacon reader 346 excites the first beacon 332 and, in particular, receives data through the first beacon.
  • the rail vehicle should already be within the detection range of the train presence sensor when the first balise is activated.
  • the distance X 2 between the first axle counter 360 and the first balise 332 should be at least greater than 1 m, preferably greater than 2 m. This is based in particular on the Assumption that the distance X 1 is a maximum of 1 m and the following 1st condition should be fulfilled: X 2 ⁇ X 1 .
  • a rail vehicle 446 in particular a traction vehicle 446) that is equipped with a beacon reader 446 should still be in the axle counter circuit (i.e. with the first axle 366 in front of the second axle counter 362) when the first beacon is activated.
  • the rail vehicle should still be within the detection range of the train presence sensor when the first balise is energized. In the case after figure 3 this is (always) the case.
  • the balise reading device 446 can also be arranged between the axles 464, 466 of the rail vehicle 444, as in figure 4 shown. If the balise reading device 446 is not arranged in the front vehicle overhang of the rail vehicle 444, but between the vehicle axles 464, 466, the distance X 4 between the second axle counter 462 and the first balise 432 (seen in the direction of travel 454) should be at least greater than 13 m. preferably greater than 15 m. This applies in particular if it is assumed that the vehicle length of the rail vehicle 444 is at most 30 m. This is based in particular on the assumption that the distance X 3 is a maximum of 13 m (due to the assumed maximum vehicle length) and the following 2nd condition should be fulfilled: X 4 ⁇ X 3 .
  • the axle counter distance X 6 between the first axle counter 560 and the second axle counter 562 should be at least greater than 26 m (and less than 50 m), preferably between 28 m and 40 m. This is based in particular on the assumption that the distance X 5 is a maximum of 26 m (due to the assumed maximum vehicle length of 30 m) and the following 3rd condition should be fulfilled: X 6 ⁇ X 5 .
  • the train presence sensor and the first beacon are particularly preferably arranged relative to one another in such a way that all of the conditions 1 to 3 are met.
  • FIG. 12 shows a diagram of an embodiment of a method according to the present application.
  • the method serves to monitor a rail system, in particular a rail system as described above. This means in particular that the state of a train presence sensor (eg rail vehicle present or not present) and the state of a first balise (eg activated or not activated) are monitored.
  • a train presence sensor eg rail vehicle present or not present
  • a first balise eg activated or not activated
  • the train presence signal can be emitted upon (in particular during) detection of the presence of a rail vehicle by the train presence sensor and/or the beacon excitation signal can upon excitation of the first balise are sent out by a balise reader of a rail vehicle.
  • step 602 it is determined that a non-balise-capable rail vehicle has passed (or has passed) the specific rail area if it is determined in step 601 that only the train presence signal is received (i.e. in particular a train presence signal and a beacon excitation signal not in accordance with the Synchronicity criterion are received, as already described).
  • step 603 if it is determined in step 601 that the train presence signal and the beacon excitation signal are received, a determination may be made that a balise-enabled rail vehicle has passed the designated rail region. Corresponding information can, for example, be forwarded to another processing unit for further processing, be displayed, etc.
  • a control module can activate at least one emergency device of the rail system if it is determined in step 602 that a rail vehicle that is not balise capable has passed the specific rail area.
  • the rail vehicle does not have a functional EVC.
  • the vehicle control device of the rail vehicle is set up to recognize the error and, if necessary, to initiate measures such as an emergency stop, informing the vehicle driver, etc.
  • the method which is in particular computer-implemented, can be carried out in particular by the monitoring device described above.
  • a combination of balise and axle counter circuit (or another sensor) and an analysis of their occupancy is provided: If the axle counting circuit is occupied, the signal box evaluates whether the balise was activated at the same time. If this is the case, it is in particular a balise-capable vehicle

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22163022.1A 2021-04-22 2022-03-18 Dispositif de surveillance pour un système ferroviaire Pending EP4079594A1 (fr)

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DE102021110178.6A DE102021110178A1 (de) 2021-04-22 2021-04-22 Überwachungsvorrichtung für ein Schienensystem

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
LU100845B1 (de) * 2018-06-20 2019-12-30 Soc Nat Des Chemins De Fer Luxembourgeois Flexibles Zugsicherungssystem mit geringer Komplexität

Family Cites Families (3)

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Publication number Priority date Publication date Assignee Title
EP2873585B1 (fr) 2013-11-18 2016-05-25 Bombardier Transportation GmbH Procédé et système pour superviser l'exploitabilité d'une balise
DE102015210427A1 (de) 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
DE102017209928A1 (de) 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
LU100845B1 (de) * 2018-06-20 2019-12-30 Soc Nat Des Chemins De Fer Luxembourgeois Flexibles Zugsicherungssystem mit geringer Komplexität

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