US20100176251A1 - Communication system having railway vehicle-side and trackside communication devices and method for the operation thereof - Google Patents

Communication system having railway vehicle-side and trackside communication devices and method for the operation thereof Download PDF

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Publication number
US20100176251A1
US20100176251A1 US12/668,207 US66820708A US2010176251A1 US 20100176251 A1 US20100176251 A1 US 20100176251A1 US 66820708 A US66820708 A US 66820708A US 2010176251 A1 US2010176251 A1 US 2010176251A1
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United States
Prior art keywords
rail vehicle
communication device
communication
station
transmitting
Prior art date
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Abandoned
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US12/668,207
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English (en)
Inventor
Andreas Kister
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Siemens AG
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Siemens AG
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of US20100176251A1 publication Critical patent/US20100176251A1/en
Abandoned 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
    • B61L3/125—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 short-range radio transmission
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data

Definitions

  • the invention relates to a communication device on the rail vehicle side for a rail vehicle for communication with a trackside communication device.
  • communication devices such as these are known in conjunction with automatic train control systems which allow the train to be controlled by trackside control or monitoring centers.
  • the invention is based on the object of developing this device further such that more data than in the past can be transmitted in total during operation of the rail vehicle.
  • the invention accordingly provides that the communication device on the rail vehicle side has at least two communication modes, specifically a first communication mode at a first data transmission rate and a second communication mode at a second data transmission rate, which is higher than the first data transmission rate, and in that the communication device on the rail vehicle side has a switching device which selects the second communication mode in the station or in the vicinity of a station for communication with a communication device on the station side, and selects the first communication mode outside a station, for communication with a trackside communication device.
  • the communication device according to the invention allows larger amounts of data to be transmitted than previous communication devices. Specifically, this is because the communication device according to the invention provides two communication modes which are each matched to the respective location of the rail vehicle. Specifically, when a train is on a track between two stations, the maximum data transmission rate when the rail vehicle is travelling at high speed is generally limited for technical reasons, which means that only a relatively low data rate can be transmitted while operating between the stations. In contrast, when the rail vehicle is moving only slowly or is stationary, as is the case in the station area for example, then higher data rates can be achieved, which means that relatively large amounts of data can be transmitted overall as well, in a relatively short time.
  • a switching device which selects a location-specific communication mode depending on the location of the rail vehicle.
  • a high data transmission rate is selected and, in the area outside a station, a lower data rate than this is selected, in order to allow error-free or low-error data transmission at relatively high speeds.
  • a further major advantage of the communication device according to the invention is that it can be used even when the operator wishes to use high bit-rate data transmission, as is required for example with driverless rail vehicles and/or in the case of video monitoring of the rail vehicle interior from the track.
  • the operating mode switching can be carried out particularly easily and therefore advantageously by the switching device being connected to a motion or speed sensor and being designed such that it switches from the first to the second communication mode when the rail vehicle is travelling at less than a predetermined speed, and switches from the second to the first communication mode when the rail vehicle is travelling above the predetermined speed.
  • the communication modes are therefore switched as a function of the speed, with the speed being used to decide whether the rail vehicle is or is not in a station area.
  • the switching device can also be connected to a position determining device and can be designed such that it switches from the first to the second communication mode when the position determining device signals proximity to a station, and switches from the second to the first communication mode when the position determining device signals a track outside a station.
  • a position determining device such as this may be formed by an automatic train monitoring system or may comprise such a system; specifically, for the purposes of automatic train monitoring, a continuous determination is made as to where a rail vehicle is located, thus resulting in a position definition signal by evaluation of the corresponding measurement signals, which position definition signal can be used to select the correct communication mode.
  • the switching device may also itself be suitable to use received signals which are received from trackside communication devices to determine whether these devices form a communication device on the station side or a trackside communication device.
  • the switching device can make such a decision on the basis of the received signals for example by evaluating the Standard used as the basis for production of the received signals, and/or the transmitted powers of these signals and/or what specific reception characteristics can be identified.
  • the communication device preferably has at least two transmitting and receiving devices, which are arranged at a distance from one another in the rail vehicle, in the vehicle longitudinal direction, in the vehicle lateral direction or one above the other, or one below the other. This is because the fitting of two or more transmitting and receiving devices at a distance from one another in this way allows these devices to be operated with different data, thus allowing parallel data transmission.
  • the maximum achievable data rate is governed by the number of transmitting and receiving devices multiplied by the data rate of a single transmitting and receiving device.
  • At least one transmitting and receiving device is arranged in or on the front vehicle of the train and/or at least one transmitting and receiving device to be arranged in or on the rearmost vehicle in the train.
  • the aim is to transmit as large an amount of data as possible, it is considered to be advantageous for data which is as different as possible, even if these are not data items which are necessarily independent of one another, to be transmitted via a plurality of transmitting and receiving devices, and as far as possible to avoid redundancy.
  • the transmitted power of the communication device on the rail vehicle side is considered to be lower in the second communication mode than in the first communication mode; this is because a refinement such as this ensures that the individual transmitting and receiving devices in the communication device on the rail vehicle side cannot interfere with one another when they communicate with the communication device on the station side by being operated in parallel.
  • the communication device on the rail vehicle side preferably has one or more reception filters whose reception sensitivity is variable, in order to allow an optimum reception quality to be selected; in this case, the communication device is preferably also designed such that it selects the reception sensitivity as a function of the respective communication mode, to be precise such that the reception sensitivity in the first communication mode is higher than in the second communication mode.
  • Sensitivity control such as this is particularly advantageous when the aim is to carry out parallel data transmission using a plurality of transmitting and receiving devices at the same time in the second communication mode, that is to say in the station area, with the aim of avoiding mutual inference or disturbances.
  • the communication device on the rail vehicle side particularly preferably also has at least one infrared transmission device which can communicate in the second communication mode with a corresponding infrared transmission device on the station side.
  • the communication device is preferably equipped with at least two infrared transmitting and infrared receiving devices which are arranged at a distance from one another in the rail vehicle, in particular in the vehicle longitudinal direction.
  • a refinement or arrangement of the infrared transmitting and infrared receiving devices such as this allows data to be transmitted in parallel by optical means, thus allowing very large amounts of data to be transmitted overall.
  • the communication device on the rail vehicle side is also considered to be advantageous for the communication device on the rail vehicle side to be equipped with a radio transmission device which—for example for the first communication mode—can communicate with a trackside communication device by radio.
  • a refinement such as this makes it possible to transmit data in the station area by infrared light, and on the track by radio.
  • the radio transmission device on the rail vehicle side is switchable in such a way that it is also possible to communicate by radio with a communication device on the station side, to be precise in the second communication mode.
  • the radio communication using the second communication mode preferably takes place using a different radio standard than radio communication in the first communication mode. For example, it is possible to transmit data using the WLAN-B Standard with a data rate of between 5 and 10 Megabits per second on the track and to select the WLAN-G Standard, with a data rate of 50 Megabits per second, in the station area.
  • the invention relates to a rail vehicle which is equipped with a communication device on the rail vehicle side as described above.
  • the invention relates to a communication system having a communication device on the rail vehicle side, as has been described above, having at least one communication device on the station side, and at least one trackside communication device, wherein the trackside communication device has a first communication mode at a first data transmission rate, and the communication device on the station side has a second communication mode at a second data transmission rate, which is higher than the first data transmission rate.
  • the communication device on the rail vehicle side it is considered to be advantageous for the communication device on the rail vehicle side to have at least two transmitting and receiving devices which are arranged at a distance from one another in the rail vehicle, in particular in the vehicle longitudinal direction and, when there are at least two transmitting and receiving devices on the station side, for them to be arranged offset, in particular in the station longitudinal direction.
  • the distance between the transmitting and receiving devices on the rail vehicle side and the transmitting and receiving devices on the station side is preferably the same, or preferably at least approximately the same, in order that they can form transmitting/receiving pairs with one another.
  • the transmitting and receiving devices on the station side may be arranged such that the transmitting and receiving devices on the rail vehicle side and the transmitting and receiving devices on the station side are opposite in pairs when the rail vehicle has reached its stopping position in the station.
  • the corresponding transmitting and receiving devices on the station side may, for example, be arranged in the track bed or in the platform area.
  • the transmitting and receiving devices on the station side are particularly preferably infrared transmitting and infrared receiving devices, since these can transmit relatively high data rates over short distances and are relatively insensitive to interference in the process.
  • the invention relates to a communication device on the station side as can be used, for example, for the described communication system, wherein the communication device has at least two transmitting and receiving devices which are arranged at a distance from one another in the station longitudinal direction.
  • the communication device on the station side preferably has a plurality of transmitting and receiving devices which are arranged offset in the station longitudinal direction, with the distance between the transmitting and receiving devices being greater than the interference range in the station longitudinal direction which is governed, for example, by their transmitted power, orientation or type.
  • the invention relates to a method for operating a communication device on the rail vehicle side.
  • the invention provides that switching takes place from a first communication mode at a first data transmission rate to a second communication mode at a second data transmission rate, which is higher than the first data transmission rate, when the rail vehicle stops in or in the vicinity of a station, and switching takes place from the second communication mode to the first communication mode when the rail vehicle is located outside a station.
  • FIG. 1 shows a communication system 10 , of which FIG. 1 illustrates a communication device 20 on the rail vehicle side, which is fitted in or to a rail vehicle 15 , a communication device 30 on the station side and three trackside communication devices 40 , 50 and 60 .
  • the communication device 20 on the rail vehicle side has two transmitting and receiving devices 70 and 80 , which are connected to a switching device 90 for switching the communication mode of the two transmitting and receiving devices 70 and 80 .
  • the two transmitting and receiving devices 70 and 80 are at a distance A from one another.
  • One of the two transmitting and receiving devices 70 and 80 is preferably located—seen in the direction of travel—as far forward as possible, and the other is located as far to the rear as possible, in the rail vehicle 15 .
  • the three trackside communication devices 40 , 50 and 60 and the communication device 30 on the station side are connected to a trackside central control unit 100 , which operates the trackside communication devices and the communication devices on the station side and is used for transferring, that is to say transmitting and receiving, data.
  • the rail vehicle 15 is located in a station, as a result of which the two transmitting and receiving devices 70 and 80 can communicate with corresponding transmitting and receiving devices 170 and 180 on the station side, of the communication device 30 on the station side.
  • the distance between the transmitting and receiving devices 170 and 180 on the station side is annotated with the reference symbol B in FIG. 1 .
  • the two distances A and B are preferably the same, or at least approximately the same, as a result of which pairs of transmitting and receiving devices are formed, which are opposite one another.
  • the transmitting and receiving device 70 is opposite the transmitting and receiving device 170 on the station side.
  • a corresponding situation applies to the transmitting and receiving devices 80 and 180 , which likewise form a pair.
  • the two transmitting and receiving devices 170 and 180 on the station side are preferably infrared devices, which communicate with the associated transmitting and receiving devices 70 and 80 , respectively, on the rail vehicle side via an infrared link.
  • the transmitting and receiving devices 170 and 180 on the station side can be radio devices, as a result of which the corresponding links between the transmitting and receiving devices 70 and 80 on the rail vehicle side and the transmitting and receiving devices 170 and 180 on the station side are provided by radio path.
  • the communication between the communication device 20 on the rail vehicle side and the communication device 30 on the station side is terminated and is replaced by communication with the trackside communication devices 40 , 50 or 60 . Since low-error data transmission is difficult for technical reasons at high rail vehicle speeds, the communication device 20 on the rail vehicle side will switch the communication mode when outside the station, and will switch it to a different communication mode, in which a lower data transmission rate is selected.
  • the communication link to the trackside communication devices 40 , 50 and 60 is in this case preferably provided on the radio path.
  • the communication device 20 on the rail vehicle side can decide in various ways whether it is in a station area or on a track between stations.
  • the communication device 20 on the rail vehicle side preferably assesses a motion or speed measured value from a motion or speed sensor, and/or a signal from a position determining device.
  • the communication device 20 in the rail vehicle or on the rail vehicle side can also evaluate signals received from the trackside communication devices 40 , 50 or 60 or from the communication devices 30 on the station side, and can use the received signals to decide whether the rail vehicle 15 is or is not in a station area.
  • Such determination of the location on the basis of the received signals is possible, for example, when the trackside communication devices 40 , 50 and 60 use a different data rate and/or a different radio standard than the corresponding communication devices 30 on the station side.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Optical Communication System (AREA)
US12/668,207 2007-07-20 2008-07-14 Communication system having railway vehicle-side and trackside communication devices and method for the operation thereof Abandoned US20100176251A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102007034283A DE102007034283A1 (de) 2007-07-20 2007-07-20 Kommunikationssystem mit schienenfahrzeugseitigen und streckenseitigen Kommunikationseinrichtungen sowie Verfahren zu deren Betrieb
DE102007034283.9 2007-07-20
PCT/EP2008/059181 WO2009013167A1 (de) 2007-07-20 2008-07-14 Kommunikationssystem mit schienenfahrzeugseitigen und streckenseitigen kommunikationseinrichtungen sowie verfahren zu deren betrieb

Publications (1)

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US20100176251A1 true US20100176251A1 (en) 2010-07-15

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US12/668,207 Abandoned US20100176251A1 (en) 2007-07-20 2008-07-14 Communication system having railway vehicle-side and trackside communication devices and method for the operation thereof

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US (1) US20100176251A1 (de)
DE (1) DE102007034283A1 (de)
WO (1) WO2009013167A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110085038A1 (en) * 2008-06-10 2011-04-14 Siemens Aktiengesellschaft Data transmission system
US9173528B1 (en) 2009-10-30 2015-11-03 William R. Shrewsbury Disability shower with air purge system
US10144441B2 (en) 2014-11-10 2018-12-04 Bombardier Transportation Gmbh Operation of a rail vehicle comprising an image generation system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2840010A1 (de) * 2013-08-21 2015-02-25 Siemens S.A.S. Verfahren und System zur bidirektionalen Hochgeschwindigkeitsdatenübertragung für ein Fahrzeug bei der Bewegung entlang einer Strecke
DE102021202894A1 (de) * 2021-03-24 2022-09-29 Siemens Mobility GmbH Verfahren zur Überwachung einer Ruheabschaltung eines Schienenfahrzeugs

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US3566103A (en) * 1968-12-06 1971-02-23 Gen Signal Corp Rail vehicle control systems
US5496003A (en) * 1991-04-24 1996-03-05 Societe Nationale Des Chemins De Fer Francais System for transmission of information between the ground and moving objects, in particular in ground-train communications
US6801777B2 (en) * 2001-11-27 2004-10-05 Intel Corporation Device and method for intelligent wireless communication selection
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US20050259616A1 (en) * 2004-05-19 2005-11-24 Tamas Major Data transport in UMTS
US7201350B2 (en) * 2003-12-22 2007-04-10 Hitachi, Ltd. Signaling safety system

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JPH10203369A (ja) * 1997-01-23 1998-08-04 Toshiba Corp 列車制御装置
US7188341B1 (en) * 1999-09-24 2007-03-06 New York Air Brake Corporation Method of transferring files and analysis of train operational data
DE602004001455T2 (de) * 2004-05-24 2006-12-21 Alcatel Drahtlose Datenweiterleitung zwischen Zugangspunkten für eine Eisenbahn
US20060015223A1 (en) * 2004-05-25 2006-01-19 Hugo Leblanc Communication architecture for a locomotive remote control system
JP4509825B2 (ja) * 2005-03-01 2010-07-21 三菱電機株式会社 移動体通信システム
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US3566103A (en) * 1968-12-06 1971-02-23 Gen Signal Corp Rail vehicle control systems
US5496003A (en) * 1991-04-24 1996-03-05 Societe Nationale Des Chemins De Fer Francais System for transmission of information between the ground and moving objects, in particular in ground-train communications
US6801777B2 (en) * 2001-11-27 2004-10-05 Intel Corporation Device and method for intelligent wireless communication selection
US20050143874A1 (en) * 2002-05-15 2005-06-30 Peltz David M. Intelligent communications, command and control system for a land-based vehicle
US7201350B2 (en) * 2003-12-22 2007-04-10 Hitachi, Ltd. Signaling safety system
US20050259616A1 (en) * 2004-05-19 2005-11-24 Tamas Major Data transport in UMTS

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110085038A1 (en) * 2008-06-10 2011-04-14 Siemens Aktiengesellschaft Data transmission system
US8786705B2 (en) 2008-06-10 2014-07-22 Siemens Aktiengesellschaft Data transmission system
US9173528B1 (en) 2009-10-30 2015-11-03 William R. Shrewsbury Disability shower with air purge system
US10144441B2 (en) 2014-11-10 2018-12-04 Bombardier Transportation Gmbh Operation of a rail vehicle comprising an image generation system

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Publication number Publication date
WO2009013167A1 (de) 2009-01-29
DE102007034283A1 (de) 2009-01-22

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