WO1996016857A1 - Dispositif de synchronisation d'un compteur de distance embarque - Google Patents

Dispositif de synchronisation d'un compteur de distance embarque Download PDF

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Publication number
WO1996016857A1
WO1996016857A1 PCT/DE1995/001651 DE9501651W WO9616857A1 WO 1996016857 A1 WO1996016857 A1 WO 1996016857A1 DE 9501651 W DE9501651 W DE 9501651W WO 9616857 A1 WO9616857 A1 WO 9616857A1
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WO
WIPO (PCT)
Prior art keywords
track
section
track section
vehicle
reference point
Prior art date
Application number
PCT/DE1995/001651
Other languages
German (de)
English (en)
Inventor
Albert Neuhaus
Original Assignee
Siemens Aktiengesellschaft
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 Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to EP95936969A priority Critical patent/EP0794891A1/fr
Publication of WO1996016857A1 publication Critical patent/WO1996016857A1/fr

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Classifications

    • 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
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/24—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits
    • B61L3/243—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation employing different frequencies or coded pulse groups, e.g. in combination with track circuits using alternating current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the invention is in the field of linear influencing of rail-bound traffic and relates to a device for synchronizing a vehicle-side odometer which determines the distance covered with respect to a reference point on the track side.
  • Line-shaped train control systems are known for automatic train protection (ATP) and train control (ATO) ("LZB 700 - The modern train control", SIGNAL + DRAHT, 84 (1992), 6, pp. 158-164), which with remote-fed, coded audio frequency Track circuits (FTGS) to locate the trains on the track and work for data transmission.
  • the track section is divided into successive track sections by separating joints for feeding track section-specific track streams.
  • the separating joints contain at least one electrical conductor section which runs essentially transversely to the tracks.
  • a track current fed into the track section against the direction of travel by an FTGS transmitter via a separating joint is no longer provided by an FTGS receiver connected to a further separating joint against the direction of travel as a result of the axis short circuit detected.
  • a corresponding receiver signal means that this track circuit is loaded with telegrams for data transmission from the route to the vehicle during the assignment.
  • the vehicle is equipped with a travel counter which evaluates wheel signals from travel pulse generators arranged on the axles and thus on the vehicle side a current value for the distance traveled so far or the distance between the current vehicle position and a reference point on the route side provides. Sliding and skidding of the wheels can lead to errors that require regular synchronization of the travel counter.
  • the vehicle-side displacement measuring devices are basically synchronized in that the line conductors are provided with electrical markings at regular intervals and that the passage of these markings is detected.
  • the markings consist of an intersection of the line conductors (Eisner's Taschenbuch der Eisenbahntechnik 1975, Dr. Arthur Tetzlaff-Verlag Frankfurt / M., Pages 179-181).
  • the change in the phase position of the line conductor current in the vehicle-side receiving antennas coupled to the line conductors is used for the synchronization of the vehicle-side displacement measuring devices.
  • the track-side reference point for synchronizing the path counter when changing track section ie when entering the next track section
  • Characteristic of a track section change is namely the drop in the level of the track current detected by the FTGS receiver below a threshold value when the vehicle passes the separating joint. If the threshold value is undershot, a switchable identification that can be detected on the vehicle side can be sent as a trigger for vehicle-side path synchronization via the track circuit located in front of the vehicle.
  • the path counter is then taking into account the geometric conditions and the transmission time for the ID reset.
  • the object of the invention is therefore to provide a device for synchronizing a vehicle-side odometer, which significantly reduces tolerances or deviations of the odometer.
  • the vehicle-side receiving unit is designed to receive levels which the conductors running transversely to the tracks emit when current flows through it, and in that an evaluation unit is provided , which detects the level of the cross conductor and defines the location of a level reception as an updated reference point.
  • the invention is based on the measure of detecting the currents flowing in the separating crossways across the rails (cross currents) of the track circuits by means of the receiving unit, which is aligned and coordinated with cross currents, with high spatial resolution and is used to synchronize the path counter.
  • Cross currents of a separating shock can be detected and evaluated, coupled out via the track currents fed in by an FTGS transmitter arranged in the direction of travel and fed to the FTGS receiver located upstream (closer) in the direction of travel. If the receiving unit is appropriately tuned, cross currents can also be detected and evaluated that arise at the isolating joint when rail currents are fed in for data transmission (telegrams).
  • An important advantage of the invention is that a qualitatively significantly improved path counter synchronization with comparatively few additional components is possible. This is because the implementation of the invention only requires additional equipment in the form of the receiving unit with an antenna aligned with cross currents and the comparatively simple evaluation unit, while no modifications are required on the track side.
  • the device according to the invention can be in the case of separating joints, which are designed as S-connectors with three conductor sections running transversely to the track, in relation to interference levels which, for. B. could occur in a turnout area, so that it is designed to be particularly insensitive in that the evaluation device, knowing the distances between the conductor sections, checks whether these distances correspond to the distances between the locations of the level transmission. With regard to the data transmitted for train protection and train control, it is particularly advantageous in this connection if the location of the middle conductor section forms the current reference point.
  • an advantageous embodiment of the invention provides that levels are only received and / or evaluated during evaluation time windows whose position and width are determined by the respective track cut length and the joint geometry is determined.
  • an advantageous further development of the invention provides that the receiving unit adjusts itself to the track section-specific track current of the following track section after the evaluation time window has failed.
  • the device receives knowledge of the track section-specific track current and the required position of the evaluation time window from the transmitted telegrams, which contain information about the track section lengths to be traveled in the future.
  • FIG. 1 shows a remote-fed audio frequency track circuit designed according to the prior art
  • FIG. 2 schematically shows the device according to the invention
  • FIG. 3 signal level received on the vehicle
  • FIG. 4 shows a synchronization process
  • FIG. 5 shows an alternative isolating shock.
  • Figure 1 is used to explain a line-shaped train control with remotely powered, coded audio frequency track circuits (FTGS), which is explained in the article mentioned in SIGNAL + DRAHT 84 (1992), 6.
  • a track section GST comprises rails S1, S2, between which separating joints TS1, TS2 are arranged. The separating joints are spaced apart according to a track section length GAL and delimit the track section GA.
  • the track section GA is followed by a track section GA 'lying in the direction of travel A and a preceding track section GA ", the other side limitation of which is formed in each case by a corresponding separating joint (not shown in FIG. 1).
  • An FTGS is connected via a track connection device GAG Transmitter connected to the separating butt TS1 and feeds a track current GLS (FTGS bit pattern) with a track-section-specific frequency into the rails S1, S2 ⁇ current GLS over the rails S1, S2 and the separating joint TS2 via a further track connection device GAG to an FTGS receiver.
  • GAG Transmitter connected to the separating butt TS1 and feeds a track current GLS (FTGS bit pattern) with a track-section-specific frequency into the rails S1, S2 ⁇ current GLS over the rails S1, S2 and the separating joint TS2 via a further track connection device GAG to an FTGS receiver.
  • this receives the transmitted signal (FTGS bit pattern), it issues a free message to an interlocking SW and the information " Level available "to a line device STRG and to a switch U, which thereby in the position g 1 for the output of the FTGS bit pattern remains.
  • the vehicle FZ has antennas ANT1, ANT2, which are arranged and connected in a known manner, for receiving the telegrams TEL transmitted via the rails S1, S2 for influencing the vehicle.
  • a first evaluation unit AUSW1 is connected to these antennas via a pre-filter VF1 and provides data telegrams DTEL prepared on the output side for further processing by a vehicle-side computer (channel 1).
  • a vehicle-side receiver unit EE comprises a further antenna ANT3, which is aligned in such a way that it detects levels which are generated by currents (cross currents) running transversely to the rails S1, S2.
  • the signal supplied by the antenna ANT3 is fed via a pre-filter VF2 to a second evaluation unit AUSW2, which is connected to a synchronization input of a path counter WZ (channel 2).
  • the distance counter WZ indicates the distance s traveled (starting from a reference point) by the vehicle.
  • the path counter WZ receives wheel signals X from a path pulse generator arranged on the axis ACH as absolute values for the distance covered. In order to derive a path measurement relative to the track distance from these values, a reference point described below is required.
  • the separating joint TS1 shown in FIG. 2 is designed as a so-called S connector and has three transversely to the rails S1, S2 running conductor sections Ll, L2, L3 (transverse conductors) with distances bl, b2, in which cross currents QS1, QS2, QS3 flow.
  • the center point of the central transverse conductor L2 preferably forms the reference point BZ 'for the path counting in the subsequent track section GA ".
  • FIG. 3 shows the signal level (channel 1) of the received telegrams TEL in the upper area. According to the feeding of the Tele ⁇ programs opposite to the direction of travel A ⁇ and the short-circuit effect of the axis ACH disappears this signal level when the S-connector from the antennas ANT1, ANT2 is passed.
  • the level reception via the receiving unit EE channel 2 with the antenna ANT3 is shown.
  • the levels P1, P2, P3 are checked by the evaluation unit AUSW2 to determine whether their distances al, a2 correspond to the distances bl, b2 of the conductor sections L1, L2, L3.
  • the geometry of the S connector is e.g. B. known from the data telegrams.
  • Each level P1, P2, P3 is assigned the corresponding distance counter reading with reference to a previous reference point (for example corresponding reference point of the preceding S-connector). In the present example this is
  • the difference between the assigned paths or by comparing the distances a1, a2 (FIG. 3) between the levels Pl, P2, P3 with the distances bl, b2 ( Figure 2) checked whether the received levels can be signals generated by the cross conductors of an S-connector.
  • the conductor sections L1, L2, L3 (FIG. 2) of the S-connector are each 4 m apart.
  • the antenna ANT3 passes the third conductor section L3 and detects its level P3, the path counter becomes the reference point BZ 1 of the middle one with a positive plausibility check
  • the position of the path counter can be set to a reference value that is predetermined by the data telegrams and applies to the following track section GA ′′.
  • FIG. 5 shows an alternative design option for a separating joint in which, according to the conductor routing, two pronounced levels Pl ', P2' can be seen when passing through the antenna ANT3.
  • the determination of the distance between the levels P1 ', P2' is used for checking the plausibility with regard to the previously known geometry of the separating joint TS3.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Le compteur de distance (WZ) détermine à partir d'un point de référence (BZ) la distance parcourue (S) sur une section de voie (GST) divisée par des joints de séparation (TS1, TS2) présentant chacun au moins une portion de conducteurs électriques (L1, L2, L3) perpendiculaire aux voies (S1, S2), ces conducteurs servant à acheminer des courants de voie spécifiques à un tronçon de voie dans des tronçons successifs (GA, GA', GA''). Un dispositif récepteur (EE) embarqué, conçu pour recevoir des niveaux (P1, P2, P3) assure une synchronisation précise, lesdits niveaux étant produits par des courants (QS) perpendiculaires aux voies. Une unité d'évaluation (AUSW2) fournit un point de référence actualisé (BZ') lors de la réception des niveaux.
PCT/DE1995/001651 1994-11-30 1995-11-17 Dispositif de synchronisation d'un compteur de distance embarque WO1996016857A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP95936969A EP0794891A1 (fr) 1994-11-30 1995-11-17 Dispositif de synchronisation d'un compteur de distance embarque

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4444517.2 1994-11-30
DE19944444517 DE4444517A1 (de) 1994-11-30 1994-11-30 Einrichtung zum Synchronisieren eines fahrzeugseitigen Wegzählers

Publications (1)

Publication Number Publication Date
WO1996016857A1 true WO1996016857A1 (fr) 1996-06-06

Family

ID=6535784

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1995/001651 WO1996016857A1 (fr) 1994-11-30 1995-11-17 Dispositif de synchronisation d'un compteur de distance embarque

Country Status (5)

Country Link
EP (1) EP0794891A1 (fr)
CN (1) CN1171761A (fr)
AR (1) AR000236A1 (fr)
DE (1) DE4444517A1 (fr)
WO (1) WO1996016857A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012217426A1 (de) * 2012-09-26 2014-04-17 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
DE102013224672A1 (de) 2013-12-02 2015-06-03 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
DE102015201041A1 (de) 2015-01-22 2015-12-24 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
DE102015211084A1 (de) 2015-06-17 2016-07-14 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Positionsbestimmung eines Schienenfahrzeuges
WO2016150708A1 (fr) 2015-03-23 2016-09-29 Siemens Aktiengesellschaft Procédé et dispositif permettant l'acquisition côté véhicule de données de position d'un véhicule ferroviaire au moins de la mesure de la durée de parcours

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20114284U1 (de) * 2001-08-31 2002-06-20 Schreiber Joerg Informationsübertragung durch Eisenbahnschienen und/oder Oberleitung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2021045A1 (de) * 1970-04-23 1971-12-02 Licentia Gmbh Einrichtung zur Ortbestimmung eines laengs einer Bahn beweglichen Objekts
DE3346899A1 (de) * 1983-12-21 1985-07-11 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Einrichtung zum nachrichtenaustausch zwischen einem fahrzeug und einer ortsfesten station
DE3435522A1 (de) * 1984-09-27 1986-04-03 Siemens AG, 1000 Berlin und 8000 München Einrichtung bei einem fahrzeuggeraet fuer die linienfoermige zugbeeinflussung

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2021045A1 (de) * 1970-04-23 1971-12-02 Licentia Gmbh Einrichtung zur Ortbestimmung eines laengs einer Bahn beweglichen Objekts
DE3346899A1 (de) * 1983-12-21 1985-07-11 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Einrichtung zum nachrichtenaustausch zwischen einem fahrzeug und einer ortsfesten station
DE3435522A1 (de) * 1984-09-27 1986-04-03 Siemens AG, 1000 Berlin und 8000 München Einrichtung bei einem fahrzeuggeraet fuer die linienfoermige zugbeeinflussung

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012217426A1 (de) * 2012-09-26 2014-04-17 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
DE102013224672A1 (de) 2013-12-02 2015-06-03 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
WO2015082091A1 (fr) 2013-12-02 2015-06-11 Siemens Aktiengesellschaft Procédé et dispositif permettant l'acquisition côté véhicule de données de position d'un véhicule ferroviaire
DE102015201041A1 (de) 2015-01-22 2015-12-24 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
WO2016150708A1 (fr) 2015-03-23 2016-09-29 Siemens Aktiengesellschaft Procédé et dispositif permettant l'acquisition côté véhicule de données de position d'un véhicule ferroviaire au moins de la mesure de la durée de parcours
DE102015205175A1 (de) 2015-03-23 2016-09-29 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
DE102015211084A1 (de) 2015-06-17 2016-07-14 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Positionsbestimmung eines Schienenfahrzeuges

Also Published As

Publication number Publication date
DE4444517A1 (de) 1996-06-05
CN1171761A (zh) 1998-01-28
EP0794891A1 (fr) 1997-09-17
AR000236A1 (es) 1997-05-28

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