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
  • B61L3/02—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
  • 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
  • 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 invention relates to a balise for a train control device with a receiving device for receiving a transponder signal, a signal generator for generating data telegrams, a transmitting device for sending the data telegrams, and a first memory device having a stored disturbance telegram.
• the invention also relates to a train protection system with such a balise.
• a balise is known from EP 2 406 117 Bl.
• Balises are used to transmit railway information (e.g., circuit statuses of line signals, track section occupancy conditions, speed limits, etc.) to rail vehicles passing through the location of the balise.
• a fault telegram (default telegram) is stored in the balise.
• the fault telegram is generated by the signal generator of the balise. It is sent when the train control device detects a fault.
• Eurobaiisen Tra n spare nthatenbalise
• the track-side electronic unit constantly supplies the balise with the telegrams to be sent via a serial interface.
• the track-side electronic unit uses information from the interlocking and generates from it a telegram, which is transmitted via the interface to the balise and sent by the latter to the vehicle which passes the balise. So the balise acts only as a transmitting antenna.
• the Balise itself is powered by the antenna of the vehicle with energy.
• the trackside electronic unit must be powered by an additional external power source. This is a significant cost factor, as not everywhere free lines for energy supply are available.
• EP 2 406 117 B1 proposes a train control device in which the telegrams are not transmitted continuously, but only during the reception of an activation signal (as the train approaches) to the balise.
• At least one further memory component and a digital interface for connecting the further memory module to a switching unit having at least one switching contact are provided in the balise.
• the other memory blocks are used to store further telegrams.
• the balise according to the invention can therefore store further telegrams in addition to the disturbance telegram.
• the further telegrams are preferably travel telegrams, that is to say telegrams which inform that, and where appropriate, at which speed the telegram receiver is allowed to travel.
• one telegram is stored in each of the further memory modules.
• the other telegrams (as well as the fault telegram) can be generated within the balise by the signal generator.
• the further telegrams are externally, e.g. generated by a trackside electronic unit and sent to the balise.
• the transmission of the telegrams to the passing vehicle is carried out by the transmitting unit.
• the energy supply of the transmitting device is preferably carried out directly within the balise by the transponder signal induced in the receiving unit due to a passing vehicle.
• the power supply of the transmitting device within the balise ensures that the fault telegram can also be sent in the event of a cable break.
• independent memory chips are to be understood as meaning components with separate power supply and decoupled connections to the transmitting device, so that there is no interference of a memory chip with another memory chip or other part of the circuit (physical independence.) By providing a plurality of independent memory chips, switching states may also be possible several additional indicators and speed indicators are transmitted via the balise.
• At least one of the further memory modules is programmable. In this way, if required, the telegrams can be exchanged in the memory modules.
• the digital interface for connecting the receiving device and the at least one further memory module is set up with the switching unit.
• a self-sufficient power supply for the at least one memory module can be realized via the switching unit.
• the current induced in the receiving device is conducted via the interface to the switching unit and from there via the interface to one of the memory modules.
• the memory modules can therefore be supplied with power via the interface if current / voltage is induced in the receiving device (by a vehicle passing over it).
• only the output drivers of the memory modules can be supplied with current / voltage via the interface. This has the advantage that a faster response can be realized at telegram change, since the delay time when turning on the memory module is omitted.
• the digital interface preferably has a separate core for each memory module.
• the individual memory modules can be supplied with power independently of each other via the digital interface become.
• Each switching contact is preferably assigned a telegram which is to be sent when the respective switching contact is closed. By providing separate terminals for the different memory modules, it can be ensured that only the telegram which is stored in the memory module, which is connected to the closed circuit contact via the corresponding wire, is sent.
• the balise according to the invention can have a further digital interface for receiving data telegrams from a track-side electronic unit.
• the balise thus meets the requirements of a Eurobalise and can also be used in ETCS systems (European Train Control System), i. be used as a transparent balise.
• the further memory modules are electrically connected to the first memory module.
• the transmission of the fault telegram can be deactivated as soon as one of the further memory modules is active and a telegram is sent from it.
• the train protection system comprises at least one previously described balise for track-side mounting and is characterized in that the further memory components of the balise is respectively connected to at least one switching contact of the switching unit via the interface.
• a drive release takes place by sending out the telegram stored in the corresponding memory module by the transmitting unit of the balise only if the corresponding memory module is supplied with energy. Without this energy supply no travel telegrams can be sent. Only the fault telegram with a "restrictive" term is sent in the event of a malfunction or malfunction of the switching unit Alternatively, the telegram information for the signal terms “hold wait” or "stop” can be contained in the fault telegram By means of the states “Halt” ,. “Halt halt "and a fault in the installation can be equated with its effect on the train and legramm (disturbance telegram) are coded, the number of memory modules can be reduced, or it can be coded more signal terms in a balise.
• balises can also be used.
• the various balises are preferably connected to different switching contacts of the same switching unit. If the same telegram is to be sent with two signal terms, two switch contacts on the same memory block can also be used in parallel. The power supply of the corresponding memory module takes place when at least one of the switching contacts connected to this memory module is closed.
• balises can be used as a switching unit, a switch box for selective train control (PZB control box).
• PZB control box When using groups of at least two balises, one of the balises can be designed as a fixed data balise (balise, which is programmed once during installation).
• the switching unit is electrically connected to the receiving device.
• a power supply of the further memory modules controlled by the switching unit can be effected by the receiving device via the digital interface.
• the number of further memory modules corresponds to the number of switching contacts in the switching unit.
• the switching unit is preferably part of a signal circuit or coupled to a signal circuit.
• the switching unit may thus comprise switching contacts of the signal circuit. This variant is particularly error-prone, since no other components between switching contact of the signal and memory module are connected.
• the Switching unit with the signal circuit for example. Be coupled via a transformer. The latter is particularly relevant if there are no switching contacts on the route signal.
• the switching unit can be, for example, an already approved PZB (punctiform train control) switch box. This can be supplied from the signal circuit due to its very low power consumption.
• PZB punctiform train control
• any switching contact can be used, in particular relays or C-MOS switches.
• Fig. 1 shows an inventive train protection system.
• FIG. 1 shows a train protection system according to the invention with a balise 1, which has a receiving device 2 for receiving transponder signals from passing vehicles and a transmitting device 3 for transmitting data telegrams.
• a disturbance telegram is stored in a first memory module 4 of the balise 1.
• further, independent and preferably programmable memory modules 5 are provided in the balise 1, in which to be sent (more) telegrams are stored.
• the further memory modules 5 (or their drivers) receive their supply voltage via a digital interface 6, which is electrically connected to a switching unit 7 with switching contacts 8.
• the switching unit 7 connects via the digital interface 6, the other memory modules 5 with the receiving device 2, which is responsible for the power supply of the memory modules 5.
• the switching unit 7 may be part of a signal circuit of the path signal. If there are no switching contacts on the route signal, these can be supplied by an already authorized PZB control box. This can be supplied from the lamp circuit due to its very low energy consumption.
• the supply of the further memory modules 5 with current / voltage takes place only when the associated switching contact 8 is closed in the switching unit 7, ie only when a passing vehicle feeds energy and a switching contact 8 is closed on the path signal, the balise 1 can the corresponding telegram to the vehicle.
• different memory modules 5 are supplied with power.
• the balise 1 can then send the corresponding telegram to the passing vehicle. Which telegram is sent is thus selected according to the invention by external contacts (switching contacts 8 of the switching unit 7).
• the further memory modules 5 are each connected to the first memory module 4. This serves to deactivate the transmission of the fault telegram as soon as one of the further memory blocks 5 is active and a telegram is sent from it. This can also be done directly in the signal generator 9, if this adjusts the transmission of the disturbance telegram as soon as it receives telegrams from another memory module 5.
• a vehicle which travels over a balise with an active ETCS antenna, generates in the receiving unit 2 of the balise 1 a current which is used to supply energy to the balise 1.
• the balise 1 sends via the transmitting device 3 depending on their control telegrams to the vehicle back.
• the balise according to the invention can be used as main signal balise, as presignal balise, as combined pre and main signal balise or as further balise for operation optimization (such as, for example, a signal upstream of the main signal Revaluation beacon) for speed monitoring or monitoring signals of a level crossing.
• operation optimization such as, for example, a signal upstream of the main signal Revaluation beacon
• the balise 1 sends the stored in the first memory module 4 fault telegram. This is the case, for example, when a stop command (HPO) is present on the path signal or a fault (e.g., a cable break). If, due to a signal display, one of the switching contacts is closed (eg with signal term KS1), the memory module 5 connected to the closed switching contact 8 is supplied with power by the receiving unit 2, so that in the signal generator 9 the telegram stored in the corresponding further memory module 5 (eg Running telegram) generated by the signal generator 9 and is sent by the transmitting device 3 to the passing vehicle.
• HPO stop command
• KS1 signal term
• the sending of further telegrams can only be done with current flowing through the switching unit 7, that is, only when in the receiving unit 2 current is induced and one of the switching contacts 8 is closed. Without this energy supply no travel telegrams can be sent. Exclusively the fault telegram with a "restrictive" term.
• the train protection system allows the transmission of different data telegrams without external power source. There is no external power supply necessary.
• the power supply circuit for the memory modules is powered by the passing vehicle.
• the balise 1 according to the invention may be equipped with a further interface 10, to which a track-side electronic unit LEU can be connected.
• the balise 1 according to the invention can also be used as a European compliant balise in ETCS systems. LIST OF REFERENCE NUMBERS

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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Families Citing this family (1)

Citations (3)

• 2013
  • 2013-11-28 EP EP13194819.2A patent/EP2878510B1/de active Active
  • 2013-11-28 RS RS20160258A patent/RS54763B1/sr unknown
  • 2013-11-28 PL PL13194819.2T patent/PL2878510T3/pl unknown
  • 2013-11-28 SI SI201330177A patent/SI2878510T1/sl unknown
  • 2013-11-28 ES ES13194819.2T patent/ES2564030T3/es active Active
• 2014
  • 2014-11-13 WO PCT/EP2014/074481 patent/WO2015078699A1/de active Application Filing
• 2016
  • 2016-04-25 HR HRP20160445TT patent/HRP20160445T1/hr unknown
  • 2016-05-24 IL IL245821A patent/IL245821B/en active IP Right Grant

Patent Citations (3)

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