EP0424664A2 - Dispositif pour la transmission d'information de commande à un véhicule ferroviaire - Google Patents

Dispositif pour la transmission d'information de commande à un véhicule ferroviaire Download PDF

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Publication number
EP0424664A2
EP0424664A2 EP19900117986 EP90117986A EP0424664A2 EP 0424664 A2 EP0424664 A2 EP 0424664A2 EP 19900117986 EP19900117986 EP 19900117986 EP 90117986 A EP90117986 A EP 90117986A EP 0424664 A2 EP0424664 A2 EP 0424664A2
Authority
EP
European Patent Office
Prior art keywords
control data
route
memories
signal
read
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.)
Granted
Application number
EP19900117986
Other languages
German (de)
English (en)
Other versions
EP0424664B1 (fr
EP0424664A3 (en
Inventor
Helmut Uebel
Alan C. Knight
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alcatel Lucent Deutschland AG
Original Assignee
Alcatel SEL AG
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 Alcatel SEL AG filed Critical Alcatel SEL AG
Publication of EP0424664A2 publication Critical patent/EP0424664A2/fr
Publication of EP0424664A3 publication Critical patent/EP0424664A3/de
Application granted granted Critical
Publication of EP0424664B1 publication Critical patent/EP0424664B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61L3/02—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
    • 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
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • 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
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]

Definitions

  • the invention relates to a device according to the preamble of patent claim 1.
  • Claim 2 relates to the use of two microcomputers in the route device, to which half of the read-only memories are assigned and which each transmit one of two control data records that match their control data to the vehicle.
  • the microcomputers work independently of one another, except for an agreement on the order in which they want to work.
  • the subject matter of claim 3 provides a total of four read-only memories, the control data records of which are transferred to the vehicle in a predetermined order.
  • the on-board control unit is able to recognize from four four control data sets that are identical in pairs and contain only the more restrictive same information, and only to reuse this, there is the possibility, as described in claim 4, of establishing two of the four read-only memories for setting up temporary slow speed points by two others, which are preprogrammed according to the conditions of the slow travel point, and thus avoid complicated programming work on the route to set up the slow travel point.
  • Two of the read-only memories can e.g. be arranged on a separately pluggable assembly.
  • Claim 6 relates to the signal-technically secure tapping of the signal term at a signal insert by the link device, in particular in the event that the number of connecting wires between the signal insert and link device is not sufficient for the individual transmission of all occurring signal terms.
  • a data connection is provided between the route device and a route center, which controls a number of route devices along a route, via which each route device is transmitted in terms of signal technology, which signal term is to be transmitted at the respective route location to a vehicle passing there.
  • stationary signals can be dispensed with, even at route points where changing signal terms have to be transmitted to vehicles.
  • driver's cab signaling can occur or it can be driven fully automatically.
  • Claim 8 provides a possibility to change control data stored in the route device from the route center or to create a new one. This enables e.g. the establishment of slow travel points from the route center. Even after breakdowns, e.g. Power failures on the route, a route device can be upgraded from the central office.
  • Claim 9 relates to an embodiment of the device according to the invention for use on tracks traversed in both directions.
  • Claim 10 provides a possibility for the vehicle to determine its direction of travel and the location of the beginning of the line conductor loop. This enables the vehicle to check whether the activated line conductor loop and the received control data are assigned to its direction of travel, even if the data transmission is partially disturbed.
  • a track GL with a vehicle FZ located thereon is shown schematically.
  • the vehicle has an on-board control unit BS designed for signaling technology, which is connected to the driver's cab FS of the vehicle FZ via a data bus and also influences units (not shown) of an automatic driving and braking control (AFB).
  • the on-board control unit of the vehicle is inductively coupled via antennas A1 and A2 and a receiver E to a line conductor loop LL which is installed in the track and is fed by a line unit SG via a remote power supply unit FSG.
  • the route device is preferably arranged in the vicinity of a signal S and has the task of reliably transmitting route information and set signal terms to the vehicle in terms of signal technology.
  • the signal insert SE of the signal is assigned a signal term encoder SC, which detects signal terms entered via an interlocking line ST or signal states actually effective on the signal S and converts them into characteristic code words. These code words are duplicated, in parallel, e.g. output to the line device as 6 bit data words.
  • the route device has two read-only memories SP1, SP2, each of which contains all possible control data records that can be output to the vehicle.
  • Each code word created by the signal term encoder i.e. a record in each memory is assigned to each signal term.
  • the link device reads from each memory the corresponding code word, already in the form to be transmitted, i.e. with a telegram header, a redundancy section that allows data backup with Hamming distance 4 and a memory identifier, and transmits it serially to the remote power supply unit on the track, which modulates the frequency of a current flowing through the line conductor loop in rhythm with the incoming bits.
  • the route device works continuously and outputs the telegrams created from the control data records from the various memories in a predetermined order.
  • the device shown in Fig. 1 is able to hold a large amount of different information in telegram form, so that it is not difficult to provide all the values required for calculating braking specifications by the on-board control unit, such as target distance, maximum speed, permissible speed in a preceding slow speed point, Distance to this slow speed point, length of the slow speed point, speed after the slow speed point to be transferred to the vehicle.
  • target distance maximum speed
  • permissible speed in a preceding slow speed point Distance to this slow speed point
  • length of the slow speed point speed after the slow speed point to be transferred to the vehicle.
  • a slip path DW up to the actual danger point is set up in front of a predetermined stopping point HP at which the vehicle is to come to a standstill
  • the length of this slip path can also be transferred to the vehicle. This enables them to calculate a less restrictive emergency braking curve that begins at the end of the slip. Accidental triggering of the emergency brake is therefore less likely and the vehicle can approach the stopping point more quickly.
  • FIG. 4 shows four different curves in the path / speed diagram.
  • a vehicle coming from the right along a travel curve FK at a speed V1 reaches a brake announcement curve BAN at waypoint S1.
  • a driver's cab signal is set, for example, which alerts the driver to impending braking.
  • a following brake application curve BE triggers the use of the service brake at waypoint 52 or indicates the need for this in the driver's cab.
  • the service brake flow curve BA is reached, along which the actual service braking takes place up to the stop HP. If the service brake has not been applied, the vehicle reaches finally the emergency braking curve, along which it is braked to a standstill in any case and with the greatest possible braking deceleration until the end of the slip.
  • two line conductor loops can be provided, of which the one which is assigned to the direction of the upcoming train journey is activated.
  • the route device must be supplied with the signal terms applicable to both directions and the memories of the route device must contain data records for both directions of travel.
  • two independent route devices can also be used, of which only the one responsible for the set direction of travel is always activated.
  • a multiply crossed line conductor loop LL is arranged in the track GL.
  • the intersections K 1 ,..., K4 allow the line conductor loop to be located precisely and, because of its asymmetrical arrangement, to detect the direction of travel on the vehicle. Due to the longer loop length, more information can be transmitted to the vehicle during the time in which the inductive coupling between the loop and the vehicle exists than with the generally shorter loop in FIG. 1. Because of the possibility of detecting the direction on the vehicle, the need is eliminated a second loop during two-way operation of the line leading over the GL track.
  • the intended direction can also be transmitted within the data telegrams and the vehicle can check whether the direction specified in this way corresponds to its own direction of travel and data telegrams which are assigned to the other direction are eliminated.
  • the line device SG in FIG. 2 contains two sets of read-only memories SP1 and SP2 as well as SP3 and SP4, which are arranged on separate plug-in modules BG1 and BG2.
  • the corresponding data records contained in the memories SP1 and SP2 are identical to one another except for the memory identifier and the redundancy part. The same applies to the data records in the memories SP3 and SP4. However, there may be differences between the data records in the memories SP1 and SP2 and the data records in the memories SP3 and SP4.
  • the memories SP3 and SP4 can e.g. contain more restrictive information than the memories SP1 and SP2.
  • the on-board control unit receives a total of two different but valid data record pairs, one of which contains more restrictive information than the other.
  • a module preprogrammed with the data of the slow speed point can be inserted in the track unit instead of the BG2 module. This causes the passing vehicle to further process the more restrictive information of the new assembly. This avoids reprogramming the memories along the route with the associated risk of errors. If all four memories contain identical data records, a possible failure of a memory, which leads to the invalidity of the data records originating from one of the modules, is not yet noticeable.
  • each control data record consists of a telegram header, which signals the start of the telegram, an information part, which contains the memory identification SK1, SK4 and the control data ISK1, ISK4, and a redundancy part RT, which is used to secure the data against transmission errors and e.g. is generated by means of a feedback shift register.
  • the individual memories are read out for transmission in a predetermined order.
  • an independent additional device e.g. a punctiform train control device can be arranged at the location of the line conductor loop, or the distance to the next line conductor loop can also be transmitted with the transmitted control data and measured with the aid of a vehicle-side displacement measuring device. If no control data records are received at the end of the measured distance or - in the former case - when the punctiform train control device is recognized, the vehicle assumes a total failure of the transmission and signals this to the vehicle driver. What remains is its reaction, e.g. actuation of an attention button, the brakes are applied.
  • the route device SG here contains two microcomputers R1, R2 and is connected to a route center Z via a serial data bus SB.
  • a connection to a visual signal is omitted here, since it is connected to a vehicle Transmitting control data sets determining, changing signal terms are communicated to the route device via the serial bus.
  • a serial bus which can be routed with little effort, for example over existing line cables, over an optical transmission line or over a radio channel
  • a parallel bus can also be used. This enables fast transmission, but is susceptible to electromagnetic interference, which makes its implementation as an optical transmission link appear expedient.
  • FIG. 6 shows the construction of a route device which is set up for operation with a serial bus leading to a route center.
  • Two microcomputers R1, R2 with integrated clock generator and built-in UART Universal Asynchronous Receiver Transmitter
  • external memories SP1 and SP2 each with a program memory area and a data memory area.
  • the data storage area is designed as an EEPROM and contains up to 64 individually retrievable control data records as finished data telegrams including a telegram header, memory recognition and redundancy part.
  • each of the computers alternately reads a control data record corresponding to the set signal term from the data storage area of its external memory and feeds it to the remote power supply unit on the track via a serially operated transmission bus SER.
  • the work cycles of both computers are synchronized via a clock synchronization line SY.
  • the output is also interrupt-controlled with an output clock divided down in a divider T connected to the clock output CLK of the first computer R1, computer 1, for example, beginning with the output of its control data record with a rising edge of the output clock and with a falling edge of the output clock.
  • the transmitter of the remote power supply can be switched on and off via a control line SE.
  • Both microcomputers handle data traffic with the route center Z completely independently of each other.
  • Each computer is addressed by the control center via a telegram address and supplied with control information and control data records.
  • the serial telegrams are switched via a modem M to a transmission line ÜL leading to the route center or a corresponding radio channel.
  • the control information usually contains the address of the control data record that the addressed microcomputer has to output on the line conductor loop.
  • the control information can also contain storage instructions for control data records transmitted, changed or newly created from the route center. Switch-off commands can also be transmitted as control information in the event of a fault.
  • Monitoring information is transmitted in the opposite direction, from the route unit to the route center.
  • the computers To monitor the contents of the external memory, the computers form checksums for the stored data and send them to the control center at regular intervals or when requested.
  • the secure computer system of the control center compares the checksums of the two microcomputers with each other and with a current target value formed in the control center. If two checksums do not match, the output of the line device is switched off from the line center.
  • the output of the line device is also switched off by a microcomputer itself if it is no longer addressed by the control center for a predetermined period of time, or by a switch-off command from the line center if a microcomputer does not respond to an instruction from the line center as prescribed.
  • the device according to the invention is secure in terms of signaling, since all control information is developed and transmitted over two channels and is compared both in the vehicle and in the control center by a secure computer system. Due to the transmission of the checksums via the stored control data records, a failure in one of the external memories is recognized very quickly, so that the occurrence of a dangerous double error is extremely unlikely.
  • RAMs random access memories
  • EEPROMs read-only memories

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Small-Scale Networks (AREA)
  • Cash Registers Or Receiving Machines (AREA)
  • Toys (AREA)
  • Selective Calling Equipment (AREA)
EP90117986A 1989-10-27 1990-09-19 Dispositif pour la transmission d'information de commande à un véhicule ferroviaire Expired - Lifetime EP0424664B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3935809 1989-10-27
DE3935809A DE3935809A1 (de) 1989-10-27 1989-10-27 Einrichtung zur uebertragung von steuerungsinformation auf ein schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP0424664A2 true EP0424664A2 (fr) 1991-05-02
EP0424664A3 EP0424664A3 (en) 1991-11-27
EP0424664B1 EP0424664B1 (fr) 1994-08-17

Family

ID=6392357

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90117986A Expired - Lifetime EP0424664B1 (fr) 1989-10-27 1990-09-19 Dispositif pour la transmission d'information de commande à un véhicule ferroviaire

Country Status (5)

Country Link
EP (1) EP0424664B1 (fr)
AT (1) ATE110037T1 (fr)
AU (1) AU643709B2 (fr)
DE (2) DE3935809A1 (fr)
ES (1) ES2063221T3 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4132786A1 (de) * 1991-10-02 1993-04-08 Standard Elektrik Lorenz Ag Einrichtung zur induktiven uebertragung von steuerungsinformation auf schienenfahrzeuge
WO1996016856A1 (fr) * 1994-11-30 1996-06-06 Siemens Aktiengesellschaft Systeme de commande automatique de la marche des trains
EP0738973A1 (fr) * 1995-04-13 1996-10-23 Siemens Integra Verkehrstechnik Ag Procédé de transfert de données et dispositif de transfert de données
EP0794889A1 (fr) * 1994-11-30 1997-09-17 Siemens Aktiengesellschaft Systeme de transmission continue de donnees
EP0735381A3 (fr) * 1995-03-29 1998-10-21 Siemens Schweiz AG Méthode et système de communication pour transmission des données entre deux stations
EP1619102A1 (fr) * 2004-07-21 2006-01-25 Nedtrain Consulting B.V. Procédé et système de commande pour un véhicule
EP1398747A3 (fr) * 2002-09-12 2007-12-26 Siemens Aktiengesellschaft Dispositif pour la transmission de données, en particulier pour trafic ferroviaire
WO2010120462A3 (fr) * 2009-04-14 2011-01-20 General Electric Company Système et procédé permettant de créer une interface entre un dispositif de signaux en bordure de voie et un système de commande de véhicule
RU2672822C1 (ru) * 2018-02-21 2018-11-19 Общество с ограниченной ответственностью Научно-Производственный Центр "Промавтоматика" Способ и система диагностирования автоматической блокировки и система диспетчерской централизации управления движением поездов

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5340062A (en) * 1992-08-13 1994-08-23 Harmon Industries, Inc. Train control system integrating dynamic and fixed data
DE4436011B4 (de) * 1994-10-08 2009-05-14 Alcatel Sel Ag System zur Steuerung von spurgebundenen Fahrzeugen mit verbesserter Fahrzeugortung
DE102004059717A1 (de) * 2004-12-08 2006-06-22 Siemens Ag Verfahren und Vorrichtung zur Vorgabe einer Betriebsartennummer
DE102004059719A1 (de) * 2004-12-08 2006-06-29 Siemens Ag Verfahren und Vorrichtung zur Zuordnung einer Steckplatznummer und/oder von Konfigurierungsdaten zu einer Baugruppe
DE102024207139A1 (de) * 2024-07-30 2026-02-05 Siemens Mobility GmbH Signaladaptereinrichtung, punktförmige Zugbeeinflussungseinrichtung und Verfahren zur punktförmigen Zugbeeinflussung

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1780093A1 (de) * 1968-07-31 1972-01-13 Licentia Gmbh Einrichtung zur Fahrortbestimmung von Fahrzeugen,insbesondere Schienenfahrzeugen
BE758286A (fr) * 1969-11-03 1971-04-01 British Railways Board Perfectionnements relatifs aux systemes de communication entre une voieet des vehicules
FR2162093B1 (fr) * 1971-12-02 1977-04-08 Hitachi Ltd
DE2854252C2 (de) * 1978-12-15 1984-05-30 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum Übertragen einer Streckeninformation an eine Empfangseinrichtung auf einem Fahrzeug
DE3126383C2 (de) * 1981-07-03 1987-07-09 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum Übertragen von Daten

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4132786A1 (de) * 1991-10-02 1993-04-08 Standard Elektrik Lorenz Ag Einrichtung zur induktiven uebertragung von steuerungsinformation auf schienenfahrzeuge
WO1996016856A1 (fr) * 1994-11-30 1996-06-06 Siemens Aktiengesellschaft Systeme de commande automatique de la marche des trains
EP0794889A1 (fr) * 1994-11-30 1997-09-17 Siemens Aktiengesellschaft Systeme de transmission continue de donnees
EP0735381A3 (fr) * 1995-03-29 1998-10-21 Siemens Schweiz AG Méthode et système de communication pour transmission des données entre deux stations
EP0738973A1 (fr) * 1995-04-13 1996-10-23 Siemens Integra Verkehrstechnik Ag Procédé de transfert de données et dispositif de transfert de données
EP1398747A3 (fr) * 2002-09-12 2007-12-26 Siemens Aktiengesellschaft Dispositif pour la transmission de données, en particulier pour trafic ferroviaire
EP1619102A1 (fr) * 2004-07-21 2006-01-25 Nedtrain Consulting B.V. Procédé et système de commande pour un véhicule
WO2010120462A3 (fr) * 2009-04-14 2011-01-20 General Electric Company Système et procédé permettant de créer une interface entre un dispositif de signaux en bordure de voie et un système de commande de véhicule
RU2672822C1 (ru) * 2018-02-21 2018-11-19 Общество с ограниченной ответственностью Научно-Производственный Центр "Промавтоматика" Способ и система диагностирования автоматической блокировки и система диспетчерской централизации управления движением поездов

Also Published As

Publication number Publication date
ES2063221T3 (es) 1995-01-01
DE59006831D1 (de) 1994-09-22
DE3935809A1 (de) 1991-05-02
EP0424664B1 (fr) 1994-08-17
ATE110037T1 (de) 1994-09-15
EP0424664A3 (en) 1991-11-27
AU6481690A (en) 1991-05-02
AU643709B2 (en) 1993-11-25

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