EP0535549B1 - Système de transmission inductive d'information de contrôle sur des véhicules ferroviaires - Google Patents

Système de transmission inductive d'information de contrôle sur des véhicules ferroviaires Download PDF

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Publication number
EP0535549B1
EP0535549B1 EP92116427A EP92116427A EP0535549B1 EP 0535549 B1 EP0535549 B1 EP 0535549B1 EP 92116427 A EP92116427 A EP 92116427A EP 92116427 A EP92116427 A EP 92116427A EP 0535549 B1 EP0535549 B1 EP 0535549B1
Authority
EP
European Patent Office
Prior art keywords
track
travel
conductor
loop
conductor loop
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.)
Expired - Lifetime
Application number
EP92116427A
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German (de)
English (en)
Other versions
EP0535549A3 (fr
EP0535549A2 (fr
Inventor
Hansgeorg Kast
Helmut Übel
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 EP0535549A2 publication Critical patent/EP0535549A2/fr
Publication of EP0535549A3 publication Critical patent/EP0535549A3/xx
Application granted granted Critical
Publication of EP0535549B1 publication Critical patent/EP0535549B1/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
    • B61L3/16—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

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • a device is e.g. described in European patent application 424 664 A2 in connection with claim 9.
  • the one which transmits control information for the direction of travel in which the intended train journey is to take place is activated.
  • the on-board control unit of a vehicle therefore only ever receives control information for one direction of travel. Nevertheless, for safety reasons, it is necessary to check on the vehicle whether control information transmitted from the route is really assigned to the driver's own direction of travel, which can be determined, for example, from the direction of rotation of the wheels. However, such a check is only possible if the assignment to a direction of travel can also be recognized from the control information itself.
  • the line conductor loop can also be crossed several times and in an asymmetrical spacing grid, and the vehicle can have devices for detecting intersections and for measuring the distance traveled between the intersections. Then the direction of travel is to be determined from the sequence of the phase change of the received signal.
  • Such loops must not be less than a minimum length that is required for the safe detection of the intersection distances. Laying such loops in confined areas such as train stations often causes difficulties. In addition, reliable intersection detection and the determination of the intersection distances require complex measurement technology on the vehicles.
  • the assignment of fixed identifiers for the two line conductor loops of a line conductor loop arrangement enables the vehicle to determine the assigned direction of travel from the order in which the two identifiers are received and to check the information received at the same route location for validity for its direction of travel and to use it for the next journey .
  • the laying of at least two line conductor loops in the area of a route location allows the modules required to operate the two loops to be accommodated in one housing and the use of common modules such as the power supply for both loops.
  • the transmission of important information can be carried out redundantly over both loops, so that e.g. a restrictive signal term is still transmitted even if one of the line conductor loops has failed.
  • Claim 2 relates to the preparation and storage of the fixed information to be transmitted and the information which changes depending on the signal aspect in the route device, as described in the prior art cited at the beginning for a signal location equipped with only one line conductor loop.
  • Claim 3 shows a possibility of redundantly transmitting important information by introducing different data telegram types, one of which is output via both loops and evaluated on the vehicles independently of the direction of travel.
  • An embodiment specified in claim 4 provides different transmission frequencies for the two different directions of travel. The assignment of the information sent out by a line conductor loop to a direction of travel can thus be determined even more reliably and even if the other line conductor loop has failed.
  • a vehicle can be informed of an impending change in the assignment of a frequency to a direction of travel.
  • assignment changes are e.g. Necessary if a vehicle travels a previously traveled route in the opposite direction without changing its direction of travel, for example after a turning loop.
  • Claim 6 relates to the arrangement of the line conductor loops in the area of a signal location in relation to the signal. Such an arrangement ensures that in the event of a red signal, emergency braking is triggered as prescribed at the signal location.
  • Claim 7 enables the use of the change of identifier that occurs during the transition between the line conductor loops as a location reference point.
  • Claim 8 provides for a partial overlap of the two loops when operating at different frequencies. This has the advantage of a smaller extension of the Line conductor loop arrangement while maintaining the possibility of determining the direction of travel from the sequence of the loop identifications.
  • Claim 9 prevents an evaluation of data telegrams intended for the opposite direction in the event of failure of a line conductor loop within a line conductor loop arrangement assigned to the opposite direction.
  • FIG. 1 two line conductor loops S1, S2 are shown schematically, which together form a line conductor loop arrangement.
  • the two line conductor loops are, seen in the direction of travel FR, right of the middle of the track, one behind the other in the track GL.
  • a receiving antenna FA located in the middle of the track on each vehicle to be controlled picks up the magnetic field of the conductor of each line conductor loop running in the middle of the track as it moves over the line conductor loop arrangement and carries a voltage induced by the magnetic field of this conductor to a receiving part of the vehicle's on-board control unit for evaluation to.
  • the two line conductor loops are fed from a line device SE with a transmission signal which e.g. how a frequency-shift-keyed high-frequency signal in the frequency range between 20 and 100 kHz can be when influencing the lines.
  • the line device is supplied with energy via a supply line SP.
  • the information to be transmitted is stored in the form of data telegrams in memories of the line devices.
  • Several types of data telegrams are kept available for both loops independently of one another and fed to the loops independently of one another. If the line conductor loop arrangement is at the location of a signal SIG, the data telegram is selected depending on the signal term set on the signal. For this purpose, the set signal term is supplied in coded form to the route device via a signal term feed line SI.
  • FIG. 2 shows a data telegram in its structure. It consists of a telegram header TK, which is used for synchronization and telegram recognition. In the following, it contains an identifier part KE, which contains a loop identifier in addition to a memory identifier.
  • the loop identifiers are always assigned to the loops of a line conductor loop arrangement in such a way that their sequence corresponds to a specific direction of travel. For example, a vehicle moving in the direction of travel FR in FIG. 1 first receives the identifier 1 of the first line conductor loop S1, and then the identifier 2 of the second line conductor loop S2.
  • the order 1, 2 of the identifiers received corresponds to the direction of travel FR, which is, for example, the main direction of travel. If the vehicle received the identification sequence 2, 1, it would deduce from this that the information transmitted is not intended for its direction of travel and must not be taken into account.
  • an information part IT with useful information follows in the data telegram, the composition of which depends on the data telegram type.
  • the data telegram is terminated with a redundancy part R, which is used to protect against transmission errors.
  • the individual data telegram types differ in their information part. They are output in a specified sequence on one or both line conductor loops. Information that is absolutely necessary for a journey (e.g. signal information) is summarized in a special data telegram type that is output via both loops of a line conductor loop arrangement and thus reaches a vehicle even if one loop has failed. Since experience has shown that the line conductor loops represent the most fault-sensitive part of the entire device, the reliability of the device is considerably increased by transmitting the basic information about both loops.
  • Line conductor loop arrangements must be provided for both directions of travel on railway lines with track change operation.
  • the arrangement shown in Fig. 1 can be easily installed for the opposite direction, provided the signals for the different directions are so far apart that both line conductor loop arrangements have space in the track without their effective areas overlapping.
  • FIG. 3 shows two line conductor loop arrangements S11, S12; S21, S22 are shown, whose effective areas overlap due to the signal locations for the two directions of travel which are close together.
  • the line device SE 1, 2 accordingly feeds the line conductor loops S11 and S12 with a first frequency F1 and the line conductor loops S21 and S22 with a second frequency F2 in the arrangement shown in FIG. 3.
  • the vehicle antenna is designed to be broadband enough, the vehicles can receive both frequencies with one antenna.
  • the vehicle receiver is set to receive the frequency relevant to the respective direction of travel.
  • the receiver is constructed in such a way that it generates two oscillator frequencies which are assigned to the two reception frequencies and, when mixed with the respectively assigned reception frequency, give the same intermediate frequency.
  • the switchover of the receiver between the reception frequencies F1 and F2 can then easily be carried out by switching the respectively assigned oscillator frequency to the mixer stage of the receiver.
  • the reception frequency can be switched over before the start of a journey, provided the same frequency is assigned to the intended direction of travel on all line conductor loop arrangements along the route ahead. If the frequency assigned to the direction of travel changes along the route to be traveled by the vehicle (such as cannot be avoided in turning loops or meshed route networks), the receiver can also be switched to a different reception frequency by a switching command transmitted via the previous line conductor loop arrangement.
  • FIG. 4 shows a line conductor loop arrangement for a direction of travel with overlapped line conductor loops S1, S2. Here both loops are operated at different frequencies.
  • the vehicle receiver must be designed for the simultaneous reception of two frequencies on two channels or both frequencies evaluate time multiplex.
  • the advantage of such an arrangement over the arrangement shown in FIG. 1 is its small spatial extent.

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  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Near-Field Transmission Systems (AREA)

Claims (9)

  1. Dispositif de transmission d'information de contrôle à des appareils de contrôle de bord de véhicules ferroviaires à l'aide d'une disposition de boucles de câble de voie placée au niveau d'un endroit prédéfini de la voie, en particulier d'un site de signal, et alimentée par un appareil de voie, laquelle disposition est affectée à un certain sens de la marche et transmet une information de contrôle affectée audit sens de la marche, caractérisé en ce que la disposition de boucles de câble de voie comporte deux boucles de câble de voie (S1, S2) qui sont posées, dans le sens longitudinal de la voie, l'une après l'autre dans la voie, en ce que chaque boucle de câble de voie transmet ensemble avec l'information de contrôle qu'elle doit transmettre une identification de boucle qui est différente de l'identification de bouche de l'autre boucle de câble de voie que comporte la disposition de bouches de câble de voie, en ce que l'ordre des deux identifications de bouches à l'intérieur de la disposition de bouches de câble de voie est défini en fonction d'un certain sens de la marche (FR) et en ce que les appareils de commande de bord des véhicules ferroviaires ne considèrent valable l'information de contrôle reçue que si le sens dans lequel le véhicule se dirige correspond au sens de la marche pouvant être déduit de l'ordre des identifications de bouches.
  2. Dispositif selon la revendication 1, caractérisé en ce que l'information de contrôle est transmise sous forme de télégrammes de données préenregistrés dans l'appareil de voie (SE) et en ce que les télégrammes de données contiennent des informations portant sur des données spécifiques au lieu et sur les différentes notions de signal et sont sélectionnés et émis en fonction de la notion du signal valable.
  3. Dispositif selon la revendication 2, caractérisé en ce que chaque bouche de câble de voie transmet successivement plusieurs télégrammes de données de type différent, en ce que l'information de base indispensable dans un type de télégramme de données est transmise et en ce que les véhicules exploitent les télégrammes de données de ce type, même lorsque le sens de la marche ne peut pas être déterminé à l'aide de l'ordre des identifications de boucles.
  4. Dispositif selon l'une des revendications précédentes, caractérisé en ce que différentes fréquences sont attribuées aux deux sens de la marche, en ce que chaque disposition de bouches de câble de voie affectée au même sens de la marche le long d'une voie est alimentée avec la fréquence attribuée audit sens de la marche et en ce que les appareils de commande de bord des véhicules possèdent des récepteurs qui peuvent être réglés sur les fréquences attribuées aux sens de la marche.
  5. Dispositif selon la revendication 4, caractérisé en ce que l'information de contrôle transmise par une disposition de câble de voie contient une indication sur la fréquence qui, à l'endroit de la prochaine disposition de câble de voie dans le sens de la marche, est déterminante pour ledit sens de la marche.
  6. Dispositif selon l'une des revendications précédentes, caractérisé en ce que les bouches de câble de voie (S1, S2) sont posées dans le sens longitudinal de la voie avant et après le signal (SIG), lorsque les dispositions de câble de voie sont placées sur des sites de signaux.
  7. Dispositif selon l'une des revendications 1 à 6, caractérisé en ce que le changement d'identification est utilisé comme point de référence pour mesurer la distance parcourue par le véhicule.
  8. Dispositif selon la revendication 4, caractérisé en ce que les boucles de câble de voie (S11, S12 ; S21, S22) de deux dispositions de boucles de câble de voie sont disposées dans la voie (GL) de façon telle que leur zones d'action se chevauchent.
  9. Dispositif selon l'une des revendications précédentes, caractérisé en ce que le lieu et la fréquence d'émission d'une disposition de bouches de câble de voie sont présignalés dans chaque télégramme de données transmis par l'intermédiaire de la disposition de bouches de câble de voie précédente.
EP92116427A 1991-10-02 1992-09-25 Système de transmission inductive d'information de contrôle sur des véhicules ferroviaires Expired - Lifetime EP0535549B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4132786 1991-10-02
DE4132786A DE4132786A1 (de) 1991-10-02 1991-10-02 Einrichtung zur induktiven uebertragung von steuerungsinformation auf schienenfahrzeuge

Publications (3)

Publication Number Publication Date
EP0535549A2 EP0535549A2 (fr) 1993-04-07
EP0535549A3 EP0535549A3 (fr) 1994-03-23
EP0535549B1 true EP0535549B1 (fr) 1995-05-31

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Application Number Title Priority Date Filing Date
EP92116427A Expired - Lifetime EP0535549B1 (fr) 1991-10-02 1992-09-25 Système de transmission inductive d'information de contrôle sur des véhicules ferroviaires

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EP (1) EP0535549B1 (fr)
AT (1) ATE123261T1 (fr)
DE (2) DE4132786A1 (fr)
ES (1) ES2075561T3 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4403981A1 (de) * 1994-02-09 1995-08-10 Sel Alcatel Ag System zur Übertragung von Steuerungsdaten auf spurgebundene Fahrzeuge
DE4436011B4 (de) * 1994-10-08 2009-05-14 Alcatel Sel Ag System zur Steuerung von spurgebundenen Fahrzeugen mit verbesserter Fahrzeugortung
DE19549284C2 (de) * 1995-12-22 2002-12-05 Siemens Ag Zugbeeinflussungseinrichtung
DE19549285C2 (de) * 1995-12-22 2002-09-19 Siemens Ag Zugbeeinflussungseinrichtung

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1235367B (de) * 1964-06-19 1967-03-02 Siemens Ag Einrichtung zum Bestimmen von Bewegungs-richtungen fuer schienengebundene Triebfahrzeuge
DE1605863A1 (de) * 1968-01-17 1971-01-21 Licentia Gmbh Verfahren zur automatischen Steuerung von Fahrzeugen in einem Bahnnetz
CA854797A (en) * 1968-08-30 1970-10-27 Claes Joseph Device for detecting the position of a railway vehicle on a track
DE2920181A1 (de) * 1979-05-17 1980-11-27 Licentia Gmbh Meldestellen-einrichtung fuer nicht- schienengebundene fahrzeuge
DE3118421A1 (de) * 1981-05-09 1982-12-02 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zur sicherung und steuerung von schienenfahrzeugen
DE3935809A1 (de) * 1989-10-27 1991-05-02 Standard Elektrik Lorenz Ag Einrichtung zur uebertragung von steuerungsinformation auf ein schienenfahrzeug

Also Published As

Publication number Publication date
ATE123261T1 (de) 1995-06-15
EP0535549A3 (fr) 1994-03-23
DE59202391D1 (de) 1995-07-06
ES2075561T3 (es) 1995-10-01
DE4132786A1 (de) 1993-04-08
EP0535549A2 (fr) 1993-04-07

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