EP1473208B1 - Procédé par la détection d'occupation de voie - Google Patents

Procédé par la détection d'occupation de voie Download PDF

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Publication number
EP1473208B1
EP1473208B1 EP03009575A EP03009575A EP1473208B1 EP 1473208 B1 EP1473208 B1 EP 1473208B1 EP 03009575 A EP03009575 A EP 03009575A EP 03009575 A EP03009575 A EP 03009575A EP 1473208 B1 EP1473208 B1 EP 1473208B1
Authority
EP
European Patent Office
Prior art keywords
frequency
receiver
information
transmitted
transmitter
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
EP03009575A
Other languages
German (de)
English (en)
Other versions
EP1473208A1 (fr
Inventor
Rolf Schmid
Manja Eichenberger
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.)
Siemens Schweiz AG
Original Assignee
Siemens Schweiz 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 Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to ES03009575T priority Critical patent/ES2247447T3/es
Priority to DE50301090T priority patent/DE50301090D1/de
Priority to AT03009575T priority patent/ATE303277T1/de
Priority to EP03009575A priority patent/EP1473208B1/fr
Publication of EP1473208A1 publication Critical patent/EP1473208A1/fr
Application granted granted Critical
Publication of EP1473208B1 publication Critical patent/EP1473208B1/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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/167—Circuit details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B61L1/181—Details
    • B61L1/188—Use of coded current

Definitions

  • the present invention relates to a method for detection a track occupancy according to the preamble of the claim 1.
  • track vacancy reporting means the axle counting - mechanically or electronically - known.
  • an axle detector is disclosed in which by means of an inductance passing through a conductor loop and The rails are formed in a limited section that Pre-crossing of a wagon or axle by short-circuiting the aforementioned inductance is detected.
  • An application of an axle counting sensor is presented in [2].
  • Electronic detection systems and in particular electronically working axle counters have the disadvantage that they turn on the relevant working frequencies, such as 33kHz, 43kHz or 850 kHz or 1.2 MHz exposed to interference and therefore have limited availability.
  • the interference can be caused, for example are powered by electric eddy current brakes and inverter locomotives.
  • a relocation of the Operating frequencies in supposedly interference-free areas bring lasting success.
  • very broadband Sources of interference can actually no working frequency which are outside the frequency band of the whole the sources of interference.
  • an interference field through a first coreless coil to detect and provide a second coreless coil to the Compensate interference field This application can not full compensation can be achieved as these are only for homogeneous interference fields acts.
  • a wheel sensor which has two independent, having galvanically isolated Radsensorsysteme. These detect the wheel flange of a railway wheel.
  • the operating principle based on an electromagnetic alternating field deprived of energy by damping with metal. This System requires monitoring of correct assembly.
  • the present invention is therefore based on the object to provide a method for detecting the lane occupation, that as far as possible immune to electromagnetic interference in a wide frequency range and no settings required during installation.
  • the inventive method opens up the possibility existing installations on the track, be it Axle counter or track circuits, continue to use.
  • By the Coupling of transmitting unit and receiving unit requires this inventive method no calibration and no level adjustments during installation.
  • Through the spectral broadband information containing signal is ensures that occurring interference fields, for example by magnetic rail brakes or eddy current brakes caused, does not affect the safety-related Detecting a track occupancy.
  • the spectrally wideband signal containing an information can be coded in various ways, for example through the Direct Sequence Spread Spectrum technique (DSSS) or by repetitive sending of a rising or falling Frequency curve. Because with this procedure always a receiver is present, this receiver can also be used for detection use of static or transient interference fields and thereby, in the sense of a learning system, it can be sent out Frequency course, if necessary outside or on Edge of an interference field to be created and safety be further improved. But this learning behavior is not absolutely necessary for the process according to the invention.
  • DSSS Direct Sequence Spread Spectrum technique
  • the frequency sweep keying technique is different from the otherwise commonly used meaning labeled with FSK technology. It may therefore not with the so-called Frequency Shift Keying Technique (also called: Frequency shift keying method) for which also the acronym FSK is in use.
  • Frequency Shift Keying Technique also called: Frequency shift keying method
  • An information S B spread in this way is modulated to a carrier frequency.
  • Fig. 1 shows two separated by a rail insulation 12 Track sections.
  • a track section is in the distance d from a transmitter / transmitter 5 a receiving circuit with a Receiver / transformer 6 connected.
  • a typical area for such a distance d lies in the interval 25 m .. 2500 m.
  • the thus modulated Carrier frequency when used in a track circuit as shown in FIG. 1 on the transmitting coil 51 as Part of a transformer 5 switched.
  • the secondary transmission coil 52 as part of the transformer 5 is connected to the two rails. 3 a track section connected.
  • the receiver / transmitter 6 has a receiving coil 62 and in the primary circuit Secondary circuit on a receiving coil 61.
  • the principal Function of such a track circuit in DC or AC technology is the following: Responds to a quiet track circuit a receiving device at a free track and the Rail-mounted relay or electronic detection "picks up". If a wagon is on the track section, it will change the electrical conditions. It creates a shunt, so that by the receiving device only a small Residual current flows. This will determine that the section is occupied, since the jelly relay then no longer "attracts". This construction has the consequence that all frequently occurring Errors such as interruptions of the circuit (for example by a Line break or defective fuses) to one alleged lead occupied track section.
  • This procedure in DC or AC technique has the disadvantage that reverse currents in the rails can simulate an occupancy, the do not represent any occupancy by an axle or vehicle.
  • the spread signal modulated onto a carrier frequency band is broadband.
  • the specified upper limit of the frequency band can be explained by the fact that above this frequency emission limits must be observed.
  • the level of the signal S B 'received by the receiver 6 in the receiver coil 62 is dependent upon the presence of a wheel 1 in the immediate vicinity of the transmitter / receiver located on the rail. In a receiving device (not shown in the figures), this signal S B 'must be despread. This is generally much more complex than the spread.
  • the transmission clock is directly present in the reception device, because transmission and reception devices can be realized directly next to one another or as an integrated device.
  • This essential requirement is generally not the case for DSSS messaging.
  • no special effort for synchronization is provided in the receiving device.
  • the received signal S B ' is in turn XORed to the same Barker code B.
  • the received signal S B ' has according to the figure 5 at the point i a curve S i .
  • a non-ideal course also occurs in the other places, but this is not shown in FIG. 5, but is shown merely by way of example for location i.
  • This signal S i deviates from the mean signal strength S Avg by D i .
  • the deviation D i is then multiplied by -1 if the value of the Barker code at the position i is equal to 1.
  • the result R i is calculated from this value added to the average signal strength S Avg .
  • the transmitted spread S B can nevertheless be regenerated as information S.
  • the following frequencies or a frequency band from the frequency band listed below are used for the transmission: 10 kHz .. 30 MHz.
  • the information S is spread with another Barker code B 2 , this code comprising m 2 digits.
  • the spread signal S B2 is modulated on a carrier frequency band disjoint with respect to the first carrier frequency band.
  • the Barker Code B 2 no special conditions apply, in particular the lengths m and m 2 may be different. In this way, a redundant two-channel system for detecting a track occupancy is created, which is largely immune to interference on certain frequency bands and thereby optimally meets security requirements. Despite the redundancy, no second installation of facilities on the track is required. Such a second channel with another Barker code B 2 can be implemented with relatively little effort.
  • the second embodiment of the present invention will be based on the "magnetic" implementation according to the Fig. 2 and 3 explained.
  • the receiving coils 9a and 9b detect over the field lines 13, the spectrum emitted by the transmitting coil 5.
  • the level This spectrum is dependent on the presence of a Rades or an object made of a magnetic material between transmitting coil 5 and receiving coil 9a and 9b.
  • FIG. 6 c shows a constant level P s over the frequency range, which is defined by the lower frequency f 1 and the upper frequency f 2 .
  • the transmitting coil 5 is supplied via the aforementioned frequency range [f 1 .. f 12 ] this level.
  • a reception level P S is shown in a momentary level distance P D , it is assumed that an interference field D f is present in a small subrange around a frequency f.
  • the term "momentary" mentioned above means for the relevant frequency f at a certain time.
  • This reception level occurs at a reception coil 9a or 9b.
  • This interference field is of course part of the received signal S B , with the level P s ,. For clarification, however, this is designated in FIG.
  • FIG. 8 shows an evaluation of the frequency characteristics f a and f b generated according to FIGS. 6 a in an implementation with digital signal processors.
  • the transmitting device 50 has a voltage-controlled oscillator 55 (VCO voltage controlled oscillator).
  • a controller 56 generates a corresponding voltage curve for the desired frequency profile.
  • Not shown in FIG. 9 is a possibly provided feedback in order to avoid transient or quasi-static interference fields detected in the receiver coils 9a and 9b.
  • a transmission clock generator 54 is provided for determining the respective distance T ab from the two frequency curves f a , f b as well as for the repetition T REP .
  • the receiver coils 9a and 9b are each connected to a broadband filter 71.
  • the transmit clock generator is also connected to bandwidth attenuated filters 71 to supply the received level of the respective frequency to the A / D converters 72 in the respective time frame.
  • the digital values of the levels at discrete time intervals are levels at specific frequencies, see FIG. 6c. Although the frequency is indicated on the abscissa, in a method with, for example, a linearly increasing frequency, this abscissa is also underlaid by a time axis.
  • These digital levels are subjected to a reference storage 64 over time in order to be able to compensate for any aging phenomena.
  • the time constant here is orders of magnitude of weeks or months.
  • the above-mentioned digital signals are, as explained earlier on FIGS. 6a and 6c, used for wheel or axle recovery.
  • the result is a value ⁇ 1.
  • the sign contains the direction of travel.
  • the long-term return of the stored reference values has the consequence that this embodiment of the present invention requires no external calibration.
  • the aforementioned value ⁇ 1 is further evaluated in a known manner in the Achsoutheasternelektronik 80.
  • FIG. 6b shows a logarithmic progression, the scale f 1 to f 2 being linear.
  • a representation with a logarithmic scale would also have been possible, the graphical representation then appearing as "linear".
  • the advantage of a logarithmic progression lies in the fact that the residence time in an assumed interference band f d1 and f d2 is shorter than in the linear time profile according to FIG. 6a. In this way, a statically known interference band can be additionally avoided.
  • the respective emitted frequency response f a , f b , etc. is known, it would also be possible to determine by a detection and analysis of the disturbance field "the frequency response to be emitted so that the current, quasi-static interference field 6a and 6b, the frequency response over time is strictly monotonically increasing, but it is also possible to provide a frequency response that is either monotonically increasing, monotonically decreasing, or severe is monotonically decreasing.
  • first course f a can also be ascending and the second course f b formed falling.
  • the method described above can also be carried out with two channels.
  • independent transmitting devices 6c and 6d are provided for a second channel, which generate a frequency curve f c and f d as shown in FIG. 6a.
  • the corresponding courses f c and f d can be registered in the receiver coils 9c and 9d and analyzed or correlated in the receiver units 6c and 6b.
  • This dual-channel design enables the required safety requirement with regard to redundancy and independence to be met.
  • the transmitting coil 5 is a static element. A possible impairment of the function of the transmitting coil 5 can be determined from the transmitter side and is thus independent of signals of the receiving circuits.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Claims (15)

  1. Procédé de constatation d'une occupation de voie par :
    A1
    un capteur (9) de roue qui est disposé sur un rail (3), qui comporte un émetteur (5) et un récepteur (6) et qui enregistre une variation du champ magnétique à la suite d'une roue (1) de chemin de fer qui passe sur le rail (3),
    ou
    A2
    un circuit de voie qui est formé de deux rails (3), qui a un émetteur (5) et un récepteur (6) et qui est court-circuité lors du passage d'un véhicule de chemin de fer, le court-circuit pouvant être enregistré dans le récepteur ;
    caractérisé par les stades de procédé :
    B
    l'émetteur (5) est alimenté en un signal (SB) qui est engendré dans une unité (50 ; 5a, 5b, ...) d'émission, qui est à bande large du point de vue spectral et qui contient une information (S) ;
    C
    des signaux (SB') enregistrés par le récepteur (6) sont envoyés à une unité (60 ; 6a, 6b, ...) de réception pour récupérer l'information (S) émise au stade B du procédé, l'unité (50 ; 5a, 5b, ...) d'émission et l'unité (60 ; 6a, 6b, ...) de réception étant couplées ;
    D
    on tire parti de niveaux différents qui se produisent du signal (SB') enregistré pour constater l'occupation de voie.
  2. Procédé suivant la revendication 1,
       caractérisé en ce que
       au stade B du procédé, l'information (S) à transmettre est étalée avec un code (B) en technique Direct Sequence spread Spectrum dans l'unité (50 ; 5a, 5b, ...) d'émission et est modulée sur une bande de fréquence porteuse.
  3. Procédé suivant la revendication 2,
       caractérisé en ce que
       au stade C du procédé, pour le couplage de l'unité (50 ; 5a, 5b, ...) d'émission et de l'unité (60 ; 6a, 6b, ...) de réception, la cadence (54 ; 20) d'émission est envoyée à l'unité (60 ; 6a, 6b, ...) de réception.
  4. Procédé suivant la revendication 2 ou 3,
       caractérisé en ce que
       au stade B du procédé, l'information (S) à transmettre est étalée avec deux codes (B, B2) différents et est modulée sur des bandes de fréquence porteuses disjointes.
  5. Procédé suivant l'une des revendications 2 à 4,
       caractérisé en ce que
       la bande de fréquence porteuse a une plage de 10 kHz à 30 MHz.
  6. Procédé suivant la revendication 1,
       caractérisé en ce que
       au stade B du procédé, l'information (S) à transmettre est codée dans l'unité (50 ; 5a, 5b, ...) d'émission par émission de deux courbes (Tab, fa, fb, ...) de fréquence successives, les deux courbes étant émises de manière répétitive (Trep).
  7. Procédé suivant la revendication 6,
       caractérisé en ce que
       au stade B du procédé, l'information (S) à transmettre est codée dans l'unité (50 ; 5a, 5b, ...) d'émission par émission de quatre courbes (Tab, fa, fb, fc, fd) de fréquence qui se succèdent, les quatre courbes étant émises de manière répétitive (Trep).
  8. Procédé suivant la revendication 6 ou 7,
       caractérisé en ce que
       il est prévu un générateur (20) pour l'émission répétitive et en ce que le générateur est couplé à l'unité (5a, 5b, ...) d'émission et à l'unité (6a, 6b, ...) de réception.
  9. Procédé suivant l'une des revendications 6 à 8,
       caractérisé en ce que
       la courbe (fa, fb, ...) de fréquence est croissante linéairement ou décroissante linéairement en fonction du temps.
  10. Procédé suivant l'une des revendications 6 à 8,
       caractérisé en ce que
       la courbe (fa, fb, ...) de fréquence est croissante logarithmiquement ou décroissante logarithmiquement en fonction du temps.
  11. Procédé suivant l'une des revendications 6 à 8,
       caractérisé en ce que
       la courbe (fa, fb, ...) de fréquence est croissante de manière monotone ou décroissante de manière monotone en fonction du temps.
  12. Procédé suivant l'une des revendications 6 à 11,
       caractérisé en ce que
       avant d'exécuter le stade B du procédé, un champ parasite détecté par le récepteur est analysé et en ce que, dans le stade B du procédé, la courbe (fa, fb, ...) de fréquence est fixée à l'extérieur ou au bord du champ parasite.
  13. Procédé suivant l'une des revendications 6 à 12,
       caractérisé en ce que
       les courbes (fa, fb, ...) de fréquence sont mises dans une bande de 10 kHz à 10 MHz.
  14. Procédé suivant l'une des revendications 1 à 13,
       caractérisé en ce que
       le capteur (9) de roue a pour la détection du sens du passage deux bobines (9a, 9b) de réception.
  15. Procédé suivant l'une des revendications 1 à 13,
       caractérisé en ce que
       le capteur (9) de roue a pour la détection du sens de passage quatre bobines (9a, 9b, 9c, 9d) de réception.
EP03009575A 2003-04-29 2003-04-29 Procédé par la détection d'occupation de voie Expired - Lifetime EP1473208B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
ES03009575T ES2247447T3 (es) 2003-04-29 2003-04-29 Procedimiento para la deteccion de la ocupacion de las vias ferreas.
DE50301090T DE50301090D1 (de) 2003-04-29 2003-04-29 Verfahren zur Detektion einer Gleisbelegung
AT03009575T ATE303277T1 (de) 2003-04-29 2003-04-29 Verfahren zur detektion einer gleisbelegung
EP03009575A EP1473208B1 (fr) 2003-04-29 2003-04-29 Procédé par la détection d'occupation de voie

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03009575A EP1473208B1 (fr) 2003-04-29 2003-04-29 Procédé par la détection d'occupation de voie

Publications (2)

Publication Number Publication Date
EP1473208A1 EP1473208A1 (fr) 2004-11-03
EP1473208B1 true EP1473208B1 (fr) 2005-08-31

Family

ID=32981765

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03009575A Expired - Lifetime EP1473208B1 (fr) 2003-04-29 2003-04-29 Procédé par la détection d'occupation de voie

Country Status (4)

Country Link
EP (1) EP1473208B1 (fr)
AT (1) ATE303277T1 (fr)
DE (1) DE50301090D1 (fr)
ES (1) ES2247447T3 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007031139A1 (de) * 2007-06-29 2009-01-02 Siemens Ag Verfahren zur Erhöhung der Störsicherheit eines Radsensors und Radsensors zur Durchführung des Verfahrens
DE102008008028A1 (de) * 2008-02-04 2009-11-26 Siemens Aktiengesellschaft Verfahren zur Erhöhung der Störsicherheit eines Radsensors und Radsensor zur Durchführung des Verfahrens
ES2531016B1 (es) * 2014-03-18 2016-02-12 Logistica Y Telecomunicacion, S.L. (Logytel) Dispositivo sensor y procedimiento para detectar el paso de los ejes de los trenes por las vías
CN112214876B (zh) * 2020-09-11 2024-12-27 通号城市轨道交通技术有限公司 Cbtc信号测试系统中计轴建模方法、装置与电子设备

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3307689C2 (de) * 1983-03-04 1984-12-20 Standard Elektrik Lorenz Ag, 7000 Stuttgart Schaltungsanordnung zum Betrieb eines induktiv arbeitenden Schienenkontakts
GB2149275B (en) * 1983-10-26 1987-01-21 Standard Telephones Cables Ltd Identity card recognition system
JP3291607B2 (ja) * 1994-12-28 2002-06-10 日本信号株式会社 列車検知装置
DE19709840C2 (de) * 1997-02-28 2001-10-04 Siemens Ag Einrichtung für die Achszählung zum Unterscheiden von Radbeeinflussungen und Nicht-Radbeeinflussungen
JP2001063573A (ja) * 1999-08-27 2001-03-13 Mitsubishi Electric Corp 列車検知装置

Also Published As

Publication number Publication date
ATE303277T1 (de) 2005-09-15
EP1473208A1 (fr) 2004-11-03
ES2247447T3 (es) 2006-03-01
DE50301090D1 (de) 2005-10-06

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