ES2425341T3 - System for communication with trains on railway lines - Google Patents

Abstract

A system for detection of trains and digital communication with trains on a railway line with at least one track, which track is divided into a plurality of successive track segments, known as track blocks, and means for generating signals for detection of or communication with the train being provided for each of said track segments and receiving means allowing the track block to receive said detection and communication signals generated by a train by active signal generation or change of the detection and communication signals transmitted to the track block as well as means for processing the detection signals or the communication signals received from the track block to determine the operating or working conditions of the train and/or the track block based on the changes found in the received signals with respect to the transmitted signals and/or on the information contained in the communication signals transmitted by the train and means for generating signals indicative of the operating or working conditions of the train and/or the track block and for transmitting said status signals to a central railway network control unit, known as central Interlocking System, which is connected to said detection and communication unit and receives signals therefrom, indicative of the conditions of the train and/or the track block, and transmits control signals for detection of and communication with the train.

Description

System for communication with trains on railway lines

The invention relates to a system for communicating with trains on railway lines, a system comprising the combination of features according to the preamble of claim 1.

Train detection systems are known in the art, as disclosed for example in a previous patent application of the applicant of this document, with publication number EP 1338492. This train detection system is known as a track circuit . The track of a railway line is divided into a plurality of sections. Each section, known as a canton, has a unit associated with it, with a transmitter and a receiver designed for the alternative connection between each other and to one of the two opposite ends of a corresponding track section. The transmitter injects a signal at one end of the track section and is received at the opposite end of it. The transmitted signal has coding, amplitude and frequency characteristics predetermined and defined in an appropriate manner, so that when a train is present in the track section, the short circuit between the rails of the track section caused by the train axes causes a change , in particular a reduction of the signal, and allows the detection of the train.

Other prior art systems are called axis counters, which include sensors to detect the axes of a train passing through a canton.

In still other systems the track and the sections are used for the communication of messages between the train and the unit of the side of the route and vice versa.

All prior prior art systems include units that operate electronically, which are basically hardware-type and have a special purpose, dedicated construction designed for their specific function. For example, about the track circuits and as disclosed in the previous document with publication number EP 1338492, whose information content is integrated in this document as a reference, the operational units of the track circuit located in the track, that is the units on the side of the track or the side of the path, include all the sections required for its operation. In particular, these operational units include track segment interface sections and diagnostic sections, as well as sections for generating the signals to be transmitted and for processing the reception signals and sections for communicating with the central railway traffic management unit, that is, to transmit train presence data to said central management unit and to receive controls from said central management unit.

EP0771711 discloses an audio frequency track circuit with data transmission transceiver interface (digital CT).

Also, still about track circuits, various types of construction are known, which are used in different systems, each carrying specific advantages and disadvantages. For example, EP 0 878 373 A2 discloses the preamble of claim 1.

Thus, for example, in certain track circuits, the junction that connects the receiver and transmitter to the track section is controlled by a switch that, depending on the direction of the expected train, selects the transmitter end of the track section, and in consequently the receiver end, thus really defining a sense of signal propagation within the track segment. These junctions, known as directional junctions, allow the use of pulse or acoustic signal coding techniques. The units, which are specially designed to operate in one of the modes mentioned above, cannot operate in other modes, so specific dedicated operating units for each type of track circuit have to be provided, which have track interconnection headers with a construction especially dedicated to the particular signal transmission and coding mode and especially include the sections for generating the signal to be transmitted and for processing the received signal, sections that are constructed according to the techniques used for the coding and decoding or processing of said signals for the recovery of train presence information. As a result, any technological modification in a railway line requires either the maintenance of the existing track circuit technology to avoid the replacement of the operating units or the replacement of the operating units for adaptation to the new track circuit technologies , leading to the last option the replacement of parts of these operating units that could be used even in combination with the new track circuit technologies.

In addition, each of the various types of track circuit has particular characteristics that make it more or less suitable for use in different operating conditions, wear or deterioration of the track sections. In the prior art, once a type of track circuit has been selected and the operating units dedicated to the type of track circuit have been installed, the mode of operation of the track circuit cannot be changed unless the operating units They are also replaced. Such a replacement would imply cost inconvenience, and would be unfeasible due to time constraints. However, in certain cases, for example in the case of oxidation rail deterioration, impulse track circuits must be used, which guarantee less signal attenuation.

The operating conditions of the track may also depend on the atmospheric state. While brief variations of the atmospheric state can be neglected as transient events, there are climatic zones in which

Meteorological phenomena, such as rain, snow and ice, are seasonal in nature and remain for a relatively long period of time, although they are still of short duration if the time and costs necessary to switch to train detection technologies other than those are considered. which are in use and in particular suitable for these weather conditions. It should also be noted that, at the end of a season, a new station follows, with changing weather conditions.

Yet another drawback of the prior art track circuits is that each operating unit is connected independently of the others to the track and the central rail traffic management unit, ie the interlocking computers. This requires considerable costs in terms of both materials and installation.

The structural rigidity of the modes of the operating units associated with the track circuits is a limitation especially when adapting and maintaining existing lines, but also by making new lines that have devices or systems of different manufacturers combine with each other, in which The selection of operation and construction technologies depends on tradition.

Types of track circuits are also known in which the junctions for the connection of the transmitter and receiver of the operating units are non-directional and the signal injected into the track circuits is propagated in both directions.

In this case again the operating units are built with a structure and architecture dedicated to their planned tasks and specifically to the interconnection modes of track.

About track circuits, there are multiple variants of them, including in general:

of audio frequency without unions,

low frequency mechanical bonding;

of mechanical union impulse.

Another drawback about all track circuits is that the controlled track sections cannot be longer than approximately 2 km. Even at such length, track sections require the provision of capacitors arranged along the track section in order to compensate for the loss of signal energy.

In addition, any failure or malfunction of an operating unit or a track circuit requires restoring the track circuit and / or the corresponding operating unit, because the condition of malfunction or damage triggers a restrictive signal for the corresponding track circuit, it is say a train presence condition, signal that is transmitted to the traffic management unit. In this case, if no operational replacement unit is available, then the corresponding track circuit will be inactive, so it will either be forced to a permissive condition or will always indicate a malfunction condition.

About other units, such as axle counters and railroad communication sections, they have substantially the same problems as track circuits. In addition, if it is required that several different train detection systems be present simultaneously on the same railway line, that is to say on the same track, for example in particular at least one track circuit, at least one axle counter and / or at minus a system for exchanging messages from and to the train, a fully operational unit in the prior art is required for each of these systems, requiring as many operational units as sections or cantons of track.

Therefore, considering for example the systems mentioned above, the hardware requirements will be three times greater, and this will generate problems both in terms of time and costs of implementation and in terms of space requirements for the installation of operating units.

Therefore, the objective of the invention is to improve a system for communication with trains on railway lines with a view to overcoming the above inconveniences without requiring any cost increase, while simplifying and improving the efficiency of the general system architecture , towards a more flexible configuration of the communication methods used.

The invention achieves the above purposes by providing a system for communication with trains on railway lines according to the preamble of claim 1, further comprising the combination of features of the characterizing part of claim 1.

As used in the present description and claims, the term train detection system is not only intended to mean the track circuit that is used to detect the presence or absence of a train in a track canton, but also any type of device or system adapted to receive feedback from a train on a track, train that passes through the successive sections of track that form the track. In particular, the term train detection also includes axle counting devices and devices for communication with the train and the transmission of messages to the train.

Therefore, according to the present invention, the traditional operating units include, on the one hand, units designed for direct connection to the track and which allow interconnection with the track and the transmission and reception of signals having a well-determined structure and organization . On the other hand, central control and processing units are provided that also carry out the tasks of the prior art operating units, that is to say define the structure of the signals to be transmitted, the detection result by processing the received signals, such as the presence / absence of the train in a given track canton and / or the number of axes or even define the content of the messages to be transmitted to the train.

While the canton interface units, which interconnect with the individual track sections, substantially include controllable transmitter and receiver units and are hardware-based, the control and processing units consist of a combination of hardware and software, including a computer with at least one program stored in its memory, for execution by that computer, thus forming a hardware / software operating unit adapted to carry out the tasks of the control and processing units, required to determine the signal structure to be transmitted and the content of any message to be transmitted, control the canton interface units to transmit and receive and decode or extract information from the received signals.

Therefore, regarding the various train detection methods, the operational tasks involved in these methods are introduced into the control and processing units by the software that changes according to the method being used, while the hardware part for the Software processing and execution is substantially the same and the track interface units are substantially the same and are dedicated to the establishment of signal injection and extraction from and to the track.

The communication between the interface headers, ie the track interface units and the control and processing units, is advantageously based on a communication network, the interface headers and the control and processing units being connected thereto, each of them being identifiable by means of a unique ID code.

Therefore, thanks to the invention, a control and processing unit hardware configuration and some specific interface hardware units will allow the construction of several different train detection devices, such as a track circuit, an axis counter and / or a railway communication unit, simply providing different software programs for execution by the control and processing unit, each of the software programs causing the control and processing unit to perform the typical tasks of one of the Various train detection devices.

In particular, considering the above train detection devices, a hardware configuration can also be provided for the track segment interface units, in particular in the form of transmitting and / or signal receiving units.

However, about the various track circuit variants, for example, in this case again the control and processing unit can perform the tasks of said different track circuit variants by executing a corresponding software program.

The flexibility of the present system, which is due to the implementation of train detection device tasks at the software level, the device consisting of the combination of executable hardware and software, and also considering the combination with track interface units, whose tasks are limited to communication with the road and whose configuration is reduced to a minimized number of parts, provides additional advantages.

A construction of a traditional train detection device can be provided, for example, in which each track segment comprises at least one interface unit and at least one control and processing unit for each interface unit with a track section associated with the same.

Otherwise, a control and processing unit may be arranged to cooperate with multiple interface units, each associated with one or more cantons, i.e. track sections.

In both cases, the control and processing units can execute several different control and processing software programs, each being designed to cause the operation of the control and processing unit according to a different type of detection device and in particular a type Different from track circuit.

In a practical example, for example, a track section has a track circuit associated therewith with pulse signal operation and, in the variant in which each interface unit has its own dedicated control and processing unit, it is stored in this control and processing unit a control and processing program to perform the tasks of an operational unit of a track circuit with pulse signal operation. However, the track circuit for another track section, for example an adjacent track section, can be for example of the type of low frequency or audio frequency operation without junctions, whereby a control and processing unit is stored a corresponding control and processing program whereby such control and processing unit performs the tasks of a track circuit of the low frequency or audio frequency type without junctions.

Similarly, the foregoing also applies to the case where certain track circuits have an additional interface unit that is designed to form, in combination with the control and processing unit and a corresponding software program executed by that unit, an axis counter device or a train communication device. When this is possible, instead of providing two or more different track interface units for two or more different detection devices or track circuits, a common interface unit is provided. For the injection of signals to a track section and the reception of existing signals in the road section regardless of the information to be transmitted or extracted from the signals, identical interface units can be used, implementing the different tasks associated with the type of signal being transmitted, such as a particular coding or modulation of the signal transmitted to the track or a particular processing of the signal received to extract the requested information, in the control and processing software program executed by the control and processing unit .

The practical configuration example described above, in which each interface unit associated with a track segment has a dedicated control and processing unit associated therewith also applies to the variant in which a control and processing unit is associated with, or services, multiple interface units, each associated with one of multiple sections of track.

The aforementioned possibility of switching between several types of alternative track circuits by simply providing a different control and processing software program for execution by the control and processing unit, which causes said unit to perform the typical tasks of the type of circuit The selected track allows the track circuit to adapt to the changing conditions of the track sections and possibly to the various operating conditions of the track circuits, specifically the weather conditions.

By simply using a different control and processing program, which implements the tasks of a different type of track circuit or a different type of detection device, a type of track circuit and / or a type of detection device can be established for each track section and each weather condition that is most convenient for the specific conditions of the road sections and / or the weather conditions.

Therefore, for example, track circuits with pulse signal coding should be used in case of very oxidized tracks, while other types of track circuits that use different signal coding techniques and different signal frequencies may be more advantageous in case of heavy rains.

Advantages derive especially from an implementation of the different types of track circuit or train detection device that essentially consists of the storage and execution of a different control and processing software program, so that the system can be realistically adapted and simple to weather conditions, that is, to short-term changes in operating conditions.

In particular, if a control and processing unit is associated with multiple interface units of multiple track sections, then certain malfunction conditions of certain track circuits can be corrected. With a common control of multiple track circuits, an operational fault of a damaged track circuit can be hidden and corrected in the control and processing unit. Obviously there are dangers associated with the previous arrangement, so a parallel diagnostic system has to be provided in particular to ensure that an incorrect train detection in a track section is in fact caused by a malfunction of the corresponding track circuit.

In this case, a remedial action may consist of merging the damaged track circuit with the adjacent track circuit, and using the indication of the presence or absence of a train obtained from the track circuit that operates correctly as an indication for the track section associated with the damaged track circuit.

Therefore, the wrong indication of the malfunctioning track circuit is safely hidden, without causing traffic interruptions before or during the repair of the damaged or malfunctioning track circuit.

The invention relates to other features and improvements that are the subject of the dependent claims.

The features of the invention and the advantages derived therefrom will appear more clearly from the following description of a non-limiting embodiment illustrated in the accompanying drawings, in which:

Figure 1 shows a block diagram of the system architecture of the present invention.

Figure 2 shows a block diagram of the architecture of an operational train detection unit of the present invention.

Figure 3 shows a block diagram of the system in two possible variants of the present invention, in which the left half includes a control and processing unit for each interface unit or header, and the right half includes a control unit and processing that serves multiple units or interface headers.

Figure 4 shows a more detailed block diagram of the structure of the control and processing unit, according to the variant in which said control and processing unit serves multiple interface headers.

Figure 5 shows a block diagram of the processing logic section.

Figure 6 shows a block diagram of the transmitter module of the control and processing logic subsection.

Figure 7 shows a block diagram of the receiver module of the control and processing logic subsection.

Figure 8 shows a block diagram of the interface unit or header.

Figure 9 is a block diagram of the field interface.

Figures 10 and 11 show the block diagrams of the vital receiver and the AD converter of said field interface.

Figure 12 shows a block diagram of the structure of a track interface.

Figure 13 shows a block diagram of the track elements.

Figure 14 shows a block diagram of an example coding, using a type of track circuit with non-directional junctions using DSSS signal coding.

With reference to Figure 1, a train detection system, that is to say occupancy detection on a railway line, or the like, and for digital communication with trains running along said railway line comprises at least one track that forms the railway line and is divided into a plurality of successive sections galvanically isolated having a predetermined length, known as cantons, sections of track that form, in combination with the control and monitoring subunits 2, 2 ', 2 ”, an element called track circuit. In Figure 1, track circuits are indicated as Cdb1, Cdb2 and Cdb3. These track circuits use rails to send signals that allow train detection in the corresponding track section, and to communicate with a train. In addition, the signals sent to each section of track can be used to detect any failure or damage to the track.

The system includes a central control and management unit, designated by the number 1 and indicated as TDM. This management unit generates control signals to execute procedures for the detection of a T train and / or procedures for communication with a train on said track and / or to execute diagnostic procedures and transmit them to the control and monitoring subunits 2, 2 ', 2 ”associated with each canton or section of track and forming with them the track circuit Cdb1, Cdb2 and Cdb3. The 2, 2 ', 2 ”subunits are operating units that are designed to execute the procedures for the detection of T-train in the associated canton, the communication procedures and / or the diagnostic procedures and transmit to the control and monitoring unit central control signals, that is to say the information detected about the presence or absence of the train T within the corresponding canton and / or about whether adequate communication has been established with the train and / or the diagnostic signals referring to the circuit of track. Each control and monitoring subunit 2 is associated with each corresponding canton to form a train detection device in the form of a so-called Cdb1 Cdb2 and Cdb3 track circuit, and is connected to the terminal ends thereof by means of a transmitter 3 and a receiver 4. Each subunit 2 and its respective canton, that is, section of road associated with it, are uniquely identified by a predetermined identification code.

Specifically, the 2, 2 ’, 2” subunits called TDH are of the type designed to operate in isolated double rail track circuits. In this type of track, both rails are mechanically interrupted, and the traction power is returned by inductive connections.

The control and monitoring subunits 2 are designed for use in two-way track circuits and, for this purpose, a signal transmission inversion feature is provided to propagate train detection signals and coded communication signals in the direction opposite to the direction of train movement.

A train is detected by injecting a fixed current signal into each track circuit, that is, a signal that has a fixed current level once it is decoded. The signal transmitted by the transmitter to the track circuit to the receiver in a direction opposite to the direction of train movement is received if no train is detected. When a train is present, the rails are short-circuited by the train itself, and no signal reaches the receiver.

The control and monitoring subunit 2 can manipulate (transmit / receive / acknowledge receipt) the following signals:

codes;

“fixed frequency” signal, which is used to obtain the busy / unoccupied function when no code is provided (no path or routing).

The track circuit is encoded by interrupting a carrier frequency a predetermined number of times per minute (amplitude modulation). This application uses four types of code. These types are obtained using a 50 HZ carrier interrupted 75, 120, 180 or 270 times per minute (the corresponding code is indicated by the number of interruptions per minute).

A coding of nine codes can also be used. In this case, the aforementioned PWM encoded signal may be added or superimposed on an additional signal derived by an identical PWM modulation of a carrier having a different frequency, that is to say a carrier of 100 to 200 Hz, in particular 178 Hz.

The characteristics of the fixed current train (CF) detection signal must ensure the maintenance of safety conditions even when insulation losses occur at the junctions between adjacent track circuits. A track circuit architecture according to an embodiment that will be described in more detail later in this document includes a transmitter for each track circuit, connected by means of the operating unit 2, 2 ', 2 "to the management unit of Central rail traffic 1. A modulation is introduced in the CF signal, which is different between adjacent track circuits and is adapted to ensure safety conditions even when power is transferred from one track circuit to the next.

A possible solution that is also used in the prior art provides different CF signals (4 sets) for proper assignment to track circuits to ensure that there is not the same signal in adjacent track circuits. In all sets, the signal is composed of a 50 Hz carrier transmitted alternately in phase and in phase opposition with respect to a hypothetical 50 Hz reference. The sets are differentiated by the time intervals between two successive phase stages. The opposite sections are connected by means of a signal separation of 90 ms, corresponding to 4.5 signal periods of 50 Hz. Through this arrangement a constant amplitude signal is always provided at the output of a band pass filter tuned to 50 Hz, which guarantees occupancy detection at any time.

The foregoing constitutes one of the possible signal coding arrangements for signals transmitted to the track for train detection using the train detection system of the present invention, which is further illustrated in Figure 2. It should be noted that this Architecture is also used with different types of train detection devices or with different track circuit variants. These variants differ by the techniques they use to encode the transmitted signal and to demodulate the received signal to retrieve train detection information as well as by the techniques to interconnect the operating unit 2, 2 ', 2 "with the track section that they can also use a non-directional junction, which does not confer a unique sense of propagation of the signal transmitted along a track segment between a transmitter and a receiver of the operating unit.

Therefore, regardless of the specific signal coding technique and the type of track circuit of the particular prior art as described above, all train detection devices provided in the most general sense as used herein. The document and have been defined above have the same architecture, in particular as regards the operating unit 2, 2 ', 2 "and suffer the same drawbacks described in the general introduction to this document.

Figure 2 shows in more detail the block diagram of the train detection system of the present invention, in which the operating units 2, 2 ', 2 "have a different structure.

According to the present invention, the operating unit 2 is composed of several separate units, that is:

a control and processing unit designated by the number 10 and called TDM (Train Detection Module);

a track segment interface unit or header designated by the number 30 and called TDH (Train Detection Head);

and a unit for communication between the two previous units 10 and 30, which is provided in the form of a digital communication network, such as an intranet or similar network and is designated by the number 20 and called TDN (Train Detection Network , train detection network).

As mentioned earlier, this fragmentation of the operating units allows the train detection system to have a distributed topology, in which the control and processing units 10 are assigned in a technical room and interact with the track sections through of the interface headers 30, that is to say field units on the side of the track, using a typical digital network communication protocol through a communication network designated by the number 20.

This architectural decomposition also causes the tasks carried out by the traditional operating units to be distributed among the various control and processing units 10 through the communication network 20 and the track interface units or headers.

The TDM 10 control and processing unit is a section that provides the processing platform of the

train detection system. On the one hand, this unit receives information from the interlocking system, that is, from the central railway traffic management unit 1 using the PSCOM 110 communication modules. On the other hand, the control and processing unit generates the information that must be transmitted to the track sections and / or the train using the interface units or headers 30 and the communication network 20. Furthermore, through the network 20, the control and processing unit 10 receives the signals that the units or headers interface 30 detect from the track sections and transmit to it, and processes them to identify the occupation status of a specific road segment, that is to say the presence of a train within the specific road segment or to identify other parameters of the railway or train system, such as the number of axes or to identify the content of messages transmitted by the train through the track. The result of such processing is transmitted by the control and processing unit 10 to the railway traffic management unit 1 through a transmission interface 110. The transmission between the control and processing units 10 and the railway traffic management unit Central 1 may be of the type known in the art such as CAN-BUS or other protocols that are widely used in transport systems.

As explained below, the control and processing unit is composed of a combination of hardware and software, the hardware part being substantially general type and being adapted to store and execute several different task and configuration implementation programs. Therefore, these programs include the instructions for the hardware part, so that the control and processing unit performs the specific tasks above, which depend on the type of train detection device being used, that is, they correspond specifically to a particular type of track circuit or axis counter or train-to-train communication system. Through this arrangement, the control and processing unit has a very high flexibility, and the characteristics of the detection system can be changed in very short times and with very low costs.

As shown in Figure 3, the architecture can be provided in two general variants. One of these variants is shown on the left of Figure 3 and only implies that the traditional prior art operating units are divided into the operating units as mentioned above.

In this case, at least two interface units or headers 30 are provided for each track section designed to form a track circuit or a different circuit or device for train detection or other train parameters or operating conditions and the section of train via, and a dedicated control and processing unit 10 is provided for each interface unit or header 30. All control and processing units 10 communicate via the same communication network 20 with the segment interface unit or header corresponding track. This alternative embodiment is defined as a single track topology and already provides considerable advantages compared to prior art architectures.

With reference to the right side of Figure 3, the disintegrated architecture of the system of the present invention provides an alternative topology in which a control and processing unit serves and is therefore connected with multiple sections of track through the units or corresponding interface headers associated with each track section.

As mentioned above with reference to the prior art, each track section, and therefore each track circuit or other device for the detection of, or communication with, the train that includes the track section is identified by a code of unique identification, whereby the control and processing units 10 and the road segment interface units functionally associated therewith can recognize and cooperate with each other without interfering with other pairs of control and processing units 10 and interface units 30 within the system.

About the interface units, these are dedicated to track management and are located near the section, or canton, of corresponding track. The interface units or headers receive control signals from the dedicated or central control or processing unit 10 depending on the variant selected from the variants of the figure

3.

The controls contain information about the type of signal that has to be generated and transmitted to the track section.

In addition, the interface units transmit the signals received from the track section to the control and processing unit 10 regardless of whether the latter is a central or dedicated unit, as required by the use of a single or multiple track topology. tracks respectively, illustrated in figure 3.

The connection that allows the communication of the interface units 30 with the control and processing unit 10 is based on a digital communication network and should be considered an important part of the system architecture, because such communication section provides advantages in terms of system logic and power distribution.

About the types of train detection devices that can be used with the train detection system of the present invention, these include:

audio frequency track circuits without junctions;

low frequency track circuits with mechanical joints;

impulse signal track circuits with mechanical joints;

axis counters.

The above list is provided for illustrative purposes only and should not be considered to limit the flexibility of configuration of the train detection system of the invention.

It should also be noted, for example, that the junctions 130 for the connection of the track segment interface units may be of the directional type, whereby the track circuit operates as known in the prior art and described with reference to the Figure 1 in which, depending on the direction of the train, the signal is injected at either end of the track section and is received at the opposite end of the same track. Otherwise, the type of track circuit may include junctions 130 with non-directional characteristics, which cause bidirectional propagation of the injected signal in each canton and therefore from each interface unit 30 to the track. In this case, the signal transmitted to the track and the signal received from it will be encoded and decoded in different ways, allowing to identify precisely and uniquely the relationship between a component of the received signal and a given track segment.

The detailed construction of the control and processing unit (s) 10 is shown in the block diagram of Figure 4. With reference to Figure 4, the control and processing unit 10 has a control and processing section 210 with a two-of-two configuration, also known as 2oo2. The control and processing section 110 has two subsections of processing logic A and B, designated by numbers 310 and 310 ', which are connected via an internal bus to respective CPUs A and B, designated by numbers 410 and 410 '. The two processing sections 310 and 310 ’also communicate with each other through a communication line, designated as xport. This port is used for process synchronization and the exchange of vital data and is part of the 2oo2 platform. Similarly, the two CPUs A and B, designated by the numbers 410 and 410 ', communicate with each other by a serial link line, designated by the number 510.

The control and processing section further includes a power supply subsection 510 and a configuration subsection 610 that stores the configuration parameters of the detection devices that the control and processing unit has to use in combination with corresponding interface units 30 .

The control and processing section 210 is connected to a PSCOM communication interface, designated by the number 110, whereby said section 210 communicates with the central railway traffic management unit

one.

In addition, the control and processing section 210 has network communication interfaces A and B, designated by numbers 710, 710 ’, connected to each of the processing logics 310 and 310’. The control and processing section 210 communicates via the network communication interfaces 710 and 710 ', through the network 20, with the individual interface units or interface headers 30, each of which in turn It is designed to connect with one of the track sections.

CPUs 410 and 410 ’operate as an interface with a 2oo2 processing platform and manage the information generated by the corresponding processing section 310, 310’. These processing sections can be considered as interface controllers to interconnect with the external sections, that is, the interface headers 30, and to access them for the control and signal transmission and reception via the connector sections A and B 710 and 710 '.

CPUs 410 and 410 'communicate with other sections of the control and processing unit 10 using internal bus modules.

Figure 5 shows in greater detail the structure of the processing sections 310 and 310 'that have identical constructions.

Each processing section 310, 310 ’.

One of the relevant subsections is the digital signal processing section called DSP and designated by 311. This subsection is the receiving part of the processing engine and has the following tasks:

digital processing of signal flows that come from interface headers 30;

generation of test signals to validate the reception chains of the interface headers 30;

mathematical signal processing (RMS, FFT measurements, ie Fourier fast transform analysis), etc .;

determination of the occupancy status of the various track circuits and / or information designed to be detected by a particular train detection device, such as an axis counter or a train communication message unit.

The DSP subsection 311 may execute various signal processing techniques, in the form of software programs for execution by said DSP subsection and that incorporate specific signal processing or processing steps according to the processing or processing methods selected or required for the type of train detection device to be used. Therefore, a memory 311 is connected to the DSP subsection of digital signal processing 311, for the storage of the software or processing programs for execution by said subsection DSP 311.

The other section, also programmable, is the configuration subsection 312 that allows the configuration of the interface headers managed by the control and processing section 310.

Such a configuration subsection 312, as well as the DSP subsection of digital signal processing 311 communicate via an internal bus with a subsection of rail-to-train communication logic, to determine the direction and state of the interface headers, which is designated by the number 313 and manages the information exchanged the sections of CPU A and CPU B 410, 410 'through a communication bus 314. The TDM bus is a bus located in the control and processing unit 10 that manages the communication between modules and subsections, as well as the redundancy of the 2oo2 architecture and the vital protection of messages.

The information exchange management by subsection 313 includes message transmission management from interface headers 30 to the train, determining the direction of propagation of the transmitted signal for each interface header 30 when a directional junction is provided as provided. used in the prior art and described with reference to the prior art of Figure 1, and such management also includes the status of the track section relative to each interface header.

The interface headers 30 communicate with the control and processing sections 310 by means of the connector subsections 710, 710 ′ which in turn are connected to the control and processing subsection 310 by means of a connector interface 315.

The latter is connected to subsection 313 by means of a transmitter module 316 and to the DSP subsection of digital signal processing designated by the number 311 by means of a receiver module 317.

The purpose of the transmitter module 316, shown in greater detail in Figure 6, is to generate the train detection signal, for example including bit message modulation and phase control, to encode the information and messages of the signal of transmission to be transmitted to the interface headers 30, to establish the direction of propagation of the transmission signal for each interface header associated with a track segment.

Each transmitter module 316 comprises a main logic subsection 160 by means of which it communicates with the track-to-train communication logic subsection 313 to determine the direction and status of the interface headers. This main logic subsection 160 of the transmitter manages three subsections that have different tasks, that is message coding, configuration of the transmission signal to be injected into the track signal, and to check the transmission signal to be injected into the section of via.

The configuration subsection includes a frequency generator 161 which, in this example, can provide two different frequency carriers F1 and F2, giving the symbols bit = 1 and bit = 0 depending on the configuration read by the internal bus of the module control and processing

The module 162 generates an FSK type modulation (Frequency Shift Keying, frequency shift modulation) of the signal to be transmitted to the track section using as input the message provided by the TDM 314 bus subsystem and using the carrier signals with the F1 and F2 frequencies generated by generator 161.

On the other hand, the signal checking module 164 determines the amplitude and phase of the signal transmitted to track circuits and the switching module 165 of the track determines the establishment of the direction of transmission signal propagation from how it is established. The switch that establishes the signal input end of the track circuit when the junction of the track segment interface units is of the directional type.

The signal at the output of the FSK modulation module 163 is provided to an encoding module 166 that adds amplitude and signal phase information to the signal to be transmitted to the track segment, and the signal thus encoded at the module output Encoding 166 is provided to a network interface 167 from which connection interface subsection 315 is provided for communication with a corresponding interface header 30 through network 20.

Figure 7 shows an example receiver module 317. The receiver module communicates with the digital signal processing subsection 311 via an internal bus and comprises an interface for communication via said bus, designated by the number 171. On the other hand, the receiver module 317 communicates with the interface headers 13 through the network 20 and through a network interface 172.

On the one hand, the receiver module transmits test signals to a data encoder 174. The signals that must be

transmitted to the track section are packaged with information about the test signals used to certify the operation of the interface headers 30.

On the other hand, the receiving module receives from the interface header 30 the signals that the latter has received from a corresponding track section and transmits them, via the network interface 172, to a data decoder 173. Such a decoder of data processes the signal received from the circuit with information about the repeated check signals used to certify the operation of the interface headers 30 and the status of track occupancy, while a demultiplexer subsection 175 demultiplexes the data from the decoder 173. In the particular example of Figure 6, the demultiplexing operation provides data to the bus interface 171.

An exemplary structure for interface units or headers 30 is shown in Figure 8.

The interface unit 30 includes a field interface 301 for communication with the control and processing unit 10, comprising the means for performing signal transmission and reception tasks to and from the track section; a track interface 302 by means of which it communicates via track elements 303 with a section

or canton of track. The track interface 302 comprises the elements necessary for interconnection with the track section, such as the tuning unit, wheel detectors, or the like. Track elements include track or rail parts, such as joints, capacitors and other devices, which are mounted directly on the track or rails.

Figure 9 is a block diagram of field interface 301.

A subsection 100 called COM is intended to manage the transmission and reception and to encode and decode the communication data flow with the control and processing unit 10.

More in detail, in this example, the data flow is functionally broken down into the following signals:

-

transmission signals: they are data flows that represent the information used to construct or generate the signals that must be transmitted or injected into the track section;

-

test signals: these signals are transmitted and received from the control and processing unit 10 to certify the proper operation of the field interface section 301;

-

reception signals: these signals come from the track section and are the response of the track section to the transmission signals. These signals are processed by the control and processing unit 10 to retrieve information about the occupation status of a section of track.

The transmission signals are provided to a power controller interface 101 that adapts the signal level and processes the messages from the control and processing unit 10 to control the power amplification subsection 103. This power amplification subsection 103 amplifies signals AC and pulse to ensure its compatibility with the power requirements for the control of the various track interfaces. Particular advantages can be achieved by using a subsection that can dynamically adjust the amplitude, frequency and phase of the signal to be transmitted. This section provides a part of the transmission signal, called the repeated transmission tester, which is designed to be checked by the vital receiver subsection 104. By this arrangement, the transmission signal transmitted to the track segment can be safely checked. The power amplifier 103 receives power from a power section 106 that generates the power amplification signal and converts the power source to be used by the power amplifier.

The identification key module 105 contains the unique identification key of the track circuit and is intended to verify the identity of the field interface.

The vital receiver provides test signals and reception signals to the control and processing unit 10 and communicates with a diagnostic data acquisition section 107.

The output of the power amplifier 103 provides the signal to be transmitted to the track section and to a track switch 108. The latter is also connected to an input of the vital receiver 104, and the reception signal acquired from the track section is provided to said receiver through it.

The input and output of the track switch 108 are connected to the track connection interface section on the left side 200 and the track connection interface section on the right side 200 'of the track interface 302.

This block is only used when a signal-to-train characteristic is required, and the associated characteristic is to connect the transmission and reception signals with the right and left ends of the track section to transmit information to the train in the direction of propagation to the train. , depending on the direction of the train along the track. The switch 108 is controlled by the control and processing unit 10 using the transmission signal itself.

Vital receiver 104 provides vital monitoring of all required parameters to ensure the safe operation of the system. Its main tasks are to acquire and manage the following signals:

-

reception voltage from the track section (signal RX_Track);

-

adapted transmission signal (TX_Recheck signal);

-

test signal used for the safe operation of the receiver (signal TEST_SIGNALS);

-

identification key (signal ID_KEY);

-

power supply (POWER SUPPLY RECHECK signal);

-

time base and reference voltage for A / D and D / A conversion;

-

diagnostic data (signal DIAG_DATA).

The vital receiver 104 has the purpose of managing the analog to digital conversion of the signals transmitted and received to and from the track section.

The secure architecture is based on a MooN platform, where M and N are natural numbers and in particular M = N = 2 in the minimum configuration of the present example. In the 2oo2 configuration, each section, each module and each signal are replicated once.

Figure 10 shows the structure of the vital receptor in greater detail.

The vital receiver comprises two adders 41, 42. These adders separate the input signals into two individual A / D conversion channels designated by the numbers 40 and 40 'and in particular separate the signals coming from the track section, TX- TRACK, of the test signal, TX-RECHECK signal, which comes from the power amplifier 103. Also, the adders inject the amplitude test signal by providing an analog sum of the input signal and two test signals (TEST_V1 and TEST_V2 ) for each A / D conversion channel. An external clock 43 generates an independent time base that is used as a reference frequency for the A / D conversion channels. These channels perform analog / digital conversion of the following signals:

-RX-TRACK 1,2: signals received from the track section with the test signal used to certify the safe operation of the section (signals TEST_V1 and TEST-V2) superimposed below.

-TX-RECHECK 1.2: signals coming from the power amplifier 104 with the test signal used to certify the safe operation of said amplifier (signals TEST_V1 and TEST-V2) superimposed next;

-

DIAG_DATA: diagnostic data acquired by the diagnostic section and designed for transmission to the control and processing unit 10. These acquired parameters include, for example: temperature of field interface devices 301, track section temperature, consumption current, noise measurements in and out of band;

-

IDENTIFICATION KEY: -information about the identity of the section (signal ID_KEY);

-

POWER SUPPLY: -Information about the reference power supply values (POWER SUPPLY RECHECK signal);

-

TEST_F1, TEST_F2: signals used to certify the appropriate A / D conversion.

The structure of the A / D conversion channels 40 and 40 ’is shown in Figure 11.

The ADC 410 analog to digital conversion section and the MUX 411 multiplexer are controlled by a 412 controller unit. The following signals are provided at the input of the 411 multiplexer:

TEST_F: this signal is generated by section 414 that receives the external clock signal 43 at its input and is used to certify the time base of each analog to digital conversion 40, 40 ’;

TEST_PS: this test signal is generated by a power source monitoring section that receives the power source signal at its input;

TX_RECHECK: this signal is used to certify the signals that must be transmitted to the track section and is generated by the power amplifier 103 of the field interface 301 with the adder 41, 42 then superimposing the test signal TEST_V1 or TEST_V2 depending on which of the two digital conversion channels be used. The signal produced by adder 41, 42 is provided at the input of multiplexer 411 after being filtered by an antialiasing filter 415;

RX_TRACK: These signals are received from the track section through track elements 303 and track interface 302, with adder 41, 42 then superimposing the test signal (TEST_V1 or TEST_V2 depending on the A / D channel that is being used) and are provided at the input of multiplexer 411 after filtering through a 416 anti-aliasing filter.

In addition, a reference voltage signal is provided for the analog to digital converter 410 at the multiplexer input. This reference signal is generated by a section 417 that is part of the analog to digital converter 410.

Finally, diagnostic parameters acquired by diagnostic subsection 107 are provided to multiplexer 411.

The test signals TEST_V (ie TEST_V1 and TEST_V2 depending on the A / D channel being used) are generated by two DAC sections 418 that are controlled by the control and processing section 10 using the TEST_V signal to certify the safe operation of the analog to digital conversion process.

The analog to digital conversion section 410 transforms the analog signals of the track section into digital signals and transmits them through the network interface module 100 and through the network 20 to the control and processing unit 10 once the signals converted to digital form have been coded with the identification key in a section located at the output of the AD 410 converter and designated by the number 419. Similarly, the test signals TEST_V and TEST_F are generated from test signals that they come from the control and processing unit 10 in a section 420 specially designed for this.

The track interface module 302 is shown in Figure 13 and consists of the part of the system that is designed to perform the interconnection tasks with the track in terms of impedance adaptation and signal level adaptation to the track.

The present example has only been described with reference to track circuit characteristics. However, when axle counters and any other different train detection device are used, such as devices for communication between the train and a drive-side unit, the structure will be modified according to the peculiarities of these devices that are known in its general structure, so that the adaptation to the system architecture of the present invention is well known to those skilled in the art, once the adaptation for the track circuit has been described, which is one of the detection devices of prior art train.

The track interface 302 receives the transmission signals, TX-SIGNALS, that is the signals to be transmitted to the track section from the field interface 301 and provides them to the track elements 303 as TX_TRACK signals, after submitting these signals to the following stages:

Cable adaptation 500: this stage allows the impedance adaptation between the signals provided by field interface 302 and the cable impedance at which the signals are physically provided to the track to minimize power losses caused by an impedance imbalance .

Galvanic isolation 510: electrical separation between the system and the track and in particular between the track and the field interface and the control and processing unit 10.

Prederivation 520: Prederivation prevention features.

Binding impedance adaptation 530;

540 surge protection;

550 track connection.

These steps are also carried out with the signals received from the track, RX_TRACK, through the track elements 303 and provided at the input of the field interface 302.

About the track elements, these are schematically summarized in Figure 14. The track elements physically consist of the system components or devices that are located near the track and are used to balance traction return currents, to compensate for the track impedance, to ensure safe operation and to implement electrical connections.

The electrical connection to the track rails is provided by an electrical transmission and reception junction

600. This joint is used to electrically separate adjacent track sections and balance the traction return current.

Obviously, the rails 610 that carry the track circuit signals and the train traction return signal must also be considered as a track circuit element and therefore as a track element.

The impedance junction 620 guarantees the continuity of the return current and the ground connection of the rails.

The compensation capacity 630 allows equalization of the frequency response of the track and allows longer track sections of the track circuits.

With reference to the communication network 20 between the control and processing unit (s) 10 and the track section that interconnects the unit (s) 30, this is a typical digital connection network that can be of different types and operate according to different protocols.

Without excluding other types, protocols or architectures of existing and future networks, a star topology is currently preferable for the logic network and possibly also for the power network. Alternatively, the power network may also have a ring topology.

In the first topology, power distribution and logical connections will be provided by the same cable. If optical fiber is used for the logical connection, a mixed cable will be used, comprising the fiber optic cable and a conduction cable for power distribution. However, if different topologies are used for the logic and power networks, as in the previous variant, two separate cables will be provided and the power network will have a power cable laid along the path. An example of a network structure from the point of view of communication techniques is the ISO-OSI layer model. The network model is preferably, but not limited to, a client / server network model in which the control and processing units 10 act as servers and the road segment interconnection units act as clients. The communication technique is of the type of message passing.

The above description only refers to the example of track circuits. As explained above, the structure as described herein will not change in its general form with axle counters and other devices for the detection of, or communication with, a train through the track. Changes or integrations may be necessary as will be obvious to those skilled in the art.

It should also be noted that the above description refers to an example of a specific track circuit in which, as in Figure 1 showing the prior art, the connection for the connection to the track is of the directional type, the signals always being transmitted to along the track sections from one end of said section to the opposite end in a direction opposite to that of the train, such that the transmitted signals propagate to the train entering or circulating along the track section.

The description and architecture above, as well as the division of the operating units into interface units and control and processing units, both being programmable depending on the system configuration and the type of track circuit and signal coding being used, they allow changing the system as described above to obtain a type of non-directional connection. In this case, the signals transmitted to the road sections are propagated in all directions and the received signals include various signal components that are derived from the signals transmitted to the road sections.

To identify the reception signal associated with a transmission signal for a specific road segment, in this case the transmission signals are encoded. First, two different frequencies are used for the transmission signals provided to the track. Transmission signals with the two different frequencies are distributed along the track circuits such that signals with different frequencies, corresponding to these two frequencies, are transmitted to two adjacent track sections.

Transmission signals with different frequencies are also encoded, encoding also being carried out using two different codes, each of said two codes being used only for the coding of signals having one of these two frequencies.

Advantageously, the signal coding is a direct sequence spread spectrum encoding (DSSS)

or frequency hopping spread spectrum (FHSS), which allows the determination of the reception signal component associated with a particular track section by decoding the reception signals through the relationship with the signal considered associated with the relevant road section.

The block diagram of Figure 15 shows the previous principle, the same reference numbers being used therein to denote the same parts as in the previous figures.

It will be appreciated that this variant track circuit is obtained, according to the present invention, by changing the track connection junction from a directional design to a non-directional design and storing a control and logical processing program in the control and processing unit and / or in other programmable units, causing the execution of the program that the control and processing unit operates according to the track circuit variant and a configuration program. This allows the system to be changed as the client wishes, and as the route and weather conditions require, just by storing a different control and processing program and without requiring major hardware changes.

Claims (16)

one.

System for communication with a train, comprising:

a) a railway line that has at least one track, track that is divided into a plurality of track sections

successive, known as cantons of track;

5

b) means for generating and transmitting signals for communication with the train that are provided for

each of said sections of track;

c) and means for receiving said communication signals produced by a train from the canton of track

by generating an active signal or changing the communication signals transmitted to the canton of

via;

10

d) means to process the communication signals received from the road canton to determine the

operating or operating conditions of the train based on the information contained in the signals

of communication transmitted by the train;

e) means for generating status signals indicative of the operating or operating conditions of the

train and to transmit said status signals to a central railway network control unit, known

fifteen

as a central interlocking system, which is connected to said communication unit and receives

signals from it, indicative of train conditions;

f) the means for receiving control signals for communication with the train from said control unit

of central rail network;

g) one or more local interface headers that are associated with each canton of track for interconnection

twenty

with a corresponding canton of track, which include: the means to generate and transmit signals for the

communication with the train to the corresponding track canton and the means to receive from the track canton

said communication signals produced by a train by means of active signal generation or change of

communication signals transmitted to the canton of track;

h) said local interface headers also include an interface for message communication

25

digital, according to a predetermined communication protocol, with a control and processing unit

separate central;

i) said central processing and control unit includes a digital message communication interface

which operates with the same communication protocol as the canton interface headers of local track;

j) and said control and processing unit includes hardware in whose memories a

30

control and processing program, for the execution of said hardware and through which said unit

Control and processing generates and transmits the control signals to the canton interface headers

locally to cause these local interface headers to generate and transmit signals from

predetermined communication and to receive communication signals;

k) and through which the control and processing unit processes the received communication signals

35

from the local interface headers to determine the operating or operating conditions of the

train based on the information contained in the communication signals transmitted by the train, and

generates the status signals indicative of the operating or operating conditions of the train;

l) while said central processing and control unit communicates with the control unit of

Central rail network to transmit to the same messages transmitted by the train and to receive from the

40

same messages that must be transmitted to the train;

m) the interface headers and / or the track canton and the control and processing unit have means for

the diagnostic check of its operating conditions,

characterized because

n) the control and processing unit has means to integrate two or more track circuits;

Four. Five

o) the diagnostic means and the means to integrate two or more track circuits are a program of

diagnosis and a track circuit integration program that is stored and executed by the

control and processing unit or a subsection of said unit.

2.

System according to claim 1, characterized in that the interface headers for interconnection with

each canton of track constitutes the units to transmit and receive communication messages to and from

fifty

a train unit, which also has a transmitter and receiver unit, transmitting said

communication messages through the canton tracks that the train passes through, while the unit

of control and processing constitutes the unit to control the transmission and reception of the communication signals and the unit to generate the messages that must be transmitted to the train and interpret the messages received from the train, a software program being stored in said control unit and processing, to generate and interpret messages and control the transmission and reception of messages to 5 and from a train, a software program that is executed by said control and processing unit.

3.

System according to claim 1 or 2, characterized in that the interfaces for communication between the canton interface headers and the central control and processing unit operate with a network communication protocol, providing a communication network.

Four.

System according to one or more of the preceding claims, characterized in that they are provided

10 multiple parallel control and processing units, which are arranged along a railway line, each controlling and processing the signals of a subset of local interface headers that are connected to corresponding track cantons of a subset of track cantons , while each control and processing unit communicates independently with the central railway traffic management unit, each local interface header being uniquely identified 15 and / or each canton of track and each control and processing unit by means of an identification code that is associated with the signals for communication between the interface headers and the corresponding control and processing unit and between said control and processing units and the central railway traffic management unit. 5. System according to one or more of the preceding claims, characterized in that the headers of 20 interface, which are interconnected with each canton of track, constitute the transmitting unit and the receiving unit of a so-called track circuit, to generate a train detection signal and transmit said signal to the track canton and to receive said detection signal of train from said canton of track, while the control and processing unit is the unit that controls the transmitter and receiver units and the means to process the detection signals received from the track canton to determine the 25 presence or absence of a train in said canton of track.

6.

System according to claim 5, characterized in that the interface headers and / or the track canton and the control and processing unit have means for the diagnostic verification of their operating conditions.

7.

System according to claim 6, characterized in that the control and processing unit has means

30 to generate signals for the simulated indication of the presence or absence of the train in one or more cantons of track. System according to claim 6 or 7, characterized in that the means for integrating two or more track circuits correspond to two or more adjacent track cantons in a single compound track circuit and, in case of failure of one of said two or more track circuits, the transmitting and receiving units of the 35 faulty track circuits are replaced by at least one transmitter unit and one receiver unit among those of the circuit (s) that work, said service providing at least one transmitter unit and at least one receiver unit to the set of two or more integrated track circuits. System according to one or more of the preceding claims 6 to 8, characterized in that the diagnostic means and the means for integrating two or more track circuits are a diagnostic program and a 40 track circuit integration program that is stored and executed by the control and processing unit or a subsection of said unit. System according to one or more of the preceding claims, characterized in that the interface headers for interconnection with each canton of track constitute the sensor of a so-called axis counter, while the control and processing unit constitutes the control unit of the counter sensor 45 of axes and the unit for determining the number of axes by processing signals received by said sensor, a software program being stored in said control and processing unit to process signals from axis counter sensors and to control said sensor sensors. axis counters, a software program that is executed by said control and processing unit. 11. System according to one or more of the preceding claims, characterized in that the track circuit is of the 50 type with mechanical joints, in which the track sections are mechanically and electrically separated, that is, galvanically isolated from each other.

12.

System according to one or more of claims 1 to 11, characterized in that the track circuits are of the type without joints.

13.

System according to one or more of the preceding claims 1 to 12, characterized in that the headers of

The interfaces in the track circuit are connected to the corresponding track canton by means of directional junctions, which define the direction of signal along the track section from one end to the other of said track section, associating at one end the header interface for transmission and at the other end the interface header for reception. 14. System according to one or more of the preceding claims 1 to 9, characterized in that the interface headers in the track circuit are connected to the corresponding track canton by means of non-directional junctions, which do not define the signal direction along of the section of track from one end to the other of 5 said section of track, the signal being transmitted and received according to direct sequence spread spectrum (DSSS) or frequency skip spread spectrum (FHSS) communication techniques. 15. System according to claim 14, characterized in that each track canton of a succession of track circuits arranged along a track has a joint for the connection of the transmitting and receiving track canton interface headers, which is of the broadband type, and the headers of 10 transmitting interfaces transmit a signal coded according to one of two different codes and having one of two different frequencies to the canton of track through the associated junction, the signals transmitted by adjacent detection headers with two different codes being respectively coded and having said codes signals two different frequencies, while each receiving interface header receives all the signals transmitted through the path from the different interface headers 15 transmitters, determining the correct reception signal, which has the expected frequency and code for the receiving interface header of a predetermined track circuit, that is to say a predetermined junction, relating the received signal to the signal that has the expected code and frequency for the receiver interface header of a predetermined track circuit, ie a predetermined junction. 16. System according to claim 15, characterized in that the coding sequences are sequences 20 with pseudo-orthogonal properties used for the modulation / demodulation of the signal transmitted through the track circuit using DSSS (direct sequence spread spectrum) or FHSS (frequency jump spread spectrum) techniques, with configurations such as to maximize protection against Typical noise emitted by DC and AC powered trains, while mutual interference between track circuits is also maximized.