Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
  • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
  • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
  • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
  • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission

Definitions

• Such a train control device is known from German Offenlegungsschrift 44 20 215.
• This known train control device has line conductors laid in the track in the approach area of a railway signal, with which data signals are transmitted wirelessly to the rail vehicle by inductive coupling between the line conductor and a receiving antenna on the rail vehicle side.
• the data signals contain the signal term of the railway signal as useful information and are therefore suitable for the premature upgrading of signal terms that restrict driving.
• the invention has for its object to provide a train control device that requires less maintenance than the previously known train control device.
• the data signal is transmitted in the near field of the line conductors laid in the track, which means that only a few 10 cm distances can be bridged between the line conductor and the rail vehicle; For this reason, it is necessary with the known train control device that line conductors are laid in the entire approach area of the railway signal. In addition to the high installation costs resulting from the installation of the known train control device, this also leads to high maintenance costs because the line conductor must be regularly checked for its integrity in the entire approach area.
• a transmission range with "waves” - as with the train control device according to the invention - achieves a very large transmission range because the waves separate from the antenna and the data signal transmission takes place in the "far field” instead of in the "near field”
• the range of the waves no longer requires an antenna installed in the track bed of the approach area, which significantly reduces the maintenance effort, since trackside maintenance work is only to be carried out on the radio device and no longer in the entire approach area in the fact that it is very safe from vandalism or theft, because there are no line conductors - high-quality copper lines - laid in the track that could be stolen or damaged
• the main advantage of the train control device according to the invention is that that directional antennas are provided for radiating the data signals; By using the directional antennas it is achieved that the transmission energy of the antenna is almost exclusively limited to the approach area of the railway signal; on the one hand, this reduces the risk that rail vehicles on other tracks can receive and evaluate data signals that are not actually intended for them
• the at least one directional antenna has at least an antenna gain of 10 for its main beam lobe.
• the antenna gain (G) is understood to mean the ratio or quotient between the maximum radiation intensity (S1) of the directional antenna in the main beam direction and the maximum radiation intensity (S2) of a so-called “isotropic” antenna; an isotropic antenna is an antenna that emits the same radiation intensity in all spatial directions. So the following should apply:
• each railway signal has its own radio device with at least one in the direction of the respective one Directional antenna aligned with the approach area, each radio device transmitting data signals which indicate the signal term and a signal identifier of the respectively associated railway signal.
• a receiving device receiving the data signals is then to be provided in the rail vehicle, which uses only those data signals from the received data signals which contain as a signal identifier a target identifier which designates the rail signal to which the rail vehicle is to advance.
• the train control device according to the invention can be produced particularly inexpensively and thus advantageously if all radio devices operate with the same carrier frequency or transmission frequency, because then all radio devices can be constructed identically. It is therefore considered advantageous if all radio devices are designed in this way. Tet are that they transmit their data signals independently of one another with the same carrier frequency and use the same data telegram type, each radio device, after the complete transmission of a data telegram, responds to a transmission pause specific to the radio device, during which no data signals are transmitted, and the receiving device on the rail vehicle is designed in this way that it only evaluates the received data signals if they were received at time intervals in which only one of the radio devices sent.
• FIG. 1 shows a track system with an embodiment for a train control device according to the invention, with which the method according to the invention can also be carried out
• FIG. 2 shows an embodiment for a data telegram to be sent with the train control device according to FIG
• FIG. 1 shows a track system 5 with, for example, 4 railroad signals 10, 15, 20 and 25, each of which is assigned to a track of the track system 5; Specifically, a first railway signal 10 is assigned to a first track 30, a second railway signal 15 to a second track 35, a third railway signal 20 to a third track 40 and a fourth railway signal 25 to a fourth track 45.
• the four tracks 30, 35, 40 and 45 are connected via three switches 50, 55 and 60 to a feed track 70, via which rail vehicles can get to the four tracks 30, 35, 40 and 45.
• the direction of travel of the rail vehicles is identified by an arrow with the reference symbol 80.
• a transmission device 90 is arranged in the area of the feed track 70, which can exchange information signals with passing rail vehicles, for example via radio or a line conductor.
• the railway signals 10, 15, 20 and 25 are each equipped with a radio device which sends data signals in the direction of their respective approach area.
• the radio devices each equipped with a directional antenna, which are aligned in the direction of the approach area of the assigned railroad signal; this is shown schematically in FIG. 1 by the main beam lobes 140, 145, 150 and 160 of the directional antennas shown in broken lines.
• the data signals which are emitted by the directional antennas of the railway signals 10, 15, 20 and 25 are data signals which indicate the respective signal concept of the railway signal and contain a signal identifier which designates the railway signal.
• the arrangement according to FIG. 1 can be used, for example, for the premature upgrading of signal terms which restrict driving and which the rail vehicles previously - d. H. for example, have been transmitted on the feed track 70 by the transmitting device 90. This will now be described using the example of the first railway signal 10 to which a rail vehicle is to move:
• the rail vehicle will then reach the first track 30 and thus the approach area of the first railroad signal 10 due to the corresponding setting of the points 50, 55 and 60.
• the rail vehicle with its rail vehicle-side receiving device receives the data signals transmitted by the radio device of the first rail signal 10; >> tt R
• a third variant for transmitting the data signals is now explained in connection with FIGS. 2 and 3:
• all radio devices transmit their data signals with the same carrier frequency, and in fact completely independently of one another - that is, without a central clock.
• the data signals have a predefined telegram structure; the upper part of FIG. 2 shows a data telegram D with an exemplary embodiment for a predetermined telegram structure.
• the data telegram D has "1" bits and a data rate of "".
• a rail vehicle located in the approach area of the railway signal 10 is therefore - because of the partial spatial overlap of the transmission ranges of the radio devices - receiving the data signals of several different radio devices simultaneously while advancing on the railway signal 10; due to the identity of the transmission frequency or carrier frequency of the radio devices, this means that the received data telegrams cannot be used.
• the rail vehicle must therefore wait for the time intervals ⁇ tl, ⁇ t2, ⁇ t3, ⁇ t4, ⁇ t5, in which there is only one Radio device sends. If this is the case, the receiving device on the rail vehicle side measures the data rate at which the received data telegram was sent in accordance with any data rate measurement method.

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

Applications Claiming Priority (3)

Publications (2)

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ID=7668273

Family Applications (1)

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• 2000
  • 2000-12-14 DE DE10063979A patent/DE10063979C9/de not_active Expired - Fee Related
• 2001
  • 2001-09-27 DE DE50102880T patent/DE50102880D1/de not_active Expired - Lifetime
  • 2001-09-27 EP EP01270447A patent/EP1341691B1/fr not_active Expired - Lifetime
  • 2001-09-27 WO PCT/DE2001/003763 patent/WO2002047955A1/fr not_active Ceased
  • 2001-09-27 AT AT01270447T patent/ATE270989T1/de not_active IP Right Cessation
  • 2001-12-11 EG EG20011328A patent/EG22886A/xx active

Non-Patent Citations (1)

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