• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a system for fail-safe and redundant transmission of complex data, in particular control data, audio and / or video data, between a central control unit (CC), for example in a 10 station, and a component for safety control (KS) of a vehicle (F ), in particular passenger transport systems, rail vehicles, mountain railways and / or cable cars. In this case, access points (ZP1, ZP2, ZP3) to a radio network 15 (FN) are provided along a route (FS) of the vehicle (F) and in stations. For communication with the access points (ZP1, ZP2, ZP3), the vehicle (F) has at least two transmission modules (A1, A2). For the parallel transmission of the data between the central control unit (CC) and the at least two transmission modules (A1, A2), two separate transmission channels (UK1, UK2) of the radio network (FN) are used, one of the at least two separate transmission channels (UK1, UK2) is associated with one of the at least two transmission modules (A1, A2). A coupling of the at least two transmission modules (A1, A2) to the component for the safety control (KS) of the vehicle (F) is then carried out via a respective coupling module (K1, K2). The use of two separate transmission channels (UK1, UK2) as well as coupling modules (K1, K2) for a physical separation of communication elements in the vehicle (F) makes it possible in a simple way to provide fail-safe and redundant transmission of complex data, such as e.g. Control data, audio and / or video data, etc. guaranteed.
    公开号:AT510757A2
    申请号:T1877/2010
    申请日:2010-11-15
    公开日:2012-06-15
    发明作者:
    申请人:Siemens Ag Oesterreich；
    IPC主号:
    专利说明:

    5 201020653 ft «« «ft · • * * · · · · ft 2 i "· - · · * < mm * "··" · t it ft o ft 4
    description
    System for fail-safe and redundant transmission of complex data
    Technical area
    The present invention relates generally to the field of automatic security controls and transmission of 10 complex data, in particular control data, audio and / or video data. In particular, the present invention relates to a system for fail-safe and redundant transmission of complex data, in particular control data, audio and / or video data. This data is transmitted between a central control unit (e.g., in a station) and a safety control component in a vehicle, particularly a passenger transport system, rail vehicle, mountain railway, and / or cable car. 20 State of the art
    Means of transport are technical equipment and devices such as Motor vehicles, rail vehicles, etc. for the transport of persons and goods. Especially in the urban area or in 25 special areas such as In the mountains, at airports, in urban business areas, etc., so-called passenger transport system or "people movers" are often used. used for the transport of persons and / or possibly also goods. 30 From the collective term "People Mover" taken from English. are usually rail-bound and usually automatically running vehicle for short distances, as they are found, for example, at airports, amusement parks and / or trade fairs. In some cases, 35 passenger lifts, monorail or cable cars (for example cable-drawn or gondola lifts, rack railway, etc.) are counted among the so-called people movers. In this case, cabins and / or cabins that are usually running at high speeds are usually used
    Γ FOLLOWED 201020653 «· II»: t I · * · «» · ··· · • »2 * * 2 • ·· <lt &lt; τ • ψ * h &gt; Trains are used as vehicles on routes with high passenger volumes, which are too short or unsuitable for travel lanes too long or too steep for rail passenger transport systems. However, depending on the technology, a transition to city and / or city thoroughfares may be fluent.
    Especially on steep routes such. In the alpine area or when overcoming steep climbs, railways or vehicles with adhesion operation can not be used. 10 Then, so-called mountain railways such as rope-drawn cabin or gondola or rack railway used to transport people and / or goods in mountainous terrain. The cable-drawn cabin or gondola lifts comprise e.g. Aerial cable cars and 15-lane cable cars. In the case of a cable car, the vehicles are suspended in the air by one or more steel cables. At a funicular, the vehicles run on rails and are pulled by a rope and a fixed drive machine. 20
    Especially in recent years, the degree of automation has risen sharply in passenger transport systems and cable cars. This means that many processes, such as Passenger and Fahrtabwicklung nowadays largely controlled for example by control systems and of a
    Security level or monitoring level are checked for proper operation. Topics such as reliability and safety in the control and monitoring functions of passenger transport systems such as e.g. People movers, mountain and / or cable cars a big role.
    Control functions for passenger transport installations must therefore in particular be provided in accordance with collateral such as 35 separate controls in the vehicle and in the station or in the drive and very extensive monitoring functions, e.g. to secure the station entrances and exits. These control and monitoring functions are
    FOLLOWED 201020653 • ι · * * * * * * * 4 4 4 4 4 4 4 4 4
    for example in the form of a vehicle safety control component (e.g., Automatic Train Protection (ATP)) and as a central control unit e.g. in a station {e.g. Automatic Train Control (ATC)). In the case of cable cars, the central control unit is e.g. often housed in the mountain station at the drive. For the control and monitoring of the passenger transport system, data such as e.g. Control data, etc. exchanged between the central control unit and the component for safety control in the vehicle.
    The transmission of this data takes place, for example, in rail-bound vehicles by means of an inductive line conductor or cable-bound mountain railways, in particular aerial cableways, by inductive coupling of the data in a rope (for example, carrying rope, pull rope, etc.).
    In the case of an inductive line conductor system, for example, in the middle of the tracks and, for example, in the rail-bound vehicle. led at the foot of one of the rails transmitting cable and return conductor along. Over the line conductor, then e.g. several times per second data such as Operating states, temperature values, states of door monitors and fire detectors, etc. are transmitted between vehicle components for safety control (e.g., Automatic Train Protection) and the central control unit (e.g., Automatic Train Control).
    In the reverse way, however, data (e.g., location, speed, etc.) from the vehicle may also be transmitted to and evaluated by the line conductor to the central control unit (e.g., Automatic Train Control). However, an inductive system for transmitting data by means of line conductor installation has the disadvantage when using passenger transport systems that only simple control data and very simple, analog voice signals can be transmitted. For transmission of complex data or data packets, e.g. complex control data, audio data, video data, Internet protocol data packets, etc., such line conductor systems are not suitable. additionally
    FOLLOW-UP 201020653 • · · * * * * * * * * * * * * · »·· *» ·· «# ·· an installation of a line conductor system is complex and since at least two cables must be laid in the course of the journey at the rails for data transmission - especially in rough terrain 5 such as at mountain railways this can be very complicated and expensive. In order to meet the relevant safety criteria, these cables must also be constantly maintained and checked. Since, in particular for aerial cableways, an inductive system by means of line conductor installation is not applicable, cableways usually involve inductive communication via the cable, e.g. over the pulling and / or carrying rope used. This means that in the case of rope-bound cableways 15, for example, the data for the control is inductively coupled into a cable. From document DE 199 44 919 A1 is known e.g. a method for communication between a cabin and a mountain and / or valley station of an aerial cableway, in which communication signals are electrically and / or 20 magnetically coupled into the carrying cable and / or traction cable, wherein preferably an inductive coupling is used. In doing so, e.g. a current signal coupled into the respective rope and coupled out at another location again.
    For transmitting and receiving side modulating the current signal 25 modems are used. However, this method has the disadvantage that the transmission of the information is not redundant and thus is particularly susceptible to interference. In addition, in this way, data such as complex control data, audio data, video data, etc., which are often assumed to be secure in passenger transport, are very difficult or impossible to transmit.
    Representation of the invention
    The invention is therefore based on the object, a system for fail-safe and redundant transmission of complex data, in particular control data, audio and / or video data,
    FOLLOW-UP 35 201020653: ι Μ * β · · · «« «« «« «« «« «« «« «« «« «f f f f f f &lt; specify, by which in a simple and cost-effective manner complex data safely, error-free and high-quality between a central control unit and a component for safety control in a vehicle 5 are transmitted.
    The solution of this object is achieved by a system of the type specified, wherein access points are provided to a radio network 10 along a route of the vehicle and in stations. For communication with the access points, at least two transmission modules are mounted on the vehicle and the transmission of the complex data between the central control unit and the at least two transmission modules is performed in parallel via at least two separate transmission channels of the radio network. In each case one of the at least two separate transmission channels is assigned to one of the at least two transmission modules. A coupling of the at least two transmission modules to the component for the safety control of the vehicle is carried out in each case via a coupling module.
    The main aspect of the invention is that by using coupling modules for coupling the at least two transmission modules to the component for safety control 25 of the vehicle, a physical separation between the vehicle internal communication or security control (eg Automatic Train Protection) and the communication between the vehicle and the central control unit is achieved by means of radio network. As a result of this physical separation, in particular a so-called loop formation in the vehicle's internal safety control is prevented by the radio network and thus errors are prevented. In addition, the use of coupling modules enables the connection of the component for safety control in the vehicle to at least 35 two transmission channels. As a result, a secure and redundant data transmission is ensured in a simple and cost-effective manner.
    REPLACED 201020653 • · * • · 4 ·· ·
    The use of a radio network, the respective corresponding standards for the construction of the transmission channels is easily a transfer of complex data, in particular complex control data, audio and / or 5 video data such. Voice-over-IP data, CCTV data, etc., between central control unit and vehicle with high quality allows. In addition, the radio network can more easily and inexpensively equip passenger transport systems in topologically difficult areas (e.g., mountain slopes, etc.) with a corresponding safety control system. By using one or more access points over which a local area radio network is formed, for example, along the route, it is no longer necessary for communication between the central control unit and the vehicle, e.g. Carry cables or signal to couple in a cable.
    Another advantage of the system according to the invention is that due to the redundant communication or through the use of two separate transmission channels single error (eg interruption, disruption of a channel, etc.) and by the movement of the vehicle or the transfer modules attached thereto change from one access point to the next access point of the radio network - ie so-called 25 roaming operations - have little time impact on the transmission of the data, since it is possible to switch between the two separate transmission channels without impact (i.e., with low response time). 30 It is recommended to use a so-called wireless local area network or wireless LAN as a radio network for the transmission of complex data. With a wireless LAN e.g. According to a standard of the IEEE 802.11 standard family, by attaching appropriate access points along a route of the vehicle (e.g., passenger transport system, cable car, etc.), a continuous radio network can be easily generated. A wireless LAN according to the IEEE standard 802.11h or 802.11η, which e.g. especially in
    FOLLOWED 201020653 ······
    Outdoor areas can be used, for example, in a 5 GHz frequency band has the advantage that it has up to 19 overlap-free channels and at corresponding access points or antennas also a relatively large range 5 (for example, up to 1000m}.
    It is advantageous if a minimum signal strength is maintained for the transmission of the complex data via the radio network or via the wireless LAN. In this way, a fail-safe transmission of the data from or to the vehicle or the component for the safety control in the vehicle is ensured. By maintaining the minimum signal strength (e.g., about 81 decibels (dB)), radio phenomena such as e.g. Reflections, superimpositions or cancellations lead to a defective supply in some areas of the radio network and thus to transmission errors and / or repeated transmissions of the complex data. 20 In addition, the transmission quality can be improved by so-called antenna diversity, especially in mobile radio applications. Antenna diversity refers to a process in which multiple antennas are used per transmitter or receiver to reduce interference effects in radio transmission.
    An expedient development of the system according to the invention provides that the at least two transmission modules are mounted spatially separated from each other on the vehicle 30. By attaching at least two transmission modules (eg wireless LAN client modules with eg two antennas) on the vehicle, the availability of the transmission of fail-safe data is additionally increased, since in this way at least two independent connections or at least two transmission channels in the radio network be created. The spatially separate positioning of the at least two transmission modules on the vehicle also increases the probability that at least two of the
    I FOLLOWED ··· ·
    20 201020653 transmission modules are not the same radio conditions found in the radio network. As a result, the transmission modules do not usually change from a 5 access point to the next access point, which are mounted along the route, during a movement of the vehicle through the radio network. This means that e.g. is changed by a transmission module to a next access point only if a defined threshold value of the signal strength of a current access point or the minimum 10 signal strength falls below and the next access point is received with a better signal strength. The spatial separation thus ensures that at least one transmission module remains connected to an access point and a "dead time" is reached. during the so-called roaming process (i.e., change of access point) is as small as possible. Ideally, a first transmission module is mounted on a front end of the vehicle in the direction of travel and the attachment of a second transmission module is provided on a rear end of the vehicle 20 in the direction of travel.
    It is also advantageous if the at least two transmission modules or their antennas have different alignment with corresponding antenna characteristics 25. The first transmission module should be in
    Direction of travel of the vehicle and the second transmission module to be aligned against the direction of travel of the vehicle. In this way, the failure safety of the system according to the invention is further increased and the "dead time". further reduced by 30 roaming operations. The corresponding orientation of the transmission modules on the vehicle additionally ensures that the transmission modules establish connections to the radio network via different access points. The access points along the route or their antennas are ideally oriented in such a way that they can be optimally reached by the transmission modules which are spatially separated from the vehicle at any time during the movement of the vehicle.
    REPLACED 201020653
    In a preferred development of the invention, both the central control unit in the station and the component for safety control in the vehicle each have 5 transmitting and receiving units for transmitting complex data, wherein one transmitting and one receiving unit per transmission channel are provided. In this simple way, redundant and fail-safe communication is additionally provided between the central control unit in the vehicle and the component for safety control in the vehicle.
    It is advantageous if an error function is carried out by the transmitting and receiving units to detect faults in one of the at least two transmission channels. This error function can be set to the value 1 in the event of a fault and assumes the value 0 in the event of a fault-free connection. It is determined in an efficient manner, whether the transmission channels work trouble-free. For example, an error output can be used for an embodiment of the error function, for example both in the transmitting and in the receiving unit, of which the value 1 or 0 is assumed, depending on whether or not there is a fault. 25 It is favorable if a monitoring time is parameterized at the transmitting and receiving units. This ensures that a required fail-safe reaction time on the fail-safe communication units, such as the transmitting and / or receiving units of the inventive system is maintained. The monitoring time must ideally be chosen so large that the monitoring time is not exceeded by a roaming process, so that a change of a transmission module from one access point to the next access point of the radio network does not lead to a communication failure.
    Expediently, complex data and / or data packets are transmitted on a transmission side with a count value and / or
    REPLACED 201020653 *
    yes or time stamp provided. In this way it is prevented that due to roaming processes, radio communication disruptions and / or radio transmission delays and variances (for example delay, jitter, etc.) on one of the transmission channels outdated data are used on the respective receiver side. In a preferred embodiment of the system according to the invention, data and / or data packets received via an application are evaluated and then it is determined which data are declared valid. This will be on very simple
    Mode prevents, due to the redundant transmission, possibly by non-synchronous transmission of the data on the two transmission channels, e.g. due to a congestion failure or a roaming operation - outdated data from the respective unit of the inventive system (e.g., central control unit, security control component) may be used. The application for evaluating the data is implemented both in the central control unit and in the component for the safety control in the vehicle because both sides can send and receive data and therefore have to evaluate.
    It is particularly advantageous if the so-called PROFINET or Process Field Network, in particular 25 for communication within the central control unit and within the vehicle or between transmission modules, coupling module and component for safety control in the vehicle, is used as communication standard. PROFINET is an open industry standard used by PROFIBUS &amp; PROFINET 30 International (PI) - an umbrella organization of 25 regional PROFIBUS organizations - has been part of the standards IEC 61158 and IEC 61784-2 since 2003, in which so-called fieldbuses are standardized for industrial applications and for use in real-time Ethernet are. PROFINET 35 is used for the so-called Ethernet, which is often used for local wired networks, in particular Local Area Networks (LAN), and for automation. PROFINET becomes the Transmission Control Protocol / Internet
    FOLLOWED 201020653 · * * · + ·: · * «» * * * «* rt * • • • • 9 · 4 · * ·« # ·
    Protocol (TCP / IP) used. It is real-time Ethernet capable and modular.
    PROFINET has two views: PROFINET CBA and 5 PROFINET IO. PROFINET CAB is based on components
    Automation or communication via TCP / IP, especially for real-time communication in modular systems. PROFINET IO has been created for real-time and isochronous communication between a central control unit and a distributed I / O. Therefore, PROFINET IO is preferably used in the system according to the invention, which offers the additional advantage that the so-called PROFIsafe standard or PROFIBUS safety or PROFINET safety standard 15 can be used for fail-safe communication, by which security aspects for the communication in automation systems in the PROFINET Standard has been integrated. PROFIsafe can be used in safety-relevant applications or systems up to a level 3 safety integrity level (SIL) 20 according to IEC standard 61508.
    Brief description of the drawing
    The invention will now be described by way of example with reference to Figure 25 of the accompanying drawings. Show it:
    FIG. 1 shows schematically an example of a construction of the system according to the invention for fail-safe and redundant transmission of complex data. FIG. 2 shows, schematically and by way of example, a sequence of connection setup and roaming operations in the system according to the invention
    Embodiment of the invention
    FIG. 1 schematically and by way of example shows the system according to the invention for fail-safe and redundant transmission of complex data. About the
    FOLLOW-UP 35 201020653 »· * * * f 9 • * - 1 · ♦ · * * · 1 9 ·« ♦ * ··· w4, # · · «In particular, systems according to the invention become safety-relevant control data and / or others Complex data such as Audio and / or video data (eg voice-over-IP data, CCTV data), etc. between a central control unit ZK and a vehicle F, in particular a passenger transport system, a rail vehicle and / or a cabin of a mountain and / or or cable car, exchanged.
    The central control unit ZK is e.g. housed in a 10 station of the passenger transport system or the rail vehicle. In mountain and / or cable cars, the central control unit ZK is e.g. often found in a mountain station. For a bidirectional fail-safe communication with the vehicle F, the central control unit ZK has at least two control modules S1, S2, which each comprise a transmitting unit and a receiving unit for transmitting the complex data. This means that a transmitting and a receiving unit 20 are provided in the central control unit ZK per intended transmission channel UK1, UK2.
    The central control unit ZK is connected via a first communication network El, which is designed, for example, according to the Ethernet standard, with exemplary access points ZP1, ZP2, ZP3 of a radio network FN. The
    Access points ZP1, ZP2, ZP3 are mounted along a traveling distance of the vehicle F. Stations of the vehicle F can also have access points ZPl, ZP2, ZP3. The access points ZPl, ZP2, ZP3 can be designed as a so-called wireless 30 access point and thus build along the route of the vehicle F so-called wireless LAN radio cells or a wireless LAN radio network FN. For the construction of this radio network FN, for example, a wireless LAN according to the IEEE standard family 802.11 can be used - such. 35 of the standard IEEE 802.11h, which is mainly used for radio networks FN in outdoor areas, and the e.g. in a 5GHz ~ frequency band up to 19 overlap free channels and at
    FOLLOW-UP 201020653 l • «** * · 9t · * · ♦ * · · · · iS • * *
    corresponding access points ZPl, ZP2, ZP3 also have a relatively large range (e.g., up to 1000m).
    In the planning of the radio network FN, in particular of the wireless LAN 5, it should be additionally taken into account that the final radio network FN along the route does not contain any area which, due to radio phenomena such as e.g. Reflections, overlays or cancellations are worse served. For a fail-safe transmission of data over the radio network FN is therefore a
    Minimum signal strength (e.g., about 81dB), so as to be reduced by e.g. Transmission errors and / or packet retries the required response time for the system is exceeded. 15
    In addition, the so-called industrial point coordination function (iPCF) or rapid roaming can be implemented in the radio network FN according to the wireless LAN standard, which represents an extension of the standard IEEE 802.11 family and of 20 in a wireless LAN infrastructure roaming times of about 50 ms be enabled. These proprietary methods must be supported by the access points ZPl, ZP2, ZP3 as well as transmission modules Al, A2 on the vehicle F. The vehicle F comprises a component for safety control KS for processing and for creating complex data. This component for the safety controller KS also has at least two control modules FS1, FS2 for the bidirectional, fail-safe communication with the central control unit ZK, which each comprise a transmitting unit and a receiving unit. In this way, not only a bidirectional, but also a redundant communication can be established between the central control unit ZK and the component for the safety control KS via two transmission channels 35 UK1, UK2. For communication via the radio network FN, transmission modules A1, A2 (for example wireless LAN client modules with
    POSSIBLE 201020653 ········································································································································································································································································ ζ.Β. two antennas, etc.) attached. In order to increase the availability of the transmission of the complex data, at least two transmission modules Al and A2 are used. Thus, two parallel and independent transmission channels UKl 5 and UK2 are set up between the central control unit ZK and the components for the safety control KS. So that at least one of the transmission channels UK1, UK2 has the quality required for the data transmission, the transmission modules A1, A2 are spatially separated from each other 10 mounted on the vehicle F. For example, a first transmission module Al may be mounted on a front end of the vehicle F in the direction of travel, and a second transmission module A2 is fastened on a rear end of the vehicle F in the direction of travel. 15
    In addition to the spatial separation of the transmission modules Al, A2, for example, alignment and antenna characteristics of the modules Al, A2 can be selected accordingly. For example, the first transmission module Al may have an antenna characteristic directed in the direction of travel, of which, for example, easily connect to an access point ZP1 can be constructed, which is mounted in front of the vehicle in the direction of travel. The second transmission module A2 may, for example, have an antenna characteristic which is erected counter to the direction of travel. Thus, the second transmission module A2 more easily establishes a connection to an access point ZP3, which is already behind the vehicle F in the direction of travel or which has already been passed by the vehicle F. 30
    In addition, the so-called Layer 2 tunnel protocol is implemented on the transmission modules Al, A2, by means of which a virtual private network is produced. Thus, the first communication network El is extended by parts of a data network according to the Ethernet standard in the vehicle F and it can be managed by the transmission modules Al, A2 up to eight network addresses - so-called MAC addresses. By using the Layer 2 Tunneling
    POSSIBLE 201020653 ···························································································· ················································
    Protocol can also be determined via which transmission module Al, A2 respectively which transmission channel UK1, UK2 runs. Thus, the assignment of the transmission channels UK1, UK2 always remains unambiguous, even if both 5 transmission modules Al, A2 should be booked in the same access point ZP1, ZP2, ZP3.
    As communication standard is used in the system according to the invention, which both a radio network such. Wireless LAN and 10 communication networks according to the Ethernet standard, the so-called PROFINET 10 is used. PROFINET IO has been created primarily for real-time and isochronous communication between central control units and distributed I / O. In addition, the so-called PROFIsafe standard is used for fail-safe communication or transmission of complex data. For a deployment of PROFINET IO, however, in a redundant constellation, network decoupling or full logical separation between the two transmission modules A1, A2 is necessary in order to avoid so-called network loops between vehicle F and the first communication network E1 of the access point infrastructure , Therefore, in the vehicle F between the component for safety control 25 KS and the transmission modules Al, A2 each coupling modules
    Kl, K2 provided. By the coupling modules Kl and K2, the first communication network El, to which each of the transmission modules Al, A2 are connected, separated from a second communication network E2 according to the Ethernet standard 30, from which the coupling modules Kl, K2 with the
    Component for safety control KS are connected. As coupling modules, for example, so-called PN / PN couplers can be used, through which e.g. two PROFINET networks can be decoupled.
    Through the use of the coupling modules Kl, K2 is a fail-safe communication between the central control unit ZK or their transmitting and receiving units and the
    FOLLOW-UP 35 201020653 «♦ • ♦♦« «* · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ····
    Components for security control KS and the attached there transmitting and receiving units via two parallel and completely separate transmission channels UK1, UK2 constructed. The spatially separate mounting of the transmission modules Al, A2 additionally ensures that each transmission module A1, A2 is connected to a different access point ZPL, ZP2, ZP3 and thus each transmission channel UK1, UK2 is routed via its own path. In this way, the complex data can not only be 10 fail-safe, but also redundantly transmitted.
    Due to the redundant transmission of the complex data must be ensured with the help of an application which is implemented both in the central control unit ZK and in the component for security control KS, for example in the respective fail-safe transmitting and receiving units, which sent and / or received complex data are declared as valid. As long as, for example, both transmission channels UK1, UK220 are active or no interference of one of the transmission channels UK1, UK2 has been identified, one of the transmission channels UK1, ÜK2 can be declared as the preferred connection for the data transmission. The connection over the other transmission channel UK1, UK2 is then used as a so-called 25 back-up connection. For example, On a first transmission channel UKl on a fault, it is changed to a second transmission channel UK2. The connection via the second transmission channel UK2 can then remain active, for example, as long as a fault is fixed to it. Then, e.g. back to the first transmission channel UKl back.
    To determine whether there is a fault on one of the transmission channels UK1, UK2, an error function can be provided, for example, both in the 35 transmitting and in the receiving units in the central control unit ZK and in the component for the safety control KS. By this error function is detected at a detected malfunction, e.g. from
    POSSIBLE 201020653 Φ · * · * · 1 · 7 · φ * »« · · ν '· * · # assumes a value 1 for a specific error output of the respective transmitting or receiving unit. If the fault on the respective transmission channel UK1, UK2 is eliminated, the value of this fault output is reset to zero. 5 In addition, compliance with required or safety standards-required, fail-safe reaction time in the appropriate units - such as, e.g. the transmitting and receiving units in the central control unit ZK and in the component for the safety control KS - a 10 parameterized according to the monitoring time. This monitoring time can be set, for example, according to the PROFIsafe standard and, in particular, is to be chosen so large that it is not violated by the duration of a roaming process, as otherwise e.g. every time you roam communication-15 malfunctions can occur.
    In addition, the complex data to be transmitted can be provided, for example, with count values and / or time stamps, in order to be able to filter out complex data 20 or data packets that are outdated on a receiving side. Outdated data can arise, for example, from non-synchronous transmission of the data on the transmission channels UK1, UK2. The non-synchronous data transmission is effected, for example, by roaming processes, which are described by way of example below with reference to FIG. 2, or by radio-frequency delays and / or variances, such as, for example, FIG. triggered so-called delays and / or jitter.
    Figure 2 shows schematically and by way of example again the vehicle F, which moves along a route FS in the direction of travel R. The vehicle F in this case again comprises two transmission modules A1, A2, wherein the first transmission module Al at the front end of the vehicle F in the direction of travel R and the second transmission module A2 are mounted at the rear end of the vehicle F in the direction of travel 35. The transmission modules Al, A2 have different orientations with corresponding antenna characteristics AC1, AC2. In this case, the first transmission module Al is aligned
    I REPLACED 201020653 ······································································································································································································································· The second transmission module A2 has an orientation in which the associated antenna characteristic AC2 is oriented counter to the direction of travel R 5.
    Along the route FS exemplary access points ZP1, ZP2 are provided, of which due to the orientation of their antennas radio network cells FZL, FZ2 are formed. Of these 10 radio network cells FZL, FZ2 then the radio network FN is formed by which the route FS is covered for data transmission. As access points ZPL, ZP2, e.g. so-called wireless LAN access points or access points are used, through which a wireless LAN radio network 15 along the route FS arises.
    The respective overlaps of the antenna characteristics AC1, AC2 with the radio cells FZ1, FZ2 form the corresponding transmission channels UK1, UK2 for the fail-safe and redundant transmission of the complex data via the radio network FN. The first transmission channel UK1 is formed by the radio cell FZ1 of an access point ZPl lying in the direction of travel R with the first transmission module A1. From the radio cell FZ2 of lying in the direction of travel R behind the vehicle F access point ZP2 is effected with the second transmission module A2 of the second transmission channel UK2.
    If the radio network FN formed by the exemplary access points ZPl, 30 ZP2 is now passed through by the vehicle F, the access point ZPl lying in the direction of travel R is perceived more and more strongly by the first transmission module A1 at the front end of the vehicle F. That The detected by the first transmission module Al signal strength of lying in the direction of travel FS 35 access point ZPl is constantly increasing. The attached at the end of the vehicle F second transmission module A2, however, moves away more and more from lying in the direction of travel R behind the vehicle F access point ZP2, the signal strength
    REPLACED 201020653 • »··· Μ ·« constantly decreases for the second transmission module A2. However, for a secure transmission of the complex data, the signal strength must not fall below the specified minimum signal strength. 5
    If an access point ZP1, ZP2 now passes from the vehicle F, the signal strength for the first transmission module A1 increases continuously until it reaches the access point ZP1, ZP2 and decreases again as the access point ZP1, ZP2 passes - until a roaming threshold value - i.e. the required
    Minimum signal strength is no longer met. The next transmission module A1 then detects the next access point ZP1 lying in the direction of travel R and establishes a connection or a first transmission channel UK1 with this access point ZP1 15. For the second transmission module A2 attached to the rear end of the vehicle F, a distance to the access point ZP2, 20 lying behind the vehicle F in the direction of travel R, to which the second transmission module A2 has a connection or the second transmission channel UK2, on the other hand, increases more and more. That Also, the signal strength detected by the second transmission module A2 decreases continuously until the roaming threshold has been reached. Only when the vehicle F has passed another access point ZP1, ZP2 is the second transmission module A2 perceiving an alternative access point ZP1, ZP2 for establishing a connection with a corresponding signal strength, and the second transmission channel UK2 being rebuilt therefor. 30
    This approach has the advantage that in the system according to the invention at no time by both transmission modules Al, A2 at the same time the access point ZP1, ZP2 to the structure of the respective transmission channel UK1, UK2 35 is changed. The roaming operations are sequential - i. consecutively - performed, whereby the redundant connection is not impaired.
    FOLLOW-UP 201020653 • I ···· • ♦ Μ | · * · · «· ί 20 ·· - • *» »· ····
    If the vehicle F now arrives in a station, it must be ensured, for example by appropriate radio network planning, in the station that the transmission channels UK1, UK2 in the radio network FN are free of overlapping. This is achieved in particular by the use of the Layer 2 tunnel protocol, which permits an unambiguous assignment of the transmission channels OKI, UK2 to the respective transmission modules A1, A2 and the corresponding coupling modules K1, K2. Thus, both on the route FS and in a station 10 is always provided for a fail-safe and redundant transmission of the complex data between the central control unit ZK and component for safety control KS in the vehicle F.
    SUBSEQUENT
    权利要求:
    Claims (7)
    [1]
    Φ t • ·

    1. System for fail-safe and redundant transmission of complex data, in particular control data, audio and / or video data, between a central control unit (CC) in a station and a component for safety control (KS) in a vehicle (F) , in particular passenger transport systems, rail vehicles, mountain railways and / or cable cars, characterized in that along a route (FS) of the vehicle (F) and in stations access points (ZP1, ZP2, ZP3) are provided to a radio network (FN) that for a Communication with the access points (ZP1, ZP2, ZP3) on the vehicle (F) at least two transmission modules (Al, A2) are mounted, that the transmission of the complex data between the central control unit (ZK) and the at least two transmission modules (Al, A2) is carried out in parallel via at least two separate transmission channels (UK1, UK2) of the radio network (FN), wherein each one of the at least two separate th transmission channels (USL, UK2) one of the at least two transmission modules (Al, A2) is assigned, and that a coupling of the at least two transmission modules (Al, A2) to the component for safety control (KS) of the vehicle (F) via respectively a coupling module (Kl, K2) is performed.
    [2]
    2. System according to claim 1, characterized in that as a radio network (FN) for the transmission of complex data, a so-called wireless local area network or wireless LAN is used.
    [3]
    3. System according to any one of claims 1 to 2, characterized in that a minimum signal strength is maintained for the transmission of the complex data via the radio network (FN) or via wireless LAN. POSSIBLE * * 201020653 9t ··· Ι Μ · «··· ♦ ··« 9 · «« · ·

    8. System according to one of claims 1 to 3, characterized in that the at least two transmission modules (Al, A2) spatially separated on the vehicle (F) are attached. System according to one of claims 1 to 4, characterized in that the attachment of a first transmission module (Al) at one in the direction of travel (R) front end of the vehicle (F) and the attachment of a second transmission module (A2) on a in the direction of travel (R ) rear end of the vehicle (F) is provided. System according to one of claims 4 or 5, characterized in that the at least two transmission modules (Al, A2) have different orientation with corresponding antenna characteristics (AC1, AC2), wherein the first transmission module (Al) in the direction of travel (R) of the vehicle (F ) and the second transmission module (A2) is aligned against the Fahrriehtung (R) of the vehicle. System according to one of claims 1 to 6, characterized in that the central control unit (ZK) in the station and the component for safety control (KS) in the vehicle (F) each comprise transmitting and receiving units for transmitting data, wherein in each case one transmission - And a receiving unit per transmission channel (ÜK1, UK2) are provided. System according to one of claims 1 to 7, characterized in that for detecting disturbances in one of the at least two transmission channels (UKl, UK2) of the transmitting and receiving units, an error function is executed, which is set to a value of 1 in a fault, and from which a value 0 is assumed for trouble-free connection. FOLLOW-UP 201020653 * ο «· • · M« * ·· _ · * ♦ · «··«


    [4]
    9. System according to one of claims 1 to 8, characterized in that a monitoring time is parameterized at the transmitting and receiving units.
    [5]
    10.System according to one of claims 1 to 9, characterized in that complex data and / or data packets are provided when transmitting on a transmission side with a count and / or time stamp.
    [6]
    11.System according to one of claims 1 to 10, characterized in that via an application received data and / or data packets are evaluated and then it is determined which data are declared valid.
    [7]
    12.System according to one of claims 1 to 11, characterized in that the so-called PROFINET is provided as a communication standard. POSSIBLE • »• • · · · · · · * * t Μ * ························································································ 4 t ·· ··· 444 · 44 44 44

    Fig. 1 2010 20653 POSSIBLE 9 fl2010 20653

    ϊί REPLACED
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    AT510757B1|2014-01-15|
    AT510757A3|2013-12-15|
    SI2641337T1|2018-08-31|
    EP2641337B1|2018-05-30|
    EP2641337A1|2013-09-25|
    WO2012065758A1|2012-05-24|
    引用文献:
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    DE4310645A1|1993-04-01|1994-10-06|Deutsche Aerospace|Radio system for transmitting messages between at least one mobile station and n fixed base stations arranged along a route|
    DE19646016C2|1996-11-07|1999-10-14|Siemens Ag|Method for the equivalent switching of transmission devices for the bidirectional transmission of ATM cells|
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    DE102008024813A1|2008-05-23|2009-11-26|Deutsches Zentrum für Luft- und Raumfahrt e.V.|Device and method for wireless, punctiform data transmission|
    EP2342114B1|2008-10-27|2012-12-26|Siemens SAS|Method for routing data between at least one guided vehicle and a ground network|US7893050B2|2005-10-26|2011-02-22|Asahi Kasei Pharma Corporation|Fasudil in combination therapies for the treatment of pulmonary arterial hypertension|
    DE102014108586A1|2014-06-18|2015-12-24|Phoenix Contact Gmbh & Co. Kg|Parameterizable automation technology device|
    DE102017005131A1|2017-05-30|2018-12-06|Diehl Metering Systems Gmbh|Method for transmitting information|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA1877/2010A|AT510757B1|2010-11-15|2010-11-15|SYSTEM FOR TROUBLE-SAFE AND REDUNDANT TRANSMISSION OF COMPLEX DATA|ATA1877/2010A| AT510757B1|2010-11-15|2010-11-15|SYSTEM FOR TROUBLE-SAFE AND REDUNDANT TRANSMISSION OF COMPLEX DATA|
    EP11721726.5A| EP2641337B1|2010-11-15|2011-04-14|System for failsafe and redundant transmission of complex data|
    SI201131531T| SI2641337T1|2010-11-15|2011-04-14|System for failsafe and redundant transmission of complex data|
    PCT/EP2011/055933| WO2012065758A1|2010-11-15|2011-04-14|System for failsafe and redundant transmission of complex data|
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