• 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:
    In a system for monitoring the integrity of a train (1), the train (1) having a first vehicle (2) and a last vehicle (3), wherein in the last vehicle (3) a second balise antenna unit (8) comprising at least a second antenna (9) and a second antenna test arrangement (10), the second balise antenna unit (8) being connected to at least one balise transmission module (11, 12) of the train (1), wherein the at least one balise transmission module (11, 12) is connected to at least one control device (13, 14) of the train (1), wherein the second antenna test arrangement (10) is designed to keep a predefinable operational readiness of the second antenna (10). 9) and to generate and send a second antenna function signal to the control device (13, 14), it is proposed that the control device (13, 14) is designed to detect the presence of the second antenna at predeterminable time intervals to monitor the function signal, and output in case of failure of the second antenna function signal, a control and / or display signal.
    公开号:AT519824A1
    申请号:T50182/2017
    申请日:2017-03-09
    公开日:2018-10-15
    发明作者:
    申请人:Thales Austria Gmbh；
    IPC主号:
    专利说明:

    SUMMARY
    In a system for monitoring the integrity of a train (1), the train (1) having a first vehicle (2) and a last vehicle (3), with a second balise antenna unit (8) in the last vehicle (3) , comprising at least a second antenna (9) and a second antenna test arrangement (10), the second balise antenna unit (8) being connected to at least one balise transmission module (11, 12) of the train (1), the at least one balise transmission module (11, 12) is connected to at least one control device (13, 14) of the train (1), the second antenna test arrangement (10) being designed to continuously ensure that the second antenna (9) is ready for operation to monitor and generate a second antenna function signal and send it to the control device (13, 14), it is proposed that the control device (13, 14) be designed to determine the presence of the second antenna foot at predeterminable time intervals nction signal to monitor, and to output a control and / or display signal in the event of a failure of the second antenna function signal.
    (Fig. 1) / 15
    36262
    The invention relates to a system for monitoring the integrity of a train according to the preamble of claim 1.
    Due to the low friction between the wheel and the track, the braking distances on railways are usually so long that driving on sight, as is known from individual road traffic, cannot be implemented. To compensate for this, safety systems are provided on railways or other rail-based systems to ensure that a
    Track section is free. To do this, it is necessary to ensure that the composition of a train remains unchanged and that no vehicle on the train has uncoupled from it.
    Track systems are currently being monitored on the track side by means of axle counting arrangements and track circles. However, such systems are very complex to install and maintain. At the same time, they divide a route into fixed sections, each of which can only be shown as a whole or as free. Such systems on the track side therefore lead to high costs and at the same time limit the train traffic on such a secured section of the route.
    Currently known, train-side solutions to ensure train integrity also have considerable disadvantages, in that additional devices have to be attached to the train, usually to the last vehicle of the train, which additional devices are not permanently attached to the relevant place, and accordingly quickly forget to attach them can be. In addition, such devices represent an additional effort.
    The object of the invention is therefore to provide a system of the type mentioned at the outset with which the disadvantages mentioned can be avoided and with which the integrity of a train can be determined safely and reliably simply and without structural changes or additional devices.
    According to the invention this is achieved by the features of claim 1.
    This means that the integrity of a train can be determined safely and reliably without any structural changes or additional devices. This can rule out that the operating personnel make mistakes when operating the
    2.15
    36262
    The system makes or forgets to attach essential components to a part of the train, since the two balise antenna units are already present on trains that are designed for both directions of travel, which means that subsequent installation is not necessary. It is only necessary to define which of the two balise antenna units is the so-called first balise antenna unit. However, this is done anyway by selecting the direction of the train, so that it cannot be forgotten. Since the technical components used for querying the balises are now also used to determine the train integrity, there is no need for complex testing or approval procedures as prescribed in the railway system.
    The subclaims relate to further advantageous refinements of the invention.
    The invention further relates to a method according to the preamble of claim 10.
    The object of the invention is to provide a method for monitoring the integrity of a train, with which the disadvantages mentioned at the outset can be avoided, and with which the integrity of a train can be determined safely and reliably simply and without structural changes or additional devices.
    According to the invention this is achieved by the features of claim 10.
    The advantages claimed for claim 1 can thereby be achieved.
    Reference is hereby expressly made to the wording of the patent claims, as a result of which the claims are inserted at this point by reference into the description and are considered to be reproduced verbatim.
    The invention is described in more detail with reference to the accompanying drawings, in which only preferred embodiments are shown by way of example. It shows:
    Fig. 1 is a schematic representation of a train with an objective
    3.15
    36262
    Investment;
    2 shows a block diagram of a first embodiment of a plant in question;
    3 shows a block diagram of a second embodiment of a plant in question; and
    Fig. 4 is a block diagram of a first embodiment of a plant.
    1 to 4 each show systems for monitoring the integrity of a train 1, the train 1 having a first vehicle 2 and a last vehicle 3, wherein in the first vehicle 2 a first balise antenna unit 5, comprising at least one first antenna 6 and a first antenna test arrangement 7, wherein a second balise antenna unit 8, comprising at least a second antenna 9 and a second antenna test arrangement 10, is arranged in the last vehicle 3, the first balise antenna unit 5 and the second balise antenna unit 8 are each connected to at least one balise transmission module 11, 12 of the train 1, the at least one balise transmission module 11, 12 being connected to at least one control device 13, 14 of the train 1, the second antenna test arrangement 10 being designed to continuously monitor a predefinable operational readiness of the second antenna 9 and generate a second antenna function signal and to send to the control device 13, 14, the control device 13, 14 being designed to monitor the presence of the second antenna function signal at predefinable time intervals, and to output a control and / or display signal in the event of a failure of the second antenna function signal.
    As a result, the integrity of a train 1 can be determined simply and largely without structural changes or additional devices. This can rule out that the operating personnel makes mistakes when operating the system or forgets to fasten essential components to a part of the train 1, since the two balise antenna units 5, 8 on trains 1, which are designed for both directions of travel 18 anyway already
    4.15
    36262 are available, which is why a subsequent installation is not necessary. It is only necessary to define which of the two balise antenna units 5, 8 is the so-called first balise antenna unit 5. However, this is carried out anyway by the selection of the direction of travel 18 of the train 1, so that it cannot be forgotten either. Since the technical components used for querying the balises 16 are now also used for the determination of the train integrity, it is possible in this regard to carry out complex testing or
    Approval procedures, such as those prescribed in the railway system, are waived.
    An objective train 1 consists of at least two parts or vehicles 2, 3, 4, which are connected to one another. In the case of a "train" consisting of only one driving car, there is no risk of separating a part. The individual wagons or traction vehicles are referred to as vehicles 2, 3, 4. The vehicles 2, 3, 4 are, as is common in the railroad industry, connected to one another by means of coupling devices.
    The system in question is intended for operation with any type of train 1, on the first vehicle 2 and last vehicle 3 of which a balise antenna unit 5, 8 is arranged. In particular, these are trains 1, which are designed for both directions of travel 18. Trains 1 of this type have a control station 19 at both ends, and are thus suitable for being operated simply in both directions of travel 18. This is the case with passenger trains in a so-called rigid configuration. The drive technology of the respective train 1 is irrelevant. The present invention is therefore suitable both for trains 1 which are driven by means of an electric motor, internal combustion engine, steam engine or other drive technology. The system is preferably provided at least for so-called electro-multiple units and diesel multiple units.
    1 shows a schematic illustration of such a train which, in addition to the first vehicle 2 and the last vehicle 3, has further vehicles arranged therebetween, all of which are designated by reference number 4.
    The first and the last vehicle 2, 3 each have a schematically illustrated control station 19. Furthermore, one of the two is possible
    5.15
    36262
    Driving directions represented by arrow 18.
    A first balise antenna unit 5 is arranged in the first vehicle 2. A second balise antenna unit 8 is arranged in the last vehicle 3. The balise antenna units 5, 8 serve primarily to read out the information from the track-mounted balises 16, or is this the original purpose for which they were arranged in the train 1. As is known per se, a balise 16 is a transponder used in the railroad sector.
    The first balise antenna unit 5 has at least a first antenna 6 and a first antenna test arrangement 7. The second balise antenna unit 8 has at least a second antenna 9 and a second antenna test arrangement 10. The position of the first or second antenna 6, 9 is predefined by corresponding regulations. The antennas 6, 9 in question are each maximal
    Be located 12.5 meters from the first or last axis of train 1. This can ensure that the antennas 6, 9 are actually arranged in the area of the beginning or end of train 1, and not simply somewhere in the middle of train 1.
    The train 1 has at least one balise transmission module 11, 12. The at least one balise transmission module 11, 12 is a standard module within the scope of the ETCS, and is also abbreviated to BTM as is customary in the industry. The first balise antenna unit 5 and the second balise antenna unit 8 are each connected to the at least one balise transmission module 11, 12 of the train 1.
    It is preferably provided that the train 1 has a first balise transmission module 11 and that the first balise antenna unit 5 is connected to the first balise transmission module 11. The first balise transmission module 11 is preferably arranged in the first vehicle 2 of the train 1. 1 to 4 show corresponding arrangements. Regardless of the connection of the first balise antenna unit 5 to the first balise transmission module 11, it can also be provided, as shown in FIGS. 1 and 2, that the second balise antenna unit 8 also has the first balise transmission module 11
    6.15
    36262 is connected. The first balise transmission module 11 is capable of a corresponding multiplex when querying the two balise antenna units 5. This is a very simple design on the plant side.
    It is also preferably provided that the train 1 has a second balise transmission module 12 and that the second balise antenna unit 8 is connected to the second balise transmission module 12. 3 and 4 show
    Block diagrams of appropriately trained systems. In each case, a balise antenna unit 5, 8 communicates with a balise transmission module 11, 12 assigned to it. As a result, the reliability is increased by appropriate redundancy.
    The train also has at least one control device 13, 14. The at least one control device 13, 14 is preferably designed as a European vital computer. The European Vital Computer, or EVC for short, is one of the main components in the railway sector within the framework of the ETCS, hence the European Train Control System. The train 1 has at least one corresponding control device 13, 14 or an EVC. 1, 2 and 3 show corresponding systems in the block diagram, each with only one first control device 13. The at least one balise transmission module 11, 12 is connected to the at least one control device 13, 14 of the train 1. In the presence of second balise transmission modules 11, 12 and only one control device 13, both balise transmission modules 11, 12 are connected to one control device 13.
    It can also be provided that the train 1 has two control devices 13, 14, a first control device 13 being arranged in the first vehicle 2 and a second control device 14 being arranged in the last vehicle 3. Such an arrangement is generally only provided in the presence of a second balise transmission module 12 and is shown as a block diagram in FIG. 4. The second balise transmission module 12 is connected to the second control device 14 in terms of communications technology or function. This arrangement has further advantages in terms of reliability and implementation. If two control devices 13, 14 are present, it is easier to adjust these two accordingly
    7/15
    Use 36262, since the train 1 in question is already designed accordingly.
    As already mentioned, the second balise antenna unit 8 is at least indirectly connected to the first and / or second control device 13, 14 in terms of communications technology. The second balise antenna unit 8 is preferably at least indirectly connected to the first and / or second control device 13, 14 by means of a line-connected communications connection 15. It is particularly preferably provided that the communications connection 15 is designed as a bus and / or LAN, such as Ethernet. However, a wireless connection of the second balise antenna unit 8 to the first and / or second control device 13, 14 can also be provided, for example by means of radio transmission, for example WLAN. As can be seen from FIGS. 2, 3 and 4, at least one further component is generally arranged between the second balise antenna unit 8 and the first and / or second control device 13, 14. Furthermore, several different physical channels and / or transmission protocols can be used for data transmission from the second balise antenna unit 8 to the first and / or second control device 13, 14, both in succession and in parallel.
    As shown in the examples, the system can be implemented in a variety of differently designed environments and can be used in a variety of ways.
    At least the second antenna test arrangement 10 is designed to continuously monitor a predefinable operational readiness of the second antenna 9. The operational readiness is preferably checked or monitored at predefinable time intervals. The time intervals are preferably shorter than one second, in particular shorter than 0.1 s, preferably shorter than 0.01 s.
    The second antenna test arrangement 10 generates a second antenna function signal and sends this to the at least one control device 13, 14, to which the second balise antenna unit 8 is connected for communication purposes. It is preferably provided that the second antenna test arrangement 10 always generates and sends a second antenna function signal, regardless of the actual functionality of the second antenna 9
    8.15
    36262 the function of the second antenna 9 is contained in the second antenna function signal, which is designed differently accordingly. Alternatively, it can also be provided that the second antenna test arrangement 10 only generates the antenna function signal if the predefinable function of the second antenna 9 has been successfully detected. The at least one control device 13, 14 is to be adapted to the type of antenna function signal actually implemented.
    It is preferably provided that the first antenna test arrangement 7 is also designed to continuously monitor a predefinable operational readiness of the first antenna 6 and to generate a first antenna function signal and to send it to the control device 13, 14, the explanations for the second antenna test arrangement 10 correspondingly being used ,
    It is provided that the control device 13, 14 is designed to monitor the presence of the second antenna function signal at predefinable time intervals and to output a control and / or display signal in the event of a failure of the second antenna function signal. The control device 13, 14 therefore continuously monitors the presence of the second antenna function signal. As soon as this is no longer received, the conclusion can be drawn that the second antenna 9 or the second balise antenna unit 8 is no longer present, and consequently the integrity of the train 1 is no longer ensured.
    On the basis of the control and / or display signal, the driver of the train 1 can take an appropriate action, or the control device 13, 14 can take an appropriate action, such as, in particular, communicating the status to an interlocking.
    In a method for monitoring the integrity of a train 1, in particular a train 1 designed for both directions of travel, preferably a passenger train in a rigid configuration, the second antenna 9 of the second balise, which is arranged in the last vehicle 3 of the train 1, is therefore always ready for operation -Antenna unit 8 monitored by the second antenna test arrangement 10 of the second balise antenna unit 8, wherein
    9.15
    36262 generates an antenna function signal from the second antenna test arrangement 10 and to which at least one control device 13, 14 of the train 1 is sent, the presence of the second antenna function signal being checked by the control device 13, 14 at predefinable time intervals, and if the second antenna function signal fails the control and / or display signal is generated and output by the control device 13, 14.
    10/15
    36262
    Gibler & POTH
    PATENT ATTORNEYS
    权利要求:
    Claims (14)
    [1]
    1/1 / '
    1. System for monitoring the integrity of a train (1), in particular a train (1) designed for both directions, preferably a passenger train in a rigid configuration, the train (1) being a first vehicle (2) and a last vehicle (3) A first balise antenna unit (5) comprising at least a first antenna (6) and a first antenna test arrangement (7) is arranged in the first vehicle (2), a second balise antenna being arranged in the last vehicle (3). Antenna unit (8) comprising at least a second antenna (9) and a second antenna test arrangement (10) is arranged, the first balise antenna unit (5) and the second balise antenna unit (8) each having at least one balise transmission Modules (11, 12) of the train (1) are connected, the at least one balise transmission module (11, 12) being connected to at least one control device (13, 14) of the train (1), the second antenna test arrangement ( 10) trained to do so It is necessary to continuously monitor a predefinable operational readiness of the second antenna (9) and to generate a second antenna function signal and send it to the control device (13,
    14), characterized in that the control device (13, 14) is designed to monitor the presence of the second antenna function signal at predefinable time intervals and to output a control and / or display signal in the event of a failure of the second antenna function signal.
    [2]
    2. System according to claim 1, characterized in that the at least one control device (13, 14) is designed as a European vital computer.
    [3]
    3. System according to claim 1 or 2, characterized in that the first antenna test arrangement (7) is designed to continuously a predeterminable
    [4]
    4. Installation according to one of claims 1 to 3, characterized in that the train (1) has a first balise transmission module (11), and that the first balise antenna unit (5) with the first balise transmission module (11) is connected.
    [5]
    5. Installation according to one of claims 1 to 4, characterized in that the train (1) has a second balise transmission module (12), and that the second balise antenna unit (8) with the second balise transmission module (12) is connected.
    [6]
    6. Installation according to one of claims 1 to 5, characterized in that the train (1) has a first control device (13) and a second control device (14), that the first control device (13) in the first vehicle (2) of the train (1) is arranged, and that the second control device (14) is arranged in the last vehicle (3) of the train (1).
    [7]
    7. Installation according to one of claims 1 to 6, characterized in that the second balise antenna unit (8) is connected to the at least one control device (13, 14) by means of a line-connected communications connection (15).
    [8]
    8. System according to claim 7, characterized in that the communications connection (15) is designed as a bus and / or LAN.
    [9]
    9. train (1) with a system according to one of claims 1 to 8.
    [10]
    10. A method for monitoring the integrity of a train (1), in particular a train (1) designed for both directions of travel, preferably a passenger train in a rigid configuration, with an operational readiness of one arranged in a last vehicle (3) of the train (1) , second antenna of a second balise antenna unit (8) is monitored by a second antenna test arrangement (10) of the second balise antenna unit (8), wherein a
    [11]
    11/15
    36262
    Operational readiness of the first antenna (6) to be monitored and a first antenna function signal to be generated and sent to the control device (13, 14).
    [12]
    12/15
    36262
    Antenna function signal generated by the second antenna test arrangement (10) and sent to at least one control device (13, 14) of the train (1), the presence of the second antenna function signal by the
    Control device (13, 14) is checked at predeterminable time intervals, and a control and / or display signal is generated and output by the control device (13, 14) in the event of a failure of the second antenna function signal.
    [13]
    13/11/2 / 4 b-qrtb rih rih
    Fig. 1
    Fig. 4
    Fig. 3
    13/15
    36262
    [14]
    14/15
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    同族专利:
    公开号 | 公开日
    AT519824B1|2018-11-15|
    EP3592625A1|2020-01-15|
    WO2018162238A1|2018-09-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20040006413A1|2002-07-02|2004-01-08|Kane Mark Edward|Train control system and method of controlling a train or trains|
    US20080243320A1|2007-03-30|2008-10-02|General Electric Company|Methods and systems for determining an integrity of a train|
    KR20110081416A|2010-01-08|2011-07-14|엘에스산전 주식회사|System for detecting separation of train|
    DE102013101927A1|2013-02-27|2014-08-28|Deutsches Zentrum für Luft- und Raumfahrt e.V.|Device for automatically controlling rolling stock of train e.g. locomotive, has train end monitor attached with rolling stock of train, where device detects whether train end monitor is attached with rolling stock of train|
    FR3025479B1|2014-09-10|2017-10-06|Alstom Transp Tech|CONFIGURATION DEVICE FOR INTEGRITY OF A HITCHING OF A RAILWAY CONVEY AND ASSOCIATED RAILWAY CONVEYOR|CN109774752B|2019-01-25|2021-05-28|北京交大思诺科技股份有限公司|BTM storehouse system of examining based on technique tests speed|
    DE102020200700A1|2020-01-22|2021-07-22|Siemens Mobility GmbH|Establishment and procedure for monitoring the integrity of a train|
    CN111845847A|2020-06-28|2020-10-30|通号城市轨道交通技术有限公司|Transponder simulation method and system|
    法律状态:
    2019-03-15| HA| Change or addition of new inventor|Inventor name: ROLAND STADLBAUER, AT Effective date: 20190123 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50182/2017A|AT519824B1|2017-03-09|2017-03-09|APPENDIX FOR MONITORING THE INTEGRITY OF A TRAIN|ATA50182/2017A| AT519824B1|2017-03-09|2017-03-09|APPENDIX FOR MONITORING THE INTEGRITY OF A TRAIN|
    EP18706731.9A| EP3592625A1|2017-03-09|2018-02-21|System for monitoring the integrity of a train|
    PCT/EP2018/054284| WO2018162238A1|2017-03-09|2018-02-21|System for monitoring the integrity of a train|
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