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EP2162339B1 - Device and transfer of data between an immovably installed data transmission unit and a movable object - Google Patents

Device and transfer of data between an immovably installed data transmission unit and a movable object Download PDF

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Publication number
EP2162339B1
EP2162339B1 EP08749396.1A EP08749396A EP2162339B1 EP 2162339 B1 EP2162339 B1 EP 2162339B1 EP 08749396 A EP08749396 A EP 08749396A EP 2162339 B1 EP2162339 B1 EP 2162339B1
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EP
European Patent Office
Prior art keywords
rail vehicle
data transmission
transmission unit
data
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08749396.1A
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German (de)
French (fr)
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EP2162339A1 (en
Inventor
Rolf Schmid
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Schweiz AG
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Siemens Schweiz AG
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Publication date
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Priority to EP08749396.1A priority Critical patent/EP2162339B1/en
Priority to PL08749396T priority patent/PL2162339T3/en
Publication of EP2162339A1 publication Critical patent/EP2162339A1/en
Application granted granted Critical
Publication of EP2162339B1 publication Critical patent/EP2162339B1/en
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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
    • B61L3/121—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 magnetic induction
    • 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
    • B61L3/121—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 magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]

Definitions

  • the present invention relates to an apparatus for transferring data between a fixed data transfer unit and a moving object.
  • the current infrastructure of railway undertakings is characterized by a high propriety in terms of the train control systems used and thus by a large number of different legacy systems.
  • the components installed in the track area with these train protection systems such as axle counters, track circuits, line conductors, point balises, points, signals and the decentralized control and monitoring units provided for these components, are generally supplied with electrical energy from an interlocking or control center , For cost reasons, only cables with the required number of wires have been laid in the laying of the cable systems in the rule. In a replacement of passive legacy systems, such as.
  • the present invention is therefore based on the object of specifying a device for transmitting data between a permanently installed data transmission unit and a moving object, which can be designed in a cost and maintenance-optimized manner even to a self-sufficient operation.
  • This procedure or embodiment of the device makes it possible to operate the data transmission unit despite fully guaranteed functionality with particularly low power consumption.
  • a data transmission method according to ETCS / ETRMS Level 1 or Limited Supervision for example, location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle.
  • ETCS / ETRMS Level 1 or Limited Supervision for example, location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle.
  • location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle.
  • secondary lines or less frequented main routes thereby arise preferred applications of the invention, because the device and the data transmission unit here only a few times per hour must be activated briefly and otherwise can be operated in a power-saving stand-by mode as possible.
  • the predeterminable period of activation in dependence on the approach speed of the movable object and / or the speed of movement of the mobile object via the data transmission unit can be determined.
  • the Sensor unit has such a location / time-resolution functionality that allows to determine the crossing speed of the moving object. For example, a mean value for the speed of travel may be determined from the amount of time it takes the moving object to move from the location of the first detection of approach to the location of the communication unit.
  • the sensor device can have an antenna with which a signal emitted by the mobile object can be detected.
  • the sensor device is tuned so that the signal emitted by the mobile object, which has a transmitting lobe with a frequency in the range of 27 MHz, can be detected.
  • This so-called tele-powering signal is permanently radiated from the driving at the top of a train or a train composition vehicle, so locomotive or control car to triggern recordable example of transparent data balises the transmission of telegrams with which the signal applied to the cab is transmitted at the Switzerlandspitze.
  • this signal is also used (as the actual name implies) to a fixed data balise during the approach phase with a sufficient amount of electrical power for the transmission of the telegram, which is inductively obtained on the balise from the telepowering signal to supply.
  • the multiple activation of the track-side component is prevented by a blocking time filter of the data transmission unit, activated by the first vehicle antenna. This is required for the performance of a train, for example, consisting of several train compositions (compound trains with attached locomotives), for performance optimization.
  • an energy store is provided on the device side, which can be fed via a photovoltaic element and / or an outcoupling of reactive currents of a traction system of the mobile object and / or a decoupling of currents and / or a (drive) wind generator.
  • This embodiment makes it possible to provide the data transmission unit at remote locations sufficient electrical power without the laying of separate electrical supply cable, for example, outgoing from a signal box, is necessary. Such a data transmission unit is therefore energetically self-sufficient operable.
  • contact queries may be sent to an electrical component associated with the data transmission unit, such as e.g. a relay, depending on the state of charge of the energy storage be executable.
  • a relay such relays are still widely used in railway safety systems, for example.
  • the frequency of contact queries also decreases with decreasing state of charge and, for example, does not occur below a predefinable threshold value and is performed only when a rail vehicle has approached.
  • contact queries are sent to an electrical component associated with the data transmission unit, e.g. a relay, always immediately before a passage of the movable object via the data transmission unit are executable.
  • an electrical component associated with the data transmission unit e.g. a relay
  • the sensor unit is spatially and data processing moderately configured such that between the detection of an approach of the movable object to the data transmission unit and the passage of the mobile object via the data transmission unit within a maximum design speed for the section at least one predetermined Remaining period remains.
  • the duration of this remaining period may, for example, be determined by the time taken for the system start of the data transmission unit, from the duration of the contact request as well as from an additional security period.
  • the sensor unit may comprise a line conductor and / or a coaxial cable.
  • Such elements are easily able to detect, for example, the radiated from the Switzerlandspitze 27 MHz signal lobe of the telepowering signal.
  • FIG. 1 shows a schematic representation of a rail vehicle 2, which moves on a track 4 in the drawing from left to right.
  • the rail vehicle 2 emits with a vehicle antenna 6 a telepowering signal TP with a frequency of 27.095 MHz permanently, as described for the ETCS subset 034.
  • this telepowering signal TP is used in order to transmit with the radiated power data telegrams DT from fixed data balises 9 (cf. FIG. 2 ), which contain, for example, exact location information.
  • this balise 8 is as Transparent data balise designed, ie this Beautyse 8 can transmit different dependent of an applied signal term data telegrams DT on the rail vehicle 2.
  • the balise 8 is preceded by an antenna 10 which is connected to a track-side electronics unit 12 which also controls and monitors the balises 8.
  • the antenna 10 makes it possible here to receive the telepowering signal TP and thus to detect an approach of the rail vehicle 2 before it receives the data telegram DT radiated from the balise 8 during its passage via the balise 8. In this way, this detection of the telepowering signal TP is used here to parts of the in FIG. 2 shown device for a predetermined period of time from a stand-by mode to transfer to the active state and so consume only the lowest possible electric power.
  • the device 20 is used to transmit the data telegrams DT between the fixed Balise 8 and the rail vehicle 2.
  • the device 20 therefore includes the Balise 8, which has an air interface for transmission of the data telegrams DT on the rail vehicle 2.
  • data from the rail vehicle 2 could also be transmitted to the balise 8.
  • the device 20 further comprises the track-side electronics unit 12, which comprises a sensor device 22 for detecting an approach of the rail vehicle 2 to the balise 8 by means of the above-described telepowering signal TP and a data processing unit 24, the logic of which is designed such that at Detection of the approach of the rail vehicle 2 to the balise 8 is activated for a predeterminable period of time.
  • the entire track-side electronics unit 12 must be activated, so that a signal term at relay contacts 26 can be read and then a signal telegram corresponding to the data telegram DT retrieved from a message memory 28 and from an interface driver 30, which operates the so-called interface "C" is transmitted to the balise 8 for radiation.
  • Another component of the device 20 is the antenna 10, which is connected to the sensor unit 22.
  • the sensor unit 22 can receive the telepowering signal TP with this antenna 10 and detect it accordingly. After the detection, the sensor unit 22 notifies a power control unit 32 which is connected on the energy side to a solar module 34, an energy store 36 and a parasitic secondary winding 38 of a signal lamp circuit 40 for a signal 42.
  • This power control unit 32 is used to manage the available electrical power in the sense that it turns on after detection for a predetermined period of time all the units required for the creation and transmission of the data telegram DT.
  • This procedure or configuration of the device 20 makes it possible to operate the balise 8 despite particularly guaranteed functionality with particularly low power consumption.
  • location information, speed information for the following route section and / or braking curves are transmitted to the rail vehicle 2 as a data telegram DT, for example.
  • a data telegram DT for example.
  • a means for the overspeed can be determined, for example, from the time required for the rail vehicle 2 to move from a location P of the first detection of approach to the location PB of the balise 8.
  • a blocking time filter is triggered by the first antenna.
  • the energy storage device 36 via the photovoltaic element 34 and / or a decoupling of currents from the signal lamp circuit 40 can be fed.
  • a decoupling of reactive currents of a traction system of the rail vehicle 2 and / or a (drive) wind generator for feeding could also be provided.
  • This refinement makes it possible to provide the device 20 with sufficient electrical power even at remote locations without the need to lay separate electrical supply cables, for example, outgoing from a signal box. Such a device 20 is therefore energetically self-sufficient operable.
  • the careful handling of the available electrical power is essential for their operation.
  • the queries of the relay contacts 26 are executed as a function of the state of charge of the energy store 36.
  • the frequency of contact queries also decreases with decreasing state of charge and the contact interrogation, for example below a predefinable threshold value, is completely omitted and is only carried out when the rail vehicle 2 has approached.
  • Another particularly gentle handling of the available electrical power is achieved by cleaning the relay contacts 26 depending on the state of charge of the energy storage 36 are performed. Due to the use of relays under all weather conditions, there may be an oxidation of the relay contacts 26, which can lead to an erroneous reading of the signal terms. A remedy against this oxidation, therefore, provides the Kunststofffrittung in which a relay contact supplier 42 is controlled by the power control unit 32 that current generator 44 impress currents of the order of 100 mA at a voltage of 24 volts on the relay contacts 26. Again, it is again true that, for example, the frequency of contact transmission also decreases with decreasing state of charge.
  • the sensor unit 22, including the antenna 10 assigned to it is configured spatially and in terms of data processing such that between the detection of an approach to the location P and the crossing at the location PB of the balise 8 within the maximum design speed for this route section specified remaining period remains.
  • the duration of this remaining period may, for example, from the period for the system start of the device 20, from the time period for the Contact inquiry and from an additional security period.

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

Description

Die vorliegende Erfindung betrifft eine Vorrichtung zur Übertragung von Daten zwischen einer fest installierten Datenübertragungseinheit und einem beweglichen Objekt.The present invention relates to an apparatus for transferring data between a fixed data transfer unit and a moving object.

Die heutige Infrastruktur von Eisenbahnunternehmen zeichnet sich hinsichtlich der eingesetzten Zugsicherungssysteme durch eine hohe Proprietarität und dadurch bedingt durch eine Vielzahl unterschiedlicher Altsysteme aus. Die mit diesen Zugsicherungssystemen eingesetzten im Gleisbereich installierten Komponenten, wie Achszähler, Gleisstromkreise, Linienleiter, Punkt-Balisen, Weichen, Signale sowie die für diese Komponenten vorgesehenen dezentralen Steuerungs- und Überwachungseinheiten, werden in der Regel aus einem Stellwerk oder einer Leitstelle mit elektrischer Energie versorgt. Aus Kostengründen sind bei der Verlegung der Kabelanlagen in der Regel nur Kabel mit der gerade erforderlichen Adernanzahl verlegt worden. Bei einer Ablösung von passiven Altsystemen, wie z.B. des in der Schweiz unter dem Namen SIGNUM eingesetzten Zugsicherungssystems, durch Neusysteme mit abgesetzten gleisseitig angeordneten Steuerungseinheiten und einer Datenübertragung mit Balisen, die zum Teil fernab von Punkten mit Zugang zum öffentlichen Stromnetz angeordnet sind, fehlen in den Kabelanlagen häufig Adern zur elektrischen Versorgung der Komponenten.The current infrastructure of railway undertakings is characterized by a high propriety in terms of the train control systems used and thus by a large number of different legacy systems. The components installed in the track area with these train protection systems, such as axle counters, track circuits, line conductors, point balises, points, signals and the decentralized control and monitoring units provided for these components, are generally supplied with electrical energy from an interlocking or control center , For cost reasons, only cables with the required number of wires have been laid in the laying of the cable systems in the rule. In a replacement of passive legacy systems, such as. of the train control system used in Switzerland under the name SIGNUM, by new systems with remote control units arranged on the track side and a data transmission with balises, some of which are located far away from points with access to the public power grid, wires are often missing in the cable systems for the electrical supply of the components.

Mit der Einführung des European Train Control Systems (ERTMS/ETCS; kurz: ETCS) wird das Bedürfnis des Einsatzes von Balisen an räumlich abgesetzten Ort ansteigen. Ein technischer Überblick über das Zugsicherungssystem mit Euro-Balisen wird von Lundberg, Per: "Eurobalise Transmission System, A technical overview", IRSE News, Institution of Railway Signal Engineers, GB, 9 October 2002, pages 1 to 6 , XP001246783, gegeben. Ferner zeigt die deutsche Patentschrift DE 103 38 311 B3 eine Transponder- und eine Balisen-Einrichtung, bei denen die Leistungsstärke eines von der Lokomotive ausgesendeten Telepowering-Signals in Abhängigkeit von der Geschwindigkeit der Lokomotive eingestellt wird, wobei die Leistungsstärke mit Zunahme der Geschwindigkeit ebenfalls zunehmend ausgestaltet ist.The introduction of the European Train Control System (ERTMS / ETCS, ETCS for short) will increase the need to use balises in remote locations. A technical overview of the train control system with Euro-Balises is provided by Lundberg, Per: "Eurobalise Transmission System, A technical overview", IRSE News, Institution of Railway Signal Engineers, GB, 9 October 2002, pages 1 to 6 , XP001246783, given. Furthermore, the German patent document DE 103 38 311 B3 a transponder and a balise device, in which the power of a telepowering signal emitted by the locomotive is adjusted in dependence on the speed of the locomotive, wherein the power with increasing speed is also increasingly designed.

Grundsätzlich ist es aber auch bei den aus dem Stand der Technik heraus bekannten Systems so, neue Kabel zu verlegen sind, was aufwendig und kosten- und wartungsintensiv ist.Basically, it is also in the known from the prior art system so to lay new cables, which is complicated and cost and maintenance intensive.

Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde, eine Vorrichtung zur Übertragung von Daten zwischen einer fest installierten Datenübertragungseinheit und einem beweglichen Objekt anzugeben, die in kosten- und wartungsoptimierter Weise sogar bis zu einem autarken Betrieb gestaltbar ist.The present invention is therefore based on the object of specifying a device for transmitting data between a permanently installed data transmission unit and a moving object, which can be designed in a cost and maintenance-optimized manner even to a self-sufficient operation.

Diese Aufgabe wird erfindungsgemäss durch eine Vorrichtung zur Übertragung von Datentelegrammen zwischen einer im Gleisbereich installierten Datenübertragungseinheit, insbesondere eine Balise, und einem Schienenfahrzeug, umfassend:

  1. a) die Datenübertragungseinheit, welche eine Luftschnittstelle zur Übertragung der Datentelegramme auf das Schienenfahrzeug und/oder zum Empfang von Daten des Schienenfahrzeugs umfasst,
  2. b) eine Elektronik-Einheit, die eine Sensoreinrichtung zur Detektion einer Annäherung des Schienenfahrzeugs an die Datenübertragungseinheit mithilfe eines von dem Schienenfahrzeug abgestrahlten Signals, insbesondere eines Tele-Powering-Signals, und eine Datenverarbeitungseinheit aufweist, wobei die Elektronik-Einheit die Datenübertragungseinheit steuert und überwacht; und c) eine Antenne, die der Datenübertragungseinheit in Fahrtrichtung des Schienenfahrzeugs gesehen vorgeordnet ist, und die an die Elektronik-Einheit angeschlossen ist, wobei die Antenne das von dem Schienenfahrzeug abgestrahlte Signal empfängt und somit die Annäherung des Schienenfahrzeugs detektiert, wobei die Datenverarbeitungseinheit an die Sensoreinrichtung gekoppelt ist und eine Logik aufweist, so dass bei einer Erkennung der Annäherung des Schienenfahrzeugs an die Datenübertragungseinheit die Datenübertragungseinheit für einen vorbestimmten Zeitraum aktiviert wird.
This object is achieved according to the invention by a device for transmitting data telegrams between a data transmission unit installed in the track area, in particular a balise, and a rail vehicle, comprising:
  1. a) the data transmission unit, which comprises an air interface for transmitting the data telegrams to the rail vehicle and / or for receiving data of the rail vehicle,
  2. b) an electronic unit which comprises a sensor device for detecting an approach of the rail vehicle to the data transmission unit by means of a signal emitted by the rail vehicle, in particular a tele-powering signal, and a data processing unit wherein the electronics unit controls and monitors the data transmission unit; and c) an antenna disposed upstream of the data transmission unit in the direction of travel of the rail vehicle and connected to the electronics unit, the antenna receiving the signal radiated by the rail vehicle and thus detecting the approach of the rail vehicle, the data processing unit being connected to the Sensor device is coupled and has a logic, so that upon detection of the approach of the rail vehicle to the data transmission unit, the data transmission unit is activated for a predetermined period.

Diese Vorgehensweise respektive Ausgestaltung der Vorrichtung ermöglicht es, die Datenübertragungseinheit trotz vollständig gewährleisteter Funktionalität mit besonders geringer Leistungsaufnahme zu betreiben. Bei einem Datenübertragungsverfahren nach ETCS/ETRMS Level 1 oder Limited Supervision wird dabei beispielsweise eine Ortsinformation, Geschwindigkeitsinformationen für den nachfolgenden Streckenabschnitt und/oder Bremskurven auf das Schienenfahrzeug übertragen. Besonders auf Nebenstrecken oder auch wenig frequentierten Hauptstrecken ergeben sich dabei bevorzugte Anwendungsgebiete der Erfindung, weil die Vorrichtung und die Datenübertragungseinheit hier nur wenige Male pro Stunde kurzzeitig aktiviert werden müssen und ansonsten in einem möglichst stromsparenden Stand-By-Modus betrieben werden können.This procedure or embodiment of the device makes it possible to operate the data transmission unit despite fully guaranteed functionality with particularly low power consumption. In a data transmission method according to ETCS / ETRMS Level 1 or Limited Supervision, for example, location information, speed information for the subsequent route section and / or braking curves are transmitted to the rail vehicle. Especially on secondary lines or less frequented main routes thereby arise preferred applications of the invention, because the device and the data transmission unit here only a few times per hour must be activated briefly and otherwise can be operated in a power-saving stand-by mode as possible.

Zur weiteren Optimierung des Stromverbrauchs der Vorrichtung respektive auf der Datenübertragungseinheit kann es in einer vorteilhaften Ausgestaltung der Erfindung vorgesehen sein, dass der vorbestimmbare Zeitraum der Aktivierung in Abhängigkeit von der Annäherungsgeschwindigkeit des beweglichen Objekts und/oder der Überfahrgeschwindigkeit des beweglichen Objekts über die Datenübertragungseinheit bestimmbar ist. Dies setzt dann voraus, dass die Sensoreinheit über eine derartige Orts/Zeit-auflösende Funktionalität verfügt, die es erlaubt, die Überfahrgeschwindigkeit des beweglichen Objekts zu bestimmen. Ein Mittelwert für die Überfahrgeschwindigkeit kann beispielsweise aus der Zeitdauer bestimmt werden, die das bewegliche Objekt benötigt, sich von dem Ort der ersten Detektion der Annäherung zum Standort der Datenübertragungseinheit zu bewegen.To further optimize the power consumption of the device or on the data transmission unit, it may be provided in an advantageous embodiment of the invention that the predeterminable period of activation in dependence on the approach speed of the movable object and / or the speed of movement of the mobile object via the data transmission unit can be determined. This then assumes that the Sensor unit has such a location / time-resolution functionality that allows to determine the crossing speed of the moving object. For example, a mean value for the speed of travel may be determined from the amount of time it takes the moving object to move from the location of the first detection of approach to the location of the communication unit.

In einer weiteren zweckmässigen Ausgestaltung der Erfindung kann die Sensoreinrichtung eine Antenne aufweisen, mit der ein von dem beweglichen Objekt abgestrahltes Signal detektierbar ist. Für den Eisenbahnbetrieb ist es daher zweckmässig, wenn die Sensoreinrichtung so abgestimmt ist, dass das von dem beweglichen Objekt abgestrahlte Signal, welches eine Sendekeule mit einer Frequenz im Bereich von 27 MHz aufweist, detektiert werden kann. Dieses sogenannte Tele-Powering-Signal wird von dem an der Spitze eines Zuges oder einer Zugkomposition fahrenden Fahrzeug, also Lokomotive oder Steuerwagen, permanent abgestrahlt, um bespielsweise an Transparentdaten-Balisen die Aussendung von Telegrammen zu triggern, mit denen der anliegende Signalbegriff auf den Führerstand an der Zugspitze übertragen wird. Zugleich wird dieses Signal auch genutzt (wie der eigentliche Name auch impliziert), um eine Festdaten-Balise während der Annäherungsphase mit einer für die Aussendung des Telegramms ausreichende Menge an elektrische Leistung, die auf der Balise induktiv aus dem Telepowering-Signal gewonnen wird, zu versorgen.In a further expedient embodiment of the invention, the sensor device can have an antenna with which a signal emitted by the mobile object can be detected. For railway operation, it is therefore expedient if the sensor device is tuned so that the signal emitted by the mobile object, which has a transmitting lobe with a frequency in the range of 27 MHz, can be detected. This so-called tele-powering signal is permanently radiated from the driving at the top of a train or a train composition vehicle, so locomotive or control car to triggern recordable example of transparent data balises the transmission of telegrams with which the signal applied to the cab is transmitted at the Zugspitze. At the same time this signal is also used (as the actual name implies) to a fixed data balise during the approach phase with a sufficient amount of electrical power for the transmission of the telegram, which is inductively obtained on the balise from the telepowering signal to supply.

Die Mehrfachaktivierung der gleisseitigen Komponente wird durch ein Sperrzeitfilter der Datenübertragungseinheit, aktiviert durch die erste Fahrzeugantenne, verhindert. Dies wird bei der Überfahrt eines Zuges, der beispielsweise aus mehreren Zugkompositionen (zusammengesetzte Zugseinheiten mit angehängten Loks) besteht, für die Leistungsoptimierung benötigt.The multiple activation of the track-side component is prevented by a blocking time filter of the data transmission unit, activated by the first vehicle antenna. This is required for the performance of a train, for example, consisting of several train compositions (compound trains with attached locomotives), for performance optimization.

In einer zweckmässigen Weiterbildung der Erfindung ist vorrichtungsseitig ein Energiespeicher vorgesehen, der über ein Photovoltaik-Element und/oder eine Auskopplung von Blindströmen eines Traktionssystems des beweglichen Objekts und/oder eine Auskopplung von Strömen und/oder einen (Fahrt)-Windgenerator speisbar ist. Diese Ausgestaltung ermöglicht es, die Datenübertragungseinheit auch an abgesetzten Orten ausreichend mit elektrischer Leistung versorgen zu können, ohne dass das Verlegen separater elektrischer Zuleitungskabel, beispielsweise von einem Stellwerk abgehend, notwendig ist. Eine derartige Datenübertragungseinheit ist daher energetisch autark betreibbar.In an expedient development of the invention, an energy store is provided on the device side, which can be fed via a photovoltaic element and / or an outcoupling of reactive currents of a traction system of the mobile object and / or a decoupling of currents and / or a (drive) wind generator. This embodiment makes it possible to provide the data transmission unit at remote locations sufficient electrical power without the laying of separate electrical supply cable, for example, outgoing from a signal box, is necessary. Such a data transmission unit is therefore energetically self-sufficient operable.

Besonders bei derartig autark betriebenen Datenübertragungseinheiten ist der vorsichtige Umgang mit der zur Verfügung stehenden elektrischen Energie essentiell für deren Betrieb. So können zum Beispiel Kontaktabfragen an eine mit der Datenübertragungseinheit assozierte elektrotechnische Komponente, wie z.B. ein Relais, in Abhängigkeit vom Ladezustand des Energiespeichers ausführbar sein. Derartige Relais sind beispielsweise in Eisenbahnsicherungsanlagen noch weit verbreitet. So kann es beispielsweise vorgesehen sein, dass die Frequenz von Kontaktabfragen mit abnehmendem Ladezustand ebenfalls abnimmt und beispielsweise unterhalb eines vordefinierbaren Schwellenwertes auch ganz unterbleibt und nur bei detektierter Annäherung eines Schienenfahrzeuges durchgeführt wird.Especially with such autonomously operated data transmission units, the careful handling of the available electrical energy is essential for their operation. For example, contact queries may be sent to an electrical component associated with the data transmission unit, such as e.g. a relay, depending on the state of charge of the energy storage be executable. Such relays are still widely used in railway safety systems, for example. Thus, it may be provided, for example, that the frequency of contact queries also decreases with decreasing state of charge and, for example, does not occur below a predefinable threshold value and is performed only when a rail vehicle has approached.

Ein weiterer besonders schonender Umgang mit der zur Verfügung stehenden elektrischen Leistung wird erzielt, wenn Kontaktreinigungen bei einer mit der Datenübertragungseinheit assozierte elektrotechnische Komponente, wie z.B. ein Relais, in Abhängigkeit vom Ladezustand des Energiespeichers ausführbar sind. Aufgrund des Einsatzes von Relais unter allen Witterungsbedingungen und Alterungserscheinungen kann es zu einer Oxidation der Relaiskontakte kommen, die zu einem fehlerhaften Auslesen der Signalbegriffe führen kann. Auch wenn diese Art der Störung wegen der in Antwort darauf eingeleiteten Zwangsbremsung des Zuges keine negativen sicherheitrelevanten Auswirkungen hat, wird doch der Betrieb des Schienenverkehrs gestört, weil der Führer des Schienenfahrzeugs nun mehr persönlich Kontakt mit dem Stellwerkspersonal aufzunehmen muss, um den Signalbegriff fernmündlich übermittelt zu bekommen. Abhilfe gegen diese Oxidierung schafft daher die Kontaktfrittung, bei der beispielsweise Ströme in der Grössenordnung von 50 mA bei einer Spannung von 24 Volt auf den Kontaktkreis gegeben werden. Auch hier gilt wieder, dass beispielsweise die Frequenz die Kontaktfrittung mit abnehmendem Ladezustand ebenfalls abnimmt.Another particularly gentle handling of the available electrical power is achieved when contact cleaning in an associated with the data transmission unit electrical component, such as a relay, depending on the state of charge of the energy storage are executable. Due to the use of relays under all weather conditions and aging phenomena may lead to oxidation of the relay contacts, which leads to a erroneous reading of the signal terms may result. Even if this type of disturbance has no negative safety-relevant effects because of the emergency braking of the train initiated in response, the operation of the rail traffic is disturbed because the rail vehicle driver now has to make more personal contact with the interlocking personnel in order to transmit the signal concept by telephone to get. A remedy against this oxidation, therefore, creates the Kontaktfrittung, are given in the example of currents in the order of 50 mA at a voltage of 24 volts on the contact circuit. Again, it is again true that, for example, the frequency of contact transmission also decreases with decreasing state of charge.

Ungeachtetdessen kann es aber vorgesehen sein, dass Kontaktabfragen an eine mit der Datenübertragungseinheit assozierte elektrotechnische Komponente, wie z.B. ein Relais, immer unmittelbar vor einer Überfahrt des beweglichen Objekts über die Datenübertragungseinheit ausführbar sind.Nevertheless, it can be provided that contact queries are sent to an electrical component associated with the data transmission unit, e.g. a relay, always immediately before a passage of the movable object via the data transmission unit are executable.

Aus Auslegungsgründen ist es daher besonders zweckmässig, wenn die Sensoreinheit räumlich und datenverarbeitungsmässig so ausgestaltet ist, dass zwischen der Detektion einer Annäherung des beweglichen Objekt an die Datenübertragungseinheit und der Überfahrt des beweglichen Objekts über die Datenübertragungseinheit im Rahmen einer maximalen Auslegungsgeschwindigkeit für den Streckenabschnitt zumindest ein vorgebbarer Restzeitraum verbleibt. Mit anderen Worten heisst dies, dass selbst bei einer Annäherung und überfahrt des beweglichen Objekts mit maximaler Geschwindigkeit der Detektionsort und die Datenübertragungseinheit so weit auseinanderliegend angeordnet sind, dass dieser Restzeitraum garantiert ist. Die Dauer diese Restzeitraums kann sich beispielsweise aus der Zeitdauer für den Systemstart der Datenübertragungseinheit, aus der Zeitdauer für die Kontaktabfrage sowie aus einem zusätzlichen Sicherheitszeitraum ergeben.For reasons of design, it is therefore particularly expedient if the sensor unit is spatially and data processing moderately configured such that between the detection of an approach of the movable object to the data transmission unit and the passage of the mobile object via the data transmission unit within a maximum design speed for the section at least one predetermined Remaining period remains. In other words, this means that even with an approach and passage of the movable object with maximum speed of the detection site and the data transmission unit are arranged so far apart that this remaining period is guaranteed. The duration of this remaining period may, for example, be determined by the time taken for the system start of the data transmission unit, from the duration of the contact request as well as from an additional security period.

Als ein zweckmässiges Mittel zur Erfassung der Annäherung des beweglichen Objekts kann die Sensoreinheit einen Linienleiter und/oder ein Koaxialkabel umfassen. Derartige Elemente sind problemlos in der Lage, beispielsweise die von der Zugspitze abgestrahlte 27 MHz-Signalkeule des Telepowering-Signals zu detektieren.As a suitable means for detecting the approach of the movable object, the sensor unit may comprise a line conductor and / or a coaxial cable. Such elements are easily able to detect, for example, the radiated from the Zugspitze 27 MHz signal lobe of the telepowering signal.

Vorteilhafte Ausgestaltungen der Erfindung sind in weiteren Ansprüchen angegeben.Advantageous embodiments of the invention are specified in further claims.

Die Erfindung wird nachfolgend anhand der Zeichnung beispielsweise näher erläutert. Dabei zeigen:

Figur 1
in schematischer Darstellung eine Annäherung eines Schienenfahrzeug an eine Balise;
Figur 2
in schematischer Darstellung den Aufbau einer Vorrichtung zum besonders stromsparenden Betrieb der in Figur 1 gezeigten Balise.
The invention will be explained in more detail with reference to the drawing, for example. Showing:
FIG. 1
a schematic representation of an approach of a rail vehicle to a balise;
FIG. 2
in a schematic representation of the structure of a device for particularly power-saving operation of in FIG. 1 shown balise.

Figur 1 zeigt in schematischer Darstellung ein Schienenfahrzeug 2, das sich auf einem Gleis 4 in der zeichnerischen Darstellung von links nach rechts bewegt. Das Schienenfahrzeug 2 strahlt mit einer Fahrzeugantenne 6 ein Telepowering-Signal TP mit einer Frequenz von 27,095 MHz permanent ab, wie dies zum ETCS-Subset 034 beschrieben ist. Üblicherweise wird dieses Telepowering-Signal TP genutzt, um mit der abgestrahlten Leistung Daten-Telegramme DT von Festdaten-Balisen 9 (vgl. Figur 2) abzurufen, die beispielsweise eine genaue Ortsinformation enthalten. FIG. 1 shows a schematic representation of a rail vehicle 2, which moves on a track 4 in the drawing from left to right. The rail vehicle 2 emits with a vehicle antenna 6 a telepowering signal TP with a frequency of 27.095 MHz permanently, as described for the ETCS subset 034. Usually, this telepowering signal TP is used in order to transmit with the radiated power data telegrams DT from fixed data balises 9 (cf. FIG. 2 ), which contain, for example, exact location information.

Gemäss der vorliegenden Erfindung befindet sich auch hier eine Balise 8 im Gleis 4. Diese Balise 8 ist jedoch als Transparentdaten-Balise ausgestaltet, d.h. diese Balise 8 kann unterschiedliche von einem anliegenden Signalbegriff abhängige Daten-Telegramme DT auf das Schienenfahrzeug 2 übertragen. Der Balise 8 ist in Fahrtrichtung des Schienenfahrzeugs 2 gesehen eine Antenne 10 vorgeordnet, die an eine gleisseitige Elektronik-Einheit 12, die auch die Balise 8 steuert und überwacht, angeschlossen ist. Die Antenne 10 ermöglicht es hier, das Telepowering-Signal TP zu empfangen und somit eine Annäherung des Schienenfahrzeugs 2 zu detektieren, bevor dieses während seiner Überfahrt über die Balise 8 das von der Balise 8 abgestrahlte Datentelegramm DT empfängt. Auf diese Weise wird diese Detektion des Telepowering-Signals TP vorliegend genutzt, um Teile der in Figur 2 gezeigten Vorrichtung für eine vorgebbare Zeitspanne aus einem Stand-By-Modus in den aktiven Zustand zu überführen und so nur eine möglichst geringe elektrische Leistung zu verbrauchen.According to the present invention, there is also a balise 8 in the track 4. However, this balise 8 is as Transparent data balise designed, ie this Balise 8 can transmit different dependent of an applied signal term data telegrams DT on the rail vehicle 2. As seen in the direction of travel of the rail vehicle 2, the balise 8 is preceded by an antenna 10 which is connected to a track-side electronics unit 12 which also controls and monitors the balises 8. The antenna 10 makes it possible here to receive the telepowering signal TP and thus to detect an approach of the rail vehicle 2 before it receives the data telegram DT radiated from the balise 8 during its passage via the balise 8. In this way, this detection of the telepowering signal TP is used here to parts of the in FIG. 2 shown device for a predetermined period of time from a stand-by mode to transfer to the active state and so consume only the lowest possible electric power.

Die in Figur 2 schematisch und detaillierter dargestellte Vorrichtung 20 dient der Übertragung der Datentelegramme DT zwischen der fest installierten Balise 8 und dem Schienenfahrzeug 2. Die Vorrichtung 20 umfasst daher die Balise 8, welche eine Luftschnittstelle zur Übertragung von der Datentelegramme DT auf das Schienenfahrzeug 2 aufweist. Grundsätzlich wäre es auch möglich, dass von dem Schienenfahrzeug 2 auch Daten auf die Balise 8 übertragen werden könnten. Die Vorrichtung 20 umfasst weiter die gleisseitige Elektronik-Einheit 12, die eine Sensoreinrichtung 22 zur Detektion einer Annäherung des Schienenfahrzeugs 2 an die Balise 8 mithilfe des oben beschriebenen Telepowering-Signals TP und eine Datenverarbeitungseinheit 24 umfasst, deren Logik so ausgestaltet ist, dass bei einer Erkennung der Annäherung des Schienenfahrzeugs 2 an die Balise 8 für einen vorbestimmbaren Zeitraum aktiviert wird. Richtig gesprochen muss im Grunde die gesamte gleisseitige Elektronik-Einheit 12 aktiviert werden, damit ein Signalbegriff an Relaiskontakten 26 ausgelesen werden kann und dann ein dem Signalbegriff entsprechendes Datentelegramm DT aus einem Telegrammspeicher 28 abgerufen und von einem Schnittstellen-Treiber 30, der die sogenannte Schnittstelle "C" bedient, an die Balise 8 zur Abstrahlung übertragen wird. Ein weiterer Bestandteil der Vorrichtung 20 ist die Antenne 10, die mit der Sensoreinheit 22 verbunden ist. Wie schon voranstehend erwähnt, kann die Sensoreinheit 22 mit dieser Antenne 10 das Telepowering-Signal TP empfangen und entsprechend detektieren. Nach der Detektion benachrichtigt die Sensoreinheit 22 eine Leistungssteuereinheit 32, die energieseitig mit einem Solarmodul 34, einem Energiespeicher 36 und einer parasitären Sekundarwicklung 38 eines Signallampenstromkreises 40 für ein Signal 42 verbunden ist. Diese Leistungssteuereinheit 32 dient zur Verwaltung der zur Verfügung stehenden elektrischen Leistung in dem Sinne, dass sie nach der Detektion für eine vorgegebene Zeitdauer alle zur Erstellung und Aussendung des Datentelegramms DT erforderlichen Einheiten einschaltet.In the FIG. 2 schematically illustrated in more detail device 20 is used to transmit the data telegrams DT between the fixed Balise 8 and the rail vehicle 2. The device 20 therefore includes the Balise 8, which has an air interface for transmission of the data telegrams DT on the rail vehicle 2. In principle, it would also be possible that data from the rail vehicle 2 could also be transmitted to the balise 8. The device 20 further comprises the track-side electronics unit 12, which comprises a sensor device 22 for detecting an approach of the rail vehicle 2 to the balise 8 by means of the above-described telepowering signal TP and a data processing unit 24, the logic of which is designed such that at Detection of the approach of the rail vehicle 2 to the balise 8 is activated for a predeterminable period of time. Correctly speaking, basically the entire track-side electronics unit 12 must be activated, so that a signal term at relay contacts 26 can be read and then a signal telegram corresponding to the data telegram DT retrieved from a message memory 28 and from an interface driver 30, which operates the so-called interface "C" is transmitted to the balise 8 for radiation. Another component of the device 20 is the antenna 10, which is connected to the sensor unit 22. As already mentioned above, the sensor unit 22 can receive the telepowering signal TP with this antenna 10 and detect it accordingly. After the detection, the sensor unit 22 notifies a power control unit 32 which is connected on the energy side to a solar module 34, an energy store 36 and a parasitic secondary winding 38 of a signal lamp circuit 40 for a signal 42. This power control unit 32 is used to manage the available electrical power in the sense that it turns on after detection for a predetermined period of time all the units required for the creation and transmission of the data telegram DT.

Diese Vorgehensweise respektive Ausgestaltung der Vorrichtung 20 ermöglicht es, die Balise 8 trotz vollständig gewährleisteter Funktionalität mit besonders geringer Leistungsaufnahme zu betreiben. Bei einem Datenübertragungsverfahren nach ETCS/ETRMS Level 1 oder Limited Supervision wird dabei beispielsweise als Datentelegramm DT eine Ortsinformation, Geschwindigkeitsinformationen für den nachfolgenden Streckenabschnitt und/oder Bremskurven auf das Schienenfahrzeug 2 übertragen. Besonders auf Nebenstrecken oder auch wenig frequentierten Hauptstrecken ergeben sich dabei bevorzugte Anwendungsgebiete dieser Erfindung, weil die Balise 8 hier nur wenige Male pro Stunde kurzzeitig aktiviert werden muss und ansonsten in einem möglichst stromsparenden Stand-By-Modus betrieben werden kann.This procedure or configuration of the device 20 makes it possible to operate the balise 8 despite particularly guaranteed functionality with particularly low power consumption. In a data transmission method according to ETCS / ETRMS Level 1 or Limited Supervision, location information, speed information for the following route section and / or braking curves are transmitted to the rail vehicle 2 as a data telegram DT, for example. Especially on secondary lines or less frequented main routes thereby arise preferred applications of this invention, because the Balise 8 here only a few times per hour must be activated briefly and otherwise can be operated in a power-saving stand-by mode as possible.

Zur weiteren Optimierung des Stromverbrauch auf der Vorrichtung 20 wird der vorbestimmbare Zeitraum der Aktivierung in Abhängigkeit von der Annäherungsgeschwindigkeit des Schienenfahrzeugs 2 und/oder der Überfahrgeschwindigkeit des Schienenfahrzeugs 2 über die Balise 8 bestimmt. Dies setzt dann voraus, dass die Sensoreinheit 22 über eine derartige Orts/Zeit-auflösende Funktionalität verfügt, die es erlaubt, die Überfahrgeschwindigkeit des beweglichen Objekts zu bestimmten, Ein Mittel für die Überfahrgeschwindigkeit kann beispielsweise aus der Zeitdauer bestimmt werden, die das Schienenfahrzeug 2 benötigt, sich von einem Ort P der ersten Detektion der Annäherung zum Standortort PB der Balise 8 zu bewegen.To further optimize the power consumption on the device 20 of the predeterminable period of Activation depending on the approach speed of the rail vehicle 2 and / or the speed of the rail vehicle 2 over the balise 8 determined. This then presupposes that the sensor unit 22 has such a location / time-resolving functionality that makes it possible to determine the passing speed of the mobile object. A means for the overspeed can be determined, for example, from the time required for the rail vehicle 2 to move from a location P of the first detection of approach to the location PB of the balise 8.

Um die Mehrfachaktivierung der Balise 8 bei der Überfahrt des Schienenfahrzeugs 2, das beispielsweise aus mehreren Zugkompositionen zusammengesetzt ist, vermeiden zu können, wird ein Sperrzeitfilter von der ersten Antenne ausgelöst.In order to avoid the multiple activation of the balise 8 during the passage of the rail vehicle 2, which is composed for example of several train compositions, a blocking time filter is triggered by the first antenna.

Wie in Figur 2 gezeigt, ist der Energiespeicher 36 über das Photovoltaik-Element 34 und/oder eine Auskopplung von Strömen aus dem Signallampenstromkreis 40 speisbar. Ergänzend könnte auch noch eine Auskopplung von Blindströmen eines Traktionssystems des Schienenfahrzeugs 2 und/oder ein (Fahrt)-Windgenerator zur Speisung vorgesehen sein. Diese Ausgestaltung eznmöglicht es, die Vorrichtung 20 auch an abgesetzten Orten ausreichend mit elektrischer Leistung versorgen zu können, ohne dass das Verlegen von separaten elektrischen Zuleitungskabeln, beispielsweise von einem Stellwerk abgehend, notwendig ist. Eine derartige Vorrichtung 20 ist daher energetisch autark betreibbar.As in FIG. 2 shown, the energy storage device 36 via the photovoltaic element 34 and / or a decoupling of currents from the signal lamp circuit 40 can be fed. In addition, a decoupling of reactive currents of a traction system of the rail vehicle 2 and / or a (drive) wind generator for feeding could also be provided. This refinement makes it possible to provide the device 20 with sufficient electrical power even at remote locations without the need to lay separate electrical supply cables, for example, outgoing from a signal box. Such a device 20 is therefore energetically self-sufficient operable.

Besonders bei derartig autark betriebenen Vorrichtungen 20 ist der vorsichtige Umgang mit der zur Verfügung stehenden elektrischen Leistung essentiell für deren Betrieb. So werden zum Beispiel die Abfragen der Relaiskontakte 26 in Abhängigkeit vom Ladezustand des Energiespeichers 36 ausgeführt. So kann es beispielsweise vorgesehen sein, dass die Frequenz von Kontaktabfragen mit abnehmendem Ladezustand ebenfalls abnimmt und die Kontaktabfrage beispielsweise unterhalb eines vordefinierbaren Schwellenwertes auch ganz unterbleibt und nur bei detektierter Annäherung des Schienenfahrzeuges 2 durchgeführt wird.Especially in such autonomously operated devices 20, the careful handling of the available electrical power is essential for their operation. Thus, for example, the queries of the relay contacts 26 are executed as a function of the state of charge of the energy store 36. For example, it may be provided that the frequency of contact queries also decreases with decreasing state of charge and the contact interrogation, for example below a predefinable threshold value, is completely omitted and is only carried out when the rail vehicle 2 has approached.

Ein weiterer besonders schonender Umgang mit der zur Verfügung stehenden elektrischen Leistung wird erzielt, indem Reinigungen an den Relaiskontakten 26 in Abhängigkeit vom Ladezustand des Energiespeichers 36 ausgeführt werden. Aufgrund des Einsatzes von Relais unter allen Witterungsbedingungen kann es zu einer Oxidation der Relaiskontakte 26 kommen, die zu einem fehlerhaften Auslesen der Signalbegriffe führen kann. Abhilfe gegen diese Oxidierung schafft daher die Kontaktfrittung, bei der ein Relaiskontaktversorger 42 so von der Leistungssteuerungseinheit 32 gesteuert wird, dass Stromgenerierer 44 Ströme in der Grössenordnung von 100 mA bei einer Spannung von 24 Volt auf die Relaiskontakte 26 einprägen. Auch hier gilt wieder, dass beispielsweise die Frequenz die Kontaktfrittung mit abnehmendem Ladezustand ebenfalls abnimmt.Another particularly gentle handling of the available electrical power is achieved by cleaning the relay contacts 26 depending on the state of charge of the energy storage 36 are performed. Due to the use of relays under all weather conditions, there may be an oxidation of the relay contacts 26, which can lead to an erroneous reading of the signal terms. A remedy against this oxidation, therefore, provides the Kontaktfrittung in which a relay contact supplier 42 is controlled by the power control unit 32 that current generator 44 impress currents of the order of 100 mA at a voltage of 24 volts on the relay contacts 26. Again, it is again true that, for example, the frequency of contact transmission also decreases with decreasing state of charge.

Zur richtigen Auslegung der Vorrichtung ist die Sensoreinheit 22 inkl. der ihr zugeordneten Antenne 10 räumlich und datenverarbeitungsmässig so ausgestaltet, dass zwischen der Detektion einer Annäherung am Ort P und der Überfahrt am Standort PB der Balise 8 im Rahmen der maximalen Auslegungsgeschwindigkeit für diesen Streckenabschnitt zumindest ein vorgebbarer Restzeitraum verbleibt. Mit anderen Worten heisst dies, dass selbst bei einer Annäherung und Überfahrt des Schienenfahrzeugs 2 mit maximaler Geschwindigkeit der Detektionsort P und der Standort PB der Balise so weit auseinanderliegend angeordnet sind, dass dieser Restzeitraum garantiert ist. Die Dauer diese Restzeitraums kann sich beispielsweise aus der Zeitdauer für den Systemstart der Vorrichtung 20, aus der Zeitdauer für die Kontaktabfrage sowie aus einem zusätzlichen Sicherheitszeitraum ergeben.For the correct design of the device, the sensor unit 22, including the antenna 10 assigned to it, is configured spatially and in terms of data processing such that between the detection of an approach to the location P and the crossing at the location PB of the balise 8 within the maximum design speed for this route section specified remaining period remains. In other words, this means that even with approaching and crossing of the rail vehicle 2 with maximum speed, the detection site P and the location PB of the balise are arranged so far apart that this remaining period is guaranteed. The duration of this remaining period may, for example, from the period for the system start of the device 20, from the time period for the Contact inquiry and from an additional security period.

Claims (11)

  1. Apparatus (20) for transmitting data messages (DT) between a data transmission unit (8), in particular a balise, installed in the track region, and a rail vehicle (2), comprising:
    a) the data transmission unit (8) which comprises an air interface for transmitting the data messages (DT) to the rail vehicle (2) and/or for receiving data (DT) from the rail vehicle (2),
    b) an electronics unit (12) which has a sensor device (22) for detecting an approach of the rail vehicle (2) towards the data transmission unit (8) with the help of a signal (TP), in particular a tele-powering signal, emitted by the rail vehicle (2), and a data processing unit (24), wherein the electronics unit (12) controls and monitors the data transmission unit (8); and
    c) an antenna (10), which is upstream of the data transmission unit (8) viewed in the direction of travel of the rail vehicle, and which is connected to the electronics unit, wherein the antenna (10) receives the signal (TP) emitted by the rail vehicle (2) and thus detects the approach of the rail vehicle (2), wherein the data processing unit (24) is coupled to the sensor device (22) and has a logic, so that when the approach of the rail vehicle (2) towards the data transmission unit (8) is recognized the data transmission unit (8) is activated for a predetermined period of time.
  2. Apparatus (20) according to claim 1,
    characterised in that
    the predetermined period of time of the activation can be determined as a function of the speed of approach of the rail vehicle (2) and/or the speed at which the rail vehicle (2) passes over the data transmission unit (8).
  3. Apparatus (20) according to claim 1 or 2,
    characterised in that
    the sensor device (22) is tuned such that the signal (TP) emitted by the rail vehicle (2), which signal is a transmitting lobe with a frequency in the range of 27 MHz, can be detected.
  4. Apparatus (20) according to one of claims 1 to 3,
    characterised in that
    after a first antenna of the rail vehicle passes, a defined blocking time filter can be activated, so that the apparatus is held in stand-by mode during the blocking time filter time.
  5. Apparatus (20) according to one of claims 1 to 4,
    characterised in that
    an energy store (36) is provided, which can be fed via a photovoltaic element (34) and/or a coupling-out of reactive currents of a traction system of the rail vehicle (2) and or a coupling-out (38) of currents and/or a wind generator.
  6. Apparatus (20) according to claim 5,
    characterised in that
    as a function of the charging state of the energy store (36) contact interrogations can be carried out to an electrical engineering component (26), e.g. a relay, associated with the data transmission unit.
  7. Apparatus (20) according to claim 5 or 6,
    characterised in that
    as a function of the charging state of the energy store (36) contact cleaning operations can be carried out in the case of an electrical engineering component (26), e.g. a relay, associated with the data transmission unit.
  8. Apparatus (20) according to claim 7,
    characterised in that
    the contact cleaning can be carried out in the form of contact fritting.
  9. Apparatus (20) according to one of claims 1 to 8,
    characterised in that
    contact interrogations can be carried out to an electrical engineering component (26), e.g. a relay, associated with the data transmission unit (8), immediately before the rail vehicle (2) passes over the data transmission unit (8).
  10. Apparatus (20) according to one of claims 1 to 9,
    characterised in that
    the sensor unit (22) is configured spatially and in terms of data processing such that at least a predefinable residual period of time remains between the detection of an approach of the rail vehicle (2) towards the data transmission unit (8) and the passage of the rail vehicle (2) over the data transmission unit (8) in the context of a maximum design speed for the section of track.
  11. Apparatus (20) according to one of claims 1 to 10,
    characterised in that
    the sensor unit (22) comprises a line cable and/or a coaxial cable.
EP08749396.1A 2007-06-05 2008-05-08 Device and transfer of data between an immovably installed data transmission unit and a movable object Not-in-force EP2162339B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08749396.1A EP2162339B1 (en) 2007-06-05 2008-05-08 Device and transfer of data between an immovably installed data transmission unit and a movable object
PL08749396T PL2162339T3 (en) 2007-06-05 2008-05-08 Device and transfer of data between an immovably installed data transmission unit and a movable object

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP07011023A EP2000385A1 (en) 2007-06-05 2007-06-05 Device for transmitting data between a fixed data transmission unit and a moveable object
PCT/EP2008/003703 WO2008148450A1 (en) 2007-06-05 2008-05-08 Device and transfer of data between an immovably installed data transmission unit and a movable object
EP08749396.1A EP2162339B1 (en) 2007-06-05 2008-05-08 Device and transfer of data between an immovably installed data transmission unit and a movable object

Publications (2)

Publication Number Publication Date
EP2162339A1 EP2162339A1 (en) 2010-03-17
EP2162339B1 true EP2162339B1 (en) 2013-07-03

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EP08749396.1A Not-in-force EP2162339B1 (en) 2007-06-05 2008-05-08 Device and transfer of data between an immovably installed data transmission unit and a movable object

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EP07011023A Withdrawn EP2000385A1 (en) 2007-06-05 2007-06-05 Device for transmitting data between a fixed data transmission unit and a moveable object

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PL (1) PL2162339T3 (en)
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US8996209B2 (en) 2011-05-11 2015-03-31 Siemens Aktiengesellschaft Method for operating a railway section and corresponding railway section

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DE102009012986A1 (en) * 2009-03-12 2010-09-23 Siemens Aktiengesellschaft Method for operating a train control device, trackside electronic unit and balise for a train control device and train control device
DE102009060947A1 (en) * 2009-12-28 2011-06-30 Siemens Aktiengesellschaft, 80333 Train Control System
DE102010063005A1 (en) 2010-12-14 2012-06-14 Siemens Aktiengesellschaft Method and device for operating a railway branch line
DE102011003166A1 (en) * 2011-01-26 2012-07-26 Siemens Aktiengesellschaft Method for operating a vehicle antenna of a track-bound vehicle and transmission device with a vehicle antenna
PL2821311T3 (en) * 2013-07-02 2019-03-29 Alstom Transport Technologies Improved beacon for a railway track signalling system; related signalling system
CN105162477B (en) * 2015-09-30 2018-06-12 北京交大思诺科技股份有限公司 A kind of transponder for extending sphere of action
DE102017212933A1 (en) * 2017-07-27 2019-01-31 Siemens Aktiengesellschaft Track layout with balises

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DE3045038A1 (en) * 1980-11-27 1982-07-15 Joachim 1000 Berlin Arnold Motorway warning system for access points - has detectors on exit roads to identify vehicles attempting entry with signalling to main motorway traffic
DE10338311B3 (en) * 2003-08-13 2005-02-10 Siemens Ag Transponder for cheque card reader or trackside transponder for communication with passing train with receiver for transponder data telegram incorporating power module for inductive energy supply of signal source
DE102004063049A1 (en) * 2004-12-22 2006-07-13 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method and device for train signaling

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Publication number Priority date Publication date Assignee Title
US8996209B2 (en) 2011-05-11 2015-03-31 Siemens Aktiengesellschaft Method for operating a railway section and corresponding railway section

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WO2008148450A1 (en) 2008-12-11
PL2162339T3 (en) 2013-12-31
EP2162339A1 (en) 2010-03-17
EP2000385A1 (en) 2008-12-10

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