Train control network, method for communication and method for controlling train integrity

Abstract

A train control network includes a rail, a first communication element and a second communication element, which are to communicate with each other. The first communication element includes a first HF-injector, adapted for injecting HF-signals into the rail. The second communication element includes a HF-receiver, adapted for receiving HF-signals transmitted via the rail. An evaluation unit is provided for analyzing the received HF-signals.

Claims

1. A train control network, comprising: a rail, a first communication element and a second communication element, which are to communicate with each other; wherein the first communication element comprises or is connected to a first HF-injector, adapted for injecting HF-signals into the rail; wherein the second communication element comprises or is connected to a second HF-receiver, adapted for receiving HF-signals transmitted via the rail; wherein an evaluation unit is mounted on a train and is provided for analyzing the received HF-signals; wherein a frequency of the HF-signals is >1 MHz; wherein the first HF-injector is mounted on the train at one end and the second HF-receiver is mounted on the train at an opposite end; and wherein the evaluation unit is configured to evaluate a length of the train by evaluating a runtime of the HF-signal from the first HF-injector to the second HF-receiver using a common time basis.

2. The train control network according to claim 1, wherein the network further comprises a train integrity module for determining train integrity.

3. The train control network according to claim 1, wherein the first HF-injector is adapted for contact-free injection of HF-signals into the rail via induction or infra sound, and/or that the second HF-receiver is adapted for contact-free reception of HF-signals from the rail via induction or infra sound.

4. The train control network according claim 1, wherein the communication elements are selected from: field element, train, wagon, control center.

5. The train control network according to claim 1, wherein the second communication element is a railcar of the train and the first communication element is the last wagon of the train.

6. A method for communication between the first communication element and the second communication element within the train control network according to claim 1, wherein the HF-signal is injected, by being induced, into the rail by means of the first HF-injector of the first communication element, wherein the injected HF-signal is transmitted via the rail and is received by means of the second HF-receiver of the second communication element.

7. The method according to claim 6, wherein the injection and reception are carried out contact-less via inductive coupling.

8. The method according to claim 7, wherein the HF-signal is electromagnetically modulated.

9. The method according to claim 8, wherein an unequivocal identification of the first communication element is transmitted with the HF-signal.

10. A method for controlling train integrity by using the method according to claim 6, wherein the second communication element is a railcar of the train and the first communication element is the last wagon of the train, the method comprising the following steps: a. during an operation mode of the first communication element: continuously injection of HF-signals to the rail, wherein the HF-signals are time signals; b. analyzing the received HF-signals and determining the train length; c. checking whether the determined train length complies with a target length.

11. The method according to claim 10, wherein the HF-signals are injected periodically.

12. The method according to claim 10, wherein the received HF-signals are analyzed by means of an on-board unit being an ETCS on-board unit.

13. The method according to claim 10, wherein the HF-signals are analyzed by determining the runtime of the HF-signals and using the runtime for determining of the train length.

14. The method according to claim 13, wherein the HF-signals are analyzed by comparing the received HF-signal with a time information of the second HF-receiver.

15. The method according to claim 10, wherein in case the determined train length does not comply with the target length, a control center is informed and/or an intervention in the operating process is carried out.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The invention is shown in the drawings.

(2) FIG. 1 shows an inventive train control network.

(3) FIG. 2 shows a preferred embodiment of the inventive train control network for train integrity control.

(4) FIG. 3 shows another embodiment of the inventive train control network for communication between a signal and a control center.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

(5) FIG. 1 shows an inventive train control network with a first communication element 1 and a second communication element 2 which are in contact or located close to a rail 3 for rail bound vehicles. The first communication element 1 comprises a first HF-injector 4 for injecting an HF-signal into the rail 3. For this purpose the first HF-injector 4 is located near the rail 3 (in particular less than 10 cm). The HF-signal is transferred via rail 3 to the second communication element 2. The second communication element 2 comprises an HF-receiver 5 which detects the HF-signal. According to the invention rail 3 serves not only for guiding a rail bound vehicle but also for transmission of HF-signals. The injection and reception of the HF-signal into/from the rail 3 is preferably carried out contactless as shown in the figures, e.g. via inductive coupling. The inventive train control network further comprises an evaluation unit 6 for evaluating the HF-signal received by the HF-receiver 5. For this purpose HF-receiver 5 transmits the received HF-signal to evaluation unit 6, which is adapted to receive HF-signals from the HF-receiver 5. The HF-receiver 5 and the evaluation unit are electrically connected each other.

(6) FIG. 2 shows a highly preferred embodiment of the inventive train control network which can be used for controlling train integrity. The first communication element 1′ (here: last wagon 1′ of a train 7) is equipped with the first HF-injector 4 which is preferably positioned at the bottom of the wagon 1′ for coupling HF-signals into the rail 3. In order to control train integrity the HF-signals injected into the rail 3 are time signals, i.e. signals which contain information concerning the time at which the HF-signal has been injected into the rail 3. The HF-signals are transferred through the rail 3 to the railcar (second communication element 2′), are received by the HF-receiver 5 and transferred to the evaluation unit 6. In the embodiment shown in FIG. 2 the evaluation unit 6 (e.g. an on board unit of an ETCS) is located within the railcar 2. The received HF-signal can thus be evaluated directly within the railcar 2.

(7) For controlling train integrity the length of the train 7 has to be determined. According to the invention this is done by evaluating the HF-signal-runtime within the rail 3 between first HF-injector 4 and HF-transceiver 5. For this purpose the evaluation unit 6 and the first HF-injector 4 use the same time basis, which is provided by a time basis device 8. To achieve the required accuracy, e.g. GPS can be used for providing the required time basis. The injected HF-signal comprises a time information (injection time t.sub.0) which can be read by the evaluation unit 6. The evaluation unit 6 evaluates the runtime by determining the difference of the injection time t.sub.0 and the reception time t.sub.1. Thus the length L of the train can be determined: L=v.Math.(t.sub.1−t.sub.0) (v is the propagation speed of the HF-signal within the rail 3).

(8) The inventive train control network can also be used for transmitting information between field elements or between an field element 1″, 1′″ and a control center 2″ which is located near the rail 3, as shown in FIG. 3.

(9) In FIG. 3 a railway signal 1″ and an axle counter 1′″ (first communication elements) send HF-signals, (e.g. with information concerning switch state, information about occupied blocks) via rail 3 to the HF-receiver of the control center 2″. In the shown example the HF-receiver 5 of the control center is located outside the housing of the control center 2″ but is electrically connected with the control center 2″.

(10) The inventive train control network also allows communication between control center 2 and train 7 via the rail 3 (not shown). E.g. control center 2″ may send telegrams to the train 7. The telegram may comprise information e.g. concerning movement authority of the train 7. The train 7 may send HF-signals comprising information indicating its configuration, braking capabilities, speed, position etc. to control center 2″. In this case both, train 7 and control center 2″, act as first communication element as well as second communication element and thus have to be equipped with HF-injector and HF-receiver. Alternatively an HF-transceiver can be installed.

(11) The present invention suggests using a rail of a railway network for communication between communication elements within said railway network, in particular for determining train integrity. Conductor cables for signal transmission and continuous connection to location detection devices (e.g. GPS) can be dispensed.

LIST OF REFERENCES SIGNS

(12) 1 first communication element 1′ first communication element—wagon of a train 1″ first communication element—railway signal 1′″ first communication element—axle counter 2 second communication element 2′ second communication element—rail car 2″ second communication element—control center 3 rail 4 HF-injector 5 HF-receiver 6 evaluation unit 7 train 8 time basis device

(13) Cited references, the contents of which are fully incorporated herein with these references: [1] https://en.wikipedia.org/wiki/Linienzugbeeinflussung [2] DE 16 163 692.3 (not published)