Vehicle-based device for receiving information from a track-based transmission device

Abstract

A vehicle-based device for a vehicle, in particular a rail vehicle, includes a receiving device which, when passing a track-based transmission device, is configured for receiving a signal, which is at least also frequency-modulated, from the track-based transmission device. The vehicle-based device includes an evaluation device which is configured for generating a crosstalk warning, namely in accordance with signal levels at different frequencies of the received frequency-modulated transmission signal and/or in accordance with the frequency curve. A vehicle, in particular a rail vehicle, and a method for transmitting at least one piece of information from a track-based transmission device to a passing vehicle, in particular a rail vehicle, are also provided.

Claims

1. A vehicle-based device for a vehicle or a rail vehicle, the device comprising: a receiving device configured for receiving an at least frequency-modulated signal from a track-based transmission device upon passing the track-based transmission device; and an evaluation device configured for generating a crosstalk warning in dependence on at least one of signal levels at different frequencies of the received frequency-modulated transmission signal or a frequency curve of the received frequency-modulated transmission signal; said evaluation device configured to generate the crosstalk warning when an edge steepness of the frequency curve falls below a predefined degree over time during signal frequency changes.

2. The vehicle-based device according to claim 1, which further comprises: a vehicle-based transmission device configured for transmitting an activation signal to activate a transponder device including or forming the track-based transmission device; the frequency-modulated transmission signal being a response signal from the transponder device.

3. The vehicle-based device according to claim 1, wherein said evaluation device is configured to evaluate at least one of the frequency curve or the signal level at different frequencies of the received frequency-modulated transmission signal and to generate the crosstalk warning when at least one of the frequency curve or the signal levels indicate a response signal from a transponder device having been activated by another vehicle-based transmission device.

4. The vehicle-based device according to claim 1, wherein said evaluation device is configured to compare the signal level at a signal frequency of the frequency-modulated transmission signal with a signal level at another signal frequency of the frequency-modulated transmission signal and to generate the crosstalk warning in the event of a deviation in the signal levels beyond a specified level.

5. The vehicle-based device according to claim 1, wherein the frequency-modulated transmission signal is a binary signal having a first signal frequency at a logical “0” and a second signal frequency at a logical “1”.

6. The vehicle-based device according to claim 1, wherein said evaluation device is configured to compare the signal level at a signal frequency with a signal level at another signal frequency and to generate the crosstalk warning when a signal level difference reaches or exceeds a predefined threshold or is outside of a predefined set point differential range.

7. The vehicle-based device according to claim 5, wherein said evaluation device is configured to compare the signal level at the first signal frequency with the signal level at the second signal frequency and to generate the crosstalk warning when a signal level difference reaches or exceeds a predefined threshold or is outside of a predefined set point differential range.

8. A vehicle-based device for a vehicle or a rail vehicle, the device comprising: a receiving device configured for receiving an at least frequency-modulated signal from a track-based transmission device upon passing the track-based transmission device; and an evaluation device configured for generating a crosstalk warning in dependence on at least one of signal levels at different frequencies of the received frequency-modulated transmission signal or a frequency curve of the received frequency-modulated transmission signal; said evaluation device configured to measure an edge steepness of the signal frequency during signal frequency changes and to generate the crosstalk warning when an amount of edge steepness reaches or falls below a predefined threshold.

9. The vehicle-based device according to claim 1, wherein the vehicle-based device is suitable for activating balises according to the ETCS standard and for processing response signals from balises according to the ETCS standard.

10. A vehicle or a rail vehicle, comprising a vehicle-based device according to claim 1.

11. A method for transmitting at least one piece of information from a track-based transmission device to a passing vehicle or a rail vehicle, the method comprising the following steps: using the track-based transmission device to transmit a track-based transmission signal being at least frequency-modulated; carrying out a vehicle-based evaluation of at least one of a signal level at different frequencies of the received transmission signal or a frequency curve of the received transmission signal and generating or not generating a crosstalk warning depending on at least one of the frequency curve or the signal levels; providing the frequency-modulated transmission signal as a binary signal having a first signal frequency at a logical “0” and a second signal frequency at a logical “1”; and detecting an edge steepness of the signal frequency during signal frequency changes from the first signal frequency to the second signal frequency and from the second signal frequency to the first signal frequency and generating the crosstalk warning (UW) when the edge steepness falls below a predefined degree.

12. The method according to claim 11, which further comprises: providing the frequency-modulated transmission signal as a binary signal having a first signal frequency at a logical “0” and a second signal frequency at a logical “1”; and comparing the signal level at the first signal frequency with the signal level at the second signal frequency and generating the crosstalk warning when the signal level difference reaches or exceeds a predefined threshold.

13. The method according to claim 11, which further comprises: detecting the signal level at the first signal frequency, the signal level at the second signal frequency and an edge steepness of the signal frequency during at least one of signal frequency changes from the first signal frequency to the second signal frequency or from the second signal frequency to the first signal frequency; and generating the crosstalk warning when the signal level at the first signal frequency deviates from the signal level at the second signal frequency beyond a predefined degree or the edge steepness of the signal frequency falls below a predefined degree during signal frequency changes.

14. The method according to claim 11, which further comprises: providing the track-based transmission device as a track-based transponder device or a component of a track-based transponder device or a track-based balise; using a vehicle-based transmission device to transmit an activation signal to activate the track-based transponder device; and using the track-based transponder device to transmit a response signal being at least frequency-modulated after receiving the activation signal as the track-based transmission signal.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(1) FIG. 1 shows two rail vehicles located on a track system, each equipped with an exemplary embodiment of a vehicle-based device according to the invention,

(2) FIG. 2 shows an exemplary embodiment of an evaluation device for the vehicle-based devices in the rail vehicles in accordance with FIG. 1,

(3) FIG. 3-4 show, by way of example, the influence of a series resonance caused by the track system on the response signal of a track-based transponder device located in the track system,

(4) FIG. 5 shows a further exemplary embodiment of an evaluation device which can be used in the vehicle-based devices of the rail vehicles in accordance with FIG. 1,

(5) FIG. 6-7 show, by way of example, frequency curves over time of a response signal which can be transmitted by a track-based transponder device of the track system in accordance with FIG. 1, wherein FIG. 6 shows the ideal scenario without the influence of the track system or without series resonance by the track system and FIG. 7 shows, by way of example, the frequency curve in the event of influence by series resonance,

(6) FIG. 8 shows a further exemplary embodiment of an evaluation device which can be used in the vehicle-based devices of the rail vehicles in accordance with FIG. 1, and

(7) FIG. 9 shows yet another exemplary embodiment of an evaluation device which can be used in the vehicle-based devices of the rail vehicles in accordance with FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

(8) For the sake of clarity, the same reference characters are always used for identical or comparable components in the figures.

(9) FIG. 1 shows a schematic view from the side of two rail vehicles traveling on a track system 20. The rail vehicle on the left in FIG. 1 is identified by the reference character 11 and the rail vehicle on the right in FIG. 1 is identified by the reference character 12.

(10) The two rail vehicles 11 and 12 are each equipped with a vehicle-based device 100 comprising a transmission device 110, a receiving device 120 and an evaluation device 130. Hereinafter, it is assumed by way of example that the two vehicle-based devices 100 of the two rail vehicles 11 and 12 are structurally identical or at least both can operate according to the methods described below by way of example.

(11) The vehicle-based devices 100 of the two rail vehicles 11 and 12 are each designed in such a way that their transmission devices 110 transmit or are at least capable of transmitting an activation signal S for activating track-based transponder devices permanently or at least while traveling over the track system 20. For reasons of clarity, in the illustration in accordance with FIG. 1 only a single track-based transponder device is shown and identified by the reference character 30. In the track system 20, a plurality of comparable track-based transponder devices 30 are usually provided.

(12) Hereinafter, it is assumed by way of example that the track-based transponder device 30 is a transponder device which, if an activation signal S is received, transmits a frequency-modulated or at least also frequency-modulated response signal AS. The response signal AS is preferably a binary signal which has a first signal frequency f1 of, for example, between 3.9 MHz and 4.0 MHz (for example, 3.95 MHz) at a logical “0” and a second signal frequency f2 of, for example, between 4.5 MHz and 4.6 MHz (for example, 4.52 MHz) at a logical “1”. The amplitudes at the first signal frequency f1 and the second signal frequency f2 are preferably the same size or preferably only differ within a range of at most ±10%.

(13) The track-based transponder device 30 can be, for example, a balise which operates according to the ETCS (European Train Control System) standard and is accordingly able to output a response signal AS according to the ETCS standard after activation by an activation signal S.

(14) In the illustration in accordance with FIG. 1, it is assumed by way of example that the rail vehicle 12 on the right in FIG. 1 is just passing over the track-based transponder device 30 with its transmission device 110 and its receiving device 120. Accordingly, the activation signal S of the transmission device 110 will reach and activate the track-based transponder device 30 so that the track-based transponder device 30 can send a response signal AS back to the receiving device 120 of the rail vehicle 12.

(15) In the illustration in accordance with FIG. 1, in the region between the two rail vehicles 11 and 12 in the track system 20 a track-based conductor 21 is installed, which, for example, may form a component of a linear train influencing device (LZB) or is a component of a cable or the like. The conductor 21 leads to the response signal AS emitted by the track-based transponder device 30 not only reaching the receiving device 120 of the rail vehicle 12 but also being able to electromagnetically couple into the conductor 21 and—passed through the conductor 21—being able to reach the receiving device 120 of the rail vehicle 11. In other words, the receiving device 120 of the rail vehicle 11 will also receive a response signal AS from the track-based transponder device 30 although the rail vehicle 11 is not currently traveling over this transponder device 30.

(16) The evaluation devices 130 of the vehicle-based devices 100 of the two rail vehicles 11 and 12 are preferably designed in such a way that they can detect crosstalk of a response signal AS from a transponder device 30 over which the respective rail vehicle is not currently traveling as reliably as possible. The evaluation devices 130 are preferably suitable for detecting crosstalk based on the signal levels of the response signal AS at different frequencies of the received response signal and/or the frequency curve of the received response signal AS. This will be explained in more detail hereinafter by way of example in connection with FIGS. 2 to 8.

(17) FIG. 2 shows an exemplary embodiment of an evaluation device 130 which can be used in the rail vehicles 11 and 12 in accordance with FIG. 1 or their vehicle-based devices 100.

(18) The evaluation device 130 in accordance with FIG. 2 has an amplitude measuring device 200 on the input side which operates in a frequency-related manner and can thus also be referred to as a frequency-related amplitude measuring device.

(19) The amplitude measuring device 200 can, for example, operate numerically and have a sampling unit on the input side which samples the response signal AS. The sample values can be subjected to a Fourier transform by means of which the sample values are transformed into the frequency range. The amplitude measuring device 200 can then determine the amplitude of the response signal AS at the first signal frequency f1 of the binary response signal AS and the second signal frequency f2 of the binary response signal AS.

(20) In the case of an undisturbed response signal AS, the amplitudes A(f1) and A(f2) at the two signal frequencies f1 and f2 will be the same size or at least approximately the same size, whereas in the case of a disturbance or resonance, in particular a series resonance through a conductor 21, as shown in FIG. 1, an amplitude difference will occur.

(21) Arranged downstream of the amplitude measuring device 200 in the evaluation device 130 in accordance with FIG. 2 is a comparison device 210 which compares the signal levels or amplitudes A(f1) and A(f2) with one another at the two signal frequencies f1 and f2 and outputs a crosstalk warning UW if the deviation reaches or exceeds a predefined threshold.

(22) For example, the comparison device 210 can subtract the two signal levels or amplitudes from one another, forming a signal level difference, and compare the signal level difference:
|A(f1)−A(f2)|>SW?

(23) and generate the crosstalk warning UW if a predefined threshold SW is reached or exceeded.

(24) If the comparison device 210 determines that the signal level difference does not reach or exceed the predefined threshold SW, then it can either generate no signal at all on the output side or instead, an output signal OK, which indicates that no crosstalk warning is to be generated.

(25) FIG. 3 shows the signal levels or amplitudes of the response signal AS—in the form of a current I over the frequency f—at the two signal frequencies f1 and f2, for example, if the conductor 21 in the track system 20 in accordance with FIG. 1, alone or with other components, forms a series resonance circuit whose resonance frequency just corresponds to the first signal frequency f1. It can be seen that a level increase occurs for the first signal frequency f1 as a result of the series resonance, whereas in the case of the second signal frequency f2, this increase does not occur.

(26) As a result of the difference formation provided in the embodiment variant in accordance with FIG. 2, the comparison device 210 and thus the evaluation device 130 can determine overall that signal distortion by crossover has occurred, for example, as a result of resonance through the conductor 21 in accordance with FIG. 1, and accordingly generate the above-mentioned cross talk warning UW.

(27) FIG. 4 shows the distortion of the signal levels of the response signal AS by way of example if the series resonance frequency of a series resonance circuit formed by the conductor 21 in accordance with FIG. 1, or at least formed therewith, corresponds precisely to the second signal frequency f2. In this case too, the signal levels of the response signal AS at the two signal frequencies f1 and f2 will differ significantly, enabling the rail vehicle 11 in accordance with FIG. 1 to generate the crosstalk warning UW.

(28) FIG. 5 shows an exemplary embodiment of an evaluation device 130 which can be used instead of, or in addition to, the evaluation device 130 shown in connection with FIG. 2. The evaluation device 130 in accordance with FIG. 5 has a frequency curve measuring device 300 on the input side, downstream of which a comparison device 310 is arranged.

(29) The frequency curve measuring device 300 can, for example, operate numerically and have a sampling unit on the input side which samples the response signal AS. The sample values can be subjected to a Fourier transform which transforms the sample values into the frequency range. After such a Fourier transform, the frequency curve f can be determined over time t, as shown by way of example in FIGS. 6 and 7. FIG. 6 shows the frequency curve in the event that no signal distortion by the track system 20 or a conductor 21 located therein (cf. FIG. 1) has occurred. It can be seen that the frequency changes between the first signal frequency f1 and the second signal frequency f2 are relatively fast and the signal edges during the frequency changes are steep.

(30) In comparison, FIG. 7 shows the frequency curve f over time t in the event that the edge steepness during the signal changes between the first signal frequency f1 and the second signal frequency f2 is drastically reduced, compared to the ideal curve in accordance with FIG. 6, by a resonance, in particular a series resonance which may be caused, for example, by the conductor 21 of the track system 20 in accordance with FIG. 1.

(31) After the Fourier transform of the response signal AS into the frequency range, the frequency curve measuring device 300 will measure the edge steepness during signal frequency changes and output corresponding edge steepness values df/dt.

(32) The edge steepness values df/dt reach the comparison device 310 which compares said values to a predefined edge steepness threshold dfmin and outputs a crosstalk warning UW on the output side if the edge steepness values df/dt do not reach or do not exceed the edge steepness threshold dfmin in the event of edges or signal frequency changes.

(33) If the edge steepness threshold dfmin is exceeded or reached, the comparison device 310 will either not output any warning or any signal or instead output an output signal OK, which indicates that a crosstalk warning is not to be output.

(34) FIG. 8 shows a further exemplary embodiment of an evaluation device 130 which can be used in the vehicle-based devices 100 of the rail vehicles 11 and 12 in accordance with FIG. 1. The evaluation device 130 in accordance with FIG. 8 has the frequency-related amplitude measuring device 200 and the comparison device 210 in accordance with FIG. 2 as well as the frequency curve measuring device 300 and the comparison device 310 in accordance with FIG. 5. In this regard, reference is made to the above explanations in connection with FIGS. 2 and 5.

(35) The upper branch of the evaluation device 130 in FIG. 8 is formed by the amplitude measuring device 200 and the comparison device 210 in accordance with FIG. 2 and evaluates the response signal AS with regard to the signal levels at the two signal frequencies f1 and f2, as already explained above in connection with FIG. 2. If the signal levels differ beyond a predefined threshold, the comparison device 210 generates a first auxiliary signal H1 on the output side with a logical “1” which is transmitted to a downstream OR gate 400.

(36) The lower branch of the evaluation device 130 in FIG. 8 is formed by the frequency curve measuring device 300 and the comparison device 310 in accordance with FIG. 5. The frequency curve measuring device 300 and the comparison device 310 evaluate the response signal AS with regard to the edge steepness during signal frequency changes, as already explained above in connection with FIG. 5. If the comparison device 310 determines that the edge steepness is insufficiently great during signal frequency changes, it generates a second auxiliary signal H2 with a logical “1” on the output side which is transmitted to the OR gate 400.

(37) The OR gate 400 generates a crosstalk warning UW on the output side in the form of a logical “1” if at least one of the two auxiliary signals H1 or H2 has a logical “1” on the input side.

(38) If neither the first auxiliary signal H1 nor the second auxiliary signal H2 has a logical “1”, the OR gate 400 generates an output signal OK in the form of a logical “0”, which indicates that there is no crosstalk.

(39) FIG. 9 shows a variant of the exemplary embodiment in accordance with FIG. 8 in which a sampling unit 500 and a unit 510 for Fourier transform operate for the upper and lower branch of the evaluation device 130. Accordingly, these units may be omitted in the amplitude measuring device 200′ and the frequency curve measuring device 300′.

(40) Although the invention has been illustrated and described in more detail by preferred exemplary embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by a person skilled in the art without departing from the scope of the invention.