EP0705751A1 - Track side device for vehicle control - Google Patents

Track side device for vehicle control Download PDF

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Publication number
EP0705751A1
EP0705751A1 EP95250239A EP95250239A EP0705751A1 EP 0705751 A1 EP0705751 A1 EP 0705751A1 EP 95250239 A EP95250239 A EP 95250239A EP 95250239 A EP95250239 A EP 95250239A EP 0705751 A1 EP0705751 A1 EP 0705751A1
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EP
European Patent Office
Prior art keywords
loop
vehicle
transmission
telegram
telegrams
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Granted
Application number
EP95250239A
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German (de)
French (fr)
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EP0705751B1 (en
Inventor
Hans-Arnim Lange
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Siemens AG
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Siemens AG
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    • 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

  • Such a device can be found in the brochure "POINT-BASED ACCESSION INFLUENCE / THE ACCESSION INFLUENCE SYSTEM ZUB 100" from Siemens AG, order no. A25090-A543-A116-3 PA 03931.0 known.
  • This facility is used at critical route points, for example at signal locations or in front of slow speed points, for information transfer from the route to the vehicle. This information can be used to monitor the maximum train speed, output visual or acoustic warning signals, initiate service or emergency braking and / or to monitor the driver.
  • inductive coupling from a track-side so-called track coupling coil to a corresponding so-called vehicle coupling coil means specific, e.g. B. signal term-dependent data telegrams with fixed Transfer data structure.
  • a telegram generator is used to generate the currently valid data telegram, which comprises a telegram control module and two telegram memory modules (redundancy).
  • a multichannel transmission system for communication between the route and the vehicle, the track coupling coil having a passive control circuit (50 kHz), an energy reception circuit (100 kHz) and a transmitter (850 kHz) for the data telegrams.
  • the control circuit acts on a resonant transmission circuit (50 kHz) of a vehicle-side monitoring channel to indicate that the track coupling coil has been passed over.
  • the transmitting device acted upon by the telegram generator is fed by the energy receiving circuit which, when passing through the track coupling coil, absorbs energy emitted by the vehicle via a 100 kHz resonant circuit.
  • the transmission device therefore does not have to be supplied with energy on the track side.
  • the transmitting device transmits the data telegrams to a corresponding vehicle-side receiving device of the vehicle coupling coil, to which a vehicle device with processing logic is connected.
  • a transmission loop arranged upstream of the track coupling coil is provided.
  • the transmission loop is acted upon by the telegram generator via a control circuit and periodically (e.g. every second) sends out loop telegrams with essentially the same content with the data telegram.
  • the transmission energy for the transmission of the loop telegrams is provided on the track side, for example by tapping the signal lamp circuit (external supply).
  • the send loop is due to the external supply the telegram generator and the control circuit are able to send loop telegrams periodically and independently of the vehicle position.
  • the track coupling coils are preferably arranged outside the tracks.
  • the secondary areas and in particular the vehicle boundary profile are very limited, so that - to ensure a clear assignment to the direction of travel - an eccentric arrangement of the track coupling coils between the rails belonging to a track must be provided. This considerably reduces the distance to the track coupling coil or to the corresponding vehicle coupling coil for the opposite direction, in particular in the case of a track being traveled in both directions.
  • the transmission loops upstream of the track coupling coils only allow a comparatively small crosstalk distance due to their large antenna area, so that the direction of the loop telegrams has to be provided, which is recorded by the vehicle as it passes the track coupling coil and stored until the next track coupling coil is passed.
  • measurements on the track coupling coils show that, due to the small antenna area and the comparatively low crosstalk coupling to the energy receiving circuit in the opposite direction, there is no fear of energy being applied to the track coupling coil in the opposite direction.
  • a vehicle passing the track coupling coil in the opposite direction at this point in time could receive the data telegrams (not intended for this direction of travel) of the transmitting device of the opposite direction of travel that was externally supplied at this point in time (Crosstalk).
  • the data telegrams received by crosstalk which for example represent the stop concept of a signal in the opposite direction, and missing signals from the control circuit can lead to faults, fault messages and unnecessary braking. Recognizing data telegrams received as a result of crosstalk as data telegrams belonging to the opposite direction is therefore not readily possible because, if necessary, the vehicle's direction of travel is transmitted to the track coupling coil by the data telegrams.
  • the object of the invention is therefore to provide a device for influencing the vehicle, in which the transmitting device of the track coupling coil is able to deliver the current data telegrams when passing a vehicle, and in which crosstalk of data telegrams from the track coupling coil occurs during the externally fed transmission of the loop telegrams the vehicle coupling coil of a vehicle traveling in the opposite direction is excluded.
  • This object is achieved according to the invention in a device for influencing the vehicle of the type mentioned at the outset by a control device which prevents the transmission of the data telegrams by the transmitting device during the transmission of the loop telegrams.
  • An essential advantage of the invention is that the existing circuits and components of the known device mentioned at the outset can be retained and only a comparatively low-cost control device has to be provided (upward compatibility).
  • the transmission loop can be connected directly to the track coupling coil, so that additional components for generating the telegrams (telegram generator) are not required. Since the track coupling coil-side transmission device is inactive during the loop telegram delivery, the energy requirement of the external power supply is reduced. This makes transmission loops even with track coupling coils Signals with long job distances can be used easily.
  • the control device comprises a control circuit which supplies the telegram generator and the loop control with line-side energy for sending the loop telegrams, and a blocking element which prevents the transmission device of the track coupling coil from being supplied with line-side energy.
  • This control device which can be implemented easily and inexpensively, distributes the external power supply only to those components of the device according to the invention which are relevant for the generation and transmission of the loop telegrams.
  • an advantageous embodiment of the invention provides that the control device prevents or terminates the transmission of loop telegrams as soon as the vehicle passes the track coupling coil. A simultaneous reception of loop telegrams and data telegrams suggesting a distance to the track coupling coil is excluded.
  • FIG. 1 schematically shows a route STR and a vehicle FZ with train control systems, which are described in principle in the brochure "POINT-SHAPED INFLUENCING" mentioned at the beginning.
  • the route consists of two rails 1, 2 and can be driven in both directions A and B.
  • the Route STR is equipped with a track-side device 10, 11 for each direction of travel A, B, which, depending on the direction of travel, cooperate with a corresponding device on the vehicle side (FIG. 1 shows only device 20 interacting with device 10).
  • the device 20 comprises, as shown in the introduction, a 50 kHz control resonant circuit, a 100 kHz energy transmission circuit and a vehicle-side receiving device which operates at a frequency of 850 kHz.
  • These components are referred to in summary form as a vehicle coupling coil FZS, to which a vehicle computer FR is connected for evaluation and for intervention in control elements (e.g. brakes) of the vehicle FZ as required.
  • the track-side device 10 is used for information, control and, if necessary, influencing (e.g. forced braking) of the vehicle FZ traveling in the direction of travel A before a signal 25 and, for forming transmission channels, comprises resonant circuits which are matched to the corresponding vehicle-side frequencies and are referred to as track coupling stage GKS.
  • a passive 50 kHz control circuit causes an increase in resistance when passing the vehicle FZ and thus a drop in current in the control circuit on the vehicle. From this, the vehicle computer recognizes the passage of the track coupling coil GKS.
  • a 100 kHz energy receiving circuit receives energy radiated on the vehicle side at this frequency in order to feed a telegram generator and a transmitting device operating at 850 kHz.
  • the track coupling coil GKS is preceded by a transmission loop SS.
  • the device 10 is connected to the signal 25 via lines 28, 29 for requesting the signal term and for taking energy from the signal lamp circuit.
  • the device 11 assigned to the opposite direction B is constructed in a corresponding manner.
  • the vehicle After the vehicle FZ has passed the device 10 or its track coupling coil GKS and received the data telegrams relevant for the onward journey, the vehicle now approaches (as shown in FIG. 1) the device 11 and its track coupling coil GKS '.
  • the device 11 periodically sends transmission loop telegrams STEL via its transmission loop SS 'for predetermined information (for example to avoid operating delays when a signal 26 changes from "red” to "green”). This could be done in a circuit-technically simple manner in that the track coupling coil GKS 'and the transmission loop SS' connected to it are jointly powered externally by the signal lamp current of signal 26 of the opposite direction.
  • the track coupling coil GKS 'sends out data telegrams which could be undesirably received by the vehicle coupling coil FZS and evaluated by the vehicle computer FR.
  • These data telegrams which are actually not intended for the vehicle FZ in the direction of travel A, would lead to fault messages and possibly to braking processes.
  • a control device SE is therefore additionally provided in the trackside devices 10, 11, which comprises a control circuit 30 and a blocking element in the form of a diode D1.
  • the control circuit 30 acts via a reset line 32 on a reset input of a telegram control circuit 34.
  • the telegram control circuit 34 forms a telegram generator 36 together with a telegram memory 35 which is provided twice and can be interrogated for security reasons.
  • the control device SE is preferably together with the other components, in particular the control circuit (50 kHz oscillating circuit) KK, the energy receiving circuit EE (100 kHz oscillating circuit) ), a voltage stabilization 38 arranged downstream thereof and the transmission device formed by a transmission amplifier SV and an antenna ANT SEN and the telegram generator 36 arranged in the track coupling coil GKS.
  • the control circuit 50 kHz oscillating circuit
  • the energy receiving circuit EE 100 kHz oscillating circuit
  • a voltage stabilization 38 arranged downstream thereof and the transmission device formed by a transmission amplifier SV and an antenna ANT SEN and the telegram generator 36 arranged in the track coupling coil GKS.
  • the transmission loop SS can be supplied with loop telegrams STEL via a transmission loop amplifier SSV and a control logic SL.
  • the transmit loop amplifier SSV can be activated in a pulse-like manner with a predeterminable period, so that, for example, two data telegrams identified as loop telegrams STEL can be output, which the telegram generator 36 generates depending on the current signal term reported via line 28.
  • the control circuit 30 In order to activate the transmission loop SS, the control circuit 30 also switches through the supply voltage U1b, which is taken from the signal lamp circuit and supplied via the line 29 to the control logic SL, for the telegram generation as the voltage U1 to the telegram generator 36.
  • the control logic SL recognizes the end (tel.end) of a data telegram from the telegram generator 36 and can thus stop the delivery (until the beginning of the next period) after the desired number of loop telegrams to be output have been reached.
  • the diode D1 decouples the supply voltage U1 from the supply branch (voltage stabilization 38) U1a for the transmitting device SEN, so that the transmitting amplifier SV remains inactive. As a result, the loop telegrams are output without simultaneous data telegram output from the track coupling coil.
  • the track coupling coil is advantageously always ready for communication with a passing vehicle. If a vehicle with its vehicle coupling coil FZS (FIG. 1) applies energy to the energy receiving circuit EE (vehicle energy supply), the current data telegram DTEL supplied by the telegram generator 36 via an output line 40 is sent via the transmission amplifier SV.
  • the control circuit 30 recognizes the vehicle power supply via a query line 42 (i.e. H. that a vehicle passes the track coupling coil GKS) and interrupts or prevents the further output of loop telegrams via a control line 44 until the vehicle drives past or a predetermined period of time has expired.
  • FIG. 3 schematically shows the time delivery of loop telegrams STEL, wherein at time t o (start of transmission) only the header section, ie an incomplete loop telegram STELU, is initially output as the start step.
  • an unchanged data telegram DTEL fed from the telegram generator 36 (FIG. 2) to the transmission loop amplifier SSV is terminated after the start part START has been sent. This can be achieved by briefly switching off the supply voltage U1b or (as shown explicitly in FIG. 2) by acting on the reset input of the telegram control circuit 34.
  • the control device SE After a short transmission interruption of 0.15 ms, the control device SE ensures that a loop telegram STEL is now completely output by applying an unchanged data telegram DTEL to the transmission loop amplifier SSV via line 37.
  • the bit structure of the loop telegram STEL essentially corresponds to the unchanged data telegram DTEL with the start part START already mentioned and a remainder part REST with a command section KOM, a code lock CD and a final stop step STOP.
  • This loop telegram STEL can be sent out several times, preferably twice.
  • the double start step is a significant marking that can be recognized by the vehicle computer FR.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The device has a telegram generator for producing data telegram. A track coupling coil has a control circuit, an energy receiving circuit, and a transmitting unit that delivers the data telegram to a vehicle-sided receiving unit when the vehicle passes the track coupling coil. A transmission loop causes a vehicle position independent, periodic transmission of information or situation coextensive loop telegram (STEL). A control unit prevents the delivery of the data telegram through the transmitting unit by the transmission of the loop telegram.

Description

Die Erfindung betrifft eine streckenseitige Einrichtung zur Fahrzeugbeeinflussung

  • mit einem Telegrammgenerator zum Erzeugen von Datentelegrammen,
  • mit einer Gleiskoppelspule mit einem Kontrollkreis, einem Energieempfangskreis und einer von dem Telegrammgenerator beaufschlagten und von dem Energieempfangskreis gespeisten Sendeeinrichtung zur Abgabe der Datentelegramme an eine fahrzeugseitige Empfangseinrichtung, wenn das Fahrzeug die Gleiskoppelspule passiert, und
  • mit einer der Gleiskoppelspule entgegen der Fahrtrichtung vorgeordneten Sendeschleife, die durch streckenseitige Energiespeisung des Telegrammgenerators und einer Schleifenansteuerung ein fahrzeugpositionsunabhängiges periodisches Aussenden im wesentlichen mit den Datentelegrammen inhaltsgleicher Schleifentelegramme bewirkt.
The invention relates to a track-side device for influencing the vehicle
  • with a telegram generator for generating data telegrams,
  • with a track coupling coil with a control circuit, an energy receiving circuit and a transmitting device acted upon by the telegram generator and fed by the energy receiving circuit for delivering the data telegrams to a vehicle-side receiving device when the vehicle passes the track coupling coil, and
  • with a transmission loop arranged upstream of the track coupling coil in the opposite direction to the direction of travel, which, through track-side energy supply of the telegram generator and a loop control, effects a periodic transmission independent of the vehicle position, essentially with loop telegrams with the same content as the data telegrams.

Eine derartige Einrichtung ist aus dem Prospekt "PUNKTFÖRMIGE ZUGBEEINFLUSSUNG / DAS ZUGBEEINFLUSSUNGSSYSTEM ZUB 100" der Siemens AG, Bestell-Nr. A25090-A543-A116-3 PA 03931.0 bekannt. Diese Einrichtung dient an entscheidenden Streckenpunkten, beispielsweise an Signalstandorten oder vor Langsamfahrstellen, zur Informationsübertragung von der Strecke auf das Fahrzeug. Diese Informationen können zur Überwachung der Zughöchstgeschwindigkeit, Ausgabe optischer oder akustischer Warnsignale, Einleitung einer Betriebs- oder Zwangsbremsung und/oder zur Überwachung des Fahrzeugführers dienen. Je nach zu übertragenden Informationen (Langsamfahranweisungen, Signalbegriffe) werden durch induktive Kopplung von einer streckenseitigen sogenannten Gleiskoppelspule auf eine korrespondierende sogenannte Fahrzeugkoppelspule spezifische, z. B. signalbegriffsabhängige Datentelegramme mit festgelegter Datenstruktur übertragen. Zum Erzeugen des jeweils aktuell gültigen Datentelegramms dient ein Telegrammgenerator, der einen Telegrammsteuerbaustein und zwei Telegrammspeicherbausteine (Redundanz) umfaßt.Such a device can be found in the brochure "POINT-BASED ACCESSION INFLUENCE / THE ACCESSION INFLUENCE SYSTEM ZUB 100" from Siemens AG, order no. A25090-A543-A116-3 PA 03931.0 known. This facility is used at critical route points, for example at signal locations or in front of slow speed points, for information transfer from the route to the vehicle. This information can be used to monitor the maximum train speed, output visual or acoustic warning signals, initiate service or emergency braking and / or to monitor the driver. Depending on the information to be transmitted (slow speed instructions, signal terms), inductive coupling from a track-side so-called track coupling coil to a corresponding so-called vehicle coupling coil means specific, e.g. B. signal term-dependent data telegrams with fixed Transfer data structure. A telegram generator is used to generate the currently valid data telegram, which comprises a telegram control module and two telegram memory modules (redundancy).

Zur Kommunikation zwischen Strecke und Fahrzeug ist ein mehrkanaliges Übertragungssystem vorgesehen, wobei die Gleiskoppelspule einen passiven Kontrollkreis (50 kHz), einen Energieempfangskreis (100 kHz) und eine Sendeeinrichtung (850 kHz) für die Datentelegramme aufweist. Der Kontrollkreis wirkt beim Passieren des Fahrzeugs auf einen auf Resonanz abgestimmten Sendeschwingkreis (50 kHz) eines fahrzeugseitigen Überwachungskanals, um das Überfahren der Gleiskoppelspule anzuzeigen. Die von dem Telegrammgenerator beaufschlagte Sendeeinrichtung wird von dem Energieempfangskreis gespeist, der beim Passieren der Gleiskoppelspule fahrzeugseitig über einen 100 kHz-Schwingkreis abgestrahlte Energie aufnimmt. Die Sendeeinrichtung muß daher nicht streckenseitig mit Energie versorgt werden. Die Sendeeinrichtung gibt die Datentelegramme an eine korrespondierende fahrzeugseitige Empfangseinrichtung der Fahrzeugkoppelspule ab, an die ein Fahrzeuggerät mit einer Verarbeitungslogik angeschlossen ist.A multichannel transmission system is provided for communication between the route and the vehicle, the track coupling coil having a passive control circuit (50 kHz), an energy reception circuit (100 kHz) and a transmitter (850 kHz) for the data telegrams. When passing the vehicle, the control circuit acts on a resonant transmission circuit (50 kHz) of a vehicle-side monitoring channel to indicate that the track coupling coil has been passed over. The transmitting device acted upon by the telegram generator is fed by the energy receiving circuit which, when passing through the track coupling coil, absorbs energy emitted by the vehicle via a 100 kHz resonant circuit. The transmission device therefore does not have to be supplied with energy on the track side. The transmitting device transmits the data telegrams to a corresponding vehicle-side receiving device of the vehicle coupling coil, to which a vehicle device with processing logic is connected.

Um schon frühzeitig vor dem Ort der Gleiskoppelspule zur Vorabinformation und/oder zur Anzeige veränderter Informationen oder Situationen (beispielsweise geänderter Signalbegriffe) Datentelegramme an das Fahrzeug zu übertragen, ist eine der Gleiskoppelspule entgegen der Fahrtrichtung vorgeordnete Sendeschleife vorgesehen. Die Sendeschleife ist über eine Ansteuerschaltung von dem Telegrammgenerator beaufschlagt und sendet periodisch (z. B. im Sekundentakt) mit dem Datentelegramm im wesentlichen inhaltsgleiche Schleifentelegramme aus. Die Sendeenergie für die Aussendung der Schleifentelegramme wird streckenseitig, beispielsweise durch Anzapfung des Signallampenkreises, bereitgestellt (Fremdspeisung). Die Sendeschleife ist durch die Fremdspeisung des Telegrammgenerators und der Ansteuerschaltung in der Lage, periodisch und von der Fahrzeugposition unabhängig Schleifentelegramme auszusenden.In order to transmit data telegrams to the vehicle at an early stage in front of the track coupling coil for advance information and / or to display changed information or situations (for example changed signal terms), a transmission loop arranged upstream of the track coupling coil is provided. The transmission loop is acted upon by the telegram generator via a control circuit and periodically (e.g. every second) sends out loop telegrams with essentially the same content with the data telegram. The transmission energy for the transmission of the loop telegrams is provided on the track side, for example by tapping the signal lamp circuit (external supply). The send loop is due to the external supply the telegram generator and the control circuit are able to send loop telegrams periodically and independently of the vehicle position.

Bevorzugt sind die Gleiskoppelspulen außerhalb der Fahrgleise angeordnet. Bei einigen Anwendungen (beispielsweise Stadtbahnen) sind die Streckennebenflächen und insbesondere das Fahrzeugumgrenzungsprofil sehr eingeschränkt, so daß - um eine eindeutige Zuordnung zur Fahrtrichtung zu gewährleisten - eine außermittige Anordnung der Gleiskoppelspulen zwischen den zu einem Gleis gehörenden Schienen vorzusehen ist. Dadurch verringert sich der Abstand zur Gleiskoppelspule bzw. zur korrespondierenden Fahrzeugkoppelspule für die Gegenrichtung insbesondere bei einem in beiden Richtungen befahrenen Gleis erheblich.The track coupling coils are preferably arranged outside the tracks. In some applications (e.g. light rail vehicles), the secondary areas and in particular the vehicle boundary profile are very limited, so that - to ensure a clear assignment to the direction of travel - an eccentric arrangement of the track coupling coils between the rails belonging to a track must be provided. This considerably reduces the distance to the track coupling coil or to the corresponding vehicle coupling coil for the opposite direction, in particular in the case of a track being traveled in both directions.

Die den Gleiskoppelspulen jeweils vorgeordneten Sendeschleifen erlauben wegen ihrer großen Antennenfläche nur einen vergleichsweise geringen Übersprechabstand, so daß eine Fahrtrichtungskennzeichnung der Schleifentelegramme vorzusehen ist, die jeweils beim Passieren der Gleiskoppelspule vom Fahrzeug aufgenommen und bis zum Passieren der nächsten Gleiskoppelspule gespeichert wird. Dagegen zeigen Messungen an den Gleiskoppelspulen, daß wegen der kleinen Antennenfläche und der vergleichsweise geringen Übersprechkopplung zum Energieempfangskreis der Gegenrichtung eine Energiebeaufschlagung der Gleiskoppelspule der Gegenrichtung nicht zu befürchten ist. Allerdings stellt sich das Problem, daß bei der Fremdspeisung der Sendeschleife die Sendeeinrichtung der Gleiskoppelspule die jeweils aktuellen Datentelegramme kontinuierlich (während der Dauer der Fremdspeisung und möglicherweise auch während einer Abklingzeit) abgibt. Ein zu diesem Zeitpunkt die Gleiskoppelspule in Gegenrichtung passierendes Fahrzeug könnte die - nicht für diese Fahrtrichtung bestimmten - Datentelegramme der zu diesem Zeitpunkt fremdgespeisten Sendeeinrichtung der Gegenfahrtrichtung aufnehmen (Übersprechen). Die durch Übersprechen empfangenen Datentelegramme, die beispielsweise den Haltbegriff eines Signals in Gegenfahrtrichtung repräsentieren, und fehlende Signale des Kontrollkreises können zu Störungen, Störungsmeldungen und zu unnötigen Bremsvorgängen führen. Das Erkennen infolge Übersprechens empfangener Datentelegramme als zur Gegenrichtung gehörige Datentelegramme ist deshalb nicht ohne weiteres möglich, weil dem Fahrzeug bedarfsweise seine Fahrtrichtung durch die Datentelegramme der Gleiskoppelspule übermittelt wird.The transmission loops upstream of the track coupling coils only allow a comparatively small crosstalk distance due to their large antenna area, so that the direction of the loop telegrams has to be provided, which is recorded by the vehicle as it passes the track coupling coil and stored until the next track coupling coil is passed. On the other hand, measurements on the track coupling coils show that, due to the small antenna area and the comparatively low crosstalk coupling to the energy receiving circuit in the opposite direction, there is no fear of energy being applied to the track coupling coil in the opposite direction. However, the problem arises that when the transmission loop is externally supplied, the transmission device of the track coupling coil continuously delivers the current data telegrams (during the duration of the external supply and possibly also during a decay time). A vehicle passing the track coupling coil in the opposite direction at this point in time could receive the data telegrams (not intended for this direction of travel) of the transmitting device of the opposite direction of travel that was externally supplied at this point in time (Crosstalk). The data telegrams received by crosstalk, which for example represent the stop concept of a signal in the opposite direction, and missing signals from the control circuit can lead to faults, fault messages and unnecessary braking. Recognizing data telegrams received as a result of crosstalk as data telegrams belonging to the opposite direction is therefore not readily possible because, if necessary, the vehicle's direction of travel is transmitted to the track coupling coil by the data telegrams.

Die Aufgabe der Erfindung besteht daher in der Schaffung einer Einrichtung zur Fahrzeugbeeinflussung, bei der die Sendeeinrichtung der Gleiskoppelspule beim Passieren eines Fahrzeugs in der Lage ist, die aktuellen Datentelegramme abzugeben, und bei der während der fremdgespeisten Aussendung der Schleifentelegramme ein Übersprechen von Datentelegrammen der Gleiskoppelspule auf die Fahrzeugkoppelspule eines in Gegenrichtung fahrenden Fahrzeugs ausgeschlossen ist.The object of the invention is therefore to provide a device for influencing the vehicle, in which the transmitting device of the track coupling coil is able to deliver the current data telegrams when passing a vehicle, and in which crosstalk of data telegrams from the track coupling coil occurs during the externally fed transmission of the loop telegrams the vehicle coupling coil of a vehicle traveling in the opposite direction is excluded.

Diese Aufgabe wird bei einer Einrichtung zur Fahrzeugbeeinflussung der eingangs genannten Art erfindungsgemäß durch eine Steuereinrichtung gelöst, die während des Aussendens der Schleifentelegramme eine Abgabe der Datentelegramme durch die Sendeeinrichtung unterbindet. Ein wesentlicher Vorteil der Erfindung besteht darin, daß die vorhandenen Schaltungen und Komponenten der eingangs genannten bekannten Einrichtung beibehalten werden können und lediglich eine vergleichsweise aufwandsarme Steuereinrichtung vorzusehen ist (Aufwärtskompatibilität). Die Sendeschleife kann unmittelbar an die Gleiskoppelspule angeschlossen werden, so daß zusätzliche Komponenten zur Erzeugung der Telegramme (Telegrammgenerator) nicht erforderlich sind. Da die gleiskoppelspulenseitige Sendeeinrichtung während der Schleifentelegrammabgabe inaktiv ist, reduziert sich der Energiebedarf der Fremdspeisung. Dadurch sind Sendeschleifen selbst bei Gleiskoppelspulen von Signalen mit großen Stellentfernungen ohne weiteres einsetzbar.This object is achieved according to the invention in a device for influencing the vehicle of the type mentioned at the outset by a control device which prevents the transmission of the data telegrams by the transmitting device during the transmission of the loop telegrams. An essential advantage of the invention is that the existing circuits and components of the known device mentioned at the outset can be retained and only a comparatively low-cost control device has to be provided (upward compatibility). The transmission loop can be connected directly to the track coupling coil, so that additional components for generating the telegrams (telegram generator) are not required. Since the track coupling coil-side transmission device is inactive during the loop telegram delivery, the energy requirement of the external power supply is reduced. This makes transmission loops even with track coupling coils Signals with long job distances can be used easily.

Nach einer vorteilhaften Weiterbildung der Erfindung umfaßt die Steuereinrichtung eine Kontrollschaltung, die zum Senden der Schleifentelegramme den Telegrammgenerator und die Schleifenansteuerung mit streckenseitiger Energie speist, und ein Sperrglied, das eine Speisung der Sendeeinrichtung der Gleiskoppelspule mit streckenseitiger Energie verhindert. Diese einfach und preisgünstig realisierbare Steuereinrichtung verteilt die Fremdspeisung nur auf diejenigen Komponenten der erfindungsgemäßen Einrichtung, die für die Erzeugung und Aussendung der Schleifentelegramme relevant sind.According to an advantageous development of the invention, the control device comprises a control circuit which supplies the telegram generator and the loop control with line-side energy for sending the loop telegrams, and a blocking element which prevents the transmission device of the track coupling coil from being supplied with line-side energy. This control device, which can be implemented easily and inexpensively, distributes the external power supply only to those components of the device according to the invention which are relevant for the generation and transmission of the loop telegrams.

Im Hinblick auf eindeutige Positionsinformationen dahingehend, ob das Fahrzeug sich (noch) über der Sendeschleife oder bereits über der Gleiskoppelspule befindet, sieht eine vorteilhafte Gestaltung der Erfindung vor, daß die Steuereinrichtung das Senden von Schleifentelegrammen unterbindet oder abbricht, sobald das Fahrzeug die Gleiskoppelspule passiert. Ein gleichzeitiger Empfang von - noch eine Entfernung bis zur Gleiskoppelspule suggerierenden - Schleifentelegrammen und Datentelegrammen ist dadurch ausgeschlossen.With regard to clear position information as to whether the vehicle is (still) above the transmission loop or already above the track coupling coil, an advantageous embodiment of the invention provides that the control device prevents or terminates the transmission of loop telegrams as soon as the vehicle passes the track coupling coil. A simultaneous reception of loop telegrams and data telegrams suggesting a distance to the track coupling coil is excluded.

Ein Ausführungsbeispiel der Erfindung wird nachfolgend anhand einer Zeichnung weiter erläutert; es zeigen:

  • Figur 1 ein Gleis mit jeweils einer erfindungsgemäßen Einrichtung pro Fahrtrichtung,
  • Figur 2 ein Blockschaltbild der Einrichtung und
  • Figur 3 eine mögliche Kennzeichnung von Schleifentelegrammen.
An embodiment of the invention is explained below with reference to a drawing; show it:
  • 1 shows a track with one device according to the invention per direction of travel,
  • Figure 2 is a block diagram of the device and
  • Figure 3 shows a possible identification of loop telegrams.

Figur 1 zeigt schematisch eine Strecke STR und ein Fahrzeug FZ mit Zugbeeinflussungssystemen, die grundsätzlich in dem eingangs genannten Prospekt "PUNKTFÖRMIGE ZUGBEEINFLUSSUNG" beschrieben sind. Die Strecke besteht aus zwei Schienen 1, 2 und ist in beide Fahrtrichtungen A und B befahrbar. Die Strecke STR ist mit je einer streckenseitigen Einrichtung 10, 11 für jede Fahrtrichtung A, B ausgerüstet, die fahrtrichtungsabhängig mit einer korrespondierenden, fahrzeugseitigen Einrichtung zusammenwirken (Figur 1 zeigt nur die mit der Einrichtung 10 zusammenwirkende Einrichtung 20). Die Einrichtung 20 umfaßt wie eingangs dargestellt einen 50 kHz-Kontrollschwingkreis, einen 100 kHz-Energiesendekreis und eine fahrzeugseitige Empfangseinrichtung, die auf einer Frequenz von 850 kHz arbeitet. Diese Komponenten sind in zusammenfassender Darstellung als Fahrzeugkoppelspule FZS bezeichnet, an die zur Auswertung und zum bedarfsweisen Eingriff in Steuerorgane (z. B. Bremsen) des Fahrzeugs FZ ein Fahrzeugrechner FR angeschlossen ist.FIG. 1 schematically shows a route STR and a vehicle FZ with train control systems, which are described in principle in the brochure "POINT-SHAPED INFLUENCING" mentioned at the beginning. The route consists of two rails 1, 2 and can be driven in both directions A and B. The Route STR is equipped with a track-side device 10, 11 for each direction of travel A, B, which, depending on the direction of travel, cooperate with a corresponding device on the vehicle side (FIG. 1 shows only device 20 interacting with device 10). The device 20 comprises, as shown in the introduction, a 50 kHz control resonant circuit, a 100 kHz energy transmission circuit and a vehicle-side receiving device which operates at a frequency of 850 kHz. These components are referred to in summary form as a vehicle coupling coil FZS, to which a vehicle computer FR is connected for evaluation and for intervention in control elements (e.g. brakes) of the vehicle FZ as required.

Die streckenseitige Einrichtung 10 dient zur Information, Kontrolle und ggf. Beeinflussung (z. B. Zwangsbremsung) des in Fahrtrichtung A verkehrenden Fahrzeugs FZ vor einem Signal 25 und umfaßt zur Bildung von Übertragungskanälen auf die korrespondierenden fahrzeugseitigen Frequenzen abgestimmte, als Gleiskoppelstufe GKS bezeichnete Schwingkreise. Ein passiver 50 kHz-Kontrollkreis bewirkt beim Passieren des Fahrzeugs FZ eine Widerstandserhöhung und damit einen Stromabfall in dem fahrzeugseitigen Kontrollschwingkreis. Daraus erkennt der Fahrzeugrechner das Passieren der Gleiskoppelspule GKS. Ein 100 kHz-Energieempfangskreis nimmt fahrzeugseitig auf dieser Frequenz abgestrahlte Energie auf, um damit einen Telegrammgenerator und eine mit 850 kHz arbeitende Sendeeinrichtung zu speisen. Entgegen der Fahrtrichtung A ist der Gleiskoppelspule GKS eine Sendeschleife SS vorgeordnet. Die Einrichtung 10 ist zur Anfrage des Signalbegriffs und zur Energieentnahme aus dem Signallampenkreis mit dem Signal 25 über Leitungen 28, 29 verbunden. Die der Gegenrichtung B zugeordnete Einrichtung 11 ist in entsprechender Weise aufgebaut.The track-side device 10 is used for information, control and, if necessary, influencing (e.g. forced braking) of the vehicle FZ traveling in the direction of travel A before a signal 25 and, for forming transmission channels, comprises resonant circuits which are matched to the corresponding vehicle-side frequencies and are referred to as track coupling stage GKS. A passive 50 kHz control circuit causes an increase in resistance when passing the vehicle FZ and thus a drop in current in the control circuit on the vehicle. From this, the vehicle computer recognizes the passage of the track coupling coil GKS. A 100 kHz energy receiving circuit receives energy radiated on the vehicle side at this frequency in order to feed a telegram generator and a transmitting device operating at 850 kHz. Contrary to the direction of travel A, the track coupling coil GKS is preceded by a transmission loop SS. The device 10 is connected to the signal 25 via lines 28, 29 for requesting the signal term and for taking energy from the signal lamp circuit. The device 11 assigned to the opposite direction B is constructed in a corresponding manner.

Nachdem das Fahrzeug FZ die Einrichtung 10 bzw. deren Gleiskoppelspule GKS passiert und die für die Weiterfahrt maßgebenden Datentelegramme empfangen hat, nähert sich das Fahrzeug nunmehr (wie in Figur 1 dargestellt) der Einrichtung 11 und deren Gleiskoppelspule GKS'. Wie nachfolgend erläutert, sendet die Einrichtung 11 zur rechtzeitigen Information (beispielsweise zur Vermeidung von Betriebsverzögerungen bei einem Signalwechsel eines Signals 26 von "rot" auf "grün") in vorgegebenen zeitlichen Abständen periodisch Sendeschleifentelegramme STEL über ihre Sendeschleife SS'. Dies könnte in schaltungstechnisch einfacher Weise dadurch geschehen, daß die Gleiskoppelspule GKS' und die daran angeschlossene Sendeschleife SS' gemeinsam von dem Signallampenstrom des Signals 26 der Gegenrichtung fremdgespeist werden. In diesem Fall sendet (auch) die Gleiskoppelspule GKS' Datentelegramme aus, die unerwünschterweise von der Fahrzeugkoppelspule FZS empfangen und vom Fahrzeugrechner FR ausgewertet werden könnten. Diese tatsächlich nicht für das Fahrzeug FZ in Fahrtrichtung A bestimmten Datentelegramme würden zu Störungsmeldungen und womöglich zu Bremsvorgängen führen.After the vehicle FZ has passed the device 10 or its track coupling coil GKS and received the data telegrams relevant for the onward journey, the vehicle now approaches (as shown in FIG. 1) the device 11 and its track coupling coil GKS '. As explained below, the device 11 periodically sends transmission loop telegrams STEL via its transmission loop SS 'for predetermined information (for example to avoid operating delays when a signal 26 changes from "red" to "green"). This could be done in a circuit-technically simple manner in that the track coupling coil GKS 'and the transmission loop SS' connected to it are jointly powered externally by the signal lamp current of signal 26 of the opposite direction. In this case, the track coupling coil GKS 'sends out data telegrams which could be undesirably received by the vehicle coupling coil FZS and evaluated by the vehicle computer FR. These data telegrams, which are actually not intended for the vehicle FZ in the direction of travel A, would lead to fault messages and possibly to braking processes.

Wie Figur 2 zeigt, ist deshalb bei den streckenseitigen Einrichtungen 10, 11 zusätzlich eine Steuereinrichtung SE vorgesehen, die eine Kontrollschaltung 30 und ein Sperrglied in Form einer Diode D1 umfaßt. Die Kontrollschaltung 30 wirkt über eine Reset-Leitung 32 auf einen Reseteingang einer Telegrammsteuerschaltung 34 ein. Die Telegrammsteuerschaltung 34 bildet zusammen mit einem aus Sicherheitsgründen zweifach vorgesehenen und alternierend abfragbaren Telegrammspeicher 35 einen Telegrammgenerator 36. Die Steuereinrichtung SE ist vorzugsweise zusammen mit den weiteren Komponenten, insbesondere dem Kontrollkreis (50 kHz-Schwingkreis) KK, dem Energieempfangskreis EE (100 kHz-Schwingkreis), einer diesem nachgeordneten Spannungsstabilisierung 38 und der von einem Sendeverstärker SV und einer Antenne ANT gebildeten Sendeeinrichtung SEN und dem Telegrammgenerator 36 in der Gleiskoppelspule GKS angeordnet.As FIG. 2 shows, a control device SE is therefore additionally provided in the trackside devices 10, 11, which comprises a control circuit 30 and a blocking element in the form of a diode D1. The control circuit 30 acts via a reset line 32 on a reset input of a telegram control circuit 34. The telegram control circuit 34 forms a telegram generator 36 together with a telegram memory 35 which is provided twice and can be interrogated for security reasons. The control device SE is preferably together with the other components, in particular the control circuit (50 kHz oscillating circuit) KK, the energy receiving circuit EE (100 kHz oscillating circuit) ), a voltage stabilization 38 arranged downstream thereof and the transmission device formed by a transmission amplifier SV and an antenna ANT SEN and the telegram generator 36 arranged in the track coupling coil GKS.

Die Sendeschleife SS ist über einen Sendeschleifenverstärker SSV und eine Steuerlogik SL mit Schleifentelegrammen STEL beaufschlagbar. Der Sendeschleifenverstärker SSV ist mit einer vorgebbaren Periode pulsartig aktivierbar, so daß beispielsweise jeweils zwei als Schleifentelegramme STEL gekennzeichnete Datentelegramme ausgebbar sind, die der Telegrammgenerator 36 in Abhängigkeit von dem über die Leitung 28 gemeldeten aktuellen Signalbegriff generiert. Um die Sendeschleife SS zu aktivieren, schaltet die Kontrollschaltung 30 die dem Signallampenkreis entnommene und über die Leitung 29 der Steuerlogik SL zugeführte Versorgungsspannung U1b zur Telegrammerzeugung als Spannung U1 auch auf den Telegrammgenerator 36 durch. Über eine Steuerleitung 41 erkennt die Steuerlogik SL jeweils das Ende (Tel.-Ende) eines Datentelegramms des Telegrammgenerators 36 und kann so nach Erreichen der gewünschten Anzahl auszugebender Schleifentelegramme die Abgabe (bis zum Beginn der nächsten Periode) beenden. Durch die Diode D1 ist die Versorgungsspannung U1 von dem Versorgungszweig (Spannungsstabilisierung 38) U1a für die Sendeeinrichtung SEN entkoppelt, so daß der Sendeverstärker SV inaktiv bleibt. Dadurch erfolgt eine Ausgabe der Schleifentelegramme ohne gleichzeitige Datentelegrammausgabe der Gleiskoppelspule.The transmission loop SS can be supplied with loop telegrams STEL via a transmission loop amplifier SSV and a control logic SL. The transmit loop amplifier SSV can be activated in a pulse-like manner with a predeterminable period, so that, for example, two data telegrams identified as loop telegrams STEL can be output, which the telegram generator 36 generates depending on the current signal term reported via line 28. In order to activate the transmission loop SS, the control circuit 30 also switches through the supply voltage U1b, which is taken from the signal lamp circuit and supplied via the line 29 to the control logic SL, for the telegram generation as the voltage U1 to the telegram generator 36. Via a control line 41, the control logic SL recognizes the end (tel.end) of a data telegram from the telegram generator 36 and can thus stop the delivery (until the beginning of the next period) after the desired number of loop telegrams to be output have been reached. The diode D1 decouples the supply voltage U1 from the supply branch (voltage stabilization 38) U1a for the transmitting device SEN, so that the transmitting amplifier SV remains inactive. As a result, the loop telegrams are output without simultaneous data telegram output from the track coupling coil.

Jedoch ist die Gleiskoppelspule vorteilhafterweise zur Kommunikation mit einem passierenden Fahrzeug weiterhin stets betriebsbereit. Wenn ein Fahrzeug mit seiner Fahrzeugkoppelspule FZS (Figur 1) den Energieempfangskreis EE mit Energie beaufschlagt (Fahrzeugenergiespeisung), wird über den Sendeverstärker SV das aktuelle, von dem Telegrammgenerator 36 über eine Ausgangsleitung 40 zugeführte Datentelegramm DTEL gesendet. In diesem Fall erkennt die Kontrollschaltung 30 über eine Abfrageleitung 42 die Fahrzeugenergiespeisung (d. h. daß ein Fahrzeug die Gleiskoppelspule GKS passiert) und unterbricht oder unterbindet über eine Steuerleitung 44 die weitere Ausgabe von Schleifentelegrammen solange, bis die Vorbeifahrt des Fahrzeuges erkannt oder ein festgelegter Zeitraum abgelaufen ist.However, the track coupling coil is advantageously always ready for communication with a passing vehicle. If a vehicle with its vehicle coupling coil FZS (FIG. 1) applies energy to the energy receiving circuit EE (vehicle energy supply), the current data telegram DTEL supplied by the telegram generator 36 via an output line 40 is sent via the transmission amplifier SV. In this case, the control circuit 30 recognizes the vehicle power supply via a query line 42 (i.e. H. that a vehicle passes the track coupling coil GKS) and interrupts or prevents the further output of loop telegrams via a control line 44 until the vehicle drives past or a predetermined period of time has expired.

Figur 3 zeigt schematisch die zeitliche Abgabe von Schleifentelegrammen STEL, wobei zum Zeitpunkt to (Sendebeginn) zunächst als Startschritt nur der Kopfabschnitt, d. h. ein unvollständiges Schleifentelegramm STELU ausgegeben wird. Dazu wird ein von dem Telegrammgenerator 36 (Figur 2) dem Sendeschleifenverstärker SSV zugeführtes unverändertes Datentelegramm DTEL nach dem Senden seines Startteils START abgebrochen. Dies kann durch kurzzeitige Abschaltung der Versorgungsspannung U1b oder (wie in Figur 2 explizit gezeigt) durch Einwirken auf den Reseteingang der Telegrammsteuerschaltung 34 realisiert werden. Nach einer kurzen Sendeunterbrechung von 0,15 ms sorgt die Steuereinrichtung SE durch Beaufschlagung des Sendeschleifenverstärkers SSV über die Leitung 37 mit einem unveränderten Datentelegramm DTEL für eine nunmehr vollständige Ausgabe eines Schleifentelegramms STEL. Das Schleifentelegramm STEL entspricht in seiner Bitstruktur im wesentlichen dem unveränderten Datentelegramm DTEL mit dem schon genannten Startteil START und einem Restteil REST mit einem Kommandoabschnitt KOM, einer Codesicherung CD und einem abschließenden Stoppschritt STOP. Dieses Schleifentelegramm STEL kann mehrfach, vorzugsweise zweifach, ausgesendet werden. Die zu Beginn einer jeden Periode P vorgesehene unvollständige Aussendung eines Schleifentelegramms (unverändertes Datentelegramm), wobei der Abbruch des Aussendens frühestens nach dem Startteil START erfolgt, ergibt eine Telegrammsendung mit zwei aufeinanderfolgenden Startteilen START1, START2 (Doppelstartschritt DST). Der Doppelstartschritt ist eine signifikante, von dem Fahrzeugrechner FR erkennbare Markierung. Um die Zuverlässigkeit des Verfahrens weiter zu erhöhen, sind direkt aufeinanderfolgende drei- oder vierfache Startschritte vorteilhaft.FIG. 3 schematically shows the time delivery of loop telegrams STEL, wherein at time t o (start of transmission) only the header section, ie an incomplete loop telegram STELU, is initially output as the start step. For this purpose, an unchanged data telegram DTEL fed from the telegram generator 36 (FIG. 2) to the transmission loop amplifier SSV is terminated after the start part START has been sent. This can be achieved by briefly switching off the supply voltage U1b or (as shown explicitly in FIG. 2) by acting on the reset input of the telegram control circuit 34. After a short transmission interruption of 0.15 ms, the control device SE ensures that a loop telegram STEL is now completely output by applying an unchanged data telegram DTEL to the transmission loop amplifier SSV via line 37. The bit structure of the loop telegram STEL essentially corresponds to the unchanged data telegram DTEL with the start part START already mentioned and a remainder part REST with a command section KOM, a code lock CD and a final stop step STOP. This loop telegram STEL can be sent out several times, preferably twice. The incomplete transmission of a loop telegram (unchanged data telegram) provided at the beginning of each period P, the transmission being terminated at the earliest after the start part START, results in a telegram transmission with two successive start parts START1, START2 (double start step DST). The double start step is a significant marking that can be recognized by the vehicle computer FR. To further increase the reliability of the process, are direct successive triple or quadruple starting steps advantageous.

Claims (3)

Streckenseitige Einrichtung zur Fahrzeugbeeinflussung - mit einem Telegrammgenerator (36) zum Erzeugen von Datentelegrammen (DTEL), - mit einer Gleiskoppelspule (GKS) mit einem Kontrollkreis (KK), einem Energieempfangskreis (EE) und einer von dem Telegrammgenerator (36) beaufschlagten und von dem Energieempfangskreis (EE) gespeisten Sendeeinrichtung (SEN) zur Abgabe der Datentelegramme (DTEL) an eine fahrzeugseitige Empfangseinrichtung (20), wenn das Fahrzeug (FZ) die Gleiskoppelspule (GKS) passiert, und - mit einer der Gleiskoppelspule (GKS) entgegen der Fahrtrichtung (A) vorgeordneten Sendeschleife (SS), die durch streckenseitige Energiespeisung des Telegrammgenerators (36) und einer Schleifenansteuerung (SSV) ein fahrzeugpositionsunabhängiges, periodisches Aussenden im wesentlichen mit den Datentelegrammen (DTEL) inhaltsgleicher Schleifentelegramme (STEL) bewirkt,
gekennzeichnet durch - eine Steuereinrichtung (SE), die während des Aussendens der Schleifentelegramme (STEL) eine Abgabe der Datentelegramme (DTEL) durch die Sendeeinrichtung (SEN) unterbindet. Track-side device for influencing the vehicle with a telegram generator (36) for generating data telegrams (DTEL), - With a track coupling coil (GKS) with a control circuit (KK), an energy reception circuit (EE) and a transmission device (SEN) acted upon by the telegram generator (36) and fed by the energy reception circuit (EE) for delivering the data telegrams (DTEL) to a vehicle side Receiving device (20) when the vehicle (FZ) passes the track coupling coil (GKS), and - With a track coupling coil (GKS) upstream of the direction of travel (A) upstream transmission loop (SS) which, due to the trackside energy supply of the telegram generator (36) and a loop control (SSV), a periodic transmission independent of the vehicle position, essentially with the same data telegrams (DTEL) as loop telegrams (STEL) causes
marked by - A control device (SE) which prevents the transmission of the data telegrams (DTEL) by the transmitting device (SEN) during the transmission of the loop telegrams (STEL). Einrichtung nach Anspruch 1,
dadurch gekennzeichnet, daß
die Steuereinrichtung (SE) umfaßt: - eine Kontrollschaltung (30), die zum Senden der Schleifentelegramme (STEL) den Telegrammgenerator (36) und die Schleifenansteuerung (SSV) mit streckenseitiger Energie speist, und - ein Sperrglied (D1), das eine Speisung der Sendeeinrichtung (SEN) der Gleiskoppelspule (GKS) mit streckenseitiger Energie verhindert. Device according to claim 1,
characterized in that
the control device (SE) comprises: - A control circuit (30) which for sending the loop telegrams (STEL) feeds the telegram generator (36) and the loop control (SSV) with trackside energy, and - A blocking element (D1), which prevents the transmitter (SEN) from being supplied to the track coupling coil (GKS) with track-side energy. Einrichtung nach Anspruch 1 oder 2,
dadurch gekennzeichnet, daß
die Steuereinrichtung (SE) das Senden von Schleifentelegrammen (STEL) unterbindet oder abbricht, sobald das Fahrzeug (FZ) die Gleiskoppelspule (GKS) passiert.Device according to claim 1 or 2,
characterized in that
the control device (SE) prevents or terminates the transmission of loop telegrams (STEL) as soon as the vehicle (FZ) passes the track coupling coil (GKS).
EP95250239A 1994-10-05 1995-09-29 Track side device for vehicle control Expired - Lifetime EP0705751B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4437129A DE4437129C1 (en) 1994-10-05 1994-10-05 Track-side device for influencing the vehicle
DE4437129 1994-10-05

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EP0705751A1 true EP0705751A1 (en) 1996-04-10
EP0705751B1 EP0705751B1 (en) 1998-03-25

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ATE323637T1 (en) * 2000-07-12 2006-05-15 Siemens Schweiz Ag DEVICE FOR TRANSMITTING A STATUS SIGNAL OF A TRAFFIC INFLUENCING DEVICE TO A VEHICLE
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

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Title
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DK0705751T3 (en) 1999-01-11
DE4437129C1 (en) 1996-02-01
EP0705751B1 (en) 1998-03-25

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