EP2524852A1 - Method and device for monitoring a section of a rail - Google Patents

Abstract

The method involves dividing a track section (nminus1,n,nplus1) in one or more sectors (S1 to Sz), where a response module is connected or interposed between two rail sections (An,Bn). The response module changes individually by signals supplied from a measuring device. The measuring device checks the change of signals or individual response signals, and assigns a corresponding allocation status. The measuring device (10n,10nplus1) is designed as a transmitting unit (11) which emits an interrogation signal in the form of a temporarily applied direct current voltage. An independent claim is included for a system for monitoring a track section, on which rail vehicles, such as passenger trains and freight trains are associated.

Description

The invention relates to a method and a device for monitoring a track section, run on the rail vehicles, such as passenger trains and freight trains.

Devices for monitoring a track section are, for example, from [1], R. Hämmerli, The Principles of Safety Systems for Railway Operation, Vol. 1, Swiss Federal Railways SBB, February 1990, known. On page 277 track circuits are described, which serve the automatic free and busy reporting of track sections. In these devices, mutually insulated rails of the track are included in a circuit in which the difference in resistance or impedance between the two rails is measured and evaluated in free or occupied track. The reliability of the measurement of the condition of a track section is dependent on various factors, such as the minimum ballast resistance of the track, the maximum short circuit resistance when occupying the track section by vehicle axles, ie the limit resistance between the rails, which must be displayed as occupancy in the most unfavorable conditions.

The resulting upon occupancy shunt sensitivity is the more favorable, the farther the limits of the said resistors are apart. The minimum ballast resistance for a track is about 2.5 ohms / km and the maximum short circuit resistance for track sections over 300 meters is about 0.5 ohms. It should be noted that the said resistors are influenced by atmospheric conditions, which complicate the measurement only the occupancy of the track section.

As in [2], US7,523,893 described pollution of the rails or a low weight of rail vehicles can affect the measurement. In order to avoid resulting problems, it is proposed in [2], in series with a shunt resistor connecting the rails, to provide a switch which is opened when a rail vehicle arrives and is otherwise closed. When the switch is closed, the current therefore flows through the first rail, the shunt resistor and the second rail to a device for measuring the current, which contains, for example, a relay that is energized in this track condition.

As soon as the track section is occupied by a rail vehicle, the switch opens, so that the current is interrupted by the shunt resistor. If the short circuit resistance formed by the wheel axle and the wheels is sufficiently deep, the impedance changes depending on the position of the rail vehicle. On the other hand, if the short circuit resistance is too high, an increased impedance will be measured after opening the switch. In both cases, with increased and reduced impedance, a busy condition is detected. Overall, a busy condition can therefore be detected with increased security.

In [1], page 277, it is noted for the required safety that the clearing of a track section is a safety function, which is why a free-field device is often designed as a closed circuit. Such a standby circuit reacts in case of failure of the system, such as power failure, interruption, rail break, rail short circuit and device defect, with a busy display and thus has an operational inhibiting function in case of an incident. The correctness of messages from the monitoring devices must therefore always be guaranteed.

According to [2], the speed of the rail vehicle can be determined by monitoring the change in impedance and time. Depending on the speed of the rail vehicle, the position of the rail vehicle is subsequently determined. The determination of precise and reliable information on a rail section reported as occupied would make it possible to make better use of this rail section and, for example, to simultaneously accommodate two or more trains in the rail section. The route network could therefore be used at a higher density and better used. That is, previously unused temporal reserves can be determined and used.

However, the determination of information on the position and movement of the rail vehicle in the method described in [2] depends on numerous factors and influences, which is why, taking into account the safety requirements, usable information either can not be determined or only with great effort. If the speed within a track section changes temporarily and the train stops, if necessary, the position of the train must be buffered and tracked with the appropriate effort. Furthermore, it should be noted that a deliberate or unwanted automatic decoupling of one or more rail vehicles can not be detected by a train.

For locating rail vehicles, therefore, in most cases radio-location methods are used in practice in which the radio traffic is evaluated to stationary radio stations, transponders or beacons or satellites, and position data are precisely determined.

Methods in which the location of a train composition on the basis of distance-based radio stations or balises, for example, from [3], US20030105560A1 or [4], US20040267415A1 , known. In [4] is stated that a Route network could be better utilized by 10% to 20% [4] also describes the European Rail Traffic Management System (ERTMS / ETCS), which uses the mobile radio network GSM-R to transmit information.

Methods in which the locating of a train composition using the Global Positioning System GPS are, for example, from [5], US5682139A , and [6], US7317987B2 , known.

From [7], DE19822803A1 , a method is known in which mutually independent rail vehicles or trains contact each other via radio, exchange position data and regulate the speed of the vehicles such that a predetermined braking distance is maintained.

The mentioned methods require a relatively high outlay in terms of the installations and installations as well as the communication from the vehicles to the control center. With increasing complexity, security risks also arise, which in turn must be kept under control with the appropriate effort or operating restrictions.

The present invention is therefore based on the object of specifying a method and a device for monitoring track sections, in which the disadvantages described above are avoided.

In particular, an easily manageable method and a device which can be realized with little effort are to be provided by means of which the position and / or the speed of one or more rail vehicles can be determined in at least one track section.

On the basis of the inventive method and the device, it should thus be possible, the railway network and its

Facilities and the vehicles and resources to use more efficient and to control the driving operation more advantageous, so that energy savings are possible.

This object is achieved by a method and a device which have the features specified in claims 1 and 11, respectively. Advantageous embodiments of the invention are specified in further claims.

The method is used to monitor track sections traveled by rail vehicles, which have two parallel rails with rail sections insulated from one another and at least one coupling point and / or coupling point, via which at least one measuring device can interrogate interrogation signals in at least one of the track sections to be monitored and return response signals ,

According to the invention, the track section is subdivided into one or more sectors, in each of which at least one response module is connected to or interposed between the two rail sections, which individually modifies signals supplied by the measuring device or emits individual response signals to the rail sections detected by the measuring device, checked and assigned to a corresponding occupancy state.

The inventive method allows the determination of the occupancy state of the at least one track section. The method provides not only the answer to whether the track section is occupied or not or whether a rail vehicle is retracted in the track section, but a mapping of the occupancy state of the track section with arbitrarily high resolution and status information on compositions of rail vehicles. The method can be used to determine how many rail vehicles or vehicle compositions retracted into the track section, which distances between the retracted rail vehicles are present, and which have length retracted train compositions. Furthermore, it is possible to detect changes in a train composition which occur when a rail vehicle is decoupled. In addition, information such as the simple occupancy of the track section, the number of retracted into the track section and therefrom extended vehicle axles, and the speeds of the individual rail vehicles can be measured.

Based on the information gained, a track section can therefore be used more efficiently and safely. The functionality of the device is scalable, so that the desired information can be obtained for each rail section. A measuring device can monitor one or more track sections of one or more lanes, whereby the use of funds can be made economical.

It is particularly advantageous that the device is simple and requires only stationary installed device parts. Communication with the rail vehicles is not required, which is why the system is easy to control and communication problems can be avoided. However, the device according to the invention is compatible with known safety systems as they are used today. That is, the inventive device can be adapted to existing communication systems with little effort to gain further information that is desirable for the user, for the determination of the occupancy state, however, not mandatory. The device according to the invention fits in ideally with existing systems and can be used where track sections should be better used and / or better protected with little effort. The device according to the invention makes it possible to Easily determine simple occupancy conditions even with a low level of equipment.

It is also particularly advantageous that the condition of a monitored track section can be checked in detail in order to ensure the functionality and to locate any defects and to introduce timely maintenance measures. At a low additional cost, the inventive device can also be configured redundant, so that the failure of individual elements of the device does not jeopardize the operation of the system and the maintenance can be performed at an appropriate time.

Due to the possibility of detailed examination of the track section, it is also possible to immediately detect manipulations of third parties. It is not possible for third parties to change the system in such a way without it being routinely determined or that a dangerous situation results.

The invention is based on the idea of feeding interrogation signals into the rail section, which are changed as a function of the function of the response modules and as a function of the occupancy state of the track section.

In this case, active and / or passive response modules can be provided, to which a DC voltage, an AC voltage with a constant frequency, an AC voltage with multiple frequencies, an AC voltage with changing frequency or an AC voltage pulse can be supplied.

Advantageously, response modules can be used in which individual messages are transmitted permanently or only when the track section is occupied by the measuring device.

Advantageously, inductive radio equipment can be used, for example, in [8], Klaus Finkenzeller, RFID Handbook, 3rd edition, Carl Hanser Verlag, Munich 2002 , are described (see eg pages 29-62). RFID systems with write and read ranges up to about 1 m are subordinated to the term "remote coupling systems" which almost exclusively involve inductive (magnetic) coupling of reader and transponder and frequencies typically in the ranges of 135 kHz, 13.56 MHz or 27.125 MHz, in which the wavelengths are many times greater than the distance between the reader antenna and the transponder.

Response modules comprising RFID modules can be fed permanently via the track sections. Alternatively, response modules can be fed inductively when a loop is formed by a retracted vehicle axle.

Response modules that are fed via the rail sections are preferably permanently active and periodically transmit response signals to the measuring device. Furthermore, communication between the measuring device and the response modules can be realized, in which instructions are sent back to the response modules and status information. As soon as a rail vehicle enters the track section, this data transfer is changed. When retracting a rail vehicle or its frontmost axis results in an electrical loop, which migrates with the ride of the rail vehicle and therefore the individual response modules happens. As a result, only the response signals of the response modules are transmitted to the measuring device, which lie within the loop. While in the absence of occupancy of the track section telegrams are received by all response modules, the telegrams of the response modules omitted sequentially with the movement of the rail vehicle.

Response modules fed via the loop formed by the first vehicle axle of the rail vehicle only become active when the track section is occupied. With the loop formed the answer modules are activated and give off signals. This embodiment of the device is preferably used in combination with a test device described below, in which an occupancy state is simulated by closing a switch.

In a further embodiment, the track section is expanded on the basis of the response modules to form a vibration system which has various natural resonances which are excited by the measuring device and subsequently detected. If the track section is free, all natural resonances occur. Only with the entry of a rail vehicle in the track section of the individual resonances are suppressed. In this system, a rail section is preferably divided into individual rail elements, between which impedance elements are inserted. Due to the inserted impedances only the part of the track section is short on which a vehicle axle is located. For example, are used coils with ferrite cores, which have a low impedance for DC and a correspondingly high impedance for high frequencies. As a result, conventional devices with DC circuits can be used in combination with devices according to the invention.

In a preferred embodiment, two response modules are arranged within a sector at a distance which is preferably smaller than the distance between the axes of the rail vehicle. The two response modules cause during the crossing of the rail vehicle signal changes in short time intervals, which can be used advantageously for counting the axes and / or for determining the vehicle speed.

The analysis of the response signals, which are received continuously or after the emission of a pulse, in a preferred embodiment comprises a frequency analysis, the optionally carried out on the basis of a Fourier transformation. The vibration system of the rail section is excited by means of a pulse, after which a signal mixture is detected by the measuring device, which decreases exponentially in amplitude. By means of the Fourier analysis it can be determined which resonant frequencies are present with which amplitude, after which a corresponding occupation state is determined.

By coupling interrogation signals and decoupling the corresponding response signals at suitable coupling points, the position of the rail vehicle or a combination of interconnected or separate rail vehicles can be precisely determined by the methods described above.

The response signals can be evaluated in various ways. Particularly advantageously, the response signals can be compared with previously determined signal patterns that correspond to different occupancy states for which the occupancy states are known. In this case, complex occupancy states can be reliably determined, in which, for example, a plurality of rail vehicles or compositions operate separately within the rail section. If a deviation from known signal patterns is detected, the signaling can be changed accordingly to stop the traffic until the allocation information has been clarified. Furthermore, a plausibility check is preferably carried out, in which not only the conformity of the signal pattern but also the logical relationship of the determined occupancy state with the previously determined state of the track section is checked, if necessary taking into account traffic data and / or timetable data. The system can continuously verify and improve the data obtained. Due to signal patterns that repeat regularly, valuable and reliable reference data results ensure that errors can be practically ruled out. For rare cases, in which a match of the determined data with the reference data can not be achieved, however, a safety routine is provided, which shuts down the traffic in the affected track sections, for example, until the situation is resolved. Preferably, therefore, a self-learning system is realized, which constantly adapts to the monitored system and can process complex information correctly. In an advantageous embodiment, the device according to the invention therefore collects empirical values, in particular signal patterns, for corresponding assignment states. With the experience gained, the device can not only determine specific occupancies, but may even distinguish between different train compositions that cause these occupancy states. Due to the collected data, false alarms can thus be avoided. In the case of a deviation from a first reference signal pattern, it can be established on the basis of empirical values that the present signal pattern matches a further reference signal pattern. Preferably, signal patterns are collected in a test phase before any restrictions on operation are removed. The evaluation of data can be done by various methods including neural networks.

On the basis of empirical values, interfering signal sources can also be determined and eliminated. If, for example, a system-external transponder accidentally or abusively in the operating range of the inventive device, it can be detected and eliminated. Furthermore, its signals can be suppressed, so that the further measurement is not affected.

The response modules of the RFID technology can also be equipped with periodically changing passwords, so that the incoming signals can be authenticated.

Furthermore, the response modules can be queried selectively or collectively. All methods of RFID technology can be advantageously used. The query is preferably carried out within short time intervals of a few tenths of a second to a few seconds.

After installation of the device, at the beginning of the test phase, the positions of all response modules are determined. For example, the positions are verified by means of a measuring carriage with which the track sections are traversed. The positions of the response modules can therefore be detected at least with the precision of the Global Positioning System (GPS).

In preferred embodiments, a switch is provided in at least one of the sectors of the track section, which is closed to simulate an occupancy state and to test the plant or to divide the track section and to measure the parts separately.

The device can therefore periodically check at intervals of a few seconds not only the occupancy state, but also the proper operation of the system. With the aid of the device according to the invention, valuable additional information regarding the occupancy state of the rail section can thus be obtained, the integrity of which can be ensured by periodic testing of the system.

The device according to the invention can advantageously be adapted to changes in the track system and used to ensure the safety of the personnel when carrying out such changes. For track work, response modules are either set or installed at critical points. For example, response modules are installed before and after a construction site, so that the monitoring and control of rail transport in this area on the basis of the inventive device can be done. It should be noted that these temporary extensions of the device, which bring great benefits, cause no significant effort. In this case, preferably programmable response modules are used by means of which status information can be delivered to the control center. For example, by means of the temporarily used response modules, the beginning, the status and the completion of the construction work as well as certain requirements, such as a permissible maximum speed, can be transmitted to the measuring device. The control center can therefore monitor the progress of the work and control or redirect the traffic accordingly.

The method according to the invention can advantageously be combined with methods of traffic control, which ensure that the traffic is handled efficiently and economically. According to [9], Markus Halder, The SBB Energy Saving Program, suissetraffic Conference Rail Technology - Energy Optimization, 13 November 2009 , an energy saving program by SBB aims for energy savings of 47 GWh. 37 GWh account for an optimized operation management and / or operation management and an optimized driving operation. The device and the method according to the invention provide the traffic management system and the locomotive drivers with basic information which makes it possible to optimally control the traffic and to ensure a smooth traffic flow. Based on the determined position data optimal speeds can be calculated for the rail vehicles, with which the destinations can be achieved with a minimum number of braking and acceleration processes and thus with a minimum of energy consumption and a maximum of driving comfort.

For the implementation of the information obtained with the inventive device preferably all existing communication, control and security systems, such as the ETCS (European Train Control System) are used. The information obtained by the control system (eg ETCS) can be advantageously linked to the information obtained with the inventive device. While the occupation state with the positions of the rail vehicles can be determined with the method according to the invention, the identification numbers or train numbers of the rail vehicles are determined by the control system. On the basis of the train number, the properties of the rolling stock or of the vehicle compositions can be determined in the sequence and derived therefrom suitable control data. For example, it is determined that a first vehicle composition is a passenger train with a short braking distance and a second vehicle composition is a freight train with a longer braking distance. Taking into account the braking distances and the directions of travel, the optimum travel speeds can therefore be calculated taking into account the required distance.

Fig. 1

eine erfindungsgemässe Vorrichtung 1, die der Überwachung von Gleisabschnitten n-1, n, n+1 dient, die zwei parallel geführte Schienen A, B mit gegeneinander isolierten Schienenabschnitten A_n; B_n und wenigstens einen Einkopplungspunkt und/oder Auskopplungspunkt 3_A1, 3_B1 aufweisen, über den von wenigstens einer Messvorrichtung 10_n; 10_n+₁ Abfragesignale einkoppelbar und durch Antwortmodule 5₁; 5₁₁, 5₁₂ beeinflusste Antwortsignale daraus auskoppelbar sind;

Fig. 2

den Gleisabschnitt n von Figur 1 mit Antwortmodulen 5₁; 5₁₁, 5₁₂ ,die Hochfrequenz-Vorrichtungen aufweisen;

Fig. 3

den Gleisabschnitt n von Figur 1 mit Antwortmodulen 5₁, 5₂, 5₃, 5₄, ... 5_z, die RFID-Transponder aufweisen, die mit den Schienenabschnitten A_n, B_n galvanisch verbunden sind;

Fig. 4

den Gleisabschnitt n von Figur 3 mit Antwortmodulen 5₁, 5₂, 5₃, 5₄, ... 5_z, die induktiv mit den Schienenabschnitten A_n, B_n gekoppelt werden, sobald Fahrzeugachsen 91 in den Gleisabschnitt n einfahren; und

Fig. 5

die Vorrichtung von Figur 1 mit einer Messvorrichtung 10, welche Gleisabschnitte n_T, n_R mehrerer Fahrspuren T, R überwacht.

The invention will be explained in more detail with reference to drawings. Showing:

Fig. 1

an inventive device 1, which serves to monitor track sections n-1, n, n + 1, the two parallel rails A, B with mutually insulated rail sections A _n ; B _n and at least one coupling-in point and / or coupling-out point 3 _A1 , 3 _B1 , via which at least one measuring device 10 _n ; 10 _n + ₁ interrogation signals can be coupled in and by answer modules 5 ₁ ; 5 ₁₁ , 5 ₁₂ influenced response signals can be decoupled therefrom;

Fig. 2

the track section n of FIG. 1 with response modules 5 ₁ ; 5 ₁₁ , 5 ₁₂ having high frequency devices;

Fig. 3

the track section n of FIG. 1 with answer modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z , which have RFID transponders, which are galvanically connected to the rail sections A _n , B _n ;

Fig. 4

the track section n of FIG. 3 with response modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z , which are inductively coupled to the rail sections A _n , B _n as soon as vehicle axles 91 enter the track section n; and

Fig. 5

the device of FIG. 1 with a measuring device 10, which track sections n _T , n _{R of} several lanes T, R monitors.

FIG. 1 shows an inventive device 1, which serves to monitor track sections n-1, n, n + 1, which are used by rail vehicles 9, such as passenger trains or freight trains, if necessary, also individual rail vehicles. The track sections n-1, n, n + 1 have two parallel rails A, B with rail sections A _n ; B _n , based on insulators 2 _nA1 2 _nA2 ; 2 _nB1 , 2 _nB2 are insulated _from each other and which are provided with at least one coupling-in point and / or coupling-out point 3 _A1 , 3 _B1 , via which at least one measuring device 10 _n ; 10 _{n + 1} interrogation signals can be coupled into the track section n to be monitored and by response modules 5; 5 ₁ ; 5 ₁₁ , 5 ₁₂ ; 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z influenced response signals can be coupled out of it.

For this purpose, the track section n is subdivided into one or more sectors S1,..., Sz, in each of which at least one of the response modules 5 is arranged. In the devices of FIGS. 1 to 3 are the response modules 5 galvanic with the rail sections A _n ; B _n connected. In the device of FIG. 4 the response modules 5 are not galvanic with the rail sections A _n ; B _n connected, but become inductive coupled as soon as a rail vehicle 9 enters the rail section n.

In the device of FIG. 1 is further shown that in the lying at the ends of the track section n sectors S1 and Sz each two response modules 5 ₁₁ , 5 ₁₂ ; 5 _z1 , 5 _z2 or two response _modules 5 ₁ ; 5 ₂ each with two response units 5 ₁₁ , 5 ₁₂ ; 5 _z1 , 5 _{z2 are} provided. These response units 5 ₁₁ , 5 ₁₂ ; 5 _Z1 , 5 _z2 are run over by a vehicle _axle 91 at short intervals and therefore cause signal changes in a short time interval, by the measurement of which the speed of the rail vehicle 9 can be determined. These measures, which are preferably provided at the entrance and the exit in the rail section n, can also be used in the further response modules 5.

In FIG. 1 is further shown that preferably at at least one of the rail sections A _n and B _n multiple coupling points 3 _A1 , 3 _A2 , ...; 3 _B1 , 3 _B2 , ... are provided, coupled into the interrogation signals or from which response signals can be coupled out. These coupling points 3 _A1 , 3 _A2 , ...; 3 _B1 , 3 _B2 , ... are, for example, by means of signal cables and control cables, preferably shielded coaxial cables, optionally multi-core ribbon cables, with at least one measuring device 10; 10 _n , 10 _{n + 1} connected.

The measuring device 10 therefore preferably monitors a plurality of sectors S1, ..., Sz of a rail section n and preferably an adjacent rail section n-1; n + 1 or a sector S thereof. In principle, a measuring device 10 can also monitor a plurality of rail sections n-1, n, n + 1.

Each measuring device 10; 10 _n , 10 _{n + 1} preferably comprises a transmitting unit 11, a receiving unit 12, a signal processor 13 and an interface unit 14, via which communication with a host computer 100 can take place. Basically, however, it is also possible that a separate Transmitting unit 11 with first coupling points 3 _A1 , 3 _B1 and a separate receiving unit 12 with second coupling points 3 _A p, 3 _{Bq is} connected. If different measuring devices 10; 10 _n , 10 _{n + 1 are} provided, they can also cooperate advantageous with each other. One of the measuring devices 10 _{n + 1} can feed interrogation signals at one end of the rail section n, which are detected by the second measuring device 10 _n .

The track section n is based on the answer modules 5; 5 ₁ ; 5 ₁₁ , 5 ₁₂ ; 5 ₂ , 5 ₃ , 5 ₄ , ... 5z expanded into a kind of vibration system, which gets into an oscillation state after an excitation or undergoes state changes and / or generates and transmits response signals. The response of the track section or the signaling of the states, the state changes and the transmission of response signals are dependent on the occupancy state of the track section n. The complexity of this response can be improved by installing the response modules 5; 5 ₁ ; 5 ₁₁ , 5 ₁₂ ; 5 ₂ , 5 ₃ , 5 ₄ ,... 5 z can be expanded as desired in order to obtain a large amount of information, so that even minor but safety-relevant state changes, such as, for example, the automatic decoupling of a freight wagon, can be reliably detected.

In order for the track section n to function as a vibration system even when occupied by one or more vehicle axles, or to have partial vibration systems which provide the desired information, it is necessary for the resistances of the track sections to be sufficiently high and for the internal resistances of the connected transmitting and receiving units 11, 12 to be sufficient are deep. Preferably, the resistance of at least one of the rail sections A _n ; B _n increased by a rail section at; B _{n is divided} into segments, between which electrical impedances 4 _A1 , 4 _A2 , ..., 4 _AZ-1 , are inserted. For example, the end faces of adjacent rail sections are connected to each other by coils having an increased contact resistance for interrogation signals, but allow DC to pass unimpeded.

The length of the sectors S1, ..., Sz is chosen according to the respective requirements. At junctions, for example, very short sectors S1, ..., Sz are provided. To obtain information in the sectors S1, ..., Sz, the coupling of interrogation signals and / or the extraction of response signals at the associated coupling points 3 _A1 , 3 _A2 , ...; 3 _B1 , 3 _B2 , ....

By means of the answer modules 5; 5 ₁ ; 5 ₁₁ , 5 ₁₂ ; 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z , the interrogation signals are modified individually, wherein the degree of modification can be small or very large. For example, a response module 5 may increase or reduce the amplitude of a signal in a particular frequency range. Furthermore, a response module 5 can emit periodic telegrams as response signals after application of a DC voltage. It is essential that the feedback or the influencing of the interrogation signal allows a conclusion to the responsible answer module 5 and also changes this signal change when changing the occupancy state of the track section. According to the invention, therefore, different response modules 5 can be used, which can return information in analog or digital form.

Based on Figures 2 . 3 and 4 For example, embodiments of response modules 5 will now be shown and described.

FIG. 2 shows the track section n of FIG. 1 with response modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z , the high-frequency devices have. In each of the response modules at least one tuned to a certain frequency f _A , ..., f _Z parallel resonant circuit is included, which absorbs energy and releases over a certain time again. On the stimulus by a broadband impulse advised the Oscillating parallel resonant circuits and output signals of the relevant resonance frequency, which decrease exponentially over a certain time and are detected by the measuring device 10. After the pulse results in the track section n a signal mixture of different frequencies with decreasing amplitude. Preferably, the signal mixture is transformed from the time domain into the frequency domain by means of a Fourier transformation and it is determined which frequencies are present or which response modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ ,... 5 _z have responded.

In FIG. 2 is further shown that a vehicle axle 91 is retracted into the track section n and this subdivided, so that signals of the response modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ , ... coupled on the one side of the vehicle axle 91 from the track section n can be. Signals of the response modules ..., 5 _z-2 , 5 _z-1 , 5 _z can only be decoupled from the track section n on the other side of the vehicle axle 91. By detecting and analyzing the response signals on one side and the other of the vehicle axle 91, their position can be precisely determined. If a composition of rail vehicles 9 is retracted into the track section n, the positions of the first and the last vehicle axle 91 and thus also the length of the railway train 9 can be determined. The train length is preferably monitored continuously, so that the decoupling of individual rail vehicles or a separation of the composition can be detected. If a second composition of rail vehicles 9 enters the track section n, the first vehicle axle 91 of the first composition and the last vehicle axle 91 of the second composition and thus the mutual distance between the two compositions of rail vehicles can be determined from the two ends of the rail section n. For this purpose, for example, the accesses are determined when the train enters the track section n. Alternatively, the accesses can also be determined from the master computer.

Thus, it is possible to drive the track section n with more than one train composition 9. The measurement of the train compositions is advantageously carried out at the entrance and exit from the track section n. As described, additional information about the state and the behavior of the train compositions can be obtained by coupling interrogation signals and coupling out of response signals in different sectors S within the track section n so that the occupancy state of the track section n can be accurately represented. In this way it is possible to make better use of track sections that were previously considered to be fully utilized so that the capacity of the entire railway network can be significantly increased.

In this case, already installed security systems can be used in addition to the inventive device. For example, an apparatus for axle counting, as described in [1], pages 305-316, can be advantageously used in combination with the device according to the invention. Axis counting devices are used, for example, when the track can not be isolated, e.g. because iron sleepers are used, or if the length of the track section or feeder cable to be inspected is too long. The inventive device can therefore be built on an existing system and use the existing resources, so that optimal results and optimum safety are guaranteed. Since the device according to the invention, with a longer service life, steadily gains experience and safety, existing safety systems serve, in particular, for a quick startup of the device according to the invention after installation. The test phase is advantageously supported by the existing safety systems.

In FIG. 2 is further shown that only in the first rail section A coupling points 3 _{p (n-1)} ; 3 ₁ , ..., 3 _z ; 3 _p ( _{n + 1} ) are provided and the second rail section B, over the the traction current is derived is grounded. The cost of managing cables, eg shielded coaxial cables to the coupling points can therefore be kept relatively low.

FIG. 3 shows the track section n of FIG. 1 with answer modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ ,... 5 _z , which comprise RFID transponders. The answer modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z , are galvanically connected to the rail sections A _n , B _n and can therefore be permanently powered and continuously polled. For example, telegrams are continuously sent by the response modules 5. With the entrance of a vehicle axle 91 in the track section n two additional electrical loops were formed starting from the coupling points 3 _A1 , 3 _B1 and 3 _Ap , 3 _Bq , through which a first current i1 to one end and a second current i2 to the other end of the track section n or to intervening coupling points 3 flows. Modified or additional response signals, possibly telegrams, of the response modules 5 ₁ ,... 5 ₅ , or 5 ₆ ,... 5 _z that are located within the loops can now be impressed on these currents i1, i2. At the same time, however, the response signals of the response modules 5 which are outside the loop are suppressed. The loop formed and moving with the vehicle axle 91 can act as a generator coil and as a sensor coil, as shown and described in [8], page 31, Fig. 3.2.

In the individual sectors S, a switch 63, 64 is preferably provided, by means of which the two rail sections A _n , B _{n are} selectively connectable to each other selectively, so that even in the absence of a vehicle axle 91 any loops can be formed. In this way, the presence of a vehicle axle can be simulated and the device tested.

FIG. 4 shows the track section n of FIG. 3 with answer modules 5 _1, 5 _2, 5 _3, 5 _4, 5 ... _z, which are inductively coupled to the rail portions A _n, B _n, when a vehicle axle enters the track section in 91 _x n. The loops described above are formed via the vehicle axles 91 _z , two of which are shown. From the measuring devices 10 different measuring currents can now be introduced into the track section n to determine the occupancy state. A first current i1 flows from the coupling points 3 _A1 , 3 _B1 through the first vehicle axle 91, a second current i2 flows from the coupling points 3 _Ap , 3 _Bq through the second vehicle axle 91, a third current i3 flows from the coupling points 3 _A4 , 3 _B4 through the first vehicle axis 91 and a fourth current i4 flows from the coupling points 3 _A4 , 3 _B4 through the second vehicle axle 91. The first current i1 becomes the response signals of the first two response modules 5 ₁ , 5 ₂ , the second current i ₂ become the response signals the last response modules 5 _z-1 , 5 _z , the third current i3, the response signals of the response module 5 ₃ , and the fourth current i4, the response signals of the response modules 5 ₄ , 5 ₅ , 5 ₆ , impressed. By choosing the coupling points, the answer modules 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ , ... 5 _z , therefore, can be queried as desired. In this way, it is possible to determine occupied and free sections of the track section.

FIG. 5 shows the device of FIG. 1 with a measuring device 10, which track sections n _T , n _{R of} several lanes T, R monitors. A device according to the invention can thus monitor the track sections of all adjacent lanes, so that a relatively large part of the rail network can be monitored with little device outlay. In FIG. 5 It is further shown that the measuring device 10 can also serve to control signals 6 which are connected to the measuring device 10 via control lines 60. In this way, safety functions can be realized without delay. In FIG. 5 is further illustrated that in the lane T track work is in progress. For this purpose, the answer modules 5 ₇ and 5 _{8 were} used, which allow to detect and control the rail traffic in this area more precisely. Additional response modules 5 can therefore be inserted into the system as required, which is subsequently reconfigured for this section in order to be able to determine and process the information required for the track safety.

bibliography

1. [1] R. Hämmerli, The Principles of Railway Safety Systems, Vol. 1, Swiss Federal Railways SBB, February 1990
2. [2] US 7,523,893
3. [3] US 20030105560A1
4. [4] US 20040267415A1
5. [5] US 5682139A
6. [6] US 7317987B2
7. [7] DE 19822803A1
8. [8th] Klaus Finkenzeller, RFID Handbook, 3rd edition, Carl Hanser Verlag, Munich 2002 , described (see, for example, pages 29-62
9. [9] Markus Halder, The SBB Energy Saving Program, suissetraffic Conference Rail Technology - Energy Optimization, 13 November 2009

Claims (15)

Method for monitoring track sections (n-1, n, n + 1), which are traveled by rail vehicles (9), with two parallel rails (A, B), the mutually insulated rail sections (A _n ; B _n ) and the at least a coupling-in point and / or coupling-out point (3 _A1 , 3 _B1 ) via which at least one measuring device (10 _n ; 10 _n + ₁ ) interrogates interrogation signals in at least one of the track sections (n) to be monitored and emits response signals therefrom, characterized that the track section (n) is divided into one or more sectors (S1, ..., Sz) in which each at least one response module (5 _1, 5 _11, 5 _{12) (n} a; B _n) to the two rail sections (10 _{n + 1 n} 10) signals supplied individually changed or to individual response signals to the rail sections is connected or arranged therebetween, which from the measuring apparatus _(n a; B _n) outputs, and that the at least one measuring device (10 _n; 10 _{n +1} ) the Ä Changes of the signals and / or the individual response signals checks and associated with a corresponding occupancy state. A method according to claim 1, characterized in that the measuring device (10 _n ; 10 _{n + 1} ) has a transmitting unit (11) which emits an interrogation signal in the form of an at least temporarily applied DC voltage or in the form of an at least temporarily applied AC voltage, wherein the interrogation signals be delivered as a broadband pulse or as a continuous signal with one or more frequencies or as a signal with changing frequencies. Method according to Claim 1 or 2, characterized in that the response modules (5 ₁ , 5 ₁₁ , 5 ₁₂ ) contain one or more high-frequency units, such as parallel resonant circuits or active or passive transponder modules, which directly or indirectly inductively coupled to the rail sections (A _n ; B _n ). A method according to claim 1, 2 or 3, characterized in that within a sector (S1, ..., Sz) two response modules (5 ₁₁ , 5 ₁₂ ) are arranged at a distance which is preferably smaller than the smallest distance between two axles of a rail vehicle (9) or a vehicle composition, so that the two response modules (5 ₁₁ , 5 ₁₂ ) during the crossing of the rail vehicle (9) provide signal changes in short time intervals, for counting the axes and / or for determining the vehicle speed be used. Method according to one of Claims 1 - 4, characterized in that the analysis of response signals which are received continuously or after the emission of a pulse comprises a frequency analysis, optionally by means of a Fourier transformation and / or an extraction of digital signals corresponding to the Answer modules (5 ₁ , 5 ₁₁ , 5 ₁₂ ) correspond. Method according to one of claims 1-5, characterized in that the response signals are compared with previously determined signal patterns which correspond to different occupancy states to determine the current occupancy state, in which none, one or more mutually coupled or separate railway vehicles (9). in the track section (s). A method according to claim 6, characterized in that the determined analysis data are subjected to a plausibility check, in which the admissibility of the sequence of sequentially determined signal pattern is checked, and / or that the determined analysis data of a Plausibility check be subjected, in which the determined occupancy states are compared with known traffic data and / or timetable data. Method according to one of claims 1-7, characterized in that the coupling of interrogation signals and the extraction of response signals, a) at the same or different coupling points (3 _A1 , 3 _B1 ) of the first and / or second rail section (A _n ; B _n ); or b) at different coupling points (3 _A1 , 3 _B1 ); (3 _Ap , 3 _Bq ) located at opposite ends of the rail section (A _n ; B _n ); or c) at different coupling points (3 _A1 , 3 _B1 ; ... 3 _Ap , 3 _Bq ) located at opposite ends of the rail portion (A _n ; B _n ) or in between; or d) repetitively or selectively at different coupling points (3A1, 3B1; ... 3Ap, 3Bq) located at opposite ends of the rail portion (An; Bn) or therebetween; e) is carried out in response to a determined occupancy state to verify this or to determine the condition of rail vehicles, coupled in the track sections (s) or decoupled from each other; he follows. Method according to one of claims 1-8, characterized in that in at least one sector (S1, ..., Sz) of the track section (s) a switch (63; 64) is provided, which is closed to simulate a busy condition and to check the plant or to divide the track section (s) and measure the parts separately. Method according to one of claims 1-9, characterized in that based on the determined information control data are sent to the rail vehicles to control their speed. Device for a method according to claim 1 for monitoring track sections (n-1, n, n + 1), which are traveled by rail vehicles (9), with two parallel rails (A, B), the mutually insulated rail sections (A _n B _n) and the at least one injection point and / or coupling-out point (3 _A1, 3 _B1) comprise, _n via the (at least one measuring device 10; _n + ₁₎ query signals in at least one of the monitored track section (s) 10 one and response signals can be coupled out therefrom, characterized in that the track section (s) is subdivided into one or more sectors (S1, ..., Sz), in which at least one response module (5 ₁ , 5 ₁₁ , 5 ₁₂ ) is connected to the two rail sections (A _n ; B _n ) is connected or arranged therebetween, by means of which the signals supplied by the measuring device (10 _n ; 10 _{n + 1} ) can be individually changed or individual response signals can be masked to the rail sections (An; B _n ) d, wherein the change of the signals and / or the individual response signals from the measuring device (10 _n ; 10 _{n + 1} ) can be checked and assigned to a corresponding occupancy state. Device according to claim 11, characterized in that the measuring device (10 _n ; 10 _n + ₁ ) a) a transmitting unit (11), the generation of interrogation signals in the form of an at least temporarily applied DC voltage or in the form of an at least temporarily applied AC voltage, b) a receiver (12) for continuously or temporarily receiving the response signals, and c) has a signal processor (SP), which serves the evaluation of the response signals, to determine if necessary by means of a Fourier analysis, the amplitude and frequencies or digital information. Apparatus according to claim 11 or 12, characterized in that the response modules (5 ₁ ; 5 ₁₁ , 5 ₁₂ ) comprise one or more high-frequency units, such as parallel resonant circuits or active or passive transponder modules, which are directly or indirectly inductively connected to the rail sections (A _n ; B _n ) are coupled and that within a sector (S1, ..., Sz) preferably two response modules (5 ₁₁ , 5 ₁₂ ) are arranged at a distance which is preferably smaller than the distance of the axes of a rail vehicle (9). Method according to one of claims 1-7, characterized in that at one or both ends of the track section (s) coupling points (3 _A1 , 3 _B1 ); (3 _Ap , 3 _Bq ) for the coupling of interrogation signals and the decoupling of response signals, and / or that preferably each sector (S1, ..., Sz) with coupling points (3 _A1 , 3 _B1 ; ... 3 _Ap , 3 _Bq ) is provided, at which the at least one measuring device (10 _n , 10 _{n + 1} ) can optionally couple or disconnect interrogation signals. A method according to claim 9, characterized in that in at least one sector (S1, ..., Sz) of the track section (s) a switch (63; 64) is provided which is optionally closed to simulate an occupancy state and the plant to examine or around the Subdivide track section (s) and / or the at least one of the rail sections (A _n ) is divided into segments, which are separated by components (4 _A1 , 4 _A2 , ...), which serve as impedances.

Images