| Title of Invention | METHOD FOR TRANSMITTING DATA |
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| Abstract | The invention relates to a method for transferring data, in particular between a rail vehicle and a control centre. According to the invention, a broadband transfer path Ls automatically activated for the period of time that said transfer path is available and the previous transfer path is deactivated. According to an embodiment specific to the invention, another trans fer path is automatically activated if the other transfer path malf unctions. |
| Full Text | Description Method for transmitting delta The invention relates to a method for transmitting data, particularly between a rail vehicle and an operational control center. In railway traffic, it is already customary for there to be a communication link between a rail vehicle and an operational control center. The operational control center may be at a station or else in a signal box, for example. Several radio systems are available for the communication. To date, the communication between a rail vehicle and the operational control center has been aimed primarily at allowing smooth railway traffic to proceed. Additional data, such as seat reservations, have been able to be transmitted only to a limited extent. If a f aul z. made by the radio link between the rail vehicle and the operational control center failed, a fault in the whole operating cycle has been possible to date. The invention is based on the object of specifying a method for transmitting data which allows additional volumes of data, which are not directly linked to the safe flow of the railway traffic, to be transmitted at least occasionally. A development of the method is intended to ensure that even if the current radio link fails it is nevsrtheless possible for the railway to continue to operate reliably. The invention achieves ;he object of allowing additional volumes of data to be managed at least intermittently in that, for the period of time in which a broadband transmission path is available, this transmission path is automatically activated and the previous transmission path is deactivated. This attains the advantage that a broadband transmission path which is possibly present is immediately recognized and also used. It is then possible for data of subordinate significance to be immediately interchanged between the rail vehicle and the operational control center via this broadband transmission path. The additional data may relate to the self-diagnosis of the rail vehicle, for example, may update the seat reservation or may be data from an Internet connection, which also includes electronic mail. By way of example, the type of data to be transmitted is taken as a basis for stipulating a priority list for the order of the transmissions. If only a small volume of data can be transmitted, only the most important data are taken into account. As soon as a broadband transmission path is available, the data which are subordinate in the priority list are then automatically transmitted. A possible priority list, can firstly provide train safety data, then passenger emergency alarms, then other operational data, then position data and .-finally the rest of the data. A priority list of thj s kind attains the advantage that the fundamental data are transmitted even when there is no broadband transmission path available. According to one particular development of the method, the additional object of still allowing further, reliable operation of the railway even tfhen the current radio link fails is achieved by virtue of the fact that, when one transmission path fails, another transmission path is automatically activated. This attains the advantage that it is not necessary to search for an alternative to an :.noperative transmission path. There is therefore now barely any possibility of faults on account of the absence of transmission paths. By way of example, as a first step, the type of data to be transmitted is ascertained for the transmission of data. As a second step, the transmission paths which are suitable for this type of data are ascertaired. As a third step, these individual transmission paths are thujn successively used to ascertain the availability of a receive::. As soon as a transmission path has been found via which the receiver is available, the data are transmitted via this current transmission path as a fourth step. If the receiver is not available via any of the previously ascertained transmission paths, however, then at least one new transmission path is ascertained. This transmission path is then used to conduct the process in exactly the same way es with the previously ascertained transmission paths. When a transmission path via which the receiver is available has been ascertained, the data are transmitted. The advantage attained is that the most suitable operative transmission path is always found. This ensures optimum data transmission between a rail vehicle and an operational control center. By way of example, the number of transmission paths for which the availability of the receiver has been successively ascertained is counted. This makes it possible to document how large the number of attempts at setting up a connection was, so as thereby to obtain an indication of the reliability of the method. By way of example, when a prescribed number is reached, no further transmission attempt is made and an error message is sent. This allows the search for a suitable transmission path to be limited in time. A process is used to identify whether an error occurs in a plurality of transmission paths simultaneously. The method for transmitting data according to the invention achieves the advantage, :.n particular, that large volumes of data can be reliably transmitted between a rail vehicle and an operational control center. Patent claims 1. A method for transmitting data, particularly between a rail vehicle and an operational control center, wherein, for the period of time in which a broadband transmission path is available, this transmission path is automatically activated and the previous transmission path is deactivated, and wherein, otherwise, the type of data to be transmitted is ascertained, and the transmission paths suitable for this type of data are ascertained, characterized in that the individual transmission paths are successively used to ascertain the availability of a receiver, in that, as soon as a transmission path is found via which the receiver is available, the data are transmitted via this current transmission path, and in that, if the receiver is not available via any of the previously ascertained transmission paths, at least one new transmission path is ascertained and then the process is conducted as with the previously ascertained transmission paths. 2. The method as clain.ed in claim 1, characterized in that the type of data to be transmitted is taken as a basis for stipulating a priority list for the order of the transmissions. 3. The method as claimed in one of claims 1 and 2, characterized in that, when one transmission path fails, another transmission path is automatically activated. 4. The method as claimed in one of claims 1 to 3, characterized in that the number of transmission paths for which the availability of the receiver is successively ascertained is counted. 5. The method as claimed in claim 4, characterized in that, when a prescribed number is reached, no further transmission attempt is made and an error message is sent. The invention relates to a method for transferring data, in particular between a rail vehicle and a control centre. According to the invention, a broadband transfer path Ls automatically activated for the period of time that said transfer path is available and the previous transfer path is deactivated. According to an embodiment specific to the invention, another trans fer path is automatically activated if the other transfer path malf unctions. |
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5024-KOLNP-2008-(01-01-2014)-PETITION UNDER RULE 137.pdf
5024-KOLNP-2008-(31-12-2013)-ABSTRACT.pdf
5024-KOLNP-2008-(31-12-2013)-CLAIMS.pdf
5024-KOLNP-2008-(31-12-2013)-CORRESPONDENCE.pdf
5024-KOLNP-2008-(31-12-2013)-DESCRIPTION (COMPLETE).pdf
5024-KOLNP-2008-(31-12-2013)-FORM-2.pdf
5024-KOLNP-2008-(31-12-2013)-FORM-3.pdf
5024-KOLNP-2008-(31-12-2013)-FORM-5.pdf
5024-KOLNP-2008-(31-12-2013)-OTHERS.pdf
5024-KOLNP-2008-(31-12-2013)-PA.pdf
5024-KOLNP-2008-CORRESPONDENCE 1.1.pdf
5024-KOLNP-2008-CORRESPONDENCE-1.2.pdf
5024-kolnp-2008-correspondence.pdf
5024-kolnp-2008-description (complete).pdf
5024-kolnp-2008-international preliminary examination report.pdf
5024-kolnp-2008-international publication.pdf
5024-kolnp-2008-international search report.pdf
5024-kolnp-2008-pct request form.pdf
5024-kolnp-2008-specification.pdf
5024-KOLNP-2008-TRANSLATED COPY OF PRIORITY DOCUMENT.pdf
| Patent Number | 263961 | |||||||||
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| Indian Patent Application Number | 5024/KOLNP/2008 | |||||||||
| PG Journal Number | 49/2014 | |||||||||
| Publication Date | 05-Dec-2014 | |||||||||
| Grant Date | 27-Nov-2014 | |||||||||
| Date of Filing | 11-Dec-2008 | |||||||||
| Name of Patentee | SIEMENS AKTIENGESELLSCHAFT | |||||||||
| Applicant Address | WITTELSBACHERPLATZ 2, 80333 MUNCHEN | |||||||||
Inventors:
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| PCT International Classification Number | B61L 27/00 | |||||||||
| PCT International Application Number | PCT/EP2007/055097 | |||||||||
| PCT International Filing date | 2007-05-25 | |||||||||
PCT Conventions:
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