EP0511103A1 - Informationsübertragungsanlage zwischen dem Boden und mobilen Stationen, insbesondere in den Boden-Zug Nachrichten - Google Patents

Informationsübertragungsanlage zwischen dem Boden und mobilen Stationen, insbesondere in den Boden-Zug Nachrichten Download PDF

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Publication number
EP0511103A1
EP0511103A1 EP92401156A EP92401156A EP0511103A1 EP 0511103 A1 EP0511103 A1 EP 0511103A1 EP 92401156 A EP92401156 A EP 92401156A EP 92401156 A EP92401156 A EP 92401156A EP 0511103 A1 EP0511103 A1 EP 0511103A1
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Prior art keywords
beacons
ground
train
short
node
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EP92401156A
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English (en)
French (fr)
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EP0511103B1 (de
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Patrice Bernard
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SNCF Mobilites
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SNCF Mobilites
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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
    • B61L3/125—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 short-range radio transmission
    • 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
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • 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
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/227—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using electromagnetic radiation

Definitions

  • the present invention relates to the field of information transmission between the ground and mobiles. It relates, more particularly, but not limited to, the transmission of information between the ground and railway mobiles, traction units, cars or wagons, trainsets or trains.
  • Some of these means have a point coverage, that is to say limited to a few tens of centimeters, or even a few meters and can therefore only be used when the mobile passes in well-defined locations.
  • some are unidirectional, such as traditional light signaling or its repetition in the cabin by metal contact or inductive loop. More recent techniques, such as microwaves or optics (infrared), allow the establishment of bidirectional links between a mobile and a "beacon" offering a high speed.
  • a third type of means of communication has coverage that is neither punctual nor extended to a relatively large area in its two dimensions. These are means whose coverage is somewhat linear, so as to cover a section of railway or road.
  • the means used can be a radiating cable, a lossy waveguide, or even, in the case of the railway, the rails, but the transmission is then unidirectional.
  • the speed generally available to ensure transmission with a mobile is proportional not only to the speed of the link when it is established but also to the proportion of the time when it is, that is to say relationship between the length of the area covered by a point connection and the spacing between successive covered areas.
  • the average speed is sufficient, its discontinuous nature over time makes it necessary for a service like the telephone, asking a priori continuity, temporary storage, therefore a high apparent response time.
  • linear coverage transmissions are, as regards rail transmissions, their unidirectional nature and their very low speed, as regards radiating cables their cost and their still limited frequency range (it is difficult today hui to go up very much beyond 1 GHz) being able to prohibit to transpose on this particular antenna which is the cable a transmission in the open air (repetition in tunnel of connections with satellites, for example), and as regards slotted waveguides, their cost.
  • the present invention aims to allow transmission between the ground and mobiles with a high information rate with each mobile, in some cases continuous coverage and at a moderate cost.
  • the object of the invention is a ground-mobile transmission system, using microwave transmission beacons of the type of those which are usually used to ensure punctual transmissions, characterized in that the coverage is extended in the direction of movement of the vehicle, by equipping it with an antenna or other radiating device whose coverage in the direction of movement is much greater than its value in the transverse direction during movement and may even, if it reaches or exceeds the distance separating successive beacons, allow a continuous connection during the movement of the vehicle.
  • Another object of the invention is a transmission system between the various beacons located on the path of a vehicle which is particularly suitable for the ground-mobile transmission system envisaged and ensures under the best conditions the sharing of available transmission resources and the routing of information between a Nodal Transmission Center and the punctual beacons successively covered by the antenna of a vehicle.
  • the invention relates to a system in which the roles which, in the state of the art of linear coverage transmissions, are respectively assigned to the ground and to the mobiles are reversed.
  • It is the ground which carries, at more or less regular intervals, fairly simple beacons (linked together by a transmission network which constitutes the second object of the invention) and it is the mobile which carries a transceiver complex, connected to a large antenna, such as a radiating cable or a slot waveguide placed for example over the entire length of a train, and which, through this antenna, is in permanent contact with the minus a point beacon of a set, if the distance between beacons is less than or equal to the length of the antenna, or which, if this distance is greater than the length of the antenna, ensures a connection which, without being continuous , exists on a proportion of the path traveled sufficient to allow a high average flow between the mobile and the ground. Because a beacon is only in contact with at most one mobile at a time, the speed guaranteed to a mobile is not at the expense
  • the mobile which in the case taken for example is a train, is equipped with a "reader” as proposed, essentially for hands-free toll applications or container identification, by the companies CGA-HBS (system Hamlet), Philips (Premid system), Marconi (Telepass system) or Amtech.
  • This "reader” is coupled to an antenna placed under the mobile.
  • the beacon To transmit in the train-to-ground direction, it modulates a carrier, generally in amplitude. To read the content of the message awaiting reading in the beacon fitted to the rail line and intended for the train, it illuminates the beacon with an unmodulated microwave wave. The beacon reflects part of it, by modulating the reflected wave in amplitude (shorting of the antenna modulated by the content of a memory such as a shift register), in frequency or sometimes in phase, or by any other process.
  • bit rates of such readers are typically around 500 kbit / s and can reach 1 Mbit / s but the bi-directional bit rate is only half as long as the response of the beacon, which requires unmodulated illumination , cannot be done at the same time as sending a message to the tag.
  • Certain systems have a more limited bit rate but essentially in order to decrease the energy consumed by the beacon, which is a consideration of less importance with the transmission system of the invention, in which a remote supply of the beacons through the system terrestrial transmission will be as often as possible.
  • Tags such as b, comprising an antenna are placed in the tracks between two sleepers t or on a sleeper.
  • the reader L carried by the mobile, is coupled to the waveguide placed under the mobile.
  • the mobile is a locomotive with a length of 12m, towing a freight train.
  • the antenna of the mobile is a GO slot waveguide located under the body of the mobile, in the longitudinal axis, and that its coverage is 15m (or 1.5m more, on both sides). other than the length of the guide). That is to say that it will be assumed that, when the mobile is moving, the connection with a point marker b above which it passes is possible over 15m of its route.
  • the mobile is no longer a locomotive towing a freight train but a self-propelled train.
  • the antenna is made in the form of a slotted waveguide running under the entire length of the train and thus covering a distance slightly greater than 220m, therefore at the spacing between two beacons , always assumed to be 200m.
  • the train is permanently above at least one beacon, and sometimes two.
  • We will see later how potential interference between two tags covered simultaneously is avoided. Keeping the previous numerical values, we see that the train is not only permanently covered, but that it has a permanent bit rate of 256kbit / s.
  • the various beacons are connected to nodes, such as Ni, Nj, Nk, themselves spaced 200m apart. These nodes are, in their turn, in connection with a Central Nodal of Transmissions, such as CNT on the one hand, and can on the other hand be connected to a fixed railway installation such as IF, controlling for example a needle motor .
  • nodes such as Ni, Nj, Nk, themselves spaced 200m apart.
  • CNT Central Nodal of Transmissions
  • IF controlling for example a needle motor
  • FIG. 2 we see an embodiment of the antenna of the mobile.
  • the realization of this antenna is based on the use of a GO slot waveguide such as that used in the IAGO system of ground-train links developed by the company GEC-ALSTHOM, described in particular in the patent.
  • French 2,608,119 dated 12.12.86 but, in this system, the waveguide is placed in the track and the train has a point antenna connected to a traditional microwave transceiver).
  • the waveguide is in the form of a rectangular extruded aluminum tube, the dimensions of which are of the order of 10.5 cm x 5.5 cm, pierced with slots f perpendicular to the track, spaced on the order of 4.5cm.
  • the waveguide 1 is protected from ballast projections by a steel strip 2 pierced with slots 3 so as not to mask the slots 4 of the aluminum tube and which ensures the fixing of the tube under the body 5 by means of bolts 6, for example, screwed into the body 5.
  • the edges of the slits of the strip are cut at a bevel, as shown in FIG. 3.
  • l weakening presented by the guide, with its slots is around 18dB / km, or 4dB over the length of the train, and 2dB only if the reader is placed in the middle of the train and feeds two half-guides of a length of 110m each.
  • the guide placed under the body of the powerplant or a trailer is rigid.
  • the non-deformable train is articulated around ball joints usually located just below the intercirculations allowing travelers to pass from one trailer to the other.
  • Several solutions can be used to connect the waveguides of neighboring trailers.
  • FIGS. 4a, 4b and 4c Three of the possible connection solutions have been summarized in FIGS. 4a, 4b and 4c.
  • the first of these solutions consists in using a flexible waveguide in the connection area as is encountered in certain radar installations.
  • This connection is consists of a flexible part, possibly consisting of two flexible parts s1 and s2 separable, connected respectively to the wave guides GO1 and GO2.
  • the second of these solutions consists in connecting the two adjacent waveguides GO1 and GO2 by means of a coaxial cable Cx possibly separable into two parts, the ends of which join the inside of the guides waves and ensure continuity through the dipoles d1 and d2.
  • the transition from a waveguide transmission to a coaxial transmission or vice versa only loses about 0.1dB.
  • the weakening of the coaxial itself is of the order of 1dB / m, so that the crossing of 11 separations between trailers (extreme case where the reader is placed in one of the drive units) still takes only a little more 'about ten dB.
  • it is advantageously placed in a sheath such that the hoses ensuring, on conventional trains, the pneumatic connections; its protection can be reinforced by a sheet metal plate.
  • the third solution shown in FIG. 4c, can be used on an articulated train like the TGV, in which the relative movements of neighboring trailers limit the travel of a guide relative to its neighbor.
  • This solution consists in positioning them as opposite each other as possible, so that one captures almost all of the radiation that escapes from the other.
  • each of the opposite ends of the waveguides GO1 and GO2 is extended by an aluminum element having the shape of a trunk of a pyramid, the small base of which corresponds to the section of the waveguides and whose large base is homothetic of it. Given the small clearance between the two ends of the waveguides, the loss of radiation is effectively reduced.
  • the referenced patent indicates how it is possible to use a slotted waveguide to safely measure speed. This measure is based on injecting a frequency such that between two successive slits the wave moves about half a wavelength.
  • an antenna located a short distance from the guide detects nodes and bellies of amplitude whose count allows it to know the space traveled (and whose quotient of this count by time allows it to know the speed ). This possibility can be exploited by the reader. If, in addition to the frequency close to 2.45 GHz used for the transmission, it injects a frequency close to 2.7 GHz, the signal which is returned to it is modulated with the pitch of the slits.
  • a first method would consist in using two readers L1 and L2, which transmit on slightly different wavelengths, so that the signals at various frequencies can coexist without their reception being disturbed. These readers would be on board in 3, corresponding to the middle part of the train.
  • the reader is located in the middle of the train in 3 and can transmit as desired through one or the other of the two guides G1 and G2 each traversing half of the train.
  • the emission of a short message and the measurement of the quality of the response of one and the other allow the reader to choose one of the two tags (and, by letting him know that it is chosen, to get her to have the messages for this train sent by the nodal transmission center).
  • the preferred method is yet another method. It consists in transmitting permanently on two frequencies close to 2.7 GHz but distinct, so as to obtain one of them at least, because half of the guide in which it is sent covers a beacon, a continuous measurement of speed. It is sometimes the first beacon, sometimes the second, with an overlap during which two beacons are covered and can both provide speed in safety. The observation of the response of a new beacon (and an associated quality measure) makes it possible to decide when to use one or the other of the two waveguides to run the transmissions.
  • the ground-train communication systems according to the invention are advantageously supplemented by an adapted and specific system for managing terrestrial communications which is in a way the guarantor of performance and its economy.
  • a short range microwave transmission can therefore be the "ground-train jump" link in a communications network between a transmission center and all the trains traveling on a line.
  • the terrestrial network for connecting the microwave beacons must offer a level of performance compatible with that of the beacons, high availability and moderate cost. It must also be capable of handling other transmissions of interest to fixed points located on the track or in its vicinity: fixed stations of the ground-train radio, motors and switch controllers, passage management systems level, possibly telephone access points, etc.
  • the speed of the desirable link between a beacon and what we will call the Nodal Transmission Center (CNT) is of the order of 250kbit / s, full-duplex.
  • This figure assumes a ground-to-train transmission with a speed greater than 500 kbit / s, because this transmission must be done in the work-study program.
  • the speed must be more than double the speed of the link with the CNT because account must be taken of the exchange of service data between train and beacon, turnaround times, dead times linked to determination by train of the beacon to be used when it is above two beacons simultaneously (although the use of two readers or a second frequency used for example for a speed measurement in safety makes it possible to ensure this determination in masked time ).
  • the available bandwidths easily allow this speed.
  • the consideration which sometimes limits it, namely the economy of a battery which is supposed to last several years, should probably not play a role if the beacons are remotely powered by the connection network.
  • the spacing of two consecutive beacons on the same track is 200m.
  • 200m is the maximum spacing allowing to ensure the continuity of the coverage to a TGV train of 200m and therefore to offer services which to have a commercial quality requires this continuity, like the telephone.
  • Each node must manage 1 beacon (on single track), 2 (on double track) or even more on certain lines or in the station area. It must also manage the connection of neighboring fixed equipment (fixed stations of the ground-train radio, needle controllers if they are managed by IPOCAMPE, level crossings, etc.).
  • 2.048Mbit / s would allow, subject to efficient capacity management, the connection of approximately 7 TGV trainsets which would simultaneously make use of the entire 250kbit / s capacity that was assumed to be authorized for each (or less, if some of these trains are multiple elements).
  • a MIC link would allow management in normal times of around 70km.
  • the ring must be closed so that the CNT manages both transmission and reception.
  • the simplest is that the return path is the same as that of the outward journey, that is to say that the topology is that of a loop borrowing only one line to go and return .
  • each node n j is connected, in the two directions of transmission, to each of its two neighbors n i and n k .
  • the information will only be processed in one direction; the other will be limited to ensuring the function of repetition and reconfiguration.
  • connection structure appears to be that of a folded-over ring in which each node was crossed twice, a first time giving the opportunity for logical processing and a second time for the title a simple transmission repeater.
  • each frame has a synchronization pattern and can include an area carrying an order (we will see more far that this zone can be the first two bytes of the ACS Static Capacity Affection zone).
  • the CNT2 will not issue anything at first.
  • the CNT1 will continuously transmit a frame comprising only the synchronization pattern and 1s in the rest of the frame.
  • the nodes having found synchronization will remain in mode 1 where they have hung, and this step by step starting with the node closest to CNT1.
  • n1 is the number of nodes that we want to manage from the CNT1, we see that at the end of n1 frames, we are almost sure that the last node to manage, which we will call m, has caught on (if we wait longer, all the nodes between the CNT1 and the CNT2 will end up hanging in mode 1 on the CNT1 and the CNT2 will receive the information sent by the CNT1; we could also decide to wait for this moment).
  • a frequency of 250 frames / s and a node spacing of 200m 100 km of line will "hang" in 1.5s.
  • the nodes having hooked up the synchronization receive a 1 throughout the part of the frame which is not the synchronization pattern. They therefore receive it in particular in the first two bytes of the ACS Static Capacity Allocation zone which normally designate a node, by a number on 12 bits, and a gate of this node, by a number on 4 bits.
  • the code they receive in this area, 65535 normally designates gate 15 of node 4095 (which must not exist). It will be interpreted as giving the order to stay in the reset mode.
  • the CNT1 will then send the node m, named by name, an order to switch to mode 2 (a Static Capacity Assignment defined by its node number and, for example, the door number 15).
  • the CNT1 will then receive, by the loop finally closed, the series of information it sent.
  • the reset of the first loop is complete.
  • the CNT2 can then do the same, by sending the initialization pattern on which, step by step, all the remaining nodes will catch on. There is indeed no competition to fear from the CNT1 since the node m is looped in mode 2.
  • the CNT2 can give the most distant m ′ the order to switch to the mode 3 (a Static Capacity Assignment defined by its node number and, for example, door number 14).
  • the initialization of the second mouth is complete.
  • the CNTs can agree to move the border of their respective action areas. Whoever restricts his area of action must do so first, by sending the new looping code to the new last node. We will assume that it is the CNT1.
  • the abandoned nodes then pass, at the end of a timer, in the synchronization search mode if n2 is the number of nodes to be made go under the authority of the CNT2, it must go into synchronization mode for a duration of around n2 frames (the other nodes have not lost their synchronization). It can then send the loopback order to the new last node.
  • the interface between a beacon and the node to which it is connected is, as indicated below, thanks to an input FIFO F1E, a FIFO of F1S output, one control wire at input (“Attention”) A and two control wires at Synchro Frame output and empty FIFO) ST and FSV. It therefore in principle comprises 19 wires, which can be reduced to 12 if the data wires are multiplexed.
  • the node has known (for some time) the abbreviated train number, which it has assigned to the door through which the beacon is connected.
  • the node At the start of each frame (every 4 ms), the node writes to the output FIFO F1S the number of the new frame and outputs a signal on the Synchro Trame ST wire. When it receives this signal, the beacon knows that the bytes intended for the train in the frame i-1 are found in the output FIFO F1S, terminated by the additional byte giving the number of the new frame.
  • the number of bytes of data received by a node during a frame is always equal to the number of bytes transmitted by the node in this same frame. It is therefore known to the tag, which must have noted this number during the previous frame. The tag can "get ahead" in reading the data bytes, by testing the emptiness of the FIFO.
  • the beacon is able to transmit to the train, when it interrogates it, the bytes of data received. It must also indicate to the train the number of the new frame, which helps it to keep the synchronization, which need only be approximate.
  • the beacon receives the indication of the number of bytes to be transmitted (and the corresponding data bytes) from the train. This number will most often be the same from one frame to another, but nothing prevents it from varying, according to a known law of the train. Transmitting them in time means that they must have been stored in the input FIFO F1E before the node has the opportunity to transmit them. As the beacon does not know this moment, it must assume that the transmission starts from byte 64 of the frame, but nothing prevents it from getting ahead. When the input FIFO F1E is empty while it is requested to supply bytes of data, the transmission is done as a replacement by copying the bits received from upstream (this behavior is used in hand-over).
  • a train If a train approaches a new beacon i, it starts a dialogue with it (but up to a certain moment not with the CNT through this beacon). Once there. satisfactory connection quality, the train indicates its abbreviated number to the beacon. He also tells him from which frame n he wishes to carry out the hand-over, that is to say use the new tag i for his exchanges with the CNT rather than the current tag j. It indicates it in the i tag but does not care to indicate it in the j tag.
  • the tag During the interval corresponding to frame i-1, the tag enters the abbreviated number into the input FIFO F1E. Then it sends a signal to the Attention wire A. This causes the abbreviated number to be read by the node, to be copied into the selection register associated with the door as well as into the output FIFO F1S. The beacon thus has the opportunity to verify that the abbreviated number has been correctly received and, if not, to transmit it again.
  • the input FIFO F1E of the latter cannot provide data when the selection mechanism gives it the opportunity.
  • the emptiness of the input FIFO F1E not only causes the non-transmission and its replacement by the transparent retransmission of the bytes received from the upstream node but also the deselection of the gate, that is to say the resetting of the register selection associated with the door to which the beacon j is connected.
  • the node j has again become available for a next train.
  • any underrun has the same effects as ending the use of a tag. We must therefore avoid blocking which would result from the fact that the input FIFO F1E may contain the end of the data to be transmitted, which would prevent reinitialization by the train having caused the underrun or initialization by the next train. This is why the underrun must cause, at the start of the next frame, the purging of any FIFO content.
  • the train When quality contact is established with the beacon, the train transmits its abbreviated number and the indication of the frame from which it wishes to transmit (in principle, the following).
  • the node knowing the abbreviated number but not having received in the frame an indication of capacity allocated to the train, transmits at the end of the frame a request for allocation of capacity. A certain number of frames will pass before the CNT has received this request, has processed it and decided on an assignment and can indicate it in a frame at the start. Until then, the node will reissue the allocation request in each frame. When it receives an assignment, it will know that the corresponding bytes in the frame received are to be transmitted to the tag, the number of the frame will be for the train the implicit indication of the number of bytes transmitted and therefore to be renewed. The link will have remained inactive only in practice, the physical time of the loop's journey plus a frame duration (or two?).
  • a train that does not yet have a short code (because it arrives in the area covered by the CNT without announcement by the CNT that it has left or because it comes out of a period of inactivity) uses as abbreviated number a null value. This is detected by the node when the selection register is loaded and causes it to send to the CNT a message requesting the allocation of a static multiplexing capacity with the train, defined not by the abbreviated number that it has not yet but by the number of the node and the door to which the tag is connected.
  • the link thus established is between an addressing and capacity allocation process in the CNT and an initialization process in the train.
  • This exchange allows the train to indicate its complete machine number and its capacity requirements.
  • the CNT indicates to the train the abbreviated number it must use and the assigned rate (how many times 32 bytes per frame, or in each of the 16 frames of a multiframe if this capacity is not constant).
  • the beacon after having noted this break by the fact that it no longer receives a byte in the output FIFO F1S, initializes the dynamic exchange by placing in the input FIFO F1E, the abbreviated number of the train and by sending at the node the signal of Attention by A.
  • the deactivation of an abbreviated number is automatic, upon expiration of a delay without transmission (of 5 minutes for example). To avoid an interpretation error, the CNT waits a certain time before reassigning the same abbreviated number to another train.
  • Bytes 0 and 1 contain a synchronization pattern.
  • Byte 2 contains a frame number. Only the last four bits are used to define the frame in the multiframe, but all 8 bits are used to distribute a clock with a period of about one second. The frame number is used on the one hand to ensure a sub-multiplexing making it possible to offer low bit rates at some doors and on the other hand to coordinate hand-overs.
  • Each of bytes 3 to 30 (byte 31 always contains 0) assigns to a certain train a transmission capacity of 32 bytes in the DMD area of Dynamically Multiplexed Data of the frame.
  • the train concerned is designated by an abbreviated number, 1 byte, which has been previously assigned to it by the Nodal Transmission Center (CNT).
  • CNT Nodal Transmission Center
  • the same train can be assigned a multiple capacity of 32 bytes in the frame, which does not have to correspond to contiguous zones of DMD. It can also have a number of zones which varies from one frame to another but in a manner agreed in advance according to the number of the frame in the multiframe. For a frame rate of 250, each capacity increment of 32 bytes corresponds to a bit rate increment of 64,000 bit / s.
  • the lowest bit rate that can be dynamically assigned is 32 bytes every 16 frames, or 4 kbit / s.
  • the highest is 28 x 32 bytes per frame, or 1,792 Mbit / s.
  • Address 0 is never assigned to a train and its use in ACD therefore makes it possible not to affect a memory area (but it may be the subject of a static assignment).
  • There is no provision for general dissemination on all trains. The reason for this is the difficulty not of sending the information to the nodes but of delivering it to the trains by superimposing it on the information normally delivered.
  • a more complex message must in principle be sent individually to each train by the CNT.
  • the first 14 bits designate, with perhaps unnecessary precision as we will see, a byte address in the frame (10 bits), followed by a frame number in the multiframe (4 bits). All the 0's that end the zone indicate how many of the least significant bits among the first 14 ignore.
  • the value (expressed in binary) 1100110011010111 affects the address byte 1100110011 in frame 0101, ie a bit rate of 125 bit / s.
  • the value 1100110011011100 affects the same address in 1 frame out of 4, ie a speed of 1 kbit / s.
  • the value 1100110010000000 assigns the 8 address bytes 1100110000 to 1100110111 in each frame, i.e. a speed of 16 kbit / s.
  • the nullity of the first 16 bits can be taken advantage of by a node to request a static assignment to one of its dynamic doors, as indicated for the mechanism for assigning an abbreviated number to a train that does not yet have one, or even to one of its static doors, as the possibility was mentioned for the connection of telephones .
  • This node, noting the nullity of the first 16 bits writes its own number and that of the door concerned in the last 16.
  • the mechanism indicated shows that it is the last crossing "which wins”. As a node will issue the same request, frame after frame, until it has obtained an abbreviated number for the door in question, this collision has no other drawback than delaying the assignment.
  • the Statically Multiplexed Data DMS area is managed according to static or more exactly weakly dynamic multiplexing, the allocation mechanism of which is indicated by the ACS Static Capacity Allocation area.
  • the individual bit rates can range between 125 bit / s and 64 kbit / s.
  • the boundary n of separation between the DMS area of Statically Multiplexed Data and the DMD area of Dynamically Multiplexed Data is managed by the CNT and is not known to the nodes (and need not be).
  • the DMS and DMD areas can even be nested.
  • Each bit in this area corresponds to a train, defined by its abbreviated number.
  • the CNT initially sets the entire area to 0.
  • Each node crossed can set certain bits to 1, but not to 0 (i.e. each node transmits downstream the logical fusion of what it received from upstream and what it added). It sets to 1 the position corresponding to a train for which one of its doors has the abbreviated number in its selection register if, for this train, it was not unable to supply the bytes requested via the ACD area. In other words, it puts a 1 for a train which has supplied all of the requested bytes or for which no transmission capacity has yet been allocated.
  • bit rate is subject to change. For example, if the door corresponds to a needle controller, a control center can request, when approaching a train, a speed of 4 kbit / s and be satisfied, at other times, with a speed of 125 bit / s.
  • 8 wires of Data In and 8 wires of Data Out can be replaced by 8 wires of Data, bidirectional, and a direction selection wire, managed by the connected device.
  • a parallel interface seems preferable to a serial interface, both because the short distances between beacon and node allow it (a few meters) and that it seems interesting to reduce the flow, this one being able to be high, the environment electrically polluted and the mode of transmission must remain simple.
  • the node has 2 inputs EG and ED and two outputs SD and SG and it can operate in 4 modes depending on the position it occupies in the loop considered.
  • the reconfiguration unit ensuring the functions described above comprises only the electronic relays ensuring the contacts corresponding to the four modes. It is the BT time base which must search for synchronization, send the code ordering the changeover in modes 1 and 4 alternately (with a period for two half-waves corresponding to the duration of approximately 4 frames) as long as it does '' did not find the sync, inhibit any transmission other than a repetition as long as it recognizes the OFFFF code (hexadecimal) in the ACS zone, and recognize a possible order to switch to mode 2 or 3.
  • the overall performance of the loop is partly linked to the crossing time of each node. It seems impossible to go below a bit time but it is desirable not to go above it, in particular not to add a time-byte.
  • Dynamic capacity management involves writing and reading the FGD dynamic management FIFO.
  • This FIFO is filled, starting from bytes 0 to 31 of the frame (bytes 0-2 and 31 corresponding to a padding).
  • Each non-zero byte represents the abbreviated number of a train authorized to use the group of 32 bytes corresponding to its rank in the FIFO to receive and transmit data. Consequently, each byte of the FIFO is presented, for 32 consecutive byte times, on the address bus BA (where it is multiplexed with the bit time and the frame number) and it is the dynamically managed gates which compare in C1 and NA the abbreviated train number presented to the one registered in their assignment register.
  • the management of the static capacities and of the rhythms managed by RS is done by the comparison in C2 of the byte time (and frame number) presented on the address bus BA and of what the door has stored as control information, at know the same kind of information, plus a mask explaining which bits to ignore in the comparison.
  • This ordering information was presented in series, and stored in parallel in a 24-bit register. Data transfers could also be done in series.
  • the gate Ps also includes a selector making it possible to choose which of the wires of the address bus BA to be used to give the rhythm to the external serial link, regular rhythm even if the data arrive in packets.

Landscapes

  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Details Of Aerials (AREA)
  • Radio Relay Systems (AREA)
EP92401156A 1991-04-24 1992-04-23 Informationsübertragungsanlage zwischen dem Boden und mobilen Stationen, insbesondere in den Boden-Zug Nachrichten Expired - Lifetime EP0511103B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9105045 1991-04-24
FR9105045A FR2675761B1 (fr) 1991-04-24 1991-04-24 Systeme de transmission d'informations entre le sol et des mobiles notamment dans les communications sol-trains.

Publications (2)

Publication Number Publication Date
EP0511103A1 true EP0511103A1 (de) 1992-10-28
EP0511103B1 EP0511103B1 (de) 1997-06-25

Family

ID=9412200

Family Applications (2)

Application Number Title Priority Date Filing Date
EP92401156A Expired - Lifetime EP0511103B1 (de) 1991-04-24 1992-04-23 Informationsübertragungsanlage zwischen dem Boden und mobilen Stationen, insbesondere in den Boden-Zug Nachrichten
EP92910371A Pending EP0581847A1 (de) 1991-04-24 1992-04-23 Informationsübertragungsanlage zwischen dem boden und mobilen stationen, insbesondere für die boden-zug-kommunikation

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP92910371A Pending EP0581847A1 (de) 1991-04-24 1992-04-23 Informationsübertragungsanlage zwischen dem boden und mobilen stationen, insbesondere für die boden-zug-kommunikation

Country Status (11)

Country Link
US (1) US5496003A (de)
EP (2) EP0511103B1 (de)
JP (1) JPH06506810A (de)
AT (1) ATE154787T1 (de)
CA (1) CA2108755A1 (de)
DE (2) DE69220538T4 (de)
DK (1) DK0511103T3 (de)
ES (1) ES2106841T3 (de)
FR (1) FR2675761B1 (de)
GR (1) GR3024851T3 (de)
WO (1) WO1992019483A1 (de)

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GB9522348D0 (en) * 1995-11-01 1996-01-03 Nokia Telecommunications Oy Radio telephone call handover
FR2755338B1 (fr) * 1996-10-24 1999-01-08 Matra Transport International Systeme cellulaire de transmission radioelectrique d'information entre une infrastructure et des mobiles
US6688435B1 (en) 2000-11-01 2004-02-10 Craig Alexander Will Electronic ordering of goods with delivery by automatic drive-up storage device
GB0119391D0 (en) * 2001-08-09 2001-10-03 Koninkl Philips Electronics Nv Handover in cellular radio systems
US6688561B2 (en) * 2001-12-27 2004-02-10 General Electric Company Remote monitoring of grade crossing warning equipment
EP1533913A1 (de) * 2003-11-18 2005-05-25 Alcatel Anordnung zur Datenübertragung
DE102004024356A1 (de) * 2004-05-17 2005-09-08 Siemens Ag Übertragungseinrichtung für Infromationen und/oder Befehle bei Schienenfahrzeuge, Schienenfahrzeug und Zugkupplung hierfür
DE102004028390A1 (de) * 2004-06-14 2006-02-02 Deutsche Bahn Ag Übertragung von Informationen innerhalb eines Fahrzeugverbandes unter Nutzung einer pneumatischen oder hydraulischen Leitung als Übertragungskanal
KR20070043887A (ko) * 2004-08-18 2007-04-25 스타카토 커뮤니케이션즈, 인코포레이티드 비콘 그룹 병합
DE102007034283A1 (de) * 2007-07-20 2009-01-22 Siemens Ag Kommunikationssystem mit schienenfahrzeugseitigen und streckenseitigen Kommunikationseinrichtungen sowie Verfahren zu deren Betrieb
FR2945013B1 (fr) * 2009-04-30 2016-08-12 Alstom Transport Sa Procede de transfert de donnees d'alerte entre un vehicule ferroviaire en panne et un centre de controle,dispositif associe
JP7252849B2 (ja) * 2019-07-16 2023-04-05 戸田建設株式会社 導波管アンテナによる通信システム
EP4073464A4 (de) 2019-12-09 2024-01-24 Thales Canada Inc. Positionier- und wegmesssystem
CN112141176B (zh) * 2020-09-30 2022-07-22 青岛海信微联信号有限公司 一种可移动设备搜索的方法及设备

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FR1531311A (fr) * 1961-05-16 1968-07-05 Tokyo Shibaura Electric Co Système de communication sans fil par induction
FR2608119A1 (fr) * 1986-12-12 1988-06-17 Alsthom Dispositif de transmission d'informations et/ou d'instructions a large bande passante entre un vehicule ferroviaire et un poste de controle de trafic
FR2626834A1 (fr) * 1988-02-05 1989-08-11 Regie Autonome Transports Antenne de reception et/ou d'emission montee sur un vehicule et communiquant avec une ligne de transmission fixe

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FR1550835A (de) * 1967-01-12 1968-12-20
GB1240588A (en) * 1968-07-30 1971-07-28 Japan National Railway Improvements in or relating to communication control systems
GB1243126A (en) * 1968-09-20 1971-08-18 Japan National Railway Induction radio transmission system
JPS499702B1 (de) * 1968-12-28 1974-03-06
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FR2607769B1 (fr) * 1986-12-08 1989-02-03 Alsthom Systeme de transmission bidirectionnel d'informations entre une station au sol et une station sur un vehicule ferroviaire
DE3784678T2 (de) * 1986-12-12 1993-06-17 Alsthom Gec Nachrichten- und/oder befehlsuebertragungsvorrichtung mit breitbandigem durchlassband zwischen einem mobil-element und einer ueberwachungsstelle.

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FR1531311A (fr) * 1961-05-16 1968-07-05 Tokyo Shibaura Electric Co Système de communication sans fil par induction
FR2608119A1 (fr) * 1986-12-12 1988-06-17 Alsthom Dispositif de transmission d'informations et/ou d'instructions a large bande passante entre un vehicule ferroviaire et un poste de controle de trafic
FR2626834A1 (fr) * 1988-02-05 1989-08-11 Regie Autonome Transports Antenne de reception et/ou d'emission montee sur un vehicule et communiquant avec une ligne de transmission fixe

Also Published As

Publication number Publication date
ES2106841T3 (es) 1997-11-16
WO1992019483A1 (fr) 1992-11-12
FR2675761A1 (fr) 1992-10-30
DE69220538T2 (de) 1998-01-22
CA2108755A1 (fr) 1992-10-25
ATE154787T1 (de) 1997-07-15
GR3024851T3 (en) 1998-01-30
DE69220538T4 (de) 1998-07-02
JPH06506810A (ja) 1994-07-28
EP0511103B1 (de) 1997-06-25
FR2675761B1 (fr) 1995-05-19
DK0511103T3 (da) 1998-01-19
US5496003A (en) 1996-03-05
DE69220538D1 (de) 1997-07-31
EP0581847A1 (de) 1994-02-09

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