EP2489570A1 - Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande de la marche des trains pour des besoins de tests - Google Patents

Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande de la marche des trains pour des besoins de tests Download PDF

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Publication number
EP2489570A1
EP2489570A1 EP11154507A EP11154507A EP2489570A1 EP 2489570 A1 EP2489570 A1 EP 2489570A1 EP 11154507 A EP11154507 A EP 11154507A EP 11154507 A EP11154507 A EP 11154507A EP 2489570 A1 EP2489570 A1 EP 2489570A1
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EP
European Patent Office
Prior art keywords
train control
control component
data
central unit
train
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11154507A
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German (de)
English (en)
Other versions
EP2489570B1 (fr
Inventor
Michael Fischer
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Siemens Schweiz AG
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Siemens Schweiz AG
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Publication date
Application filed by Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to EP11154507.5A priority Critical patent/EP2489570B1/fr
Publication of EP2489570A1 publication Critical patent/EP2489570A1/fr
Application granted granted Critical
Publication of EP2489570B1 publication Critical patent/EP2489570B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/60—Testing or simulation
    • 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

Definitions

  • the present invention relates to a method and a system for data exchange between a central unit, in particular a signal box or a control center, and a train control component, in particular a balise, a loop cable or a line conductor.
  • ETCS Europe-wide uniform train control system
  • This train protection system has three different levels, which differ in the way the train and the control center communicate and locate trains.
  • ETCS Level 1 the information to be flagged becomes transparent and fix balises and / or line conductors and / or loop cables transmitted to the cab and include, inter alia, instructions for speed control and monitoring of the train.
  • Level 2 the information to be deflected is transmitted via a mobile network from so-called Radio Block Centers to the driver's cab and in Level 3 the integrity check and self-locating of the train by navigation system such as GPS or Galilei (currently under construction) is used.
  • the present invention is therefore based on the object of specifying a method and a system for data exchange between the central unit and the train control component, which can help to further reduce the hitherto required effort.
  • test tool that can be placed individually on the train control component and the return of a data record that identifies the transmitted data telegram triggered by the test tool can be skilfully combined.
  • the test tool can be designed so flat that it can remain on a balise for a longer test period (ie the balise radiates through the test tool) and is not removed until satisfactory test results are achieved. So that the central unit is informed accordingly about the current tests, it is provided in a development of the present invention to notify by means of the controller of the test tool of the central unit that the controller has taken over the control of the train control component or again to the train control component has returned.
  • the preceding transfer notification is perceived as a trigger event in the central unit and the transmission of the coded data records configured for the train control component to be tested is carried out successively in the central unit after receipt of the transfer message.
  • the test tool can have its own power supply and / or can be supplied electrically from the train control component.
  • an interface connection can be provided in the train control component, to which the test tool is connected in a cable-supported manner.
  • the reshaped version has an FSK-coded signal with a bit rate of 564 kbit / s and thus corresponds to the hitherto customary standard for the ETCS balise telegram.
  • the actual useful signal of ISDN data rate of 64 kbps to the ETCS balis telegram rate of 564 kbps be transformed.
  • a further advantage of using the transmission by means of a telecommunications standard is that the two-wire connections provided in the telecommunication standard also enable a power supply via this connection. So it can be done via the supply cable phantom power or a remote feed. It must be emphasized here that especially existing interlocking cables can be used to exchange data via the two-wire connection as well as to effect electrical power supply.
  • the data telegram transmitted by the train influencing component is tapped by means of an antenna sample essentially without feedback on the train influencing component.
  • the antenna probe makes it possible for the train-influencing component to be returned the actually emitted signal and to be utilized there.
  • a code representative of the transmitted data telegram for example MD4, MD5, CRC64, which is transmitted in the reverse transmission path to the central unit, can be calculated for the tapped signal.
  • the central unit with the code calculated by the train control component can now be supplied on the downlink to the uplink via the same telecommunications components with the returned antenna signal, ie with the MD4 code representing this become.
  • the representative code can be simultaneously retransmitted and checking whether the returned representative code matches the configured code.
  • FIG. 1 shows a schematic representation of a connection of a transparent data balise 2 for the transmission of signal terms of a railway signal 4 on a not further illustrated rail vehicle.
  • the transparent data balise 2 transmits the signal terms contactlessly via an air interface 6 on the rail vehicle or in this embodiment, which is to represent the decrease of the transparent data balise 2, to a programming and diagnostic tool 8.
  • a fixed data balise also used 3 which transmits, for example, for the adjustment of the train position their fixed position data after receiving a tele-powering signal
  • the Transparent Data Beautyse 2 transmit dynamically different signal terms and further information to be controlled.
  • the signal terms to be transmitted are generated by a signal box 10 as a function of the signal term to be set on the signal 4. From the signal box 10, the signal terms are sent to a track-side unit 12, which in turn controls and monitors the signal 4 and the transparent data balise 2.
  • the distance of this connection between the trackside unit 12 and the transparent data beacon 2 can not exceed about 2.5 km when using an interface conventionally used for data exchange (called "C" interface), which is disproportionate especially in less densely populated areas high signal box density required.
  • a route blocking is usually necessary so that measuring persons 16 on the route 14 with the programming and diagnosis tool 8 can access the configuration data for each signal concept at the air interface 6 and can record the corresponding MD4 code per signal concept.
  • each signal concept must be requested by radio signal from the signal box 10, which usually requires at least a second meter 16 for verification.
  • the configured MD4 code and the recorded MD4 code must be compared and verified later.
  • FIG. 2 now shows a schematic representation of a connection of a transparent data balise 18 to the signal box 10 according to the present invention.
  • a balise control unit 20 which is arranged in a balancing center 22 of the interlocking 10
  • the transparent data balise 18 transmitted the signal term using a working according to a telecommunications standard signal path 24.
  • the ISDN standard is selected for this signal path 24.
  • a test tool 25 is already schematically drawn that communicates via an air interface 27 wirelessly with the transparent data balise 18.
  • FIG. 3 schematically shows a more detailed representation of the connection of the transparent data balise 18 to the interlocking system 10.
  • the interlocking 10 has a connection to a railway data network 26 (for example, via optical fibers).
  • the signal term is output as a balise telegram from the balise control unit 20 as a signal prepared according to the ISDN standard.
  • the signal could also be prepared according to any other telecommunication standard, eg ADSL, xDSL, ATM, VoIP, IP, Ethernet, GSM, UMTS, URTMS, 2G, 3G.
  • a superimposed remote supply DC or AC of the transparent data balise 18 takes place via a signal path 24.
  • the transparent data balise 18 In the case of an air interface, then a separate energy supply to the transparent data balise 18 is required.
  • the data signal is now initially provided with a T element 28, which serves as a decoupling component, filtered, which is arranged in a balise control unit including ISDN modem 30.
  • a data extractor 32 takes over the conversion of the 64 kbps ISDN data signal to the standardized interface format of the interface "C" according to the "SUBSET 36" of the ETCS specification.
  • a data transmitter 34 and a downstream amplifier 36 are then used for power amplification and FSK conversion (Frequency Shift Keying), so that the signal term then as a Balisentelegramm means of a Sendeloops 38 in the uplink (interface 'A' after ETCS) and can be read by the rail vehicle traveling over the transparent data balise 18. From the balise control unit 30 also goes from a link 41 to the air interface 27 from.
  • FSK conversion Frequency Shift Keying
  • FIG. 4 now shows in more detail the test tool 25, which is placed on the transparent data balise.
  • the test tool 25 has an antenna 44, which is connected to a tool controller 46.
  • the tool controller 46 also has a link 48 to the air interface 27 and to an energy store 50.
  • the tool controller 46 initiates a communication with the balise control unit 30 and now informs it that the tool controller 46 now takes over more control of the balise control unit 30.
  • the assumption of this control is transmitted by the balise control unit 30 via the down link of the signal path 24 in the interlocking 10.
  • the interlocking logic concludes from the receipt of this Takeover Notice that this Transparent Data Beautyse 18 is now available for test purposes in addition to normal operation.
  • a transmission of the data telegrams provided for this transparent data balise 18 is now successively initiated by the signal box 10 in an automated form.
  • the radiated Beautysentelegramms is now received at the same time with an antenna probe 40 without feedback on the test tool 44 and transmitted back to the link 41 via the air interface 27 by means of the tool controller 46.
  • a coder 42 computes the associated MD4 code for the FSK-coded ETCS telegram received in the downlink, which is transmitted back to the balise control unit 20 on the reverse signal path from the balise control unit 30, in detail from the ISDN modem integrated there. This code is then analyzed for accuracy.
  • uplink to transparent data balise 18 and downlink from the transparent data balise 18 is described in FIG. 3 the uplink shown as a dotted line and the downlink as a uniform dashed line.
  • the entire chain of signal transmission is equipped with immediate failure disclosure because the telecommunication means are integrated into the train control component and, as in the case of the ISDN modem, are remotely maintainable and remotely interrogated.
  • the actual signal content on the air interface 6 can be checked by means of the antenna sample 44, which also results in an immediate failure or error disclosure in the event of incorrect read-back code (MD4 code).
  • MD4 code read-back code
  • the method according to the invention or the device according to the invention also simplifies a problem which is very pressing today in the transition from old, national train protection systems to ETCS systems and / or in ETCS-compatible routes during the transition from a level to a higher or lower level.
  • the shutdown function of the train control component i. Interruption of the feed on the signal feed cable, can be switched within seconds between different fallback levels, which can be done on a track section operation with ETCS Level 2, Level 1 or Level 0 with the same hardware.
  • ETCS Level 1 connection to an existing rail network (existing interlocking cable) and the mixed-level operation possible.
  • a railroad can be raised to level 1 within a few seconds, or the fallback level from level 2 to level 1 can be switched to operation within seconds.
  • the balises supplied by the Siemens Group have a 4-wire interface, e.g.
  • the ISDN interface can be connected and operated on the free two wires, which allows just the operation of the balise under the old national train control procedures and the ISDN operation with ETCS Level 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP11154507.5A 2011-02-15 2011-02-15 Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande de la marche des trains pour des besoins de tests Not-in-force EP2489570B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP11154507.5A EP2489570B1 (fr) 2011-02-15 2011-02-15 Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande de la marche des trains pour des besoins de tests

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11154507.5A EP2489570B1 (fr) 2011-02-15 2011-02-15 Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande de la marche des trains pour des besoins de tests

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EP2489570A1 true EP2489570A1 (fr) 2012-08-22
EP2489570B1 EP2489570B1 (fr) 2014-01-15

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109094611A (zh) * 2018-09-30 2018-12-28 湖南中车时代通信信号有限公司 一种提高仿真系统应答器报文发送精度的装置及方法
WO2019243341A1 (fr) * 2018-06-20 2019-12-26 Société Nationale Des Chemins De Fer Luxembourgeois Système de protection de train flexible
EP3636513A4 (fr) * 2017-10-20 2020-08-12 Crsc Research & Design Institute Group Co., Ltd. Procédé de commande et système de commande d'exploitation de train

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1950118A1 (fr) 2007-01-25 2008-07-30 Siemens Schweiz AG Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande automatique de la marche des trains
DE102007019035A1 (de) * 2007-04-18 2008-10-23 Siemens Ag Verfahren und Prüfgerät zum Überprüfen der Funktionalität eines Streckenpunktes des spurengebundenen Verkehrs sowie Streckenpunkt und Anordnung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1950118A1 (fr) 2007-01-25 2008-07-30 Siemens Schweiz AG Procédé et système destinés à l'échange de données entre une unité centrale et une composante de commande automatique de la marche des trains
DE102007019035A1 (de) * 2007-04-18 2008-10-23 Siemens Ag Verfahren und Prüfgerät zum Überprüfen der Funktionalität eines Streckenpunktes des spurengebundenen Verkehrs sowie Streckenpunkt und Anordnung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PICHLMEYR J ET AL: "Automatisierung von ETCS-Level-1-Datentests fuer ein Projekt der ZSR", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 100, no. 10, 1 October 2008 (2008-10-01), pages 18 - 22, XP001515414, ISSN: 0037-4997 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3636513A4 (fr) * 2017-10-20 2020-08-12 Crsc Research & Design Institute Group Co., Ltd. Procédé de commande et système de commande d'exploitation de train
WO2019243341A1 (fr) * 2018-06-20 2019-12-26 Société Nationale Des Chemins De Fer Luxembourgeois Système de protection de train flexible
LU100845B1 (de) * 2018-06-20 2019-12-30 Soc Nat Des Chemins De Fer Luxembourgeois Flexibles Zugsicherungssystem mit geringer Komplexität
CN109094611A (zh) * 2018-09-30 2018-12-28 湖南中车时代通信信号有限公司 一种提高仿真系统应答器报文发送精度的装置及方法
CN109094611B (zh) * 2018-09-30 2020-12-08 湖南中车时代通信信号有限公司 一种提高仿真系统应答器报文发送精度的装置及方法

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