EP2825437B1 - Bordgestütztes system zur erzeugung eines stellsignals für ein schienenfahrzeug - Google Patents

Bordgestütztes system zur erzeugung eines stellsignals für ein schienenfahrzeug Download PDF

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Publication number
EP2825437B1
EP2825437B1 EP13709373.8A EP13709373A EP2825437B1 EP 2825437 B1 EP2825437 B1 EP 2825437B1 EP 13709373 A EP13709373 A EP 13709373A EP 2825437 B1 EP2825437 B1 EP 2825437B1
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Prior art keywords
positioning signal
chain
signal
temporally
chains
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English (en)
French (fr)
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EP2825437A1 (de
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Jacques Orion
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • 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
    • 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

Definitions

  • the subject of the invention is that of on-board systems for generating a signal for locating a rail vehicle according to the preamble of claim 1.
  • the document EP 1 227 024 B1 discloses a system of the above type comprising an antenna intended to be on board a train so as to cooperate with a beacon arranged on the track, the geometric center of the beacon having a known geographical position.
  • the antenna has two flat loops superimposed on each other in a substantially horizontal plane.
  • the first loop is simple. It consists of a metal wire forming a single turn, that is to say having no twist. This first loop has substantially the shape of an ellipse, the major axis of which is oriented in the longitudinal direction of movement of the train.
  • the second “8” loop consists of a metal wire forming a twisted coil on itself.
  • the geometric center of the second loop which is the point of intersection of the wire on itself, coincides with the geometric center of the first loop and constitutes the center of the antenna.
  • the axis of symmetry of the second loop along the large dimension thereof is oriented along the longitudinal axis of movement of the train.
  • the antenna passes over the beacon and crosses a magnetic field generated by it. This magnetic field induces a first electric current in the first loop and a second electric current in the second loop. When the induced currents are detectable, it is said that the antenna is in contact with the beacon.
  • the sign of the intensity of the induced current in a loop also called “the phase” of this induced current, changes as a function of the position of the antenna relative to the center of the beacon.
  • the first and second loops have different shapes, they have different radiation patterns. Therefore, the evolution of the phase of the first induced current is different from that of the phase of the second induced current.
  • the antenna is equipped with an electronic processing chain designed to follow the evolution of the amplitude of the first current with respect to a threshold value and the evolution of the difference between the phases of the first and second currents induced when the antenna is moved above the tag.
  • This chain generates an output signal location whose transmission time indicates the passage from the center of the antenna directly above the center of the beacon.
  • the functional precision of the processing chain is such that the localization signal is emitted +/- 2 cm from the center of the beacon.
  • the document PCT / FR2010 / 050607 enlarged the teaching of the previous document by proposing the use of an antenna comprising a third planar loop superimposed on the first and second simple loops and in “8”.
  • This third loop consists of a metal wire forming a turn comprising two twists.
  • the two interlacing points of the wire are arranged in the longitudinal direction of movement of the train.
  • the midpoint between these two interleaving points is located longitudinally slightly in front (or behind) of the center of the antenna.
  • the antenna is equipped with an electronic processing chain designed to follow the correlation between the evolution of the difference between the phases of the first and second currents, the evolution of the difference between the phases of the first and third currents, and the evolution of the difference between the phases of the second and third currents.
  • This chain generates a localization signal at the output, the emission time of which indicates the passage from the center of the antenna directly above the center of the beacon.
  • the functional accuracy is also ⁇ 2 cm from the center of the beacon.
  • the processing chain designed to perform this correlation and consequently generate a location signal has a functional accuracy of +/- 2 cm from the center of the beacon.
  • the location information of a rail vehicle on the network is an important operating data.
  • the location information makes it possible to know the precise position of a train relative to the platform of a station, so as to stop the train in front of the platform doors so that passengers can get off the train and get on it.
  • the platform doors can be opened while the train doors are not opposite the platform doors. This can have serious safety consequences for passengers.
  • the invention therefore aims to overcome this problem, in particular by proposing a secure system for generating a location signal, in which a malfunction in the generation of the location signal is identifiable, so that the generated location signal is reliable, i.e. complies with SIL 4 security level defined by standard IEC 61508.
  • the subject of the invention is an on-board system for generating a location signal of a railway vehicle according to claim 1.
  • the system comprises one or more of the characteristics of claims 2 to 13, taken in isolation or in any technically possible combination.
  • the invention also relates to a rail vehicle according to claim 14.
  • the invention finally relates to a method for generating a signal for locating a railway vehicle according to claim 15.
  • the method comprises one or more of the features of claims 16 to 19, taken alone or according to all technically possible combinations.
  • the Figures 1 and 2 relate to a first embodiment of a system for generating a signal for locating a railway vehicle intended to equip a vehicle such as a train, a metro or a tram.
  • the system 10 comprises an antenna 20, two electronic processing chains, respectively 30 and 40, and an arbitration means 50.
  • the antenna 20 like the antenna of the prior art described above, comprises two loops having different radiation patterns: a first simple loop 22 suitable for delivering a first induced current I1, and a second loop in "8" 24 suitable for delivering a second induced current I2.
  • the system comprises a first electronic processing chain 30 designed to deliver a first location signal SL1 from the first and second induced currents I1, I2 which are applied to it as an input.
  • the first chain 30 is identical to that used in the prior art.
  • the first chain 30 comprises an analog part 60 and a digital part 70.
  • the analog part 60 comprises a first analog circuit 61 for shaping the first induced current I1 and a second analog circuit 62 for shaping the second induced current I2.
  • the first circuit 61 designed for the generation of a first digitized current C1 from the first induced current I1, successively comprises a filter 63, for filtering the induced current I1 at the output of the corresponding loop; an amplifier 65, for amplifying the filtered current; and an analog / digital converter 67 for digitizing the amplified current and generating, at the output, a digitized current C1.
  • the second circuit 62 designed for the generation of a second digital current C2 from the second induced current I2, is identical to the first circuit. It successively comprises a filter 64, an amplifier 66 and an analog / digital converter 68.
  • the digital part 70 of the first processing chain designed to generate the first location signal SL1 from the first and second digitized currents C1, C2 which are applied to it as input.
  • the digital bet 70 successively comprises a phase comparator, a filter, a hysteresis threshold comparator and a unit for generating a localization signal.
  • the phase comparator 71 compares the phases of the first and second digital currents C1, C2 which are applied to it at input, and generates at output a phase difference signal SD whose value is +1 when the phases of the first and second digital currents are identical, and -1 when these phases are opposite.
  • the filter 72 takes as input the phase difference signal SD and generates as an output a filtered phase difference signal SDF, with a value in the interval [-1, 1].
  • the function of the filter is to perform a time average, over a predefined time window, of the phase difference signal SD.
  • the hysteresis threshold comparator 73 takes the filtered phase difference signal SDF as input and compares it to a band of prohibited values.
  • the threshold comparator generates at its output a state signal SE which passes from 0 to 1 when the filtered phase difference signal SDF passes above the largest value of this band; and from 1 to 0 when the filtered phase difference signal SDF falls below the smallest value of this band.
  • the location signal generation unit 74 takes as input the first digitized current signal C1 and the status signal SE and generates the location signal SL.
  • the unit 74 includes a threshold comparator capable of comparing the level of the current C1 with a reference level and of generating a binary signal of unit value as soon as the current C1 exceeds the reference level.
  • the unit 74 also includes a logic element designed to generate a location signal SL as soon as the signals emitted by the threshold comparator of the unit 74 and the hysteresis threshold comparator 73 both equal to the unit.
  • the localization signal SL transmitted for example takes the form of a pulse of value equal to unity.
  • the system 10 includes a second electronic processing chain 40 for the first and second induced currents I1, I2 in order to generate a second location signal SL2.
  • the second chain 40 is independent of the first processing chain 30.
  • the second chain 40 is identical to the first processing chain 30. It comprises circuits and electronic components identical to those of the first processing chain. This is the reason why, on the Figure 1 , the identical elements between the first chain and the second chain are identified by the same reference numbers.
  • the system 10 includes an arbitration module 50 designed to deliver an SLS security location signal as an output.
  • This module takes as input the first and second location signals SL1, SL2 generated respectively at the output of the first and second chains 30, 40, as well as a distance d data traveled from a reference point delivered by an odometric system fitted to the vehicle. .
  • the arbitration module implements a first algorithm consisting in selecting, as security location signal SLS, the location signal arrived time second among the first and second location signals SL1, SL2 transmitted time in first by each of the first and second processing chains 30, 40, provided that the distance D separating the location signal arrived time second, from the location signal arrived time first, is less than a predetermined reference distance DO.
  • the reference distance DO is preferably 5 cm.
  • each of the first and second chains has its own sensitivity and its own signal-to-noise ratio.
  • this distance corresponds to a time difference between the instants of transmission of the first and second location signals SL1, SL2. It should be noted that this time difference cannot be limited because, the slower the vehicle speed, the greater the time difference between the instants of emission of the first and second location signals.
  • each chain 30, 40 provides a location signal with a functional accuracy of +/- 2 cm from the center of the beacon.
  • the localization signal being emitted when there is a variation of the phase difference caused by a variation of the phase of the intensity induced in the second loop in "8" of the antenna, the functional precision is exclusively due to the signal to noise ratio of the processing chain of this induced intensity.
  • Railway vehicles are, in a manner known per se, equipped with an odometric system which comprises a tone wheel mounted on an axle and the movement of which makes it possible to determine the distance traveled d by the vehicle from a reference point situated along the way.
  • an odometric system which comprises a tone wheel mounted on an axle and the movement of which makes it possible to determine the distance traveled d by the vehicle from a reference point situated along the way.
  • the vehicle's odometry is used in order to provide the arbitration module 50 with distance data d allowing said module to determine the distance traveled by the vehicle between the instants of transmission of the location signals SL1 and SL2 transmitted temporally first by each of the two chains.
  • the Figure 2 brings together several graphs illustrating the behavior of the first algorithm in different normal and failure situations of one of the processing chains, in this case the second processing chain 40.
  • d1 represents the point at which the first processing chain 30 transmits for the first time a first location signal SL1
  • d2 represents the point at which the second processing chain 40 transmits for the first time a second location signal SL2
  • d0 represents the point which is distant from the signal transmitted temporally first by the reference distance D0 .
  • the graph G1 represents the spatial interval within which the antenna is in contact with the beacon.
  • the geometric center of the tag is identified by the reference C.
  • Graph G2 illustrates normal operation of the system.
  • the location signal arrived time first is the first signal SL1 and the location signal arrived time second is the second signal SL2.
  • the second signal SL2 is sent at d2 before point d0 .
  • the module 50 selects, as security location signal SLS, the second signal SL2.
  • the signal selected has been circled as a safe location signal by the selection module. It can be seen that the point d2 is within an interval [-2 cm; + 7 cm] around point C.
  • the second chain 40 has failed. However, this has no consequence because a safe location signal SLS is delivered by the system 10. This safe location signal is acceptable in the sense that it allows a correct location of the vehicle in relation to the beacon in the interval [-2 cm; + 7cm] around point C.
  • the graph G3 represents the case where the second localization signal SL2 arrives too late with respect to the intrinsic functional precision of a chain, that is to say +/- 2 cm from point C. It is nevertheless selected in as a safety location signal SLS by the arbitration module 50, since point d2 is less than 5 cm from point d1 .
  • the graph G4 represents the case where the second location signal SL2 arrives too early with respect to the intrinsic functional precision of a chain.
  • the signal transmitted first in time is the second signal SL2.
  • the first signal SL1, which arrives second in time, is then selected as the security location signal SLS by the arbitration module 50, since the point d1 is less than 5 cm from the point d2 .
  • the graph G5 represents the case where the second location signal SL2 is transmitted several times, the first time too early in relation to the intrinsic functional accuracy of a chain.
  • the signal transmitted first in time is the second signal.
  • the first signal SL1 which came second in time is then selected as a safety signal SLS by the arbitration module 50, since the point d1 is less than 5 cm from the point d2 .
  • the second chain 40 has failed. This failure is identifiable so that no SLS safe location signal is issued by the system.
  • the graph G6 represents the case where the second location signal SL2 arrives too late compared to the intrinsic functional precision of a chain.
  • the second signal is the second temporally transmitted signal, no safe location signal is emitted by the arbitration module, since the point d2 is beyond the point d0 distant from d1 by 5 cm.
  • the graph G7 represents the case where the second location signal SL2 arrives too early with respect to the intrinsic functional precision of a chain. Although the first signal SL1 arrived second in time, no safe location signal is emitted by the arbitration module, since point d1 is beyond point d0 5 cm from point d2 .
  • the graph G8 represents the case where the second location signal SL2 arrives several times, the first time too early compared to the intrinsic functional precision of a chain.
  • the first signal SL1, however, arrived temporally in second is not selected as an SLS safety signal by the arbitration module 50, since point d1 is beyond point d0 5 cm from point d2 .
  • the graph G9 represents the case where the second chain 40 does not deliver any second location signal SL2. No SLS security location signal is then emitted by the arbitration module 50.
  • the system 10 generates a safe location signal making it possible to locate the vehicle with an accuracy of [- 2 cm; +7 cm] from the center C of the beacon with SIL 4 level reliability.
  • the following two embodiments of the system advantageously make it possible to respond to this problem by proposing systems which do not need the distance traveled data delivered by the odometry to generate a location signal in safety.
  • the figures 3, 4 and 5 relate to a second embodiment of the system.
  • the system 110 comprises an antenna 20 comprising first and second loops, respectively simple 22 and "8", 24, according to the prior art.
  • the system comprises, in addition to first and second processing chains 30 and 40, identical to those of the first embodiment, a third electronic processing chain 80 of the first and second induced currents I1 and I2, respectively by the first and second loops of the antenna, to generate a third location signal SL3.
  • the third processing chain 80 is independent of the first and second chains 30 and 40.
  • the third processing chain 80 is identical to the first and the second chain.
  • the circuits and components of the third processing chain are identical to those of the first and second chains. This is the reason why the reference numerals used to designate the components of the first and second chains have been used to designate the corresponding components of the third chain.
  • the system 110 includes an arbitration module 150 designed to generate a safe location signal SLS from only the first, second and third location signals SL1, SL2 and SL3 transmitted respectively by each of the three chains 30, 40 and 80.
  • the second algorithm implemented by the arbitration module consists in selecting, as security location signal SLS, the location signal arrived time second among the location signals SL1, SL2, SL3 transmitted time first by each of the three processing chains 30, 40, 80 respectively.
  • this second algorithm is based on the fact that a properly functioning chain provides a localization signal at +/- 2 cm from the center C of the beacon, this being guaranteed by the radiation patterns different from the antenna loops 22 and 24.
  • the figure 4 brings together several graphs illustrating the behavior of the second algorithm implemented by the module 150.
  • d1 represents the point at which the first processing chain 30 transmits for the first time a first location signal SL1;
  • d2 represents the point at which the second processing chain 40 transmits for the first time a second location signal SL2; and
  • d3 represents the point at which the third processing chain 80 transmits for the first time a third location signal SL3.
  • the graph F1 represents the spatial interval within which the antenna detects the beacon.
  • the geometric center of the tag is identified by the reference C.
  • the graph F2 illustrates a normal operation of the system 110.
  • the first signal SL1 arrives temporally first
  • the second signal SL2 arrives temporally second
  • the third signal SL3 arrives temporally third.
  • the module 150 selects, as security location signal SLS, the second signal SL2.
  • the second chain 40 has failed. However, this has no consequence because a safe location signal is delivered by the system 110. This safe location signal is acceptable in the sense that it allows a correct location within the tolerance range of +/- 2 cm from the center C of the beacon.
  • the graph F3 represents the case where the second signal SL2 arrives too late relative to the intrinsic functional accuracy of +/- 2 cm relative to the point C.
  • the module 150 selects the third localization signal SL3 which is the signal arrived in time Secondly.
  • Point d3 is less than 2 cm from point C.
  • the graph F4 represents the case where the second signal SL2 arrives too early with respect to the intrinsic functional precision.
  • the module 150 selects the first signal SL1 which is the second time-delayed signal. Point d1 is less than 2 cm from point C.
  • the graph F5 represents the case where the second signal SL2 is emitted several times, the first time too early in relation to the intrinsic functional accuracy of +/- 2 cm in relation to point C.
  • the first signal SL1 is then selected as signal in safety SLS by the arbitration module 150, because it is effectively the location signal arrived time second among the location signals emitted time first by each of the three chains.
  • Point d1 is less than 2 cm from point C.
  • the graph F6 represents the case where the second chain 40 does not deliver any second location signal. However, the module 150 selects the third signal SL3 as the location signal in safety SLS, since it is the second time transmitted signal. Point d3 is less than 2 cm from point C.
  • “too late” (graph F3) or “too early” failures can be detected as illustrated in the Figures 5A and 5B .
  • the distance “before” Adi is defined as the distance between the point A at the start of contact with the beacon (emission of the signal SA) and the point di of emission of a location signal SLi by the ith chain, and the distance “after” Bdi, as the distance between the point di emission of the localization signal SLi and the point B of end of contact with the beacon (emission of the signal SB).
  • the faulty chain has a strong asymmetry between the distances “before” Adi and “after” Bdi, while the other two chains which work correctly, have a greater or lesser symmetry between these two distances.
  • the module 150 comprises a failure detection means 151 capable of calculating a quantity relating to the asymmetry from the location signal in safety SLS, the signals of start SA and of end of contact SB with the beacon and signals of localization SLi transmitted temporally first by each of the channels.
  • This means 151 generates an identification signal Sid of the faulty chain as soon as the ratio of the “front” Adi and “rear” Bdi distances of the corresponding chain is for example outside a predefined interval around the unit value, preferably [0.8; 1,2].
  • the Figures 6 and 7 relate to a third embodiment of the system.
  • the system 210 comprises an antenna 20 comprising two loops, respectively simple 22 and "8", 24.
  • the system comprises a first chain 230 and a second processing chain 240.
  • the first chain 230 has an analog part 260 and a first digital part 270.
  • the second chain 240 comprises, as a second analog part, the analog portion 260 of the first chain 230, and a second digital part 370 independent of the digital part 270 of the first chain 230.
  • the system 210 comprises an analog part 260 common to the first and second channels 230 and 240, a first digital part 270 associated specifically with the first chain 230 and a second digital part 370 associated specifically with the second chain 240.
  • the first and second digital parts are synchronized with one another by a suitable synchronization means 280 which delivers the same clock signal to the components 67, 68, 230 and 240.
  • the circuits and components of the analog part 260 are identical to those represented on the figure 1 .
  • the circuits and components of the first and second digital parts 270, 370 are identical to each other and to those represented on the figure 1 .
  • the benchmarks have been reused accordingly.
  • the system 210 includes an arbitration module 250 designed to generate a security location signal SLS from only the first and second location signals SL1, SL2 transmitted respectively by each of the two chains 230 and 240.
  • a third algorithm implemented by the arbitration module 250, consists in selecting, as security location signal SLS, the location signal arrived time second among the location signals SL1, SL2 transmitted time first by each of the two processing chains 230 and 240, provided that the duration between the instants of transmission of the first and second signals SL1 and SL2 is less than a reference duration T0.
  • This reference duration T0 is for example 1 ⁇ s. This represents 0.1 mm at 500 km / h.
  • this algorithm is based on the fact that a properly functioning chain provides a localization signal at +/- 2 cm from the center C of the beacon, this being guaranteed by the radiation diagrams of the loops the antenna.
  • This third algorithm is based on the fact that the time difference between the instants of transmission of a localization signal by two independent channels from each other, in fact depends exclusively on the gain and the signal / noise ratio of the analog part of each of these two channels.
  • the duration separating the instants of emission of the two location signals originating respectively from each of the two channels is limited.
  • the synchronization time between the two digital parts produced by the synchronization means 280 defines the reference duration T0.
  • the figure 7 brings together several graphs illustrating the behavior of the third algorithm implemented by the module 250.
  • d1 represents the point at which the first processing chain 230 emits for the first time a first location signal SL1;
  • d2 represents the point at which the second processing chain 240 transmits for the first time a second location signal SL2.
  • the graph E1 represents the spatial interval within which the antenna detects the beacon.
  • the geometric center of the tag is identified by the reference C.
  • the graph E2 illustrates a normal operation of the system 210.
  • the first signal SL1 arrives temporally first
  • the second signal SL2 arrives temporally second.
  • the duration separating the first and second location signals is less than the reference duration T0.
  • the module 250 selects, as security location signal SLS, the second signal SL2.
  • the second chain 240 has failed. No SLS safe location signal is then delivered by the system 210.
  • the graph E3 represents the case where the second signal SL2 arrives too late with respect to the intrinsic functional accuracy of +/- 2 cm from point C.
  • the duration separating the first and second location signals SL1 and SL2 is greater than the reference duration T0.
  • the module 250 then does not select any of the location signals.
  • the graph E4 represents the case where the second signal SL2 arrives too early with respect to the intrinsic functional precision.
  • the duration separating the first and second location signals SL1 and SL2 is greater than the reference duration T0.
  • the module 250 then does not select any of the location signals.
  • the graph E5 represents the case where the second location signal SL2 is transmitted several times, the first time too early with respect to the intrinsic functional precision.
  • the duration separating the first and second location signals SL1 and SL2 is greater than the reference duration T0.
  • the module 250 then does not select any of the location signals.
  • the graph E6 represents the case where the second chain 240 does not deliver any second location signal.
  • the module 250 does not issue any safe location signal.
  • the first, second and third embodiments are suitable for operation with an antenna comprising three loops having radiation patterns different from each other, such as for example the antenna described in the document PCT / FR2010 / 050607 .
  • an antenna comprising three loops having radiation patterns different from each other, such as for example the antenna described in the document PCT / FR2010 / 050607 .
  • the signal delivered by the third loop of the antenna makes it possible to avoid having to compare the signal delivered by the first loop with respect to a threshold as is done in the variants of the system where the antenna has two loops .
  • the latter includes a test means (not shown in the figures) designed to rule out these possible failures from the analog part.
  • the test means is designed to periodically carry out a test consisting in applying, at the input of each circuit, a reference current IiRef in place of the current Ii induced in the corresponding loop. This test then consists in analyzing, at the output of each circuit, the amplitude and the delay of the corresponding digitized current CiRef.
  • a second system alternative consists in blocking the transmission of the generated SLS safety location signal, when one or more additional conditions are not verified.
  • an additional condition consists in not taking into account the filtered phase difference signal SDF when it is located in a predefined interval centered on the value 0.
  • the second digitized current C2 corresponds to a white Gaussian noise, its phase varies rapidly compared to that of the first digitized current C1, so that the phase difference SD1 or SD2 is as often -1 as + 1.
  • the time average of the phase difference between the first and second digitized currents made by the filter 72 is close to the value 0.
  • no safe location signal is emitted by the module 250, when the filtered phase difference signal SDF1 or SDF2 is between -0.56 and +0.56 for a frequency of approximately 13 MHz, and between -0.28 and +0.28 for a frequency of around 55 MHz.
  • the arbitration module is adapted to implement an additional constraint consisting, after having left contact with the beacon, in verifying that a sequence characteristic of the phase differences between the different has actually been observed. pairs of induced currents. Otherwise, the safety location signal sent while the antenna was in contact with the beacon will be invalidated.
  • this verification can therefore be carried out several seconds after the passage of the center of the antenna above the center of the beacon especially in the case where the train speed is low, it is preferable to check the constraint according to which the currents of the first and third loops of the antenna have less than 20dB d 'deviation, which can be achieved when the center of the antenna is plumb with the center of the beacon.
  • the safe location signal is emitted.
  • a detrimental delay taking into account the intrinsic functional precision for example a delay of the order of 350 ⁇ s corresponds to a distance of 5 cm at 500 km / h, can only be introduced by a filter having a particular structure, characterized by an extremely narrow bandwidth.
  • Such bandwidth requires the use of inductors and / or capacitors whose impedance is either very high or very low. It then suffices, in the upstream design phase of the filter 63, 64 to avoid these high or low impedances, to guarantee a sufficiently low delay and therefore reject, by construction, failures of the third type.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Traffic Control Systems (AREA)
  • Radar Systems Or Details Thereof (AREA)

Claims (19)

  1. Bordsystem (10; 110; 210) zum Erzeugen eines Ortungssignals für ein Schienenfahrzeug, des Typs aufweisend:
    - eine Antenne (20) mit einer ersten Schleife (22) und einer zweiten Schleife (24) mit unterschiedlichen jeweiligen Abstrahlungsmustern, wobei die erste und zweite Schleife jeweils geeignet sind, einen ersten und einen zweiten Strom (I1, I2) zu erzeugen, wenn die Antenne über eine angepasste Bake läuft, die sich auf dem Gleis an einer bekannten Position befindet; und
    - eine elektronische Verarbeitungskette, die zum Erzeugen eines Ortungssignals aus dem ersten und dem zweiten Strom ausgelegt ist,
    wobei die Kette eine erste Kette (30; 130; 230) ist, die zum Erzeugen eines ersten Ortungssignals (SL1) ausgelegt ist, wobei das System (10; 110; 210) eine zweite elektronische Verarbeitungskette (40; 140; 240) aufweist, die zum Erzeugen eines zweiten Ortungssignals (SL2) aus dem ersten und zweiten Strom ausgelegt ist, und dass das System ferner ein Arbitriermittel (50; 150; 250) aufweist, das geeignet ist, ein sicheres Ortungssignal (SLS) in Abhängigkeit von dem ersten und zweiten Ortungssignal zu erzeugen
    dadurch gekennzeichnet, dass die erste Kette (230) einen ersten analogen Teil (260) und einen ersten digitalen Teil (270) aufweist, dass die zweite Kette (240) als zweiten analogen Teil den ersten analogen Teil der ersten Kette aufweist und einen zweiten digitalen Teil (370) unabhängig vom ersten digitalen Teil der ersten Kette aufweist.
  2. System nach Anspruch 1, dadurch gekennzeichnet, dass die erste und zweite Kette (30, 40; 130, 140) unabhängig voneinander sind.
  3. System nach Anspruch 2, dadurch gekennzeichnet, dass die erste und zweite Kette (30, 40; 130, 140) miteinander identisch sind.
  4. System (10) nach Anspruch 3, dadurch gekennzeichnet, dass das Arbitriermittel (50) als sicheres Ortungssignal (SLS) das zeitlich als zweites angekommene Signal von dem ersten und dem zweiten Ortungssignal (SL1, SL2) auswählt, die zeitlich als erstes von jeweils der ersten und der zweiten Kette (30, 40) übertragen werden.
  5. System (10) nach Anspruch 3, dadurch gekennzeichnet, dass das Arbitriermittel (50) als Eingabe eine Entfernung (d) nimmt, die von einem das Fahrzeug ausstattenden odometrischen System geliefert wird, und dass das Arbitriermittel (50) das zeitlich als zweites angekommene Signal auswählt, wenn es an einem Punkt ankommt, der in einem Abstand vom Übertragungspunkt des zeitlich als erstes übertragenen Signals liegt, der kleiner ist als eine Referenzdistanz (D0), insbesondere gleich 5 cm.
  6. System nach Anspruch 5, dadurch gekennzeichnet, dass die Antenne eine dritte Schleife aufweist, deren Abstrahlungsmuster sich von dem der zweiten Schleife und dem der ersten Schleife unterscheidet, wobei das Sicherheitsortungssignal (SLS) es ermöglicht, das Fahrzeug in Bezug auf die bekannte Position der Bake mit einer Genauigkeit von -2/+7 cm zu lokalisieren
  7. System (110) nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass es eine dritte elektronische Verarbeitungskette (80) aufweist, die ausgelegt ist, ein drittes Ortungssignal (SL3) aus dem ersten und zweiten Strom (I1, I2) zu erzeugen, und dass das Arbitriermittel (150) ausgelegt ist, als sicheres Ortungssignal (SLS) das Ortungssignal auszuwählen, das zeitlich als zweites von dem ersten, zweiten und dritten Ortungssignal (SL1, SL2, SL3) übertragen wurde, die zeitlich als erstes von jeweils der ersten, zweiten und dritten Kette (30, 40, 80) übertragen werden.
  8. System nach Anspruch 7, dadurch gekennzeichnet, dass das Arbitriermittel (150) dazu ausgelegt ist, für jede der Ketten (30, 40, 50) eine "Vorher"-Dauer zu bestimmen, die den Erkennungsstartzeitpunkt der Bake (A) und den Emissionszeitpunkt des Ortungssignals (SL1, SL2, SL3) trennt, das als erstes von der betreffenden Kette zeitlich übertragen wird, und eine "Nachher"-Dauer zu bestimmen, die den Emissionszeitpunkt des Ortungssignals (SL1, SL2, SL3), das zeitlich als erstes von der betrachteten Kette übertragen wird und den Erfassungsendzeitpunkt der Bake (B) trennt, und dass das Arbitriermittel (250) ein Mittel (151) zum Identifizieren des Ausfalls einer Kette aufweist, wenn das Verhältnis der "Vorher"-Dauer zur "Nachher"-Dauer außerhalb eines vorbestimmten Intervalls um den Einheitswert liegt.
  9. System (210) nach Anspruch 1, dadurch gekennzeichnet, dass der zweite digitale Teil (370) der zweiten Kette (240) mit dem ersten digitalen Teil (270) der ersten Kette (230) identisch ist.
  10. System (210) nach Anspruch 1 oder Anspruch 9, dadurch gekennzeichnet, dass das Arbitriermittel (250) als sicheres Ortungssignal (SLS) das zeitlich als zweites von dem ersten und dem zweiten Ortungssignale (SL1, SL2) ankommende Ortungssignal auswählt, die von jeweils der ersten und der zweiten Kette (230, 240) zeitlich als erstes emittiert werden, vorausgesetzt, dass die Dauer zwischen der Übertragung der der von jeder der Ketten zeitlich als erstes emittierten Ortungssignale kleiner als eine Referenzdauer (T0), insbesondere gleich 1,5 µs, ist.
  11. System (110; 210) nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, dass die Antenne eine dritte Schleife aufweist, deren Abstrahlungsmuster sich von dem der zweiten Schleife und dem der ersten Schleife unterscheidet, wobei das Sicherheitsortungssignal (SLS) es ermöglicht, das Fahrzeug in Bezug auf die bekannte Position der Bake mit einer Genauigkeit von +/- 5 cm, vorzugsweise +/- 2 cm zu lokalisieren.
  12. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass jede Kette einen analogen Teil und einen digitalen Teil aufweist und das System ein Testmittel aufweist, das ausgelegt ist, einen Referenzstrom an einen Eingang eines analogen Teils anzulegen und digitalisierte Stromsignale zu analysieren, die am Ausgang des analogen Teils oder eines anderen analogen Teils erzeugt werden.
  13. System nach einem der oben genannten Ansprüche, dadurch gekennzeichnet, dass es dem Sicherheitsniveau SIL 4 entspricht.
  14. Schienenfahrzeug mit einem Bordsystem zum Erzeugen eines Ortungssignals, dadurch gekennzeichnet, dass das System ein System (10, 110, 210) nach einem der Ansprüche 1 bis 13 ist.
  15. Verfahren zum Erzeugen eines Ortungssignals für ein Schienenfahrzeug, aufweisend die Schritte bestehend aus:
    - Erzeugen eines ersten und eines zweiten Stroms (I1, I2), wenn eine Antenne über eine angepasste Bake läuft, wobei die Antenne an Bord des Fahrzeugs gebracht ist und eine erste Schleife und eine zweite Schleife mit unterschiedlichen jeweiligen Abstrahlungsmustern aufweist, wobei die Bake auf dem Gleis an einer bekannten Position angeordnet ist;
    - Erzeugen eines Ortungssignals aus dem ersten und dem zweiten Strom;
    wobei das Ortungssignal ein erstes Ortungssignal (SL1) ist, das von einer ersten Kette (30, 130, 230) zum Verarbeiten des ersten und zweiten Stroms übertragen wird, wobei das Verfahren besteht aus:
    - Erzeugen eines zweiten Ortungssignals (SL2) aus dem ersten und dem zweiten Strom (I1, I2) mittels einer zweiten Verarbeitungskette (40, 140, 240); und
    - Erzeugen eines sicheren Ortungssignals (SLS) abhängig von dem ersten und dem zweiten Ortungssignal (SL1, SL2).
    dadurch charakterisiert, dass die erste Kette (230) einen ersten analogen Teil (260) und einen ersten digitalen Teil (270) aufweist, dass die zweite Kette (240) als zweiten analogen Teil den ersten analogen Teil der ersten Kette aufweist und einen zweiten digitalen Teil (370) unabhängig vom ersten digitalen Teil der ersten Kette aufweist.
  16. Verfahren nach Anspruch 15, dadurch gekennzeichnet, dass die Erzeugung eines sicheren Ortungssignals darin besteht, als sicheres Ortungssignal das zeitlich als zweites vom den ersten und dem zweiten Ortungssignal ankommende Ortungssignal auszuwählen, die von jeweils der ersten und der zweiten Verarbeitungskette zeitlich zuerst übertragen werden, vorausgesetzt, dass der Abstand zwischen dem Ortungssignal, das als zweites angekommen ist, und dem Ortungssignal, das als erstes angekommen ist, kleiner als ein vorgegebener Referenzabstand (D0) ist.
  17. Verfahren nach Anspruch 15, dadurch gekennzeichnet, dass es den Schritt des Erzeugens eines dritten Ortungssignals (SL3) aus dem ersten und dem zweiten Strom (I1, I2) mittels einer dritten Verarbeitungskette (80) aufweist; und dass das Erzeugen eines sicheren Ortungssignals (SLS) darin besteht, als sicheres Ortungssignal das zeitlich als zweites von den Ortungssignalen (SL1, SL2, SL3) angekommene Ortungssignal auszuwählen, die von jeweils der drei Verarbeitungsketten (30, 40, 80) zeitlich zuerst übertragen werden.
  18. Verfahren nach Anspruch 15, dadurch gekennzeichnet, dass das Erzeugen eines sicheren Ortungssignals darin besteht, als sicheres Ortungssignal (SLS) das zeitlich als zweites von den Ortungssignalen (SL1, SL2) angekommene Ortungssignal auszuwählen, die von jeweils den beiden Verarbeitungsketten (230, 240) zeitlich zuerst übertragen werden, vorausgesetzt, dass die Dauer zwischen den Übertragungszeiten des ersten und zweiten Signals kleiner als eine vorbestimmte Referenzdauer (T0) ist.
  19. Verfahren nach Anspruch 18, dadurch gekennzeichnet, dass das Verfahren ferner die Überprüfung mindestens einer zusätzlichen Bedingung aufweist, die das Erkennen eines Fehlers des analogen Teils (260) ermöglicht, der der ersten und zweiten Verarbeitungskette (230, 240) gemeinsam ist.
EP13709373.8A 2012-03-15 2013-03-05 Bordgestütztes system zur erzeugung eines stellsignals für ein schienenfahrzeug Active EP2825437B1 (de)

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FR1252327A FR2988064B1 (fr) 2012-03-15 2012-03-15 Systeme embarque de generation d'un signal de localisation d'un vehicule ferroviaire
PCT/EP2013/054408 WO2013135533A1 (fr) 2012-03-15 2013-03-05 Système embarqué de génération d'un signal de localisation d'un véhicule ferroviaire

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FR2988064A1 (fr) 2013-09-20
CN104302529A (zh) 2015-01-21
CN106080666A (zh) 2016-11-09
IN2014DN07939A (de) 2015-05-01
CN104302529B (zh) 2017-03-29
US20150025716A1 (en) 2015-01-22
CN106080667B (zh) 2018-01-26
CN106080667A (zh) 2016-11-09
SG11201405690QA (en) 2014-11-27
WO2013135533A1 (fr) 2013-09-19
SG10201607704YA (en) 2016-11-29
BR112014021516A2 (pt) 2017-06-20
KR102182528B1 (ko) 2020-11-24
FR2988064B1 (fr) 2014-04-18
US9663126B2 (en) 2017-05-30
CA2864625A1 (fr) 2013-09-19
EP2825437A1 (de) 2015-01-21
CN106080666B (zh) 2018-01-30
KR20150002607A (ko) 2015-01-07
BR112014021516B1 (pt) 2021-11-09

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