EP3753803B1 - Procédé et unité d'odométrie destinés aux essais d'une version de logiciel d'odométrie etcs - Google Patents

Procédé et unité d'odométrie destinés aux essais d'une version de logiciel d'odométrie etcs Download PDF

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Publication number
EP3753803B1
EP3753803B1 EP19181179.3A EP19181179A EP3753803B1 EP 3753803 B1 EP3753803 B1 EP 3753803B1 EP 19181179 A EP19181179 A EP 19181179A EP 3753803 B1 EP3753803 B1 EP 3753803B1
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EP
European Patent Office
Prior art keywords
odometry
unit
etcs
secure computing
computing unit
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EP19181179.3A
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German (de)
English (en)
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EP3753803A1 (fr
Inventor
Andreas Böhler
Patrick Brunner
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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    • 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
    • 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
    • B61L25/026—Relative localisation, e.g. using odometer
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to a method and an odometry unit for testing an odometry software version for an ETCS computer on a vehicle driving an ETCS route with an ETCS vehicle device according to the independent patent claims.
  • ETCS European Train Control System
  • ETCS is intended to replace the large number of train protection systems used in the various countries, to be used in high-speed traffic in the medium term and to be implemented in all European rail traffic in the long term.
  • odometry (cf. https://de.wikipedia.org/wiki/Odometrie (ETCS) ) stands for the process of measuring the movement of a train along a track. This process is used to measure speed and distance.
  • the odometry software installed and executable on the secure computing unit EVC is relevant to safety.
  • This odometry software is also subject to changes, adjustments and extensions. Extensive tests and approvals are required before a new version of odometry software can be used in railway operations.
  • the tests are carried out on the one hand in the laboratory and on the other hand for individual vehicles on a special test track (e.g. those of the test and validation center Wegberg-Wildenrath PCW), in this context the document is referred to BRAUN J ET AL: "With ETCS "active" across Germany", SIGNAL UND WIRE: SIGNALLING & DATACOMMUNICATION, EURAILPRESS, DE, Vol. 102, No. 5, 1 May 2010 (2010-05-01), pages 39-42, XP001553054,ISSN: 0037-4997 referred.
  • the odometry unit to be created should also be able to be used to record the data of an ETCS on-board device that actually occurs during rail operations, without the functionality of the monitoring ETCS device being affected or even impaired.
  • the method according to the invention for testing an odometry software version for an ETCS vehicle device of a vehicle traveling on an ETCS route is distinguished by the features according to which:
  • figure 1 shows a significantly simplified block diagram for connecting an odometry unit 1 to a monitoring ETCS vehicle device 3.
  • the ETCS vehicle device 3 contains: A beacon antenna 44, two radars 45.1 and 45.2 and two distance encoders 46.1 and 46.2 are arranged in the underfloor of the vehicle.
  • the radars 45.1 and 45.2 measure the speed of a train using the Doppler effect.
  • the radars 45.1 and 45.2 and the distance encoders 46.1 and 46.2 are routed to a connection box 43, which in turn is connected to the secure computing unit 36.
  • the locating receiver 31 is connected to a secure recording unit (JRU Juridical Recording Unit) via an amplifier—that is, a GPS amplifier 33.
  • This secure recording unit JRU is used to record the safety-relevant data, which can be analyzed later, for example after an accident. Instead of the term recording unit, the term digital tachograph is also used. Further connections to this secure recording unit JRU, which is arranged remotely and securely in the vehicle, are not shown.
  • the reference number 40 designates the interface 40 to this recording unit JRU and not the recording unit JRU itself.
  • the GPS receiver is powered by the recording unit JRU. In this embodiment, the specific technology is called GPS.
  • the present exemplary embodiment and the invention are technology-neutral in this regard and are also referred to as GNSS, ie GNSS antenna 31, GNSS receiver 31 or locating receiver.
  • a decoupling box 42 is provided for the connection of the aforementioned connection cable 53, which is connected via a connection cassette 43 to the sensors 45.1, 45.2, 46.1, 46.2 on the underside of the vehicle. As well the decoupling box 42 is connected to the secure computing unit 36. In the decoupling box 42, the required signals are split between the secure computing unit 36 and the odometry unit 1.
  • Signals that are not relevant to the odometry unit 1 are passed through to the secure computing unit 36 on a 1:1 basis.
  • Relevant signals from the distance encoders 46.1 / 46.2 and the radars 45.1 / 45.2 are decoupled in a reaction-free manner via optocouplers built into the decoupling box 42.
  • the aforesaid decoupling is also required on the odometry unit 1 side.
  • a converter 12 is provided for this purpose.
  • a differential transmission method is used for the unidirectional transmission from the ETCS vehicle device 3 to the odometry unit 1 because external electromagnetic errors are unavoidable, particularly on a locomotive.
  • the normal useful signal is transmitted on a first line (wire) and the inverted useful signal on a second line (wire) of exactly the same length.
  • the receiving side - that is, in the converter 12 - the difference between the two signals is formed and the original useful signal is thus converted back again. If a disturbance acts on the twisted wires, this disturbance occurs on both lines and therefore occurs identically in both signals ⁇ common mode. In the subsequent level difference formation at a differential amplifier as a component of the converter 12, this in-phase interference signal is eliminated and the undisturbed signal is thus restored. This ensures a high level of immunity to interference from electromagnetic fields.
  • An odometry software version to be tested is loaded and executable in the secure computing unit 16 .
  • the odometry software version to be tested processes the data coming from the ETCS vehicle device 3 (called signals above to describe the technical process of transmission), which, as described above, are fed to this secure computing unit 16 without any reaction via the decoupling box 42 and the converter 12. Additional software components are loaded on the secure computing unit 36 of the ETCS vehicle equipment and are executed accordingly, while generally only one odometry software version to be tested is loaded and executable on the secure computing unit 16 of the odometry unit 1 .
  • a program runs on the non-safe computing unit 15 and stores the data generated by the safe computing unit 16 (for example a speed specification for the driver's cab signaling) in a non-volatile memory.
  • the non-volatile memory can be designed as a plug-in memory module. The data stored in this way can later be analyzed offline to verify the correct functioning of the odometry software version to be tested.
  • a connecting cable 52 between the secure computing unit 36 and the decoupling box 42 is secured with a cable gland 49 with strain relief. This applies analogously to the odometry unit 1 and the connecting cable 14 and the cable gland 19 with strain relief.
  • a cable 53 with corresponding sockets 48/18 and plugs 47/17 is provided between the ETCS vehicle device 3 and the odometry unit 1.
  • a typical cable length of the Cable 53 is 5 to 10m. This ensures that the odometry unit 1 is arranged outside the driver's cab, for example also in the passenger compartment of a control car.
  • the odometry unit 1 is preferably supplied with energy from a power supply with a battery 10 and associated converter and controller 11 .
  • the decoupling box 42 can easily be installed in an ETCS vehicle device 3 with correspondingly shortened connector cables.
  • the structural design is preferably provided in the same way as for the ETCS vehicle device 1 in order to be able to use identical assemblies for the computing units 35/15 or 36/16, for example.
  • the housing of the odometry unit 1 is therefore preferably a 19-inch standard rack with an oscillating frame and 12 height units HU.
  • the 19" FRONT-LOAD container from DIGIPACK Kappeler can be used for this purpose.
  • the 19" devices are operated from the front.
  • the swing frame guarantees a high level of protection for the built-in components. All additional components such as the batteries can therefore be installed in 19" rack drawers.
  • a 3U drawer can be used for the control of the power supply, namely a 2U drawer for accessories such as cables, converters and an optional charger.
  • the odometry unit 1 is also referred to as the odometry case 1.
  • the structural and design measures mentioned above ensure that the odometry unit 1 can be brought into a vehicle by personnel using muscle power.
  • a portable odometry unit 1 is thus created and can therefore be used universally for all traction vehicles and all control cars of a railway company.
  • a “safe navigation receiver” 2 can be connected to the odometry unit 1 , which, to put it in a technology-neutral way, has a “GNSS sensor” 23 with an integrated “inertial measurement unit” IMU 23 .
  • This "Inertial Measurement Unit” essentially consists of an acceleration sensor that is used to detect movement.
  • a GPS antenna / GNSS antenna / locating receiver 21 is additionally attached to the vehicle roof with a magnet, or the GPS antenna / GNSS antenna 31 of the ETCS vehicle device 3 is connected to the "GNSS sensor” 23 via a splitter 34 of the ETCS vehicle device 3 .
  • This «Inertial Measurement Unit» is to bridge short-term GNSS/GPS reception gaps in order to be able to measure the movement of the vehicle. It can be switched on optionally via switch 22.
  • the "GNSS Sensor” calculates, compares, monitors and checks the speed and position for plausibility. The information is transferred to the secure computing unit 16 of the odometry unit 1 via a serial interface.
  • the speed and position of the vehicle are checked for plausibility by the “GNSS sensor” 23 with the integrated acceleration sensor 23, which can be connected to the odometry unit 1.
  • the determination of the speed and position of the train is based on the location information originating from the GNSS receiver 21 and the acceleration values originating from the acceleration sensor 23 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (14)

  1. Procédé pour le test d'une version de logiciel d'odométrie pour un équipement de véhicule ETCS (3) d'un véhicule circulant sur une ligne ETCS, dans lequel l'équipement de véhicule ETCS (3) comporte au moins
    - un calculateur ETCS (36) avec une version de logiciel d'odométrie agréée,
    - un affichage de poste de conduite (37),
    - des dispositifs de mesure de trajet (46.1, 46.2) et
    - des radars (45.1, 45.2) pour la mesure de vitesse ; caractérisé par les étapes de procédé,
    - fourniture d'une unité d'odométrie (1) contenant
    - une unité de calcul sécurisée (16) avec la version de logiciel d'odométrie destinée à être testée
    et contenant
    - une unité de calcul non sécurisée (15) ;
    - communication sans effet rétroactif de données provenant des dispositifs de mesure de trajet (46.1, 46.2) et des radars (45.1, 45.2) à l'unité d'odométrie (1) ;
    - traitement des données provenant des dispositifs de mesure de trajet (46.1, 46.2) et des radars (45.1, 45.2) par l'unité de calcul sécurisée (16) ;
    - enregistrement des données provenant de dispositifs de mesure de trajet (46.1, 46.2) et de radars (45.1, 45.2) et des données engendrées par l'unité de calcul sécurisée (16) dans l'unité de calcul non sécurisée (15) de l'unité d'odométrie (1).
  2. Procédé selon la revendication 1,
    caractérisé en ce que,
    pour la communication sans effet rétroactif, il est prévu dans l'équipement de véhicule ETCS (3) une boîte de découplage (42) dans laquelle lesdites données déterminées pour le calculateur ETCS (36) et l'unité de calcul sécurisée (16) sont découplées, dans lequel la boîte de découplage (42) contient à cette fin un optocoupleur.
  3. Procédé selon la revendication 1 ou la revendication 2,
    caractérisé en ce que,
    pour la communication sans effet rétroactif, un procédé de transmission différentiel est utilisé afin d'atteindre une immunité contre des influences perturbatrices électromagnétiques.
  4. Procédé selon la revendication 3,
    caractérisé en ce que
    dans l'unité d'odométrie (1) est contenu un convertisseur (12), lequel comprend un amplificateur différentiel afin d'éliminer des signaux perturbateurs en phase.
  5. Procédé selon l'une des revendications 1 à 4,
    caractérisé en ce que
    l'unité d'odométrie (1) comprend une alimentation électrique (10, 11) indépendante de l'équipement de véhicule ETCS (3), laquelle comporte une batterie (10) et une commande (11).
  6. Procédé selon l'une des revendications 1 à 5,
    caractérisé en ce que
    seule la version de logiciel d'odométrie destinée à être testée est stockée et exécutable sur l'unité de calcul sécurisée (16) de l'unité d'odométrie (1).
  7. Procédé selon l'une des revendications 1 à 6,
    caractérisé en ce que,
    pour la plausibilisation de la vitesse et de la position du véhicule, un détecteur GNSS (23) avec un capteur d'accélération intégré (23) est connectable à l'unité d'odométrie (1), dans lequel la détermination de la vitesse et de la position du train est fondée sur les informations de localisation provenant d'un récepteur GNSS (21) et les valeurs d'accélération provenant du capteur d'accélération (23).
  8. Procédé selon l'une des revendications 1 à 7,
    caractérisé en ce que
    l'unité d'odométrie (1) est reliée par un câble (53) à l'équipement de véhicule ETCS (3) et est disposée en dehors du poste de conduite.
  9. Procédé selon l'une des revendications 1 à 8,
    caractérisé en ce que
    dans l'étape de procédé d'enregistrement des données provenant de dispositifs de mesure de trajet (46.1, 46.2) et de radars (45.1, 45.2) et des données engendrées par l'unité de calcul sécurisée (16) sont archivées dans un module mémoire enfichable de l'unité de calcul non sécurisée (15).
  10. Unité d'odométrie (1) pour la mise en œuvre du procédé pour le test d'une version de logiciel d'odométrie pour un équipement de véhicule ETCS (3) d'un véhicule circulant sur une ligne ETCS selon l'une des revendications 1 à 9,
    caractérisée en ce que
    l'unité d'odométrie (1) contient au moins :
    - une unité de calcul sécurisée (16) avec une version de logiciel d'odométrie destinée à être testée
    - une unité de calcul non sécurisée (15),
    des données étant communicables sans effet rétroactif par l'équipement de véhicule ETCS (3) à l'unité d'odométrie (1) et l'unité d'odométrie (1) comprenant à cette fin un convertisseur (12).
  11. Unité d'odométrie (1) selon la revendication 10,
    caractérisée en ce que
    une alimentation électrique indépendante (10, 11) est incorporée.
  12. Unité d'odométrie (1) selon la revendication 10 ou la revendication 11,
    caractérisée en ce que
    l'unité d'odométrie (1) est conçue sous la forme d'un rack standard de 19 pouces et est portable.
  13. Unité d'odométrie (1) selon l'une des revendications 10 à 12, caractérisée en ce que
    l'unité d'odométrie (1) comprend une interface (23) vers un détecteur GNSS (21) facultatif.
  14. Unité d'odométrie (1) selon l'une des revendications 10 à 13, caractérisée en ce que
    à l'unité de calcul non sécurisée (15) est associé un module mémoire enfichable dans lequel sont enregistrées les données communiquées et les données engendrées par l'unité de calcul sécurisée (16).
EP19181179.3A 2019-06-19 2019-06-19 Procédé et unité d'odométrie destinés aux essais d'une version de logiciel d'odométrie etcs Active EP3753803B1 (fr)

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EP19181179.3A EP3753803B1 (fr) 2019-06-19 2019-06-19 Procédé et unité d'odométrie destinés aux essais d'une version de logiciel d'odométrie etcs

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EP19181179.3A EP3753803B1 (fr) 2019-06-19 2019-06-19 Procédé et unité d'odométrie destinés aux essais d'une version de logiciel d'odométrie etcs

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EP3753803A1 EP3753803A1 (fr) 2020-12-23
EP3753803B1 true EP3753803B1 (fr) 2023-07-26

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Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016215315A1 (de) 2016-08-17 2018-02-22 Siemens Aktiengesellschaft Verfahren zum Betreiben eines ETCS (European Train Control System)-Bahnfahrzeugs mit einer GSM-R-Kommunikationsanordnung und ETCS (European Train Control System)-Bahnfahrzeug mit einer GSM-R-Kommunikationsanordnung
DE102017212953A1 (de) * 2017-07-27 2018-08-16 Siemens Aktiengesellschaft Ermittlung von odometrischen Daten eines Schienenfahrzeugs mit Hilfe stationärer Sensoren

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