EP1824721B1 - Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant - Google Patents

Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant Download PDF

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Publication number
EP1824721B1
EP1824721B1 EP05796217A EP05796217A EP1824721B1 EP 1824721 B1 EP1824721 B1 EP 1824721B1 EP 05796217 A EP05796217 A EP 05796217A EP 05796217 A EP05796217 A EP 05796217A EP 1824721 B1 EP1824721 B1 EP 1824721B1
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EP
European Patent Office
Prior art keywords
data transmission
transmission unit
information
transmitted
code
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.)
Expired - Lifetime
Application number
EP05796217A
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German (de)
English (en)
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EP1824721A1 (fr
Inventor
Rolf Schmid
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Siemens Schweiz AG
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Siemens Schweiz AG
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Publication date
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Priority to EP05796217A priority Critical patent/EP1824721B1/fr
Publication of EP1824721A1 publication Critical patent/EP1824721A1/fr
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Publication of EP1824721B1 publication Critical patent/EP1824721B1/fr
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Classifications

    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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 a system for checking a data transmission unit for controlling a moving object, in particular a rail-bound vehicle.
  • punctual and / or linear data transmission units such as, for example, balises, transmission loops or leakage cables, are used to transmit information relevant to the operation of the vehicle to the vehicle.
  • This information transmitted to the vehicle includes, for example, a signal term displayed on the next light signal in the direction of travel.
  • a signal term displayed on the next light signal in the direction of travel may also result in compliance with predefined speed profiles, braking profiles or even emergency braking if the safety of this and / or other vehicle and the passengers and / or goods transported with it can not be guaranteed otherwise.
  • the train control information in the ETCS level 1 is called via the air interface A according to punctiform fixed data and / or transparent data transmission units transmitted to the ETCS / ERTMS specification.
  • the information transmitted with these balises is therefore of great importance in the As a result, module level security and data transfer procedures are generally subject to Level SIL 4 security levels (Security Integrity Level according to standards EN50159, EN50126 and EN50129 for secure connections).
  • Level SIL 4 security levels Security Integrity Level according to standards EN50159, EN50126 and EN50129 for secure connections.
  • the present invention is therefore based on the object, a method and a system for checking the correct function of a data transmission unit for controlling a moving object, in particular a rail vehicle, specify, with which a considerably simpler Procedure can be achieved as with the previous route inspection and the subsequent operational monitoring for the acceptance and function monitoring of (trackside) data transmission units.
  • the method and system allow immediate feedback of the transmitted information to verify the information actually sent.
  • the source of this readback information channel is thus generated "onboard" in the data transmission unit by a receive antenna similar to the transmit antenna.
  • the transmission at the data transmission unit can be made active or passive, because, for example, a reflection modulation would be possible.
  • a bitstream coder in the data transmission unit as the backward information channel (MD4 / MD5, CRC32, etc.)
  • MD4 / MD5, CRC32, etc. backward information channel
  • a sufficiently good security of the readback channel can be realized. This allows an automated, cost-effective acceptance of the data transmission unit taking into account the required personal safety and efficiency as well as a qualitative improvement of the system availability and error disclosure can be achieved.
  • the information to be transmitted from a signal box and / or a Control center be discontinued. Accordingly, the logical control unit can be assigned to the interlocking and / or the control center.
  • a complete test of the signal path can be achieved with SIL 4 level, when the received signals or the code is passed over the signal path in the opposite direction to the direction of the information to be transmitted.
  • the received signals or the code can be transmitted on a different from the information to be transmitted frequency.
  • the data transmission unit is controlled by a control unit, wherein by means of the control unit, a signal term is converted into a telegram for the data transmission unit and the received signals, preferably already on the data transmission unit, are converted into the code by means of a checksum method.
  • FIG. 1 shows a schematic representation of a system for train control by means of a balise B and a signal S. Both the balise B and the signal S represent a data signal output by a signal box STW signal concept.
  • LEU track-side control unit
  • a to the signal term associated Beautysentelegramm BT is transmitted to the Balise B and there transparent to the air interface (as already mentioned as interface "A" after ETCS / ERTMS defined ) transmitted to a not illustrated here rail vehicle.
  • the Balise B record this issued to the air interface A Balisentegram BT and send back via a return path RP in the form of a code obtained by a checksum method to the interlocking STW.
  • a T element T associated with the LEU which is designed as a bandpass filter and bandpass lock, separates the returned code from the forward-oriented balise telegram BT, so that the code can be sent, for example, directly to the T element T or after transmission via a universal process signal.
  • Interface for data and diagnosis UPS in the interlocking STW can be compared by a control unit KE with the originally transmitted signal term.
  • the logical control unit KE is indicated here by the stick figure and a separate data cable.
  • control unit KE can be implemented fully automatically by software and automatically generate an error telegram if the retransmitted code (for example according to MD4 / MD5, CRC32) does not match the signal concept originally issued by signal box STW.
  • the retransmitted code for example according to MD4 / MD5, CRC32
  • the control unit KE can be implemented fully automatically by software and automatically generate an error telegram if the retransmitted code (for example according to MD4 / MD5, CRC32) does not match the signal concept originally issued by signal box STW.
  • the retransmitted code for example according to MD4 / MD5, CRC32
  • FIG. 2 shows the with FIG. 1 comparable case of a control of the balise B via a modular control element MSTT.
  • This modular control part MSTT works in a similar way to the LEU, but unlike the LEU it is also able to process the code sent via the return path itself and send it back to the STW interlocking.
  • a schematic construction of an embodiment of the invention shows the balise B and the modular actuator MSTT.
  • the components used are explained on the basis of the signal path.
  • the modular control part MSTT receives a signal term SB from the signal box STW via an ISDN connection.
  • a processor CPU and a universal logic core ULK determines the modular control part MSTT associated with this signal term SB Beautysentelegramm BT and feeds this Balsentelegramm BT in the uplink direction via the balisen worne T-member T to a data transmitter DT, the Greysentelegramm BT by way of FSK (Frequency Shift Keying) modulation modulates to an analog amplifier AV passes.
  • the analog amplifier AV then sends the modulated Beautysentegram BT 'via a loop antenna / current loop A to the air interface "A".
  • This modulated Balisentegram BT is now by means of a second on the Balise B arranged antenna (loop), hereinafter called antenna sample AP, received and by means of a coder Coder in one after any Checksum method obtained code converted.
  • This code is also modulated by means of the coder to an analog or digital carrier signal whose frequency differs significantly from the frequency of the data signal of the balancing telegram BT (see. Fig. 4 ), so that the T-member T precludes a retroactivity of this code on the antenna A.
  • the code is then transmitted via the interface "C” and via another T-element T, which is arranged on the modular control part MSTT, back to the modular control part MSTT and transmitted from there again via the ISDN connection in the interlocking STW.
  • the automatable check now takes place as to whether the returned code corresponds to the signal signal SB originally set.
  • the T-gate T can also be omitted in those applications in which the received signal of the Beautyse B is known and can be recovered by a mathematical correlation function, as is known, for example, from echo cancellation in telecommunications.
  • FIG. 4 now shows a schematic representation of the frequency in the above signal paths.
  • the free frequency ranges are listed on which, for example, the code can be returned. Since the code, for example MD5 or CRC32, is only about 32 bits long, only low requirements are placed on the transmission rate of the return path RP, which physically corresponds to the telegram path TP (unlike the telegram path on which the 1024 bit long ETCS - balancing telegram BT has to be transmitted).
  • the signal for the power supply of the Balise B transmits on a frequency of 8.826 kHz.
  • the data signal of the Beautysentelegramms C transmits in a range of 232 kHz to about 1.3 MHz. For the returned code therefore remain comfortable areas free frequency spectrum FS.
  • the method and the system allow an immediate return of the sent Beautysentelegramms BT for checking in the interlocking STW.
  • the source of this readback information channel (return path RP) is thus generated "onboard" in the balise B by a receive antenna AP similar to the transmit antenna A.
  • the security of the return path RP can be realized.
  • an automatable cost-effective acceptance of the Transparent-Balise B can be achieved taking into account the required personal safety and efficiency as well as a qualitative improvement of the system availability and error disclosure in the Rolling Wheel operated network.
  • any type of communication units can be checked for release and monitored for correct operation in current traffic.
  • a route point for driving display cross sections on roads, in particular highways may be mentioned, in which not only the information controlling the traffic is displayed, but will also be transmitted to the vehicles in the future.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Detection And Prevention Of Errors In Transmission (AREA)
  • Automatic Analysis And Handling Materials Therefor (AREA)
  • Radar Systems Or Details Thereof (AREA)

Claims (12)

  1. Procédé de contrôle du fonctionnement d'une unité (B) de transmission de données pour commander un objet roulant notamment un véhicule ferroviaire, dans lequel:
    a) On émet par l'unité (B) de transmission de données une information (BT) à transmettre au véhicule et amenée par un trajet (TP) de signal;
    b) on prévoit un dispositif (AP) de réception qui est disposé dans l'unité (B) de transmission de données et qui est destiné à recevoir l'information (BT) à transmettre;
    c) on transmet sous la forme d'un code à une unité (KE) logique de contrôle les signaux reçus au moyen du dispositif (AP) de réception inchangés ou évalués au moyen d'un dispositif d'analyse (Coder);
    d) l'unité (KE) logique de contrôle compare l'information (BT) émise par l'unité (B) de transmission de données et les signaux reçus ou le code; et
    e) on détermine au moyen de la comparaison l'état de fonctionnement de l'unité (B) de transmission de données et/ou du trajet (TP) de signal.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on émet l'information (BT) à transmettre à partir d'un poste (STW) d'aiguillage ou d'une centrale technique de pilotage.
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé en ce que l'unité (KE) logique de contrôle est associée au poste (STW) d'aiguillage et/ou à la centrale technique de pilotage.
  4. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que l'on envoie les signaux reçus ou le code par le trajet (TP) de signal dans le sens contraire au sens de l'information (BT) à transmettre.
  5. Procédé suivant l'une des revendications 1 à 4,
    caractérisé en ce que l'on transmet les signaux reçus ou le code sur une fréquence s'écartant de l'information (BT) à transmettre.
  6. Procédé suivant l'une des revendications 1 à 5,
    caractérisé en ce que l'on commande l'unité (B) de transmission de données au moyen d'une unité (LEU,MSTT) de commande, en transformant, au moyen de l'unité (LEU,MSTT) de commande, un aspect (SB) de signal en un télégramme (BT) pour l'unité (B) de transmission de données et en transformant les signaux reçus en le code au moyen d'un procédé de sommation de contrôle.
  7. Système de contrôle du fonctionnement d'une unité (B) de transmission de données pour commander un objet roulant, notamment un véhicule ferroviaire, comprenant:
    a) une antenne (A) qui est associée à l'unité (B) de transmission de données et par laquelle une information (BT) à transmettre au véhicule et amenée par un trajet (TP) de signal peut être émise;
    b) un dispositif (AP) de réception, qui est associé à l'unité (B) de transmission de données et qui est destiné à recevoir l'information (BT) à transmettre;
    c) des moyens (Coder, T), de transmissions de données, par lesquels les signaux reçus au moyen du dispositif de réception peuvent être transmis, inchangés ou évalués au moyen d'un dispositif d'analyse, sous la forme d'un code à une unité (KE) logique de contrôle;
    d) l'unité (KE) logique de contrôle est telle que l'information (BT)à émettre par l'unité (B) de transmission de données et les signaux reçus ou le code peuvent être comparés;
    e)en ce que l'on peut déterminer au moyen de la comparaison l'état de fonctionnement de l'unité (B) de transmission de données et/ou du trajet (TP) de signal.
  8. Système suivant la revendication 7,
    caractérisé en ce qu'il
    est prévu un poste (STW) d'aiguillage et/ ou une centrale de technique de pilotage qui envoie l'information (SB) à transmettre à une unité (LEU, MSTT) de commande, commandant l'unité (B) de transmission de données.
  9. Système suivant la revendication 7 ou 8,
    caractérisé en ce que
    l'unité (KE) logique de contrôle est associée au poste (STW) d'aiguillages et/ou à la centrale technique de pilotage.
  10. Système suivant l'une des revendications 7 à 9,
    caractérisé en ce qu'il
    est prévu des moyens (Coder,T) de transmission, qui acheminent les signaux reçus ou le code par le trajet (TP) de signal dans le sens contraire au sens des informations (BT) à transmettre.
  11. Système suivant les revendications 7 à 10,
    caractérisé en ce que
    les moyens de transmissions transmettent les signaux reçus ou le code sur une fréquence s'écartant de l'information à transmettre.
  12. Système suivant l'une des revendications 7 à 11,
    caractérisé en ce que
    l'unité (B) de transmission de données est commandée au moyen d'une unité (LEU,MSTT) de commande, un aspect (SB) de signal étant transformé au moyen de l'unité (LEU, MSTT) de commande, en un télégramme (BT) pour l'unité (B) de transmission de données et les signaux reçus étant transformés en le code au moyen d'un codeur (Coder) disposé dans l'unité de transmission de données, de préférence suivant un procédé par sommation de contrôle.
EP05796217A 2004-11-25 2005-10-25 Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant Expired - Lifetime EP1824721B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP05796217A EP1824721B1 (fr) 2004-11-25 2005-10-25 Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP04027960A EP1661784A1 (fr) 2004-11-25 2004-11-25 Méthode et système pour surveiller le fonctionnement d'une unité de transmission de données contrôlant un objet mobile
PCT/EP2005/011407 WO2006056284A1 (fr) 2004-11-25 2005-10-25 Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant
EP05796217A EP1824721B1 (fr) 2004-11-25 2005-10-25 Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant

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Publication Number Publication Date
EP1824721A1 EP1824721A1 (fr) 2007-08-29
EP1824721B1 true EP1824721B1 (fr) 2008-03-05

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EP04027960A Withdrawn EP1661784A1 (fr) 2004-11-25 2004-11-25 Méthode et système pour surveiller le fonctionnement d'une unité de transmission de données contrôlant un objet mobile
EP05796217A Expired - Lifetime EP1824721B1 (fr) 2004-11-25 2005-10-25 Procede et systeme pour controler une unite de transmission de donnees servant a commander un objet roulant

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EP (2) EP1661784A1 (fr)
CN (1) CN101065283B (fr)
AT (1) ATE388072T1 (fr)
AU (1) AU2005309079B2 (fr)
DE (1) DE502005003148D1 (fr)
DK (1) DK1824721T3 (fr)
ES (1) ES2301065T3 (fr)
WO (1) WO2006056284A1 (fr)

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EP2450253A1 (fr) * 2010-11-08 2012-05-09 Siemens Schweiz AG Procédé de qualification d'un câble de données pour données de signalisation ETCS
CN102307148B (zh) * 2011-09-22 2014-04-02 北京铁路信号有限公司 一种确定应答器报文误码率的方法
CN102857366B (zh) * 2012-06-08 2015-02-18 北京和利时系统工程有限公司 一种用于高速铁路应答器信息透明传输的轨旁电子装置
CN102984054B (zh) * 2012-11-19 2015-06-24 北京交大思诺科技有限公司 应答器车载查询器专用报文发送设备及报文发送方法
DE102013209307A1 (de) 2013-05-21 2014-11-27 Siemens Aktiengesellschaft Verfahren zum Betreiben eines automatischen Zugbeeinflussungssystems und automatisches Zugbeeinflussungssystem
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EP3228519B1 (fr) 2016-04-04 2021-09-01 Thales Management & Services Deutschland GmbH Procédé de sécurisation de supervision de l'intégrité de train et utilisation d'unités embarquées d'un système de protection de train automatique pour l'intégrité de la supervision de train
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CN1051045C (zh) * 1994-03-04 2000-04-05 黄金富 列车运行参数实时连续检测方法及其系统
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Publication number Publication date
DK1824721T3 (da) 2008-06-30
WO2006056284A1 (fr) 2006-06-01
CN101065283B (zh) 2011-01-12
AU2005309079B2 (en) 2009-04-23
EP1824721A1 (fr) 2007-08-29
EP1661784A1 (fr) 2006-05-31
DE502005003148D1 (de) 2008-04-17
ES2301065T3 (es) 2008-06-16
CN101065283A (zh) 2007-10-31
ATE388072T1 (de) 2008-03-15
AU2005309079A1 (en) 2006-06-01

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