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EP3608201B1 - Procédé et dispositif de simulation d'un trajet d'un véhicule moteur - Google Patents

Procédé et dispositif de simulation d'un trajet d'un véhicule moteur Download PDF

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Publication number
EP3608201B1
EP3608201B1 EP19184211.1A EP19184211A EP3608201B1 EP 3608201 B1 EP3608201 B1 EP 3608201B1 EP 19184211 A EP19184211 A EP 19184211A EP 3608201 B1 EP3608201 B1 EP 3608201B1
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EP
European Patent Office
Prior art keywords
vehicle
simulated
traction
traction vehicle
travel
Prior art date
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EP19184211.1A
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German (de)
English (en)
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EP3608201A1 (fr
Inventor
Jens Bertrand
Ralf Karschunke
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Igt Inbetriebnahmegesellschaft Transporttechnik Mbh
Original Assignee
Igt Inbetriebnahmegesellschaft Transporttechnik Mbh
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Priority to PL19184211T priority Critical patent/PL3608201T3/pl
Publication of EP3608201A1 publication Critical patent/EP3608201A1/fr
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Classifications

    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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]
    • 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
    • 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

Definitions

  • the invention relates to a method for simulating a route run by a traction vehicle on a track section equipped with a train control system, the traction vehicle having an internal vehicle device for train control that can interact accordingly with a track-side train control system of the track route for the simulated route run for the purpose of train control.
  • the invention also relates to a device for this purpose.
  • Train control systems for rail vehicles are systems that monitor the movement of a train along a track in order to avoid accidents.
  • this also includes vehicle-side systems that interact with track-side systems in such a way that the train can travel safely on the route.
  • a traction vehicle can monitor the maximum permissible speed and, if necessary, brake it automatically or prevent it from entering a section that has not been released by means of an automated emergency brake.
  • a problem here is the fact that different track sections each have a different level of equipment, which can be very different depending on the type of trains running on the respective track section.
  • the state of equipment differs considerably from country to country, so that cross-border train traffic is only possible to a limited extent or not at all, depending on the state of equipment of the train control systems in the respective country.
  • ETCS Level 2 provides for the trains to receive appropriate driving permits via a GSM radio interface in order to be allowed to drive into a corresponding section of the route (also known as a block section), with the position of the vehicle on the route using balises, which are laid on the track side in the track bed.
  • the receiving module (BTM: Balise Transmission Module) receives a telegram from the balise containing, for example, a mileage or a link to another balise. Based on this telegram, the traction vehicle can thus determine its own position on the route, with the position determination between two balises taking place with the aid of odometry data.
  • the position and direction of the traction vehicle which were determined independently by the traction vehicle, are then sent via the GSM radio interface to a central line control center (RBC: Radio Block Center), which is connected to the interlocking and in particular has information about vacant and occupied Has route sections.
  • the route control center can now generate a driving license based on the position and direction of the traction vehicle, which, for example, contains the permission to drive into a route section or prohibits driving on a route section, with this driving permit then being transmitted back to the traction vehicle by radio via GSM.
  • the vehicle-side infrastructure ie the ETCS vehicle equipment or also in short vehicle equipment (OBU: Onboard Unit) can now control the entry into a block section accordingly on the basis of the position and the received driving permit.
  • a radio interface is used in particular, which is designed for at least several 100 m, such as a cellular network.
  • a radio interface is used in particular, which is designed for at least several 100 m, such as a cellular network.
  • the GSM cellular network established itself, which is used for communication in ETCS despite more extensive and improved cellular radio standards.
  • a major problem with the commissioning of traction vehicles in an ETCS level 2 is the approval of such a traction vehicle for general use. Because every route is a specific operating environment, which means that each traction vehicle must be approved on the corresponding concrete ETCS route. Vehicles that are permitted on one ETCS route are not automatically permitted on another ETCS route.
  • the EP 3 326 888 A1 discloses a test device in order to be able to test individual functions of a rail vehicle, such as, for example, the pantograph. The testing of the individual functions of the rail vehicle takes place independently of a real journey.
  • the US 2017/0369085 A1 finally discloses a simulation system in which a rail vehicle is supplied with correspondingly simulated data during real travel.
  • the rail vehicle must be on a test drive, which means that route resources are occupied.
  • the object is achieved according to the invention with the method according to claim 1 and the device according to claim 12.
  • a method for simulating a route travel of a traction vehicle on a train control system is provided Proposed track route, wherein the traction vehicle has an internal vehicle device for train control, which can interact accordingly with a track-side train control system of the track of the simulated route for the purpose of train control.
  • the traction vehicle actually does not move on a track during the simulation of the route travel, but rather stands still, with the vehicle-side infrastructure of the traction vehicle, i.e. the internal vehicle equipment, cooperating or working with a track-side infrastructure of a train control system that is to be simulated can interact in order to be able to influence the traction vehicle accordingly during a journey.
  • a route travel is simulated or simulated for the traction vehicle in order to be able to test the vehicle-side infrastructure systems installed in the traction vehicle for the train control.
  • movement information is first provided to the locomotive for this purpose in order to simulate a movement of the locomotive for the vehicle device.
  • a movement can also be 0 or such movement information that can also contain speed information can also contain a speed of 0, which corresponds, for example, to the state after a fully executed emergency braking on a block section that has not been released.
  • At least one, preferably several, traction vehicle-related messages are generated by the internal vehicle equipment of the traction vehicle and transmitted wirelessly to a simulated line control center.
  • the generation of at least one such traction vehicle-related message can take place as a function of the simulated movement of the traction vehicle by providing simulated movement information, whereby the movement on the track is simulated.
  • the generation of such traction vehicle-related messages is in particular in accordance with the movement information provided, whereby an actually real track section can be simulated.
  • the locomotive-related messages are consequently generated in the same way as they would be generated by the locomotive in a real route travel on a real track.
  • the motor vehicle-related messages generated by the motor vehicle are transmitted wirelessly to a simulated route control center prepared for the simulation, from where they are received there.
  • the simulated route control center now generates at least one driving control-related message as a function of the transmitted traction vehicle-related message and transmits this driving control-related message likewise wirelessly to the traction vehicle.
  • travel control-related messages With the help of such travel control-related messages, the journey of a traction vehicle on a track is influenced, so that a simulated train control is generated by the simulated route control center.
  • the traction vehicle now receives this cruise control-related message transmitted wirelessly by the simulated route control center with the aid of an antenna installed on the vehicle, the internal vehicle equipment of the traction vehicle influencing a simulated vehicle-side reaction depending on the received cruise control-related message.
  • the internal vehicle equipment of the traction vehicle controls the simulated movement of the traction vehicle, which is simulated based on the provided movement information, as a function of the traffic control-related messages, as if the traction vehicle were actually moving on the corresponding track section receive the relevant information from the line control center.
  • the simulated route control center simulates real route sections accordingly, so that a route travel on an actually existing track route is simulated for the motor vehicle.
  • the special features of the actually existing track are mapped in the entire simulation environment and simulated for the test vehicle so that the traction vehicle can be tested in relation to the real existing track.
  • the positions of the infrastructure systems installed on the track side such as balises, radio beacons and the like, which are simulated accurately in position for the locomotive.
  • the path already covered can be determined and, depending on this, a corresponding trackside infrastructure can be presented to the locomotive, for example in the form of a balise telegram.
  • the positions and distances of the individual block sections, the information on the maximum or minimum permitted speed, the slow driving positions, and the angle of inclination can also be stored in the simulation environment in the exact position and determined from the simulated vehicle depending on the distance covered most recent information can be simulated.
  • the simulated movement information can contain speed information, acceleration information and / or travel direction information.
  • the movement information can be provided directly to the hardware of the vehicle equipment of the traction vehicle, so that a corresponding movement is simulated for the entire vehicle equipment.
  • This can be done, for example, by the fact that the intended for motion detection Pulse generator of the motor vehicle can be connected to a simulation device designed for simulation, the simulation device then activating the pulse generator of the motor vehicle accordingly in such a way that they detect a movement which is then detected by the vehicle equipment or the motor vehicle.
  • the entire traction vehicle including the on-board infrastructure is placed in a simulation mode in which manual control inputs in the driver's cab are not converted into a movement of the traction vehicle and instead simulated movement information is provided to the vehicle equipment.
  • a simulation mode no movements of the vehicle are generated in the case of manual control information, but merely simulated to the vehicle device that the traction vehicle is moving with the corresponding movement information based on the manual control inputs.
  • At least one, but preferably mostly several, position information of the traction vehicle is simulated in order to simulate the traction vehicle that it is actually traveling on a corresponding track section.
  • This position information can be simulated via a variety of channels that are available to the traction vehicle, with the simulation of these position information in particular being consistent with the movement information provided, whereby an actually real track section can be simulated. It is therefore advantageous if the simulated position information is generated as a function of the simulated movement information of the traction vehicle that is provided to the traction vehicle and is simulated for the traction vehicle.
  • the traction vehicle can now record and process such a simulated position information through the vehicle-side infrastructure of the train control system and then transmit it to the simulated route control center as a traction vehicle-related message, where it is further processed there.
  • the simulated line control center it is a system that does not receive the position information transmitted by the locomotive for the purpose of influencing trains on a real or real track section.
  • the simulated route control center can now generate one or more simulated travel authorizations as cruise control-related messages, which can contain, for example, information on the maximum speed of the route section, angle of inclination, slow driving and / or entry permits in the block section.
  • This drive authorization generated in this way is then transmitted wirelessly to the traction vehicle as a trip control-related message and received by the traction vehicle, which is still stationary and not moving, with the aid of its on-board infrastructure for train control. This can be, for example, as will be shown later, a GSM antenna.
  • a simulated train completeness of the traction vehicle is detected by the internal vehicle device and transmitted as a traction vehicle-related message to the simulated route control center, the simulated route control center generating a travel control-related message depending on the received simulated train completeness of the traction vehicle and transmitting it to the traction vehicle.
  • an antenna under the traction vehicle for example in the form of a programmable balise, which can transmit balise telegrams to the traction vehicle for influencing the train.
  • the antenna is designed in such a way that it can be controlled by the simulation device and then sends out the desired balise telegram.
  • fixed data balises can also be simulated in addition to transparent data balises.
  • the traction vehicle more precisely the on-board infrastructure (BTM) provided for this purpose, now receives the balise telegram sent by the antenna, the vehicle device further controlling the simulated movement of the traction vehicle as a function of the at least one received balise telegram.
  • the antenna is used to transmit a balise telegram for train control to the traction vehicle, which is received by the on-board infrastructure for train control, with a simulated position information on the simulated track section then being generated or recorded based on the received balise telegram .
  • a discrete position locating of the traction vehicle can be carried out on a track, which can be simulated accordingly with the help of the antenna used in the simulation process.
  • the point in time at which the balise telegram is sent can take place as a function of the movement information provided, so that the traction vehicle then receives a balise telegram exactly as if it were traveling at the specified speed on the actual track.
  • the traction vehicle-related message generated by the traction vehicle (e.g. detected position information), which is merely simulated, and the cruise control-related message sent out by the simulated route control center (e.g. simulated driving authorization) are transmitted via GSM, the simulation device being a GSM for this purpose Device that has a low transmission and reception strength, since this transmission and reception unit is located in the immediate vicinity of the traction vehicle.
  • the motor vehicle sends the motor vehicle-related messages via GSM, which is then received by the GSM module of the simulation device and correspondingly transmitted to the simulated line control center.
  • the cruise control-related messages generated by the simulated route control center are then also transmitted to the traction vehicle with the aid of the GSM module of the simulation device, the traction vehicle having an on-board GSM infrastructure for sending and receiving, with which it can send and receive GSM radio signals.
  • the simulated driving authorization is then received by the traction vehicle via this route and transmitted to the internal vehicle equipment.
  • the simulated route control center can generate a cruise control-related message (for example a simulated drive authorization) as a function of transmitted data from a real, a virtual or an emulated ETCS route control center (RBC).
  • a cruise control-related message for example a simulated drive authorization
  • RBC ETCS route control center
  • a real route control center it is conceivable that all of the data generated in the simulation of the traction vehicle are transmitted to the actual route control center, whereupon the latter then generates a trip-related message.
  • a real route control center maps a completely virtual route control center in a corresponding test mode or simulation mode, which can be accessed in order to be able to pick up the corresponding data for the simulation.
  • the line control center is simply emulated in the simplest case, whereby it is reproduced for the simulation purposes.
  • the transmission of the travel control-related messages from the simulated route control center to the traction vehicle and / or the transmission of the traction vehicle-related messages from the traction vehicle to the simulated route control center is encrypted, with both the simulated route control center and the traction vehicle having a corresponding key for decryption is known.
  • the encryption takes place as a function of the transmitted data from a real, virtual or emulated key management center (KMC), and that it is also used in real operation of an ETCS route.
  • KMC real, virtual or emulated key management center
  • the method known under the term Euroradio provides an encrypted GSM radio connection between the locomotive and the line control center, with the key management being carried out by the key management center (KMC: Key Management Center).
  • the simulation device for simulating route travel of a traction vehicle according to claim 12, the simulation device being set up to carry out the above-mentioned method.
  • the simulation device has in particular at least one antenna for sending out balise telegrams, an odometry module for providing simulated movement information to the vehicle device of the locomotive, a route control center module for simulating a route control center and / or a GSM transmission module for the transmission of cruise control-related messages and / or for the reception of train-related messages.
  • the simulation device has a simulation module that carries out a simulation method and processes the corresponding data and controls the individual modules in such a way that they simulate the movement of the locomotive on an ETCS track section.
  • Figure 1 shows a locomotive 1 which has a driver's cab 2 in which, as shown, a vehicle driver 3 is located.
  • the motor vehicle 1 is at a standstill and does not move and will not move for the simulation and the test either.
  • the traction vehicle 1 also has an ETCS onboard unit (OBU), which is referred to below as the vehicle device.
  • OBU ETCS onboard unit
  • this vehicle device 4 is in signal connection with a GSM antenna of the motor vehicle 1 in order to be able to receive and transmit GSM radio signals.
  • the vehicle device 4 is connected to a balise receiver 6, or also BTM (Balise Transmission Module), in order to be able to receive balise telegrams from a balise 7 which is installed on the track side.
  • the ETCS vehicle device 4 is connected to the control and display systems of the driver's cab 2 of the motor vehicle 1 in order to be able to display the corresponding information to the vehicle driver 3.
  • a simulation device 10 is now provided in order to be able to simulate a corresponding route travel on an ETCS track route to the motor vehicle 1.
  • the simulation device 10 is connected to an antenna 7 for simulating a balise installed on the track side in such a way that a desired balise telegram can be transmitted by activating the antenna.
  • a balise telegram sent in this way by the antenna 7 can be correspondingly received by the balise receiver 6 (BTM).
  • a GSM module 11 is provided which is designed to transmit and receive GSM radio signals from or to the motor vehicle 1.
  • travel authorizations can be transmitted to the traction vehicle as travel control-related messages via GSM or position information as Traction vehicle-related messages which the traction vehicle 1 has sent out are finally received in the simulation device 10 via the GSM module 11.
  • the simulation device 10 has an odometry module 12, which is connected to the odometry pulse generators of the motor vehicle 1 in such a way that a corresponding movement can be simulated for the motor vehicle 1 or the vehicle device 4.
  • the GSM module 11, the odometry module 12 and the balise module 13 are controlled by a simulation module 14 in the form of a computing unit in such a way that the motor vehicle can simulate a corresponding route travel on an ETCS track.
  • the simulation module is preferably connected to a route control center module 15, which specifically provides corresponding route-specific data to the simulation module 14 based on the information, which data can then be output to the corresponding modules 11, 12 and 13.
  • Precise infrastructure data such as inclination, location of the balises and all other necessary and required information can be provided to the simulation module 14 by the route control center module 15.
  • a predetermined speed is simulated for the vehicle 1 on the basis of the predetermined movement information from the odometry module 12.
  • the balise module 13 transmits a balise telegram to determine the position, which is then received by the balise reception module 6 on the traction vehicle 1. Based on this received balise telegram, the location on the track can be virtually recorded and thus simulated.
  • the position information recorded in this way independently by the motor vehicle 1 is now transmitted via the GSM antenna 5 via a GSM radio channel as a motor vehicle-related message sent out and then received by the GSM module 11 of the simulation device 10.
  • the simulation module 14 Based on this, the simulation module 14 generates a simulated journey authorization as a journey control-related message, in that the corresponding data of the specific route are determined with the aid of the route control center module 15.
  • This travel authorization is then transmitted via the GSM module 11 to the GSM antenna 5 of the traction vehicle 1 as a cruise control-related message, which can contain both dynamic and static information on the route.
  • the ETCS vehicle device 4 receives this simulated travel authorization sent out via GSM as a cruise control-related message, the traction vehicle then generating vehicle-side reactions such as optical or acoustic displays, accelerations or decelerations based on the detected position, the simulated movement and the travel authorization received (in the simulation ) and thus influences the vehicle's reaction.
  • vehicle-side reactions such as optical or acoustic displays, accelerations or decelerations based on the detected position, the simulated movement and the travel authorization received (in the simulation ) and thus influences the vehicle's reaction.
  • the locomotive 1 would initiate an emergency braking action by the control of the ETCS vehicle device 4. Driving into a block section that has not been released can be tested in the same way.
  • train completeness messages can also be transmitted to the simulated line control center, as is provided for in ETCS Level 3.
  • the simulation device 10 is thus designed in particular in such a way that it can send out all cruise control-related messages defined by the ETCS standard. These messages are defined in Chapter 8.5 for communication from the line control center to the vehicle, with an excerpt from subset 026-8 being shown as possible cruise control-related messages. Mes. Id.
  • the message with ID 2 concerns the already mentioned issue of a driving license by the route control center to the vehicle.
  • the already mentioned position report of the vehicle is here the message with the ID 136.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (13)

  1. Procédé de simulation d'un itinéraire d'un véhicule moteur (1) sur une voie ferrée équipée d'un système de contrôle de trains, le véhicule moteur (1) étant un véhicule moteur réel et ayant un équipement embarqué interne (4) destiné au contrôle de trains et capable de coopérer, en vue du contrôle de trains, en correspondance avec un système de contrôle de trains côté voie de la voie ferrée de l'itinéraire simulé, le procédé comprenant les étapes suivantes sans que le véhicule moteur (1) se déplace réellement sur la voie ferrée :
    - fournir des informations de mouvement simulées de l'équipement embarqué (4) du véhicule moteur (1), afin de simuler un mouvement du véhicule ;
    - générer au moins un message relatif au véhicule moteur par l'équipement embarqué interne (4) du véhicule moteur (1), et transmettre sans fil le message relatif au véhicule moteur à un poste central de commande (15) simulé ;
    - générer au moins un message relatif à la régulation de conduite par le poste central de commande (15) simulé, en fonction du message transmis relatif au véhicule moteur, et transmettre sans fil le message relatif à la régulation de conduite au véhicule moteur (1),
    - l'équipement embarqué interne (4) du véhicule moteur (1) influençant une réaction simulée côté véhicule en fonction du message reçu relatif à la régulation de conduite.
  2. Procédé selon la revendication 1,
    caractérisé en ce que les informations de mouvement simulées comprennent des informations de vitesse, des informations d'accélération et/ou des informations de direction de déplacement.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce qu'une information de position simulée du véhicule moteur (1) est détectée par l'équipement embarqué interne (4) du véhicule moteur (1) et est transmise comme message relatif au véhicule moteur au poste central de commande (15) simulé, le poste central de commande (15) simulé générant une autorisation de circulation simulée en fonction de l'information de position simulée reçue du véhicule moteur (1) et la transmettant comme message relatif à la régulation de conduite au véhicule moteur (1).
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'une intégralité de train simulée du véhicule moteur (1) est détectée par l'équipement embarqué interne (4) et est transmise comme message relatif au véhicule moteur au poste central de commande (15) simulé, le poste central de commande (15) simulé générant un message relatif à la régulation de conduite en fonction de l'intégralité de train simulée reçue du véhicule moteur (1) et le transmettant au véhicule moteur (1).
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que le véhicule moteur (1) est mis dans un mode de simulation dans lequel les entrées de commande manuelles par un conducteur (3) du véhicule moteur ne sont pas converties en un mouvement du véhicule moteur (1), et, à la place de celles-ci, des informations de mouvement simulées de l'équipement embarqué (4) sont fournies.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'un ou plusieurs télégrammes de balise pour le contrôle de trains sont transmis au véhicule moteur (1) au moyen d'une antenne (7) prévue sous le véhicule moteur (1), l'équipement embarqué (4) influençant en outre la réaction simulée côté véhicule du véhicule moteur (1) en fonction dudit au moins un télégramme de balise reçu.
  7. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'un ou plusieurs télégrammes de balise pour le contrôle de trains sont transmis au véhicule moteur (1) au moyen d'une antenne (7) prévue sous le véhicule moteur (1), l'équipement embarqué interne (4) générant une indication de position simulée du véhicule moteur (1) sur la voie ferrée simulée, en fonction dudit au moins un télégramme de balise reçu.
  8. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que les messages simulés relatifs à la régulation de conduite sont transmis du poste central de commande simulé au véhicule moteur (1) via GSM, le véhicule moteur (1) recevant les messages simulés relatifs à la régulation de conduite au moyen d'une antenne GSM (5) côté véhicule, et/ou en ce que
    les messages simulés relatifs au véhicule moteur du véhicule moteur (1) sont transmis au poste central de commande simulé via GSM, le véhicule moteur (1) transmettant les messages simulés relatifs au véhicule moteur au moyen d'une antenne GSM (5) côté véhicule.
  9. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que le poste central de commande simulé génère un message relatif à la régulation de conduite en outre en fonction des données transmises d'un poste central de commande (RBC) réel, virtuel ou émulé de l'ETCS.
  10. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que la transmission des messages relatifs au véhicule moteur et/ou des messages relatifs à la régulation de conduite est cryptée.
  11. Procédé selon la revendication 10,
    caractérisé en ce que le cryptage est effectué en fonction des données transmises d'un poste central de gestion de clés (KMC) réel, virtuel ou émulé.
  12. Dispositif de simulation (10) pour la simulation d'un itinéraire d'un véhicule moteur (1) sur une voie ferrée équipée d'un système de contrôle de trains, le véhicule moteur (1) étant un véhicule moteur réel et comprenant un équipement embarqué interne (4) pour le contrôle de trains, qui coopère en correspondance avec le système de contrôle de trains de la voie ferrée de l'itinéraire simulé, en vue du contrôle de trains,
    dans lequel le dispositif de simulation (10) est conçu pour
    - fournir des informations de mouvement simulées de l'équipement embarqué (4) du véhicule moteur (1), afin de simuler un mouvement du véhicule ;
    - recevoir au moins un message relatif au véhicule moteur généré par l'équipement embarqué interne (4) du véhicule moteur (1) et transmis à un poste central de commande simulé du dispositif de simulation, et
    - générer au moins un message relatif à la régulation de conduite par le poste central de commande simulé, en fonction du message transmis relatif au véhicule moteur, et le transmettre sans fil au véhicule moteur, afin d'influencer une réaction simulée côté véhicule de l'équipement embarqué interne (4) du véhicule moteur (1) en fonction du message reçu relatif à la régulation de conduite.
  13. Dispositif de simulation (10) selon la revendication 12,
    caractérisé en ce que le dispositif présente une antenne (7) pour émettre des télégrammes de balise, un module d'odométrie (12) pour fournir des informations de mouvement simulées à l'équipement embarqué interne (4) du véhicule moteur (1), un module de poste central de commande (15) pour simuler un poste central de commande et/ou un module de transmission GSM (11) pour transmettre des messages relatifs à la régulation de conduite et/ou pour recevoir des messages relatifs au véhicule moteur, et un module de simulation (14) pour mettre en œuvre un procédé de simulation.
EP19184211.1A 2018-07-12 2019-07-03 Procédé et dispositif de simulation d'un trajet d'un véhicule moteur Active EP3608201B1 (fr)

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PL19184211T PL3608201T3 (pl) 2018-07-12 2019-07-03 Sposób i urządzenie do symulacji jazdy po odcinku pojazdu trakcyjnego

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DE102018116919.1A DE102018116919B3 (de) 2018-07-12 2018-07-12 Verfahren und Vorrichtung zum Simulieren einer Streckenfahrt eines Triebfahrzeuges

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EP3608201A1 EP3608201A1 (fr) 2020-02-12
EP3608201B1 true EP3608201B1 (fr) 2021-04-14

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EP4087766B1 (fr) * 2020-01-10 2023-12-27 Siemens Mobility GmbH Arrangement pour tester les fonctionnalités etcs niveau 2 dans le transport ferroviaire
CN112208587B (zh) * 2020-09-24 2022-06-28 交控科技股份有限公司 一种用于cbtc非信号系统的模拟系统及模拟方法
EP4101726B1 (fr) * 2021-06-11 2023-12-27 Siemens Mobility AG Système d'essai de l'ordre et de transfert correctes des balises et/ou des télégrammes en boucle destinés à une unité embarquée d'un véhicule
CN113879363B (zh) * 2021-10-19 2023-10-17 中铁三局集团有限公司 一种基于铁路通信的作业调动指导方法及系统
DE102022120635A1 (de) * 2022-08-16 2024-02-22 Thales Management & Services Deutschland Gmbh ATO/ATP-System für Schienenfahrzeuge
DE102023202189A1 (de) * 2023-03-10 2024-09-12 Siemens Mobility GmbH Verfahren und System zur Ermittlung von Fahrparametern eines Schienenfahrzeugs
DE102024101638A1 (de) * 2024-01-19 2025-07-24 Hitachi Rail Gts Deutschland Gmbh Testvorrichtung zum Testen einer Komponente eines Zugbeeinflussungssystems, Testanordnung und Trainingssimulationsstand

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DE102014226910A1 (de) 2014-12-23 2016-06-23 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Ausführung eines Testvorgangs betreffend ein Schienenfahrzeug
US9873443B2 (en) * 2016-06-22 2018-01-23 Xorail, LLC System, method, and apparatus for testing a train management system on a road-rail vehicle
GB2556891A (en) * 2016-11-23 2018-06-13 Bombardier Transp Gmbh Test device for and method of testing interoperability of railway vehicles

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