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SATLOC – state of the art. Satellite based operation and management of local low traffic lines. George Barbu – Union Internationale des Chemins de Fer. Results after tests in the railway environment. Accuracy: 4-6 m;
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SATLOC – state of the art
George Barbu – Union Internationale des Chemins de Fer
Satellite based operation and management of local low traffic lines
The essential questions for signaling:
Where is my train?Which speed?Which time?
ETCS principle: balise-referenced position
EGNOS and the future GALILEO are civil systems, operated by civilians andunder civil political control. They are designed specifically for civil use andsatisfy requirements that emerged from consultations with many different usergroups. Railways have included their requirements in the HLD - MRD
Results after tests in the railway environment
• Accuracy: 4-6 m; <1m with augmentation; 2-5 cm with RTK or LRK techniques
• Coverage: total is possible with sensors, but accuracy degrades on long dark zones
• Integrity: 2,5.10^-7, but in railways this maybe not always sufficient for the highest integrity applications
• Perror<10^-9 is possible with additional sensors (e.g. Route Map)
• Aim: proof of evidence that GNSS based absolute train location and speed determination is compliant with requirements for signaling and with train control functions (ETCS)
• Objectives:– Live demonstration on LTL of train control, full speed supervision,
traffic control and traffic management based on GNSS – concrete technical solution based on industry supply
– Proof of feasibility of using carrier independent communication (use of public networks @ marginal cost)
– Full specifications of Concept, ORS, FRS, ARS, SRS and methodology for validation and certification
– Reference methodology for performance and safety (until SIL4) assessment of GNSS based absolute positioning
– Economic evaluation, proof of concept export on any railway line– Migration strategy to ETCS: GNSS-based train end localization (train
integrity) level 3 with full interoperability with ERTMS Regional
Aim and objectives
High innovation – close loop controlAccreditation of innovatation change of mentality
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PVT (n) Expected (x;y) at n+1
PVT(n+1)
Matches (ἐ) xy(n+1)
ContinueAssessed
Route map data
Non-assessed
Wait α cyclesExceed αwarning
Active MAL XY
Calculate dynamic speed profile and SBIP, then EBIP
Train data
Matches calculated
data
Train PVT (n)
assessed
Route map static line profile
continue
Warning then EB order
Train and TCC control reciprocally- Train sends each 5 s PVT- TCC real time emulates the train run
under the MA data- Train OBC executes the MA- If MA execution fails, TCC sends EB
High operational safety is enabled by this reciprocal control when both OBC and TCC are qualified at minimum SIL 2
Advantage: low cost on highest operational safety
SATLOC reference architecture
DMITIU
GNSS odometryKERNEL
RADIO INTERFACE (EURORADIO)RFID position
check onboard
RBC + traffic control centerTCC-RBC
Euroradio
Traffic controller interface
Simplified interlocking / LC
TCC-RBC
RFID Tags
EDOR Data:VPN over UMTS (3G..)
Voice CAB radio 3G…
Route map
Route map
Brake & traction
Trackside
Results @ date
• All specifications are concluded – available on the UIC SATLOC extranet and on the EC/GSA project site
• Technical design of the pilot line is ended• Three equipment sets are completely provided• Software products are validated• Two running trains are fully equipped
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Results @ date
• Test specifications are elaborated and agreed with the user and the CFR Safety Authority and Notified Body – full flexibility for safe adapted use is available
• TCC (RBC) center in Zarnesti is operational• The train – TCC mobile data and voice connections are operational:
- Via VPN-Secured link for data transmission in GPRS 3G / 4G coverage is also available (full IP, VPN based on the SEC-IP-VPN protocols in the VODAFONE Network – second provider OTENET is prepared for full availability)
- - Voice over other channels (normal 3G/4G) in a different VPN for secure availability of transmission
• Real scale tests with running trains have successfully ended• Validation, certification and commissioning are ongoing
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TCC operational equipment
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Route map – place of virtual balises – equipment with spring switches – example
stations Rasnov and Cristian
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Successful introduction of the new technology in the railway safety needs accreditation of new mode of thinking, demonstration of operational safety, innovation, convincing demonstration of concept and lifting of technical and mentality barriers.
You are welcome to SEE that it works