ERTMS for Subset-026 for Baseline 2 and 3 and CTCS Test and Validation Services
Test and Validation Services
For several years , Multitel has been offering its services to the railway sector under various forms. Within the framework of the ERTMS validation, we offer the following services:
ERTMS Equipments Validation
Our laboratory respects the architecture the UNISIG Subset – 094 and allows the validation of industrial onboard equipments (EVC/ATP) in accordance with the SRS 2.3.0d (including the CR of the version 1.2.0 of the Subset-108). And Multitel is the first laboratory to test a baseline 3 EVC equipment following SRS 3.4.0 and SRS 3.6.0.
Our Test Services are:
- EVC Test (Subset-076 & Subset-094 ) MRL-EVC-TC-BL2, MRL-EVC-TC-BL3
- RBC Test (Subset-RBC) MRL-RBC-TC
- EVC & RBC & IXL System Level Tests: MRL-SLT-TC
- Eurobalise/BTM (Subset-085 and Subset-116): MRL-EBL-TC, MRL-BTM-TC, MRL-INT-SS116.
In our laboratory, we simulate and/or emulate the functioning of multiple trains and complex tracks in complete test sequences. Our ERTMS experts have solid experience in EVC/ATP level 1 and 2 validation. We can edit new sequences tailored for current standard test as well create new tests, such as performance tests and the inclusion of level 3 tests.
Multitel has developed several simulations of ERTMS systems and subsystems for baseline 2 and 3. An ETCS Level 2 Trackside Simulator is used to generate the signals for the communications between the EVC and the RBC.
Multitel can convert project data (including gradients, signaling and others) into a laboratory track representation where simulated or industrial onboard units can be used to validate the track implementations, operational rules and SRS conformity. This service is very useful to reduce the cost of track validation, as most of the problems can be detected in the much cheaper laboratory environment. Moreover, it is necessary to mention that some tests that can be performed in the laboratory are simply not possible to perform in the real track.
We develop and optimize information fusion methods in direct response to industry needs in terms of safety, precision and availability. Our algorithms are especially designed to meet the strict safety requirements demanded by critical applications such as train positioning and railway navigation. Their objective is then to determine accurately the speeds and positions of the trains, and to quantify and minimize the risk of accidents. In particular, they exploit the robustness of interval arithmetic to fuse the information provided by the different odometric sensors (e.g. wheel sensors, radars, accelerometers, GPS receivers).
Our Approach (an extra advantage):
- Extensive Detailed Reporting:our laboratory provides direct hardware interface to onboard units, allowing fast integration of ERTMS constituents equipment. All interfaces are recorded and decoded. These include (ODO) odometry, (TIU) Train Interface Unit, GSM-R, BTM (Eurobalise air gap sniffing and Eurobalise message signal reproduction), LTM (Euroloop interface), DMI (Driver Machine Interface), JRU (Juridical Recording Unit) data and maintenance interfaces (non standard interfaces). All these interfaces are decoded and analyzed. The communication interaction and protocol stack that produced the error is identified and a detailed error report is produced.
- Event Only Database:all the data recorded in simulations, involving or not real ERTMS constituents are transformed into data base entries. This is also applicable to DMI (Driver Machine Interface) events that are extracted by 3D cameras and automatically recognized by DEM (DMI Event Manager) tool. The image recognition performed by the DEM tool of the MultiRailLab helps the ERTMS experts to save the time consuming needed to search for events in DMI video recordings.
- ERTMS Common Format:all ERTMS interfaces constituent logs are converted to a common format. This reduces the cost of analysis tools, but also allows the simulation and validation of infrastructures with tracks provided by multiple industries in a single and consistent way. This is valid for the track side as well as for the onboard side, where for example the DMI and JRU data are converted to a common format prior to the SRS conformity analysis.
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