Proceedings 2002/2003 - IRSE

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44 EUROCAB AND THE DRIVER MMI – AN INTRODUCTION TO THE TECHNOLOGY STM National System FFFIS Train FIS TIU EUROBALIKE EUROLOOP EURO- RADIO Radio infill unit FFFIS (FFFIS) (FIS) Interlocking and LEU Control Centre Kernel MMI BTM LTM EURORADIO FFFIS FFFIS Driver FIS Jur. ETCS Recording Onboard FIS FFFIS GSM- Mobile GSMfixed network EURORADIO RBC 1 FIS Figure 1 – ERTMS/ETCS System Architecture • Juridical Recording Downloading Tool – interface for authorities to download stored information. • STM (Specific Transmission Module) – interface to modules of heritage systems. • Eurobalise (BTM – Balise Transmission System) air gap interface. • Euroloop (LTM – Loop Transmission Module) air gap interface. • Euroradio interface to the GSM-R mobile. The TIU and the DMI interface are only specified as functional interfaces, ie it is up to the manufacturer to design the physical interface as long as the logical requirements are met. As already mentioned, a set of informative documents exists for the DMI, specifying the ergonomic interface between the ERTMS/ETCS onboard subsystem and the driver (see Table 1). Although they are not prescribed in law, they are often seen as quasi-standards. Created by CENELEC Working Group WGA9D, these documents specify the ergonomic arrangement of the information on the DMI display, the symbols used, the audible information and the data entry procedure. FIS JRU Downloading Tool FFFIS Odometry FIS RBC 2 ETCS Trackside FIS FIS Key Management Centre Besides specifying the system architecture, the SRS also describes the functionality of the system. The functionality, the details of which will not be described here, is roughly comparable to high-end ATC systems like the German system LZB 80. It is scalable from an overlay spot transmission system (ETCS Level 1), via a continuous transmission system (Level 2) to a sophisticated stand-alone system (Level 3). Compared to older systems, the onboard system includes more functionality, eg calculation of braking curves and other performance-demanding features. THE SIEMENS SOLUTION FOR AN ETCS SUBSYSTEM On the basis of the above-mentioned specifications Siemens has developed an ERTMS/ ETCS onboard equipment. It consists of a European Vital Computer (EVC) which can be integrated in the most flexible way into a vehicle, and which can utilise peripherals such as wheel sensors, DMIs, radar sensors etc in a similarly flexible way. The goal was to develop an EVC with minimum space requirements integrating as much functionality as possible (eg Eurobalise BTM functionality, option to integrate Euroloop functionality and STM interface). The onboard equipment will be simply upgradeable to Level 2, and will be fully-compliant with the specifications mentioned above. Figure 2 shows a photograph of a Level 1 EVC. It consists of only one 19” rack measuring 438mm x 135mm x 320mm. All cable connections are via the front side. The EVC itself is EMC shielded, so it can be mounted in a cabinet with a “dirty” environment. The power consumption is below 120W, so no ventilation is necessary normally. The equipment is designed to meet EN 50155 and SIL 4. The vital computer is based on hardware synchronised as a 2-out-of-2 computer. If redundancy is needed it will be realised in a 2 * 2v2 architecture. The vital computer is based on the SIMIS architecture – well proven in several safe implementations including onboard applications. The equipment shown contains a power supply, the vital computer core, and several peripheral interfaces including direct safe I/Os, MVB and optional Profibus STM connections. Odometry, Figure 2 – Photograph of Siemens ERTMS/ETCS Level 1 equipment
EUROCAB AND THE DRIVER MMI – AN INTRODUCTION TO THE TECHNOLOGY 45 Eurobalise and Euroloop (optional) transmission module functionality is included. The DMI is connected via MVB. This system can be easily upgraded by a Euroradio module (via serial connection) in a second rack. Ample space is available in this to integrate peripheral modules such as GSM-R mobile or a juridical recorder, which is not available in the EVC. DRIVER MACHINE INTERFACES DMIs are displays mounted in the driver’s desk. They are available from several suppliers, such as Deuta and Pixy. For ERTMS/ETCS suppliers, these modules are normally peripheral units which will be connected to the EVC by the communications bus (MVB in the case of Siemens ERTMS/ETCS equipment). Figure 3 shows an example of an ETCS display, from Deuta. It includes an LCD display with a 10.4” display area. Input is either via softwareprogrammable keys at the edge of the display or via a touch-sensitive display. The mechanical design is rugged to allow operation on railway vehicles, and flat to allow integration in the driver’s desk. The display contains its own computer, normally a rugged industrial PC, to handle the graphics. Temperature management, to prevent the display from becoming defective as a result of exceeding its temperature limit, and brightness control are stateof-the-art. Displays are not vital components, and safety of operation must be established by proper procedures. For individual safety-relevant inputs and outputs, it may be necessary to provide separate direct safe switches and indications. The availability of displays is very important, and so it seems desirable to provide redundant MMIs. This is normally possible on modern railway vehicles, which have other displays for other, less important applications. Figure 3 – Example of a DMI (Deuta) INTEGRATING ERTMS/ETCS ONBOARD EQUIPMENT INTO VEHICLES As well as conforming with the ERTMS/ETCS specifications, onboard equipment must be integrated into a specific vehicle and must comply with the additional specific requirements of the train operator (which must not offend against the interoperability requirements). To illustrate what this means, two examples will be presented. The first example is the implementation of Siemens ERTMS/ETCS Level 1 equipment on a Class 1116 locomotive of Austrian Railways (ÖBB). These are existing locomotives fitted with LZB/Indusi and the Hungarian EVM system. They have a Multifunction Vehicle Bus (MVB) which connects the ATC system to its peripherals (eg man machine interface, juridical recorder) and to other systems (eg ATO – automatic train operation). The ERTMS/ETCS equipment has to be integrated into this existing structure. Figure 4 shows how this will be done. For the ERTMS/ETCS system, the EVC will be integrated into an existing cabinet. Fortunately, due to the minimal space requirements of the EVC, the space available allows this. New peripherals for ETCS are the Eurobalise antenna (to be mounted under the body of the locomotive), two radar sensors (to be mounted below the body, the second one being necessary in case of high slip and slide percentages) and two wheel sensors. As axle ends are limited, multi-channel wheel sensors are used, free channels feeding the EVM odometry as well. Optionally the ETCS Level 1 equipment can be upgraded to Level 2, in which case a Euroradio module and GSM-R onboard equipment have to be added. The ERTMS/ETCS is integrated into the MVB architecture. It connects the DMI (also used by LZB), the diagnosis MMI (which serves as a standby for the DMI), some separate switches which have to be connected in a safe manner, the juridical recorder (shared between the systems), and train-related systems. An additional safe indication of system working (LMÜ/ETCS) is a national requirement, and is realised as a direct output. Similarly the isolation switch is realised at the EVC, as a direct switch. The brake is connected directly (via a brake loop for the vigilance system Sifa) and redundantly via the MVB. The second example is the ATC solution for the AVE S102 trains (Talgo 350) to be manufactured by Talgo/Bombardier for operation at 350 km/h on the new Madrid–Lleida line in Spain. These new trains will be fitted with ERTMS/ETCS Level 2 (including GSM-R), LZB and ASFA. A Siemens-led consortium will integrate the systems. The system architecture is depicted in Figure 5. The most demanding issue for these trains is the outstanding availability requirement. For the ERTMS/ETCS system this leads to an architecture with complete redundancy. The onboard computer is realised as a 2 * 2v2 computer, and all peripherals (except for the juridical recorder) are implemented in a fully redundant way. As in the first example, the MVB serves as a communication backbone between EVC, DMI, diagnosis MMIs and train operating
Page 1 and 2: Proceedings 2002 - 2003
Page 3 and 4: The Institution of Railway Signal E
Page 5 and 6: Contents Contents ……………
Page 7 and 8: 5 PETER STANLEY BSc CEng FIEE FIRSE
Page 9 and 10: OFFICERS AND COUNCIL 7 Photo: Colin
Page 11 and 12: 9 Institution Announcements (The pr
Page 13 and 14: INSTITUTION ANNOUNCEMENTS 11 Head O
Page 15 and 16: 13 Institution Awards PRESIDENT’S
Page 17 and 18: OBITUARIES 15 overseen the conversi
Page 19 and 20: 17 Annual Dinner and Dance The Inst
Page 21 and 22: 19 The Institution of Railway Signa
Page 23 and 24: PRESIDENTIAL ADDRESS 21 in terms of
Page 25 and 26: PRESIDENTIAL ADDRESS 23 technical l
Page 27 and 28: EUROBALISE TRANSMISSION SYSTEM, A T
Page 33 and 34: Company Announcement Bridgen Enterp
Page 35 and 36: EURORADIO AND THE RBC 33 another wh
Page 37 and 38: EURORADIO AND THE RBC 35 communicat
Page 39 and 40: EURORADIO AND THE RBC 37 PLAINTEXT
Page 41 and 42: EURORADIO AND THE RBC 39 4.7 DISCON
Page 43 and 44: EURORADIO AND THE RBC 41 would be a
Page 45: EUROCAB AND THE DRIVER MMI - AN INT
Page 49 and 50: EUROCAB AND THE DRIVER MMI - AN INT
Page 51 and 52: 49 Technical Meeting of the Institu
Page 53 and 54: SIGNALLING CONTROL CENTRES TODAY AN
Page 65 and 66: 63 Migration to ERTMS on Existing L
Page 67 and 68: MIGRATION TO ERTMS ON EXISTING LINE
Page 75 and 76: CTRL SIGNALLING AND COMMUNICATIONS
Page 87 and 88: INTERNATIONAL CONVENTION 85 RIC lev
Page 89 and 90: INTERNATIONAL CONVENTION 87 case se
Page 91 and 92: INTERNATIONAL CONVENTION 89 the sys
Page 93 and 94: INTERNATIONAL CONVENTION 91 Connect
Page 95 and 96: NINETIETH ANNUAL REPORT 93 see the
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NINETIETH ANNUAL REPORT 95 THE INST
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NINETIETH ANNUAL REPORT 97 THE INST
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NINETIETH ANNUAL REPORT 99 Accounts
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NINETIETH ANNUAL REPORT 101 Adminis
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NINETIETH ANNUAL REPORT 103 Vice-Pr
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NINETIETH ANNUAL REPORT 105 There a
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NINETIETH ANNUAL REPORT 107 Fabbian
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NINETIETH ANNUAL GENERAL MEETING 10
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112 Sydney Hosts 2002 Convention Fo
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114 SYDNEY HOSTS 2002 CONVENTION
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116 SYDNEY HOSTS 2002 CONVENTION Co
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118 Much Better Engineer Signal Eng
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120 2002 Examination Results Anothe
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THIS SPACE COULD BE WORKING FOR YOU
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124 AUSTRALASIAN SECTION dangerous
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126 AUSTRALASIAN SECTION to address
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128 CHAIRMAN’S REPORT Midland & N
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130 SCOTTISH SECTION He drew compar
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132 SOUTHERN AFRICAN SECTION at Spo
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134 WESTERN SECTION Scotland. (Atte
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136 YORK SECTION The October meetin
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138 Younger Members’ Section The
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140 The Editor would like to thank
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Railway Signalling… A Science or
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