Proceedings 2002/2003 - IRSE

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