Proceedings 2002/2003 - IRSE

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46 EUROCAB AND THE DRIVER MMI – AN INTRODUCTION TO THE TECHNOLOGY Cab1 ETCS Display Switches (via KLIP) Diagnostic Display Juridical Recorder Train Control ATO X X Cab2 LM O/ETCS MVB Antenna Antenna LZB80 Indusi ETCS L1 / / Klip Station X X X Isolation Switch Isolation Switch Euro Radio GSM-R Data EVM Ballse antenna Option: Upgrade to Level 2 Emergency Brake (via Sifa loop) Isolation Switch Antennas & Sensors n n Brake Sifa n INDUSI LZB-Antennas Wheel sensors *2 2’ Radar 2 Wheel sensors Figure 4 – Onboard architecture of Class 1116 locomotive ETCS-DMI Diagnosis MMI Train Control ATO JR national Switches Profibus (FFFIS STM) train bus (MVB) KLIP LMÜ EVC L1/L2 + nat. Add Ons 4 LZB- STM JR ETCS ASFA Antenna WSens Radar Antennae Antenna Bremse Train infrastructure LZB ETCS Figure 5 – ATC Architecture on AVE S 102 trains
EUROCAB AND THE DRIVER MMI – AN INTRODUCTION TO THE TECHNOLOGY 47 systems. The LZB system is realised as an STM in full compliance with the STM specifications (taking into account changes which are already in the change control process). ASFA is implemented as a separate system, only controlled by ETCS via a 4- wire digital connection. In this example too a need for direct safe switches and indications arises from national requirements. Concluding the two examples, it becomes clear that integration of ERTMS/ETCS equipment is by no means a simple issue. Space limitations, the nature of other infrastructure on the train or a locomotive (be it a new one or an existing one) and additional national requirements all have to be taken into consideration. CONCLUSION The ERTMS/ETCS standards are expected to be finalised at the beginning of next year, and ERTMS/ETCS onboard equipment is becoming available at the same time. During 2003 tests in various pilot projects will be finished, and the first commercial projects will be completed. Thus the equipment will be validated and certified, ready for utilisation in commercial projects. It has been shown that state-of-the-art onboard equipment is already now available – a Siemens EVC with minimum space requirements, scalable for all ERTMS/ETCS applications. Peripheral units such as radar sensors and DMIs are available that are fully compliant with ERTMS/ETCS requirements. However, it has also been shown that meeting national requirements and integrating ERTMS/ETCS onboard equipment into the environment of a locomotive or train are not simple tasks. REFERENCES 1 Directive 96/48 EG of the European Council on the interoperability of the trans-European high-speed railway system. Official Journal of the European Community No. L235 of 17th September 1996, p.6 et seq. 2 2002/731/EC: Commission Decision of 30th May 2002 concerning the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Council Directive 96/48/EC. Official Journal L 245, 12/09/2002 p.0037-0142 3 Directive 2001/16/EC of the European Parliament and the Council of 19th March 2001 on the interoperability of the trans-European conventional rail system. Official Journal of the European Community No. L110 of 20.04.2001, p.1-27 4 ERTMS ETCS SRS, version 2.0.0, 22nd December 1999, UNISIG reference SUBSET-026 5 ERTMS ETCS SRS, version 2.2.2, 1st February 2002, UNISIG reference SUBSET-026. Discussion The discussion was opened by C H Porter (IRSE) who wanted to know why the MMI was given a SIL of zero. He also wondered how much of the MMI display was specified and questioned the requirement for STMs. C Frerichs explained that the MMI was based around an industrial PC that did not provide any system safety. Provision of a “safe” MMI would have resulted in an increase in price of this component. The information displayed on the MMI was based on a “quasi-standard” produced by the CENELEC Working Group WGA9D. He confirmed that no interest had been shown in developing STMs. P Wiltshire (CENELEC SC9XA Committee) stated that the “quasi-standard” referred to was only a working draft that will probably become a CENELEC Technical Specification. P Bassett (AEA Technology) commented that train drivers were regarded as having a SIL of 2! He also asked if the speaker was aware of the Harmonisation of European Operating Rules project. C Frerichs responded that he was unaware of the SIL for a train driver. He stated that the Harmonisation of European Operating Rules project had been superseded by the ERTMS Users Group that had produced draft operating rules to allow for ETCS implementation. P Bassett (AEA Technology) observed that with implementation of ETCS Level 2, it should be possible for a human to operate in a controlled basis in two languages and different planes of operation. C Frerichs agreed that this was a solution. P Vandermark (Driver First Great Western) wanted to know what information would be displayed on the MMI and if it would allow the train to be driven safely. C Frerichs stated that display information included speedometer, planning area, brake information and a text message area. This will allow a train driver to drive safely. P Bassett (AEA Technology) further explained that the biggest change for a UK train driver would be that the system regularises the information presented and the actions required. K Molt (Thales) noted that it was difficult to install equipment in legacy rolling stock and wondered if there were any plans to integrate the MMI with existing in-cab systems. C Frerichs replied that there were no plans to integrate existing systems within the MMI. D Woodland (Bechtel) asked how the dual 2v2 computers are arranged. C Frerichs explained that both computers are running with one on-line, the second “shadow” running.
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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
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Page 35 and 36: EURORADIO AND THE RBC 33 another wh
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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 and 46: EUROCAB AND THE DRIVER MMI - AN INT
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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
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Page 91 and 92: INTERNATIONAL CONVENTION 89 the sys
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Page 97 and 98: 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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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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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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Proceedings 2002/2003 - IRSE

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