intermittent and continuous ATP 101119 - irse.nl

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espectively. This system is mainly based on transmission of target values ratherthan speeds. Therefore, any mixture of train classes can be handled by this system.The individual train characteristics are known on board and the speed calculation isdone on board based on the target values from trackside and the traincharacteristics. A more detailed description of the LZB system is contained in chapter0.In the 1980s and 1990s a number of research programs such as ASTREE andDIBMOF investigated the use of continuous systems be based on radio transmission.The experience gained was used in the ERTMS projects following the decision by theparticipating railways to select GSM-R as their future standard for all train radioapplications. The specifications developed in the Eirene project have subsequentlybeen mandated through EU legislation as the European standard.In radio based systems, transponders containing i.a. position reference data haveto be provided to support the on board odometry. In rail based continuoustransmission ATP/ATC systems this functionality was not needed, or deduced fromsuch things as the sectioning of the track circuits or crossings of the loop cable. In amoving block system, the train positioning has to be especially accurate. Acombination of various sensors such as radar, tachogenerator and accelerometerhas to be used and/or positioning transponders have to be laid out in rather shortdistances. The physical separation of transmission channels of both tracks of a linealso has to be replaced by information through transponders. This requires a highnumber of transponders, which again requires cost effective solutions and favoursthe passive fixed transponder solution.17
Train-borne System Architecture andInterfacesThis chapter reuses text taken from the IRSE Competence Guidance for Train-borneTrain Control Systems , IRSE, 2009 [26]Although there are many different types of train control systems that make use oftrain- borne subsystems, their system architectures tend to be broadly similar interms of the main components and interfaces. This is not true, however, of simplersystems that provide only basic “stop” and/or “warning” functionality such as theTPWS/AWS systems in Great Britain. Unlike the more complex systems, thesesimpler systems vary considerably in terms of functionality, architectures andtechnology.The remainder of this section focuses mainly on the more complex types ofsystems, ie. those that include ATP (and in some cases ATO) functionality, althoughsome of the observations made are also true of the simpler software-based systems.ArchitectureA typical train-borne train control system architecture diagram is shown below:Typical architecture of train-borne part of control systemThe design philosophy underpinning modern software-based safety-relatedsystems almost invariably incorporates a measure of duplication of hardware and/orsoftware, although an architecture diagram of the sort shown does not necessarilyindicate this. Duplication/redundancy of hardware/software may be used for safety(i.e. ‘checked-redundant’) and/or for availability reasons.18
Page 1 and 2: An Introduction to Intermittent and
Page 3 and 4: level the degree of safety is also
Page 5 and 6: affordable at all. In literature, e
Page 7 and 8: contradiction stems from the fact t
Page 9 and 10: GWML en Chiltern lines indicate tha
Page 11 and 12: Technology of ATP/ATC systemsThis c
Page 13 and 14: AWS MagnetsAn electrical transmissi
Page 15 and 16: Positioning of Indusi magnetsIn the
Page 17: end was traditionally done means of
Page 21 and 22: Some parts of the train control sys
Page 23 and 24: fairly rare occurrence and, when th
Page 25 and 26: Examplesof ATP/ATC systemsLZB As Ex
Page 27 and 28: LZB data flowThe data available fro
Page 29 and 30: • signal aspects• point setting
Page 31 and 32: SELCAB transmissionThe number of se
Page 33 and 34: The first curve (indication curve)
Page 35 and 36: equired to reset the train-carried
Page 37 and 38: tests on sites located in different
Page 39 and 40: Current European ATP systemsThe fol
Page 41 and 42: • Level 2 is also based on conven
Page 43 and 44: signal information, it has to be ac
Page 45 and 46: Euroloop locationsLevel 2 would be
Page 47 and 48: information can be processed by the
Page 49 and 50: Ensuring safe and reliable operatio
Page 51 and 52: References and Bibliography1 ATP -
Page 53: Table 2 Numbers of existing ATP equ

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