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ERTMS / ETCSSystem Requirement Specifications
Subset 026
6
P Venkata RamanaDean IRISET SC
Evolution● Harmonization - European Union● Interoperability
ERTMS/ETCS
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Relevance● Limitation of Lineside Signals● Evolved over a decade● Being proven in Europe & Elsewhere● China CTCS - 0, 1, 2, 3D, 3, 4● USA Railroads? ● Global Acceptance ● Need not to reinvent the wheel● Application Level II
ERTMS/ETCS
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ETCS
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CBTC: Communication Based Train Control SystemETCS: European Train Control System
Automatic Train Control (ATC) Systems
ATC: Automatic Train ControlATP: Automatic Train ProtectionATO: Automatic Train OperationATS: Automatic Train Supervision
ERTMS● European Rail Traffic Management System
○ Railway control-command system■ Interlinks trains with infrastructure
ETCS● European Train Control System
○ Signalling component of ERTMS
ERTMS/ETCS
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Features● Scalability● Enhanced Safety● Throughput● Data driven System● LTE/GSM-R● Interoperability across vendors● Interoperability across borders● Evolving
ERTMS/ETCS
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Subset 026 - Systems Requirements Specifications (SRS)
SRS
● Provides basic description of the system proposed to satisfy the mandatory functional requirements of ETCS
● Ensures the system for consistent behaviour
● Does not specify technical requirements
Chapters● Introduction● Basic System Description● Principles● Modes and Transitions● Procedures● Management of Older versions● ERTMS/ETCS Language● Messages
Subset 026 - Systems Requirements Specifications (SRS)
13
● System Architecture● Application Levels● Principles -
○ Balise Configuration & Linking○ Location Principles, Train Position, Train Orientation○ Movement Authority○ Static Speed Restrictions & Gradients○ Speed & Distance Monitoring
● Modes & Transitions
ERTMS/ETCS - Outline
14
ETCS● European Train Control System
○ Signalling component of ERTMS
● Subsystems○ TSE Line-side/ Track-side Equipment○ OBU On-board Unit
ERTMS/ETCS
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System Architecture
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TSEBalise Transponder
LEU Lineside Electronic Unit
RBC Radio Block Center
CN Communication Network
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OBUEVC Euro Vital Computer
TIU Train Interface Unit
DMI Driver M/c Interface
BTM Balise Txn Module
JRU Juridical Recorder Unit
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System Architecture
L
M
H
VH
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System Architecture
Levels & Transitions
● Application Levels○ Application levels are possible operating
relationships between track and train○ Level definitions are related to
■ the trackside equipment used■ the way trackside information reaches the OBU■ what functions are processed in TSE and OBU
○ Rules to perform Transitions between Levels
○ All Levels are downward compatible
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ERTMS/ETCS LEVELS 0, 1, 2, 3
ETCS 0
ETCS 1
ETCS 2
ETCS 3
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ETCS Complaint Locos - No interaction with TSE
ETCS Complaint Locos - Spot Txn of Data thru Balises
ETCS Complaint Locos - Continuous Txn of Data thru Radio
ETCS Complaint Locos - Continuous Txn of Data thru Radio
Train Integrity - Onboard
Application Level 0
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ETCS
InterlockingTrack occupancy detection
Interlocking
Remote Control Center
Downloading Unit
TIU DMI
Kernel
BTM
Data Recording
Odometer
Train Driver
Track-side Equipment
On-board Unit
Airgap
ETCS
Lev
el
0
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ETCS Level 1
Interlocking, LEU
Remote Control Center
Eurobalise
Downloading Unit
TIU DMI
Kernel
BTM
Data Recording
Odometer
Train Driver
Track-side Equipment
On-board Unit
Airgap
ETCS
InterlockingTrack occupancy detectionLEU
Compare
Brake
Dynamic v Profile
Lowest Value
Static v Profile
Train Data
Track Data, MA
MA from Interlocking
Track Occupancy Detection
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ETCS
Lev
el
1
Interlocking, LEU
Remote Control Center
Eurobalise
Downloading Unit
TIU DMI
Kernel
BTM
Data Recording
Odometer
Train Driver
Track-side Equipment
On-board Unit
Airgap
ETCS
InterlockingTrack occupancy detectionLEU
Euroloop
LTM
Euroloop (Co-axial cable)
With
Eur
oloo
p In
fill
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ETCS
Lev
el
1
Interlocking, LEU
Remote Control Center
Eurobalise
Downloading Unit
TIU DMI
Kernel
BTM
Data Recording
Odometer
Train Driver
Track-side Equipment
On-board Unit
Airgap
ETCS
Interlocking, LEU, RIUTrack occupancy detectionLEU
With
Rad
io In
fill
RadioFixed Network
Key Mgmt Center
RIUEuroradio
EuroradioRadio
Mobile Unit
Radio Fixed NetworkGSM-R
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Application Level 1
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Application Level 2
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ETCS Level 2
Interlocking, LEU
Remote Control Center
Eurobalise
Downloading Unit
TIU DMI
Kernel
BTM
Data Recording
Odometer
Train Driver
Track-side Equipment
On-board Unit
Airgap
ETCS
Interlocking, LEU, RIUTrack occupancy detectionLEU
LTEFixed Network
Key Mgmt Center
RIUEuroradio
EuroradioLTE
Mobile Unit
Radio blockLTE
RBC 2
RBC 1Euroradio
Compare
Brake
Dynamic v Profile
Lowest Value
Static v Profile
Train Data
Balise Co-ordinates
MA , Fixed Data
MAFromRBC
Position & Train
ID
Route from Interlockng
Track Occupancy Detection
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Application Level 3
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ETCS Level 3
Interlocking, LEU
Remote Control Center
Eurobalise
Downloading Unit
TIU DMI
Kernel
BTM
Data Recording
Odometer
Train Driver
Track-side Equipment
On-board Unit
Airgap
GSM-RFixed Network
Key Mgmt Center
RIUEuroradio
EuroradioGSM-R
Mobile Unit
Radio blockGSM-R
RBC 2
RBC 1Euroradio
Compare
Brake
Dynamic v Profile
Lowest Value
Static v Profile
Train Data
Balise Co-ordinates
MA , Fixed Data
MAFromRBC
Position & Train
ID
Route from Interlockng
ETCS
Interlocking
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ERTMS/ETCS LEVELS 0, 1, 2, 3
ETCS 0
ETCS 1
ETCS 2
ETCS 3
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ETCS Complaint Locos - No interaction with TSE
ETCS Complaint Locos - Spot Txn of Data thru Balises
ETCS Complaint Locos - Continuous Txn of Data thru Radio
ETCS Complaint Locos - Continuous Txn of Data thru Radio
Train Integrity - Onboard
Balises
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BALISE / TRANSPONDER
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Balise
Antenna
Data Uplink Logic 0 : 3.954MHzLogic 1 : 4.519MHzBitrate : 565kbps
Power Supply27.095MHz +/- 5KHz
Balise
Antenna
BTM
TO EVC
EUROBALISE TRANSMISSION SYSTEM
PASSIVE TRANSPONDER
MAGNETIC FIELD
TELEGRAMSLONG: 1023BITS (830)SHORT: 341BITS (210)
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Balise Configuration & Linking
EUROBALISE TRANSMISSION SYSTEMBIT VARIABLE PACKET TELEGRAM
TELEGRAMFIXED DATA
VARIABLE DATA
LINE SIDE SIGNALLING
TELEGRAM 1 TELEGRAM i + 1 TELEGRAM i + 2
NO SYNCHRONIZATION DECODING START AT ANY BIT
Balise
STANDARD REDUCED
LONG
SHORT
LONG: 500KMPHSHORT: 500KMPH
LONG: 300KMPHSHORT: 500KMPH
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Balise Configuration & Linking
Balise Configuration & Linking
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Balise Configuration & Linking
● Balise Group - 1 to 8 balises● Every Balise will have
○ Internal number (1 to 8) - relative position in the group○ Number of balises inside the group ○ Group identity
● Balise Coordinate System○ Every balise group has its own coordinate system○ The orientation of the coordinate system of a balise
group is identified as balise group orientation○ The nominal direction of each balise group is defined by
increasing internal balise numbers39
Balise Configuration & Linking
40
Balise Configuration & Linking
A balise group is linked when its linking information is known in advance.
Aim of linking● To determine whether a balise group has been missed or not found within
the expectation window and take the appropriate action. ● To assign a coordinate system to balise groups consisting of a single
balise● To correct the confidence interval due to odometer in accuracy
Content of linking information ● The identity of the linked balise group● Where the location reference of the group has to be found● The accuracy of this location● The direction with which the linked balise group will be passed over ● The reaction required if a data consistency problem occurs with the
expected balise group 41
Balise Configuration & Linking
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Location Principles, Train Position and Train Orientation
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Location Principles, Train Position and Train Orientation
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● Determination of the Train Position is always longitudinal along the route, even though the route might be set through a complex track layout.
Location Principles, Train Position and Train Orientation
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Location Principles, Train Position and Train Orientation
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Location Principles, Train Position and Train Orientation
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Train Position
● Train Position information defines the position of the train front in relation to a balise group, LRBG (the Last Relevant Balise Group).
● It includes: ○ The estimated train front end position, defined by
the estimated distance between the LRBG and the front end of the train
○ The train position confidence interval ○ Directional train position information in reference to
the balise group orientation of LRBG 48
Radio Communication
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Radio Communication
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Radio Communication
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RADIO BLOCK CENTER
RADIO BLOCK CENTER
TRAIN
Radio Communication
LOCATION OF TRAIN
INTERLOCKING INFORMATION
ROUTE INFORMATION
MOVEMENT AUTHORITY52
Movement Authority
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Movement Authority
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Movement Authority
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Movement Authority
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Movement Authority Update
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Speed Monitoring
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Speed Profiles
Static Speed Profile
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Static & Dynamic Speed Profile
Dynamic Speed Profile
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Release Speed
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Dynamic Speed Profile
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● EVC generates Speed Profiles○ MA, EOA (DTG), Line speed, SRs, Gradients ○ Braking Characteristics of loco
● Determines Most Restrictive Speed Profile (MSRP)which is lower one of ○ Static Speed Profiles○ Axle-load Speed Profile○ Temporary Speed Restrictions○ Signalling Speed Restriction○ Operating mode Ceiling Speeds○ Train related speed restriction
Speed Profiles
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● Determines series of Supervision limits○ Permitted Speed - P limit○ Warning Speed - W limit ○ Service braking Intervention - SBI ○ Emergency Braking Limit - EBI
● Warns & Intervenes
● Degree of Supervision○ Application Level○ Operating Mode
Supervision Limits
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Speed Profiles & Monitoring
● Speed Supervisions○ Ceiling Speed Monitoring○ Target Speed Monitoring○ Release Speed Monitoring
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Speed Profiles
Speed Profiles & Monitoring
PROTECTIONS
● Rollaway● Reverse Movement● Standstill
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Speed & Distance Monitoring Overview
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Modes & Transitions
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Modes of Onboard Equipment
● Full Supervision ● Limited Supervision● On-sight ack
● Staff Responsible● Shunting ack
● Unfitted● Isolation
● Non-leading● Sleeping● Trip● Post Trip● No Power● Stand-by● System Failure● Reversing
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Modes of Onboard Equipment
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FS Full Supervision
All train and track data, which is required for a complete supervision of the train, is available on board.
Full supervision cannot be selected by the driver, but shall be entered automatically when all necessary conditions are fulfilled.
LS Limited Supervision
Limited Supervision mode enables the train to be operated in areas where trackside information can be supplied to realise background supervision of the train.
Limited supervision can not be selected by the driver, but shall be entered automatically when commanded by trackside and all necessary conditions are fulfilled.
Modes of Onboard Equipment
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OS On-Sight
On-Sight mode enables the train to enter into a track section that could be already occupied by another train, or obstructed by any kind of obstacle.
On Sight mode cannot be selected by the driver, but shall be entered automatically when commanded by trackside and all necessary conditions are fulfilled.
SR Staff Responsible
Staff Responsible mode allows the driver to move the train under his own responsibility in an ETCS equipped area.
This mode is used when the system does not know the route. (a) After the ETCS on-board equipment starts-up (awakening of the train) (b) To pass a signal at danger / override an EOA (c) After a trackside failure (for example: loss of radio contact)
Modes of Onboard Equipment
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SH Shunting
Shunting mode is to enable shunting movements.
In Shunting mode. On-board equipment supervises the train movements against ceiling speed limit, a list of expected balises, ‘stop if in shunting mode’
UN Unfitted
Unfitted mode is used to allow train movements in either:
a) Areas that are equipped either with ETCS track-side equipment
b) Areas that are equipped with ETCS trackside equipment and/or national train control system(s), but operation under their supervision is currently not possible
Modes of Onboard Equipment
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PS Passive Shunting
Passive Shunting mode is defined to manage the ETCS on-board equipment of a slave engine (NOT remote controlled, but mechanically coupled to the leading engine), being part of a shunting consist.
This mode can also be used to carry on a shunting movement with a single engine fitted with one on-board equipment and two cabs, when the driver has to change the driving cab
SL SleepingSleeping mode is defined to manage the ERTMS/ETCS on-board equipment of a slave engine that is remote controlled.
SB Stand By The Stand-By mode is a default mode and cannot be selected by the driver.
Modes of Onboard Equipment
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TR Trip
Application of emergency brakes and train trip are two different things. For example, exceeding the permitted speed leads to application of the emergency brakes, but as long as the train does not pass the EOA, it is not a train trip.
PTPost Trip
The Post Trip mode shall be entered immediately after the driver acknowledges the trip.Once in post trip mode, the onboard equipment shall release the Command of the emergency brake.
The train shall only be authorised to move backwards a given distance
Modes of Onboard Equipment
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SF System Failure
On-board equipment shall switch to the System Failure mode in case of a fault, which affects safety.
IS Isolation
On-board equipment shall be physically isolated from the brakes and can be isolated from other on-board equipments/ systems depending on the specific on-board implementation.
NP No Power
On-board equipment is not powered, the equipment shall be in the No Power mode.
NL Non Leading
Non-Leading mode is defined to manage the on-board equipment of a slave engine that is NOT electrically coupled to the leading engine (and so, not remote controlled) but has its own driver.
Modes of Onboard Equipment
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RV Reversing
Reversing mode allows the driver to change the direction of movement of the train and drive from the same cab, i.e. the train orientation remains unchanged.
This mode is used to allow the train to escape from a dangerous situation and to reach as fast as possible a “safer” location.
Mode Transition Table
81
QUESTIONS?
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