ERTMS / ETCS System Requirement Specifications122.252.230.113/content/atp_etcs/01.pdf24. ETCS Level...

ERTMS / ETCSSystem Requirement Specifications

Subset 026

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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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12

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)

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● 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

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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


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


Eurobalise

Downloading Unit

TIU DMI

Kernel

BTM

Data Recording

Odometer

Train Driver


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


Eurobalise

Downloading Unit

TIU DMI

Kernel

BTM

Data Recording

Odometer

Train Driver


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


Eurobalise

Downloading Unit

TIU DMI

Kernel

BTM

Data Recording

Odometer

Train Driver


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


Eurobalise

Downloading Unit

TIU DMI

Kernel

BTM

Data Recording

Odometer

Train Driver


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


Eurobalise

Downloading Unit

TIU DMI

Kernel

BTM

Data Recording

Odometer

Train Driver


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



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 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


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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


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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.


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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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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.


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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)


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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


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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.


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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


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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.


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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

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QUESTIONS?

ERTMS / ETCS System Requirement Specifications122.252.230.113/content/atp_etcs/01.pdf24. ETCS Level...

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