© 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5
The first implementation of ERTMS/ETCS Level 1
D. Rhein Alcatel Transport Automation Solutions, Austria
Abstract
For the first commercial ERTMSETCS Level 1 project Alcatel TAS Austria has developed the product Alcatel 6413 ALTRAC and implemented it on a 250 km section of the Sofia - Burgas line and on rolling stock at Bulgarian State Railways (BDZ). The system delivered consists of track-side and on-board equipment. The track-side system interfaces to different signal and signal lamp types (including ac and dc of different voltage and power), and the on-board system is adapted to five different 1ocomotiveEMU types. The system also is interoperable with the existing national system, a 12-bit-balise transmission system similar to EBICAB 700 (called JZG 703). Some technical solutions and implementation problems of the project will be discussed in the paper.
1 Introduction
The project was started in January 1999. It includes track-side equipment for 250 km of line including 25 stations with approximately 500 transmission points and ETCS on-board equipment for 130 vehicles (locomotives and EMUS). Part of the vehicles were to be upgraded from existing JZG 703 system to ETCS. The system had to be compliant to European specifications available at the time of tendering process. In fact, the installed system is compliant to UNISIG SRS Class 1, Version 1.2.0 [l]. Safety integrity of the system has been achieved by performing the development and assessment compliant to CENELEC standards [21[31. The major parts of the system which have been developed are illustrated in Figure 1. Beside the system itself consisting of track-side system (TSS) and on- board system (OBS) the tools developed for track-side data preparation and for testing the on-board system in the laboratory by simulation of its movement on a © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 14 Computers in Railways VIII line were important parts of the development for successful delivery and approval of the system.
I Alcatel 6413 ALTRAC I
Track-side system preparation system tool environment
Figure 1: Subsystems of the Alcatel train control system
2 Alcatel6413 ALTRAC track-side system
2.1 Track-side system overview
The ETCS tack-side system has the task to transmit to the trains the movement authority and the relevant track data and conditions like static speed profiles and gradient profiles according to the route set by the interlocking system and the current signal aspect. The transmission is done by Eurobalises and is compliant with the Eurobalise interface “A” specification [4] and the ETCS language for track-to-train packets and telegrams ([ 11, Chapter 7). For the system delivered to BDZ a de-centralised approach has been chosen, i.e. the track-side equipment is arranged at the signals to detect the lamp currents and has no direct interface to the interlocking system. In comparison to a centralised approach where the LEUs are controlled by an interface to the interlocking system, this solution has the advantages of minimum influence on the existing signal system and much less cabling. The disadvantage of missing route information at some signal locations can simply be compensated by the use of additional repositioning balise groups or repositioning packets for the opposite direction in the telegrams of signals. According to the ERTMSETCS requirements for implementation of application Level 1 with spot transmission the track-side system is composed of Lineside Electronic Units (LEUs), and Eurobalises. Two types of data transmission points are used: 1. A variable data transmission point normally is used at each signal. This transmission point consists of one line-side electronic unit and a balise group of at least two balises, normally one fix programmed and one transparent or switchable balise. In this case the variable information is fed from the LEU to the switchable balise via a cable. The telegrams are prepared off-line and the related telegram for the current signal aspect is selected by the LEU. 2. A fixed data transmission point normally is used at places where permanent data shall be transmitted to the train, e.g. entry/exit points, temporary speed © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 Computers in Railways VIII 15
restrictions, location references etc. This transmission point normally consists of a balise group of one or two fix programmed balises.
electron c
Fixed Eurobalas
Figure 2: Track-side equipment at a signal
Using of two or more (up to eight) balises provides very high transmission capacity and is used to indicate the movement direction for which the corresponding data is valid. Each balise is giving a specific telegram and the combination of the telegrams defines the message sent by the balise group (BG). Usually each BG can transmit information valid for the nominal direction and also other data valid for the reverse direction. Special measures are taken to ensure correct interpretation of the information transmitted from a balise group in dependence of the direction in which it is passed. Every balise group has been assigned a unique ID number and is linked to the neighbour balise groups. Balise linking is a method used in ETCS by which one balise group, within its telegram(s), can describe the location of the next balise groups found in the movement direction. All linking distances are measured from the reference balise of the BG to the reference balises of the linked BGs. The external interfaces of the track-side system to the outside world are the interface of the LEU with the signal system and the interlocking on one side and the interface from the balises to the on-board system via the air gap on the other side (Figure 3).
On-board system (OBS)
r------I
Air gap
I_____ - ______Signals/ J LEU j interlocking Track-side Signcll lamp circuits system (TSS) j_____,
Figure 3: External interfaces of the track-side system © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 16 Computers in Railways VIII
2.2 Line-side electronic unit (LEU)
The LEU detects the actual signal lamp currents, calculates the corresponding signal aspect, selects a related (predefined) coded telegram and forwards its code continuously via a serial link (interface “C” according to [4]) to the switchable balise. The LEU detects the actual signal lamp currents without affecting the lamp circuits. For safety reasons, the signal adaptation circuits and the telegram selection are arranged in two independent HW and SW channels, and a valid telegram can be transmitted to the output only in the case that both channels have detected the same signal aspect. If a failure occurs a default error telegram is sent to the connected balise. The structure of the Alcatel LEU is shown in Figure 1. The HW consists of a groundkonnector board, a signal adaptation board and a micro-controller board.
eC eC
SerlO interface
......
interface B
!...... 1...... ~ ...... 1 ...... !.!
Figure 4: Structure of the LEU hardware
The signal adaptation board can detect the currents in 6 different lamp circuits. It consists of the low input-impedance current transformers, multiplexers (used for periodic calibration of the amplifiers), amplifiers and signal filters as well as power supply filters for internal use. The software in the micro-controllers controls the measurement and periodic calibration, and performs all logic functions of the unit in a safe way.
2.3 Eurbalises
In the ETCS project for BDZ, standard Eurobalises were used supplied by Ansaldo, Italy. The Eurobalises are compliant to UNISIG specifications on both interfaces, A and C. They therefore are standard components and can be provided by different suppliers. The programming of the fixed telegrams into fix balises and of the default telegrams into switchable balises (to be sent if the interface C is disconnected or defective) is being done by using a Eurobalise programming and test tool (EPTT). For mounting of the Eurobalises on the different types of sleepers supports of different height are available. © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 Computers in Railways VIII 17
3 Alcatel track-side data preparation and verification tool
The track-side data preparation and verification tool “ETCSPro” has been developed which performs the following tasks: collection of track-side data, 0 definition of a project, main lines, topology, transmission points, 0 planning of route aspects, profiles (speed, gradient), generating of telegrams and loadable files (LEU configuration files, encoded telegram data files), and generating of transmission point reports for verification. The Alcatel DPVT runs on PC or laptop under WindowsNT, uses an Oracle data base, provides comfortable user interfaces based on windows, keyboard, mouse, menus, icons, etc. and a graphical user interface for editing topology. It offers easily accessible components (switches, signals, balise groups, etc.) with dialogue boxes for data entry. With the tool, the user defines the topology and all necessary data while the tool calculates the telegrams for all balises (including error telegrams, default telegrams and fixed telegrams).
4 Alcatel6413 ALTRAC on-board system
The on-board computer (EVC - European vital computer) uses information from the balises, together with train data, to calculate safe speed profiles towards restrictions. Information about the currently permitted speed and restrictions ahead is presented to the driver on his MMI. If the train comes close to a safe speed limit, the system generates corresponding warnings to the driver. If he does not react, the system applies the service brake (if available) or/and if necessary the emergency brake. The Alcatel 6413 ALTRAC on-board system has a modular structure (see Figure 5).
Figure 5: Alcatel6413 ALTRAC on-board system configuration © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 18 Computers in Railways VIII
4.1 European Vital Computer (EVC)
The EVC is the central part of the ALTRAC on-board system. It manages all the information received from the track-side and from the other on-board equipment and performs the data processing and the train supervision in a vital manner according to the ERTMSETCS specifications ([ 13 and others).
4.1.1 EVC hardware The structure of the EVC (without the power supply) is shown in Figure 6. The EVC consists of 0 two main processor boards (2 out of 2 vital computer, based on embedded 486 CPU), two ALTRAC interface controller (AIC) boards (based on C167 controller), and an inputloutput adjustment board (IOADJ). The dashed lines in the figure represent module borders and separation of different voltage isolation areas.
5V main processor 1 5V main processor 2
Diagnosis fTZ74 HD~1 4-D Diagnosis Processor 1 rocessor 2 to BTM Profibus N HDLC '2 to BTM --0 SoftwareA ' f Software B -
to BTM RS-485 to BTM -CTODL N -CTODL R MMI/DD RS-485 -0- WI/DET 1 - Interface Controller 1 - RS-485 WI/DET 2 d
Diagnosis C Diagnosis
Juridical Service Brake/ Recorder * PreSS"te I Sensor Adjustdnt Board Wheel ,, Cabin ,, Sensor , Switcher 4 24V I/O-Voltage 48/110 V banev voltage
Figure 6: Structure of the Alcatel 6413 ALTRAC EVC © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 Computers in Railways VIII 19
The ETCS juridical recorder and the power supply unit are arranged in the same EVC box but does not belong to the EVC. The external and internal interfaces of the EVC are defined in the figure, too. Due to the required interfaces to different locomotive types the two AIC modules and the power supply unit have different configurations.
4.1.2 EVC software The software of the EVC supervises the status of the system, calculates the maximum permitted speed and distance to the next speed change and indicates them on the MMI. In case of an over-speed a warning is given first and the brakes are activated automatically when the related limits are passed. The EVC SW consists of three major parts: The operating system including fault-tolerance and communication systems (the Alcatel TAS Platform, TAS PLF, for safety related control systems used also in many other Alcatel products like interlockings, axle counters etc.), the application software consisting of a Channel A which performs all required functions of the EVC (vital and non-vital functions), and a Channel B which supervises all vital functions in a diverse way related to Channel A. The SW parts are located in the different boards of the EVC according to the HW architecture and according to the requirement to achieve a vital control system.
4.2 Peripheral components of Alcatel6413 ALTRAC
4.2.1 Alcatel6413 ALTRAC MMI For BDZ project a special MMI was supplied by DEUTA, Germany, combining an available multifunctional display (MFA21, used so far in other systems like LZB) with a suited data entry terminal (Figure 7).
C_._ ._ ._, __ .. -.. x. .," '.., 9 \: ,-./'E 1 2 '\
I 5 6 7 i ',,,, 4 40 3 ,.." ./' \.. DET DD Figure 7: MMI of Alcatel 6413 ALTRAC for BDZ project © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 20 Computers in Railways VIII
In the figure the following items are represented: DD Driver display, DET Data entry terminal 5 Speedometer brightness control 1 Target distance display 6 Numerical buttons of DET 2 Actual, permitted and target speed indicator 7 Functional control buttons of DET 3 Indicator lamp brightness control 8 Train data value, numerical display 4 System indicator lamps and push buttons (4a) 9 Train data type, alphanumerical display
On the driver’s display (DD) the actual speed, permitted speed and target speed are displayed to the driver by means of the analogue instrument. Left from this a digital display and a bar graph are used to indicate the target distance, while indicator lamps below are used to indicate the system operating modes and related push buttons allow the driver to make his selections or confirmations. Since the MMI is not a vital component, for all safety-related tasks including train data entry and safety-related driver actions procedures have been defined to achieve safety by using two independent channels for display two independent and diverse interfaces to the EVC.
4.2.2 BTM and antenna The BTM with antenna for the BDZ project has been supplied by Ansaldo, Italy. The BTM is a vital system, too, which receives from the EVC periodical information of current time, speed and odometer values (on CTODL interface, see Figure 6). The BTM controls the transmission of the powering frequency (27 MHz) by the antenna and processes the received signals from the balises. Both, FSK Eurobalise telegrams and ASK 12 bit JZG 703 telegrams are being processed by the used BTM. The BTM transmits the ETCS or JZG telegrams (after selection, decoding, and cancellation of redundant telegrams) via the Profibus interface using one-channel safe communications (OCS according to [5]).A second Profibus is used for redundancy.
4.2.3 Other on-board system components The other components used in the OBS are off-the-shelf components. They include the juridical recorder (DSK20S2e, DEUTA), Wheel sensor (DF16S 10, DEUTA), brake pressure sensor (ETP08-4 150, ABB, Sweden), and service brake control valve (RGV3-50T, KNORR-Bremse, Germany).
4.3 STM operation on JZG 703 equipped lines
One of the main advantages of the ETCS compared to existing ATP systems is its interoperability with the different track-side equipment of differently equipped lines if the related specific transmission module (STM) is included in the system configuration. The train in this case can move from a track equipped with Eurobalises to another equipped with the national ATP system and vice versa, with automatic change of the supervision routines. The Alcatel 6413 ALTRAC system for BDZ allows train protection and control on lines equipped with the national system JZG 703. The STM functionality is partially integrated in the BTM (which also receives and © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 Computers in Railways VIII 2 1 transmits to the EVC JZG telegrams) and in the EVC. In the EVC a specific SW module performs the translation of the JZG telegrams into ETC packets which allow train supervision in a similar way to ETCS Level 1 with only slightly reduced input data. During operation on JZG lines the “Full Supervision” is indicated together with STM (JZG) mode indication.
4.4 Upgraded JZG locomotives (“conversion equipment”)
BDZ has requested the upgrade of approximately 90 JZG 703 on-board systems to be able to run on the newly equipped ETCS lines. Due to the difficulties in upgrading the existing computer (interfaces, software technology, and safety approval problems), Alcatel has proposed and performed the replacement of the existing on-board computer with the Alcatel 64 13 ALTRAC system including BTM/antenna, wheel sensor and brake interfaces, and to re-use from the existing OBS the JZG recorder and the JZG MMI only. This solution, however, has required different hardware configurations (on the AICs, see Figure 6) and also adaptation of the interface software.
5 Alcatel simulation and test environment
The development of a simulator environment for testing the on-board system in laboratory has proven to be very important for execution of the development and performance of the necessary testing. The following test laboratories were especially designed and developed: ALTRAC multifunctional system test laboratory This laboratory includes a signal model controlled by programmable logic controller and a balise telegram receiver (BTM with antenna) to test the track- side system. ALTRAC simulator test laboratory for performing tests of OBSEVC The ALTRAC simulator tests are being done with a simulator running on a LINUX PC (Figure 8).
[Track datal Figure 8: Simulator configuration for OBS tests © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Computers in Railways VIII, J Allan, RJ Hill, CA Brebbia, G Sciutto and S Sone (Editors). ISBN 1-85312-913-5 22 Computers in Railways VIII
Using different configurations with the simulator different tests can be performed including BTM and Profibus OCS communication or testing just the EVC. The train speed can be set manually by the tester and the related wheel sensor pulses are provided to the EVC from the simulator accordingly. For regression tests predefined driver scenarios can be performed automatically. A hardware interface to the simulator (printed circuit board) is used in the EVC replacing the I/O adjustment board of the real EVC. Via this interface the positions of the cabin switches, the wheel sensor pulses and the brake control signals are transmitted from the simulator.
6 Project execution and conclusions
The development, production, delivery, installation, test and approval of a new and complex system like ETCS (even if “only” Level 1) did require an huge amount of work and could be completed only by strong co-operation between all partners involved: the railways (BDZ), the subcontractors and suppliers, the development team and the project operations and execution team. As a conclusion from this project it has been found that the necessary amount of documentation for development and approval according to CENELEC standards must not be underestimated, the track-side data preparation requires a tight co-operation between the customer (BDZ in this case) and the supplier and powerful tools, and the availability of sophisticated testing facilities is a prerequisite for successful completion of a project like this. More details on installed equipment and photographs will be shown during the presentation of this paper.
Acknowledgement The author kindly acknowledges the productive co-operation, the helpful discussions and the support given by his colleagues involved in the project, especially by G. Benisch, C. Vinazzer, W. Stubenvoll, 0. Scheck, M. Guss, K. Fuchs, C. Biester, V. Markovski, G. Karner, H. Boyer and many others.
References [ 11 ERTMSETCS Class 1, UNISIG SRS, Subset-026, Issue 1.2.0, 30.7.99 [2] prEN 50126: Railway application - The specification and demonstration of Reliability, Availability, Maintainability and Safety (RAMS), May 1998 [3] ENV 50129:Railway applications - Safety related electronic systems for signalling; May 1998 [4] ERTMSETCS Class 1, UNISIG FFFS for Eurobalise, Subset-036, Issue 2.0.0 [5] EN 50159-1 : Railway application - Communication, signalling and processing - Safety-related communication in closed transmission systems; March 2001