Misplaced Pages

#692307

59-571: The most common variant is KLUB-U where the U stands for unified ( унифицированный ). KLUB-U in-cab signalling systems are able to decode the track-side ALSN codes ( Continuous Automatic Train Signallisation ) which is similar to RS4 Codici (comparable to Pulse Code Cab Signaling in the US). In the newer ABTC-M block control the KLUB-U systems decode signals by TETRA digital radio including

118-639: A Memorandum of Understanding to found a joint venture to develop the ITARUS-ATC system. The deal includes a project to use the train control system to equip 100 stations, 100 trains and 50 lines until 2020 - estimations find the deal to be worth about 2 billion Euro. ALSN ALSN (автоматическая локомотивная сигнализация непрерывная, in Latin - avtomaticheskaya lokomotivnaya signalizatsiya nepreryvnaya, meaning Continuous Automatic Train Signalling )

177-458: A balise group the maximum ERTMS message per balise group can encompass 8 * 830 = 6640 bits (note that every telegram must contain a header and the trailer packet 255). A fixed balise transmits a stable message which typically can include the linking information, gradient profile, and speed profile. It may also contain track information such as route suitability data for different train types and axle load restrictions. Almost all packet types contain

236-595: A cooperation with Ansaldo STS was created in 2007 which developed the Italian-Russian train control system ITARUS-ATC ( (ITAlian-RUSsian - Automatic Train Control ) being compatible with ETCS . It is similar to ERTMS Level-2 (being able to use GSM-R to communicate with its Radio Block Center) but adds satellite navigation to the system. The system combines inertial navigation and wheel sensors to measure distance and turns to enhance safety for passenger service in

295-585: A flag if the speed restriction applies to the front or rear end of the train (possibly allowing for a delay). The trailer packet only contains its packet id with no parameters where 255 equals the state of all bits set in the 8-bit packet id field (11111111). The history of ETCS has seen the formation of UNISIG (Union of Signalling Industry) in 1998 to promote the development of the system. The founding members were Alstom , Ansaldo , Bombardier , Invensys , Siemens and Thales . The group has ensured that Eurobalises may be made by several different companies; while

354-461: A header followed by multiple packets defined in the ERTMS protocols. Typical packets are: Many applications include optional packets like Packet 3 - National Values , Packet 41 - Level Transition Order , and Packet 136 - Infill Location Reference . If the telegram maximum of 830 bits is reached then more packets can be sent in the following balises of the same balise group - with up to 8 balises in

413-477: A maintenance depot or in case of an equipment failure), the driver may proceed at a low speed while holding a vigilance pedal. Eurobalise A Eurobalise is a specific type of a balise installed between the rails of a railway. Eurobalises are part of the European train control system (ETCS) . The balises are pre-programmed and contain information that is read by train antennas. One of their many functions

472-458: A parameter flagging whether its information is relevant for the "nominal" or "reverse" direction (or both). If a train sees balise 1 before balise 2 then it passes over the group in the nominal direction. Consequently, some packets may be dropped by the application software of the receiver if they are not designated for the relevant direction. The ERTMS header block of 50 bits contains the ETCS version,

531-452: A passing train, the balise transmits information to the train ( uplink ) by means of a 4.234 MHz FSK -modulated magnetic field. The original provisions for Eurobalises to receive information from the train ( downlink ) have been removed from the specification. The transmission rate is sufficient to transmit at least three copies of a 'telegram' to be received by a train passing at any speed up to 500 km/h. The BTM may be integrated into

590-487: A previous balise group or when their function is reduced to provide only the exact position. There may be up to 8 balises in a balise group. Balises are differentiated as being either fixed-data , transmitting the same data to every train, or transparent data , switchable , or controllable , transmitting variable data. (Note that the word fixed refers to the information transmitted by the balise, not to its physical location; all balises are immobile.) A fixed-data balise

649-562: A remote initiation of a train stop. In those areas the train position is derived from a satellite navigation system ( GPS or GLONASS ). The ITARUS-ATC connects the KLUB-U in-cab system via GSM-R digital radio with the ERMTS Level 2 RBC block control. The KLUB-U systems are capable for high-speed tracks like that of the Velaro RUS (Sapsan). The variant KLUB-P (КЛУБ-П) is restricted to cab signaling without track safety equipment. It

SECTION 10

#1732791167693

708-461: A service center - the service center also publishes the updates of the track maps. An important extension is the integration of digital radio in the KLUB-U system. The reason is that the ALSN signals could not be detected safely at high speeds. A "MOST" bridge interface (Мост - Bridge) will feed the signals in the simplest case by decoding a radio repeater transmitting at 160 MHz or 460 MHz. It

767-648: A single balise transmission had only 12 bit but it allowed for 2 to 5 balises in a balise group providing 24 to 80 bit of signalling information. Most of the patents on that encoding are held by GEC Alsthom. It was then up to ABB to extend the telegram size from 12 bit in EBICAB 700 to 180 bit in EBICAB 900 (after encoding 255 bit) as used in the Mediterranean Corridor in Spain. In that time Ansaldo adopted

826-737: A specific site. To allow a continuous transmission the telegrams may be sent along leaky feeder cable being up to 1000 metres long. The Euroloop cable is always connected with a balise at its end which serves as the end-of-loop marker (EOLM). The telegram structure is the same as for the balise it is connected to. Originally the Euroloop used the same frequency as the Eurobalises but that was changed for specification 2.0.1 in September 2004. Euroloops had been used in Switzerland which completed

885-453: A speed limit may be enforced as well. The benefits of the system are relative encoder simplicity (a simple motor-operated camwheel closing and opening relay contacts generates the pulse train) and the ability to use the same signal for track occupancy detection. The drawbacks are a somewhat long response time unsuitable for high speed operation (which resulted in ALS-EN's implementation), and

944-559: A transitional phase from one variant to another as typically used when switching from a national train protection system to ETCS. The following automatic train protection systems are based on Eurobalises: Eurobalises have also been used in Germany to transmit tilting instructions for curves to tilting trains while keeping the traditional train protection system. The original GNT ( Geschwindigkeitsüberwachung Neigetechnik ) from Siemens had used specific coupling coils in 1992 (ZUB 122) and it

1003-451: Is a form of an automatic train control system. The system makes use of several distinct pulse train patterns of alternating current flowing through a track circuit to convey an aspect of the next signal. The circuit comprises the feedpoint at the next signal, one running rail, first locomotive axle, another running rail and back to the signal feedpoint. The resulting electromagnetic field is picked up by receiver coils located just front of

1062-568: Is a train control system used widely on the main lines of the ex-Soviet states (Russian Federation, Ukraine, Belarus, Latvia, Lithuania, Estonia). It uses modulated pulses inducted into rails similar to the Italian RS4 Codici and American Pulse Code Cab Signaling . On high-speed lines the variant ALS-EN (АЛС-ЕН) is used which takes advantage of a double phase difference modulation of the carrier wave . The name ALSN (АЛСН - автоматическая локомотивная сигнализация непрерывного действия)

1121-403: Is also possible to integrate the signaling of GSM-R or TETRA radio. In the first phase that is mainly used in the station area where the dispatcher can issue both track-releases (as in the case of a failure of stationary signals) but he can also remotely trigger an emergency stop - this feature was introduced in 2004 at the request of the ministry. The growing number of safety modules did increase

1180-635: Is composed of ALS, literally "Automatic Locomotive Signalling" (АЛС - автоматическая локомотивная сигнализация) and the variant designation N "Continuous Effect" (Н - Непрерывного действия). Other variants are built according to the same scheme like ALST (АЛСТ) for "Fixed Point Automatic Train Signalling" (АЛС точечного действия) and ALSR (АЛСР) for "Radio-Based Automatic Train Signalling" (АЛС с использованием радиоканала). The term ALS-ARS (АЛС-АРС) refers to "Automatic Train Signalling with Automatic Speed Regulation" (автоматическая локомотивная сигнализация с автоматическим регулированием скорости) used in subways which

1239-431: Is connected to a lineside electronics unit (LEU), which transmits dynamic data to the train, such as signal indications and temporary speed restrictions. Balises forming part of an ETCS Level 1 signalling system employ this capability. The LEU integrates with the conventional (national) signal system either by connecting to the lineside railway signal or to the signalling control tower. A balise transmits telegrams at

SECTION 20

#1732791167693

1298-399: Is only used in category-II trains (including special cars and shunting movements). The variant KLUB-UP (КЛУБ-УП) is allowed for category-I trains (including passenger transport) where it replaces the cab signaling of ALSN. The history of KLUB devices goes back to the year 1988 when it was considered to create a new microprocessor-controlled cab signaling that would allow advanced features. In

1357-474: Is programmed to transmit the same data to every train. Information transmitted by a fixed balise typically includes: the location of the balise; the geometry of the line , such as curves and gradients; and any speed restrictions. The programming is performed using a wireless programming device. Thus a fixed balise can notify a train of its exact location, and the distance to the next signal, and can warn of any permanent speed restrictions. A transparent data balise

1416-493: Is to allow a train to determine its location. A balise typically needs no wayside power source. Coupling between the balise and the vehicle-mounted antenna is by magnetic induction, similar to a transformer - although operating at frequencies typical of radio , it is not a radio system. In response to "telepowering" by means of a 27 MHz, CW-modulated magnetic field transmitted by a Balise Transmission Module  [ de ] (BTM and its associated antenna) mounted under

1475-463: Is used to power the passive balises (it is the intermediate channel 11A in CB radio ). The uplink uses frequency-shift keying with 3.951 MHz for a logical '0' and 4.516 MHz for a logical '1'. The data rate of 564.48 kbit/s is enough to transmit three copies of a telegram to a train passing at 500 km/h. The Euroloop frequency was moved to a centre of 13.54750 MHz (exactly half of

1534-593: The European Railway Agency . Eurobalises are not only used in the ETCS/ERTMS train protection system. There are alternative implementations that pick up on the telegram structure to encode only some packet types and adding additional specific information. ETCS trains may decode the telegrams possibly translating them like any other Class-B signalling information. It is also possible that a balise transmits telegrams for different systems allowing for

1593-677: The Velim railway test circuit and the Austrian railways test lab (Forschungs- und Prüfzentrum Arsenal). The Eurobalise FFFIS (Form Fit Function Interface Specification) was introduced to the ERMTS range of specifications as SUBSET-036. Its foreword describes the specification to be based on the results of EUROSIG consortium (ACEC Transport, Adtranz Signal, Alcatel SEL, GE C Alsthom Transport, Ansaldo Trasporti, CSEE Transport, SASIB Railway, Siemens, and Westinghouse Signal) that got financial support from

1652-473: The 91/440/EEC as of 29 July 1991. Since 1993 the organizational framework was in place to publish TSI standards . This allowed for the first drafts of the new technology and since 1996 the elements were tested by six railway operators which had joined the ERTMS user group. The Ebicab technology did already use the 27 MHz carrier frequency as well as putting the beacons in the center of the track. With Ebicab

1711-541: The ALSN/ALS-EN systems are listed as ETCS Class-B systems. A similar in general theory of operation, but differently implemented, is an ALS-ARS system used in subways of the former Soviet Union. It uses low frequency signals transmitted and received as described above, with the difference that the signals are continuous wave and the signal's frequency determines its code meaning, which results in much faster response time. Typically, two frequencies are transmitted at

1770-513: The Eurobalise power frequency). In a practical setup the BTM requires 65 watts to power the Eurobalises and to receive the telegrams with the BTM mounted 21 centimetres ( 8 + 1 ⁄ 4  in) above top of rail on a bogie. Each pair of balises usually consists of a switchable balise and a fixed balise. A balise transmits a 'telegram' of either 1023 bits (93*11) or 341 bits (31*11) in

1829-679: The European Commission. The EUROSIG formed after the initial Eurobalise/Euroloop Project 92/94 leading into the actual ERTMS/EUROSIG Project 95/98 supported by the parallel EMSET Project 96/00 (testing the Eurocab specification). When the EUROSIG project had ended the ETCS was still not ready for real world application. So 1998 saw the formation of UNISIG (Union of Signalling Industry), including Alstom , Ansaldo , Siemens , Bombardier , Invensys and Thales which were to take over

KLUB (train control system) - Misplaced Pages Continue

1888-589: The ORE A46 specification for the German LZB telegrams (about 83 bits). Siemens published a report showing the advantages of the balise technology for railway operations in 1992 and in the fall of 1995 they delivered prototypes of Siemens type S21 Eurobalise. ABB, Alsthom and Ansaldo did also cooperate in the development and the S21 balise along with other Eurobalise prototypes were tested from July to October 1996 at

1947-691: The Russian Federation. Ansaldo was contracted in January 2010 to deploy the ITARUS-ATC on the test track for a later rail connection to Sochi up to the 2014 winter games. Belarus wants to license the system to use this ETCS- and KLUB-compatible train control system on the Pan-European transport corridors 2 and 9. At the end of November 2010 Finmeccanica (parent company of Ansaldo) and Russian Railways (mother company of VNIIAS) have signed

2006-549: The TETRA mobile communication standard. KLUB-U is at the center of an expanded concept EKS (ЕКС - единая комплексная система управления тяговым подвижным составом - Single Unified Train Control System). This will be able to decode signals from Eurobalises and display the information in an extended version that allows representation of signals according to European railway standards . For cross-border transport to Finland

2065-571: The balise type for the digital evolution of the Italian SCMT also becoming a second supplier for the balise type to other railways. These balise types were later collectively named KER balises from their usage in KVB, Ebicab and RSDD (Ripetizione Segnali Discontinua Digitale). Another source for the technology comes from the Siemens ZUB 100 family where they used coupling coils at the side of

2124-477: The balises may vary in the details, they are manufactured to meet the same standards. The principal manufacturers of Eurobalises belong to a group of seven firms ( Alstom , Ansaldo STS , Bombardier , Invensys , Siemens , Sigma-Digitek , Thales ) within the UNIFE federation of railway suppliers. This group cooperated in developing the specifications for Eurobalises. Specifications for Eurobalises are governed by

2183-460: The change in July 2010. ETCS and other applications using Eurobalise technology typically include protection against failure and theft of balises. Balises identify themselves to the trainborne equipment as being "linked" or "unlinked". Linked balises may send data (the "link list") to the trainborne equipment containing the identity of and distance to the following balise group or groups. By this means,

2242-419: The channel encoding with 11 bit per symbol. The user data block is cut into 10-bit user symbols before the scrambling and shaping operation - the effective payload of signalling information is 830 bit (83*10) for the long telegram and 210 bit (21*10) for the short telegram. The final telegram consists of The telegram is broadcast in a cyclic manner as the train passes over the balise. To avoid transmission errors

2301-415: The current movement authority. These errors typically result from slippage and sliding of the train wheels on damp rails, or from controlled-creep traction. Balise designs usually include multiple redundant electronic circuitry, allowing them to continue providing normal service for many years despite partial failure. The downlink uses an amplitude modulation on the 27.095 MHz frequency. This frequency

2360-442: The current number and total count of balises within a balise group (up to 8 balises), a flag whether it is a copy (up to 4 copies) that increases chances for the receiver to see the telegram of the balise in a group, a serial number flagging whether the message has changed lately, a 10-bit country identifier along with the 14-bit balise group identifier allowing for a unique ID of every balise group. The linking information informs about

2419-458: The distance to the next balise group (one linking packet per direction) and the required train reaction if the next balise group is missed (e.g. train stop). The movement authority packet defines a maximum speed that may be used for a given maximum distance and maximum time - setting the maximum speed to zero will force the train to stop. The gradient profile may have a variable length based on the contained pairs of section length (scalar and number in

KLUB (train control system) - Misplaced Pages Continue

2478-478: The early 1990s a number of proposals were tested until in October 1994 the first KLUB device was certified for operation - in the following years there were 1214 locomotives being equipped with this version. This first KLUB version can be easily identified by its LED display (later KLUB devices use LCD displays). In 1997 the manufacturer VNIIAS proposed a concept on the development of a new trail control system which

2537-408: The first axle of the locomotive. The signal is then amplified, filtered and evaluated. If the received signal changes from a more permissive to a less permissive aspect (like when passing a yellow light, indicating the next signal is red, which, in turn, requires stopping in front of it), an immediate vigilance control acknowledge is required; depending on configuration and aspects, periodic checks and

2596-540: The first line fully equipped with the system was operational in 1983. The adaptation of the Ebicab system in France is the KVB system. It had been developed after a crash in 1985 and it was deployed in the early 1990s on French lines. The name for the beacons: "balise" was however in use in the Ebicab system in the late 1970s. About the same time the idea came up to develop a common train protection system for Europe leading to

2655-467: The integration of an electronic map and the usage of GLONASS (rarely GPS) satellite-based location. In 2007, 12% of all KLUB-U control units were equipped with a GIS option while 100% of the KLUB-UP control units were delivered with satellite navigation. A PC interface allows to download recorded process data to support maintenance and to upload updated electronic route maps. The tapped data is aggregated in

2714-413: The link list and could typically be to make an enforced brake application or to display a message to the train driver. Balises also provide a set of fixed position references to the ETCS onboard equipment, allowing the latter to correct its odometry system for cumulative errors accrued during travel from one balise group to the next and maintain accurate tracking of its position relative to the end point of

2773-429: The metric system) and section gradient (uphill/downhill flag and a number in %). Similarly the international static speed profile is given in a variable count of section parts with each part denoting the section length (number in meters - the scale is only given once at the start of the packet for all sections), the maximum speed (number * 5 km/h - allowed numbers are 0-120 i.e. some spare values are left over) and

2832-620: The ministry approved. The concept KURS-B (КУРС-Б - Система комплексная унифицированная для регулирования и обеспечения безопасности движения поездов - integrated system for train control and train safety ) would consist of three main parts: the KLUB-U cab signaling, the SAUT brake control (САУТ - система автоматического управления торможением ) and the TS-KBM vigilance control (ТС КБМ - телемеханическая система контроля бодрствования машиниста ). The development of KURS-B began in 1998. To increase

2891-473: The necessity to switch between 25/50/75 Hz frequency variants depending on traction current type (AC/DC) and other conditions. A new, modular ALSN automatic train protection onboard system VEPS has been under development since 2002 in Estonia . Based on programmable logic controller technologies, the system was developed by Estonian Railway engineers and patented in 2004 by Indrek Syld . The new system

2950-565: The number of warning signals as well as the number of automatic brake incidents. A subsequent analysis lead to a refined specification which was pushed to the cab computers with an update in late 2006. The number of failures dropped from 164 in 2006 to 80 in 2007. In 2004 another development started as well targeting a new electronic interlocking device communicating via digital radio with the train sets. This ABTC-M block control system (АБТЦ-М - система автоблокировки с централизованным размещением аппаратуры - Autoblock System with Central Control)

3009-407: The on-board antenna or a separate electronic module, according to the preference of the system vendor. Eurobalises are typically placed in pairs on two sleepers in the center of the track. For ETCS they are typically spaced three metres apart. With the balises being numbered the train will know whether it travels in nominal (1→2) or reverse direction (2→1). Singular balises exist only when linked to

SECTION 50

#1732791167693

3068-457: The payload is scrambled (avoiding burst errors), substituted with a symbol code of different Hamming distance , and a checksum is added for validity checks. Since the checksum is computed after the symbol substitution the telegram contains extra shaping bits to allow the resulting checksum bits to be filled up in a way that only valid symbols of the chosen channel code are in the telegram where each symbol has 11 bits. The payload data consists of

3127-421: The safety, all modules function separately. The system was designed to be open so that more modules can be integrated later - all modules communicate via CAN bus. All sub-modules are in duplicate in the system. In 1999 the KLUB-U was certified and went into production; the variants KLUB-UP and KLUB-P were derived since 1999 and they are in production since 2000. The computerized KLUB-U cab signaling contains allows

3186-428: The same time, indicating the current speed limit and, if lower, the limit for the next section, providing the train driver with a warning and time to react and reduce speed. In case of an overspeed, the train is unconditionally braked to the indicated speed limit, and then, if not acknowledged by a driver pressing a vigilance button, to a complete stop. Should be there no frequency received (such as on an uncoded track in

3245-520: The tracks to augment the existing train protection system with additional signalling. The first ZUB 111 beacon did just allow for 21 states (using 2 out of 7 frequencies). The successor ZUB 122 switched to a digital telegram modulated on an 850 kHz carrier. The latter was used first in the ZUB 121  [ de ] for Switzerland since 1992 and ZUB 123  [ de ] for Denmark since 1992. The telegram types of these systems are compatible with

3304-469: The trainborne equipment is able to determine where to expect a balise and thus to identify if a balise has failed. Alternatively, in ETCS application levels 2 and 3, the "link list" may be transmitted to the trainborne equipment from the Radio Block Centre (RBC). The reaction that the trainborne equipment shall apply in case of a missing or failed balise is itself defined by data transmitted with

3363-595: Was installed in the CE35 type of locomotive (77 systems) during 2003-2004. A new platform (level 2.0) was installed on Stadler's FLIRT trains for Estonia in 2012 (76 systems), and in 2016 a third generation of the system was introduced for the international market. Since the 1990s, the Russian Railroad Company has introduced a computerized successor system KLUB-U which requires either ALSN only or both, ALSN and ALS-EN sensors for compatibility. In ERTMS

3422-624: Was introduced in 2006. In 2010 the Russian Railways had equipped almost 12,000 vehicles with satellite navigation being about 36 percent of the rolling stock that runs with KLUB-U or KLUB-UP. Estimates for the time frame up to 2015 indicate a requirement of satellite-navigation train equipment to be installed in the range of 28,000 to 30,000 devices - additionally there will be a requirement of 50,000 hand-held devices for location and communication of railway workers. The devices to connect control center, railway workers and train staff are using

3481-603: Was switched to Eurobalises in 2005 (ZUB 262). The additional telegram packet types for tilting trains have been added to the Baseline 3 series of ETCS. The direct predecessor of Eurobalises are the balises of the Ebicab train protection system. The Ebicab system was developed in Sweden (and Norway) by LMEricson and SRT. The Ebicab system was developed after a crash in Norway in 1975 (Tretten). Trial runs started in 1979, and in Norway

#692307