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TY  - THES
AU  - Laumen, Peter
TI  - ETCS Level 1 in the context of digital interlocking technology
PB  - Rheinisch-Westfälische Technische Hochschule Aachen
VL  - Dissertation
CY  - Aachen
M1  - RWTH-2023-10380
SP  - 1 Online-Ressource : Illustrationen
PY  - 2023
N1  - Veröffentlicht auf dem Publikationsserver der RWTH Aachen University
N1  - Dissertation, Rheinisch-Westfälische Technische Hochschule Aachen, 2023
AB  - Digitisation, as a major global trend, is also making its way into railway signalling technology. Many aspects of rail traffic are to be improved and optimised through digitisation. This ranges from big data for predictive maintenance to digital interlocking (IL) basing on IP networks. The European Train Control System (ETCS) should enable interoperable rail traffic throughout Europe as a standardised Automatic Train Protection (ATP) system. However, this also requires the definition of international and harmonised operating procedures. Each country has its own ATP system, making international traffic complex. On the one hand, drivers must be trained in the different systems and on the other hand, trains must be equipped with the various systems. A lot of countries throughout Europe propose ETCS Level 2 as a target. ETCS Level 2 requires mobile radio communication. Therefore, the fundamentals of radio communication with its advantages and disadvantages are presented. Considering that a radio communication system such as the Global System for Mobile Communications - Rail (GSM-R)is a separate infrastructure, its technology is modernised in certain cycles. These cycles do not correspond to the long-term cycles of railway signalling technology. Migration concepts are necessary for an optimal transition between technologies. ETCS has been specified by the European Union (EU). The development began in the late 1980s. There has not yet been a Europe-wide, comprehensive introduction. Only the states of Luxembourg and Switzerland have introduced ETCS in their whole network, Denmark is still in progress. Many research and implementation projects examine the migration to ETCS. Also the adaption of operating rules and improvement of safety systems (IL </td><td width="150">
AB  -  ETCS) is in the focus of such research projects. The overall topic is the improvement of railway operations and increase of capacity. Level 1 was initially considered as a level for migration to Level 2 or Level 3. The application of ETCS in this thesis discusses Level 1 Full Supervision (FS) as a full ETCS level. This thesis considers the interaction of a digital IL and ETCS, focusing on Level 1. The digital IL bases on modern bus or network communication to further safety systems (levelcrossing, control system, RBC) and the field components (axle counter, signal, point). Cab-signalling is the fundament for modern railway operation. This makes fixed signals almost useless in means of safety function and allows savings in trackside equipment. A special feature is the telegram-based interface between the balises and the IL without the need of measuring the signal’s lamp currents. The impact of the new digital and integrated IL architecture on operations is considered to evaluate the architecture. The advantages, especially of cab-signalling, are examined. Another advantage results from the innovative connection of the balises to the IL and the resulting high information density at the balise. The separation of shunting movements and train movements becomes obsolete, as presignalling is no longer required. Existing track section are used to set up additional blocks. Minimum block lengths are not depending on the pre-signalling and braking distance due to cab-signalling. The new architecture also simplifies the connection of sidings. The new architecture also impacts capacity. ETCS enables an increase in capacity by establishing multiple block sections, increasing the average speed and improving infilllocations. Further evaluation criteria are energy consumption, security, safety, economic efficiency and project planning. Improvements in all these areas results with the new architecture. The architecture designed for a decentralised IL topology will improve energy consumption and offer the minimal potential for security attacks. Fewer components are needed for communication (which reduces or does not increase energy consumption), and with minimal communication over open networks and greater use of closed networks, the need for security measures is reduced. In particular, the communication of the several components of the safey systems, i.e. the IL with the field elements, is handled via closed networks. Through the intelligent control of balises, groups of balises can be combined, which reduces the cost of trackside equipment.
LB  - PUB:(DE-HGF)11
DO  - DOI:10.18154/RWTH-2023-10380
UR  - https://publications.rwth-aachen.de/record/972726
ER  -