CH698679B1 - Method for controlled entry of vehicle i.e. rail vehicle, involves determining whether vehicle is first vehicle to deal, authorizing vehicle for entry into armed area, and creating driving license - Google Patents

Abstract

The method involves providing a vehicle and an infrastructure standing in operative connection with the vehicle in an armed area for controlled entry. A radio link is established between the vehicle and a control device, and the vehicle is initialized. Vehicle data is verified, and entry path in the armed area is optionally determined. A determination is made whether it is the first vehicle to deal. The vehicle is authorized for entry into the armed area, and a driving license is created. Communicating units are provided for transmitting and locating the vehicle.

Description

       

  Technical area

  

The present invention relates to a method for controlling a rail vehicle, in particular relates to the control of a rail vehicle in the transition between different control areas.

State of the art

  

To ensure a safe and smooth train service, train protection systems are necessary. In Europe, 14 species have evolved, some of which are used side by side and country-specific and are not compatible with each other. In international traffic, therefore, traction vehicles must be equipped with one or possibly several train control systems of the host country. If this is not the case, a change of the traction unit must be made, which is time consuming and expensive.

  

From efforts to shorten the Grenzaufenthaltszeiten developed since the early 90s, the concept of a uniform train control system. Since 1996, the ETCS (European Train Control System) and the GSM-R (Global System Mobile - Railways) mobile communication system have been developed on the basis of EU Directive 96/48 on the interoperability of the European high-speed rail system. The International Union of Railways (UIC, Union Internationale des chemins de fer) has prepared specifications for ETCS through the European Rail Research Institute (ERRI). Since 1999, ETCS has been tested by several rail companies.

  

The introduction of the ETCS should not only summarize train control and assurance and make it more intelligent, but also
Save costs for maintenance and operation of fixed installations (such as signals)
replace the large number of national train control systems in high-speed traffic, and thereby
interoperability of European high-speed rail networks
increase the route capacity
increase the route speed

  

The ETCS takes over several functions. It summarizes the hitherto separate fuse (signals) and control (interlockings) of trains together by
the local speed limit
the maximum speed of the train
the correct route of the train
the direction of travel
the suitability of the train for the route and
monitors the observance of special operating regulations and if necessary draws attention to errors or intervenes in a regulatory manner. This information is processed by the building blocks of the ETCS: the (Euro) balises, which transmit the data to the train, the Eurocap, which analyzes the data and compares them via Euroloop or Euroradio with the control computer of the interlocking.

  

The balises are punctual data transmission devices in the track, which transmit data when driving over the train as a transponder. There are balises that always transmit the same fixed data and switchable balises for variable information.

  

The Eurocab is a uniform equipment for vehicles, which consists of the ETCS computer and the cab.

  

Euroloop is a cable-based data transmission system, comparable to the Linienzugbeeinflussung. Here, a cable ladder is laid in a loop in the track bed.

  

With Euroradio, the ETCS computer and the control center can communicate with each other via GSM-R.

  

In order to meet the needs of various routes, user profiles and railway administrations, different levels of ETCS have been defined, ETCS levels 1 through 4. The individual levels are backwards compatible, i. E. Level 3 powered vehicles can also drive on Level 1 or 2 equipped lines.

  

Level 1 builds on the existing route infrastructure and complements it. The balises take over the role of a punctiform train control and transmit signal signals (as "switchable balises" with variable information transmission) or the current maximum line speed (as fixed data balises) for signals. In contrast to a punctiform train control, a complete image of the gradients and speed concepts is stored at level 1 in each balise and transmitted to the locomotive together with a movement authority (MA). This allows the vehicle to continuously monitor compliance with the permitted speed. Level 1 thus offers continuous train monitoring, with a cabling effort that comes close to the punctual train control.

  

At level 2, the balises are no longer the information transfer, but only the location of the train. By means of Doppler radar on the traction vehicle floor and Radimpulsgebern on the traction vehicle axles the exact location is determined, the balises are only the adjustment ("electronic milestones"). The ETCS computer on the train passes the determined location by Euroradio to the route center, which reports the necessary information about driving, stopping and speed back to it. The information on free track sections will continue to be transmitted via stationary track vacancies to the line center: the track is divided into sections ("blocks"), and the train may enter the next only if this is not occupied by another train, but as " Free "is reported.

  

Level 3 differs from Level 2 only by not using fixed block sections. The line center controls the distances of the trains.

  

As a result, the trains are independent of defined block sections and can be performed as speed-dependent denser behind the other.

Presentation of the invention

  

The invention is therefore an object of the invention to provide a control of a rail vehicle, which in particular allows a controlled entry into a level-2 area.

  

The solution to this problem is achieved in that in a method for the controlled entry of a vehicle, in particular a rail vehicle, from a non-equipped or national area in an equipped area
 <Tb> 1) <sep> establishing a radio connection between the vehicle and a control device;


   <Tb> 2) <sep> the vehicle is initialized;


   <Tb> 3) <sep> the vehicle data is confirmed;


   <Tb> 4) <sep> optionally the entry path into the equipped area is determined;


   <Tb> 5) <sep> is determined whether it is the first entering vehicle;


   <Tb> 6) <sep> the vehicle is authorized to enter the equipped area;


   <Tb> 7) <sep> the driver's license is generated.

  

The essence of the invention is therefore to ensure in a controlled sequence of communication steps that on the one hand the vehicle is correctly set to the new area, the new area can capture all the relevant data of the vehicle and the vehicle a the possibilities of the vehicle Driver's license is handed over.

  

A first preferred embodiment of the method according to the invention is characterized in that the vehicle is a rail vehicle and that the equipped area is a level 2 area in which communication units such as balises both for Information transmission can be used as well as for locating the rail vehicle. In particular, in pan-European rail transport, the method is advantageously used.

  

A further preferred embodiment of the method is characterized in that in step 1) the communication between on-board equipment and a correct communication unit of the equipped area allows, wherein the radio link allows the exchange of secure application messages, and wherein the production of the radio link by the vehicle-side Equipment initiated based on the data received from a communication unit.

   Furthermore, preferably in step 2) all the basic data needed on both sides is sent to enable the correct system operation after establishing the radio link, wherein in particular the on-board equipment vehicle data and vehicle location data provides, and wherein for the correct operation of the on-board equipment in Level 2 area a communication unit of the equipped area provides all parameters for the on-board equipment, such as parameters for train position reports, requirement parameters for driving, these parameters are stored by the on-board equipment and used only when the transition to Level-2 is done.

   Further preferably, in step 3) it is ensured that the entry of a vehicle into the equipped area is prevented if the vehicle data checked by the driver are not sufficient for operation in an equipped area, wherein a communication area of the equipped area matches the vehicle data in accordance with the operating conditions checked for the equipped area, and if this is not given, no authorization for the entrance of the vehicle in the equipped area is issued. Further preferably, in step 4) the equipped area system is enabled to determine if and at what point the vehicle enters the equipped area.

   In addition, it is preferably ensured in step 5) that it is avoided that the system of the equipped area sends a driver's license to a vehicle for which it is not intended. Preferably, it is also checked in step 6) whether the vehicle is equipped for the equipped area, whether the vehicle has been initialized, and / or whether the vehicle has taken over the vehicle data from the system of the equipped area and, depending thereon, an authorization for entry into the equipped area.

   Last but not least is also preferably in step 7) depending on the track and interlocking conditions before the entry point a driving license in the full monitoring mode (FS-MA), if a distance was set before the entry point of the control center and the route is free, or an On -Sight Driving Permit (OS-MA), if a distance before the entry point has been set by the control center as an on-sight distance, calculated and awarded.

  

A further preferred embodiment of the method is characterized in that the entry into the equipped area with RBC entry control and particularly preferably in step 1) the radio announcement of the vehicle-mounted equipment via a balise group (Balisengruppe A) is communicated, the far enough before the transition point, so that the vehicle can perform all the steps without reducing the line speed, the announcement consisting in an instruction to contact the RBC, including telephone number and ID of the RBC; or the sleeping railcar receives the radio announcement including a parameter whether to contact the RBC or not, assuming that this parameter is IGNORE, so that no radio link is established.

   Furthermore, the procedure is preferably such that the vehicle-mounted equipment initiates the establishment of a radio connection with the RBC by logging into a GSM-R network and calling the telephone number from the radio announcement message (balise group A). In addition, it is possible to proceed in such a way that after the connection has been established, the on-board equipment determines the interoperability version for communication with the RBC, in particular for this purpose the RBC of the on-board equipment with the first message transmits the identifier of the interoperability version used by the RBC and the on-board Equipment will check if this version is compatible with others and chooses the highest compatible ones.

   It is also preferred that, once the radio connection is established, the RBC transmits the parameters for operation in the Level 2 range and these parameters are stored by the on-board equipment and are only used when the transition to Level-2 occurs where the parameters include information for determining when and where the on-board equipment must send position reports, as well as parameters for determining when the on-board equipment must request a new driving license.

   In particular, once the radio connection is established and an interoperability version is selected, the on-board equipment may be sent the currently used train data as well as complete location information to the RBC, the location information being particularly related to the last balise group from which the on-board equipment received a correct message. Preferably, the RBC also confirms the train data.

  

A further preferred embodiment of the method is characterized in that the vehicle-side equipment receives the following data from a Balisengruppe (Balisengruppe B):
an instruction to switch in ERTMS level 2 at a certain distance from the balise group (distance corresponding to the limit position, i.e. to a balise group E), this information being repeated in balise groups C, D and E;
Instructions for STM management only if the train is coming from a national area and equipped with the appropriate STM;
national ERTMS values;
In particular, the transition announcement is preferably received at the zug side so that the Level 2 data can be accepted.

  

Preferably, the method is further characterized in that the omission of a connection with a first Balisengruppe the Funkankündigung is provided by the next Balisengruppe.

  

In addition, it is possible to proceed in such a way that if the RBC can not determine whether the train is entering first, the limit entry signal will not be released and the train will not receive drive permission information.

  

Furthermore, the present invention relates to a device, in particular for carrying out a method according to one of the preceding claims, characterized in that at least three balises (A, B, C) are arranged before the beginning of an equipped area that at least two of the border near Balises communicate with signals, and that switchable balise groups are assigned to both affected signals (balancing group B and C), whereby the messages sent by these balisen groups differ according to the signal display.

  

A first preferred embodiment of the device is characterized in that the two balise groups are placed in front of the track circuit node which changes the signal, such that:
the distance between the balancing group and the track circuit node is greater than the maximum distance between the balise receiving antenna and the first train axis;
the distance between the balise group and the track circuit node is shorter than the length of the shortest train that can travel the route (i.e., the signal display is not intended for another train).

  

Further preferably, the device is configured such that the distance between the balancing group and signal is designed so that at a stop of the train before the signal, the balise group is not yet read.

  

Further preferred embodiments of the present invention are formulated in the dependent claims.

Brief explanation of the figures

  

The invention will be explained in more detail with reference to embodiments in conjunction with the figures. Show it:
 <Tb> FIG. 1 <sep> is an example of a trackside configuration (entry from a non-equipped area);


   <Tb> FIG. 2 <sep> a functional step sequence;


   <Tb> FIG. 3 <sep> Case 1: Signal display of the second signal before is green;


   <Tb> FIG. 4 <sep> Case 2: Signal display of the first signal before is yellow;


   <Tb> FIG. 5 <sep> Case 3: train stops before the last stop signal;


   <Tb> FIG. 6 <sep> situation when limit is not located at the end of the block;


   <Tb> FIG. 7 <sep> Example (I) of a trackside infrastructure, several possible entry points;


   <Tb> FIG. 8th <sep> difference between solution (a) and solution (b);


   <Tb> FIG. 9 <sep> Example (I) of a trackside infrastructure, several possible entry points;


   <Tb> FIG. 10 <sep> Example (II) of a trackside infrastructure, several possible entry points;


   <Tb> FIG. 11 <sep> entry of a train from a non-equipped to an RBC area;


   <Tb> FIG. 12 <sep> entry of a train from a national into an RBC area;


   <Tb> FIG. 13 <sep> step sequence for entry into a level 2 area from an un-equipped or national area;


   <Tb> FIG. 14 <sep> entering a non-leading railcar from a national area into an RBC area;


   <Tb> FIG. 15 <sep> Step sequence for entering a non-leading railcar into a Level 2 area from an un-equipped or national area;


   <Tb> FIG. 16 <sep> entry of sleeping equipment from a national area into an RBC area;


   <Tb> FIG. 17 <sep> Step sequence for entering a sleeping railcar in a Level 2 area from an un-equipped or national area;


   <Tb> FIG. 18 <sep> entry of a train from an unequipped to an RBC area without RBC entry check;


   <Tb> FIG. 19 <sep> entry of a train from a national into an RBC area without RBC entry control;


   <Tb> FIG. 20 <sep> step sequence for entry into a Level 2 area from an un-equipped or national area without RBC entry-level control;


   <Tb> FIG. 21 <sep> entering a non-leading railcar from a national area into an RBC area;


   <Tb> FIG. 22 <sep> Step sequence for entering a non-leading railcar into a Level 2 area from an un-equipped or national area;


   <Tb> FIG. 23 <sep> entry of sleeping equipment from a national area into an RBC area;


   <Tb> FIG. 24 <sep> Step sequence for entering a sleeping railcar in a Level 2 area from an un-equipped or national area;


   <Tb> FIG. 25 <sep> entry of a train from a national into an RBC area; Balise group A failed;


   <Tb> FIG. 26 <sep> step sequence for entry into a level 2 area from a national area when the on-board master misses balise group A;


   <Tb> FIG. 27 <sep> Entry of a train from a national to an RBC area. Balise group A failed;


   <Tb> FIG. 28 <sep> step sequence for entry into a level 2 area from a national area when the on-board master misses balise group A;


   <Tb> FIG. 29 <sep> entering a non-leading railcar from a national area into an RBC area;


   <Tb> FIG. 30 <sep> step sequence for entering a level 2 area from an un-equipped area when the non-leading vehicle-mounted equipment misses balise group A;


   <Tb> FIG. 31 <sep> entry of a train from a national into an RBC area; Balisengruppe B failed;


   <Tb> FIG. 32 <sep> entering a level 2 area from a national area if the on-board master misses balise group B;


   <Tb> FIG. 33 <sep> entering a level 2 area from a national area if the on-board master missed balise group C and the RBC was unable to determine the first train entering on balise group B;


   <Tb> FIG. 34 <sep> entry of a train from a national to an RBC area without RBC entry-control - step-by-step description;


   <Tb> FIG. 35 <sep> entry into a Level 2 area from a national area if the on-board Master misses Balise Group C and no RBC run-in control is used;


   <Tb> FIG. 36 <sep> entry of a train from a national into an RBC area; Balisengruppe D failed;


   <Tb> FIG. 37 <sep> Entering a level 2 area from a national area if the on-board master missed balancing group D and the RBC could not designate the first entering train to balancing group B &C;


   <Tb> FIG. 38 <sep> entry of a train from a national into an RBC area; Balisengruppe D failed;


   <Tb> FIG. 39 <sep> entering a level 2 area from a national area if the on-board master missed balancing group D and the RBC was unable to determine the first entering train on balise group C and no RBC entry check is used;


   <Tb> FIG. 40 <sep> entry of a train from a national into an RBC area; Balisengruppe E failed;


   <Tb> FIG. 41 <sep> Entry into a Level 2 area from an un-equipped area if the on-board Master missed Balisa Group E and no announcement is available;


   <Tb> FIG. 42 <sep> Entry of a train from a national to an RBC area. Balisengruppe E failed;


   <Tb> FIG. 43 <sep> Entry into a Level 2 area from an un-equipped area if the on-board Master missed Balisa Group E and no announcement is available;


   <Tb> FIG. 44 <sep> passing the stop signal when entering a level 2 area from an un-equipped or national area;


   <Tb> FIG. 45 <sep> step sequence for passing the stop signal when entering a level 2 area from an un-equipped or national area;


   <Tb> FIG. 46 <sep> Example (I) of a ground configuration in conjunction with scenario 2.1.2.0.D;


   <Tb> FIG. 47 <sep> Example (II) of a ground configuration in connection with scenario 2.1.2.0.D;


   <Tb> FIG. 48 <sep> route set for the approaching train does not enter the RBC area (no transitional announcement);


   <Tb> FIG. 49 <sep> step sequence for canceling the train entry into a level 2 area from a national or non-equipped area, if the train set route does not reach the level 2 area and no transitional announcement has been received;


   <Tb> FIG. 50 <sep> entry of a train from a national into an RBC area;


   <Tb> FIG. 51 <sep> Step sequence for canceling the train entry into a Level 2 area from a national or non-equipped area, if the train specified for the train does not lead to the Level 2 area;


   <Tb> FIG. 52 <sep> Situation: Engine driver chooses maneuvering;


   <Tb> FIG. 53 <sep> Step sequence for canceling entry of a train making shunting movements within the announcement area;


   <Tb> FIG. 54 <sep> Situation: Engine driver closes the driver's desk;


   <Tb> FIG. 55 <sep> step sequence for canceling the train entry into the level 2 area when the driver closes the driver's desk;


   <Tb> FIG. 56 <sep> Example (I) of a trackside configuration for scenario 2.1.4.0.D;


   <Tb> FIG. 57 <sep> Example (II) of a track-side configuration for scenario 2.1.4.0.D;


   <Tb> FIG. 58 <sep> Situation: train data is not acceptable for RBC operation;


   <Tb> FIG. 59 <sep> step sequence for train entry into the Level 2 area when the train data is rejected by the RBC;


   <Tb> FIG. 60 <sep> Situation: train data is not acceptable for RBC operation;


   <Tb> FIG. 61 <sep> step sequence for entering a level 2 area without common interoperability version between train and RBC;


   <Tb> FIG. 62 <sep> Situation: failure of the radio connection;


   <Tb> FIG. 63 <sep> step sequence for entry into the Level 2 area without radio connection;


   <Tb> FIG. 64 <sep> train commissioning before the border-covering signal;


   <Tb> FIG. 65 <sep> step sequence for train commissioning before the limit of the level 2 area;


   <Tb> FIG. 66 <sep> Commissioning non-leading on-board equipment at the border between unequipped and RBC area;


   <Tb> FIG. 67 <sep> step sequence for commissioning a non-leading railcar at the border of the Level 2 area;


   <Tb> FIG. 68 <sep> Commissioning of non-leading on-board equipment at the border between the national and RBC area;


   <Tb> FIG. 69 <sep> step sequence for putting a sleeping railcar into operation before the limit of the level 2 area;


   <Tb> FIG. 70 <sep> Situation: message received by balise group B is corrupted; and


   <Tb> FIG. 71 <sep> Step sequence for entering a level 2 area from an un-equipped or national area when receiving damaged bali data.

Ways to carry out the invention

1. Introduction

  

Described below is the expected behavior of an ERTMS system (European Rail Traffic Management System) entering a level 2 area from a non-equipped area or an area with a national ATP (Automatic Train Protection) system. The objective is to explain: the interactions between ERTMS system, train driver and railway operation; the necessary actions of the ERTMS system in normal and emergency operation as well as the resulting restrictions.

  

The following scenarios are treated here:

  

Scenario 2.1.0.0.N: Entry of a train into a Level 2 area from a non-equipped or national area using the RBC (Radio Block Center) approach control, including the following sub-scenarios:
Scenario 2.1.0.1.N: entry of a vehicle master;
Scenario 2.1.0.2.N: entry of non-leading equipment;
Scenario 2.1.0.3.N: Entry of sleeping equipment.

  

Scenario 2.2.0.0.N: Entry of a train into a Level 2 area from a non-equipped or national area without RBC entry-control, including sub-scenario:
Scenario 2.1.0.1.N: Entry of an on-board master.

  

Scenario 2.1.1.0.D: The train missed an announcement balise group, including the following sub-scenarios:
Scenario 2.1.1.1 .D: Vehicle master equipment misses balise group A;
Scenario 2.2.1.1.D: Vehicle master misses balise group A without RBC run-in control;
Scenario 2.1.1.2.D: Non-leading on-board equipment misses balise group A;
Scenario 2.1.1.3.D: Vehicle master equipment misses balise group B or C;
Scenario 2.1.1.3.D: Vehicle master equipment misses balise group B or C;
Scenario 2.1.1 AD: Vehicle master equipment misses balise group D;
Scenario 2.2.1.4.D: Vehicle master misses balise group D without RBC entry check;
Scenario 2.1.1.5.D: Vehicle-side slave equipment misses balise group D;
Scenario 2.1.1.6.D:

   Vehicle-side master gear misses balise group E;
Scenario 2.2.1.6.D: Vehicle master misses balise group E without RBC run-in control;
Scenario 2.1.1.7.D: Passing the stop signal at the beginning of the pure Level 2 area.

  

Scenario 2.1.2.0.D: The distance set for the train does not lead to the level 2 area, including the following sub-scenarios:
Scenario 2.1.2.1.D: Vehicle Equipment Receives No Transition Announcement;
Scenario 2.1.2.2.D: Transition Announcement already received on board.

  

Scenario 2.1.3.0.D: The train does not enter the Level 2 area due to an action of the engine driver, including the following sub-scenarios:
Scenario 2.1.3.2.D: Engine driver closes the driver's desk within the announcement area.

  

Scenario 2.1.4.0.D: Train is not accepted by the RBC, including the following sub-scenarios:
Scenario 2.1.4.1.D: train data not accepted by the RBC;
Scenario 2.1.4.2.D: There is no common interoperability version.

  

Scenario 2.1.5.0.D: The wireless connection is not available.

  

Scenario 2.1.6.0.N: Train commissioning before the border between non-equipped / national area and the level 2 area:
Scenario 2.1.6.1 .N: Vehicle Master Equipment;
Scenario 2.1.6.2.N: non-leading on-board equipment;
Scenario 2.1.6.3.N: Sleeping facilities of the on-board equipment.

  

Scenario 2.1.7.0.D: Train receives corrupted data from a balise group.
Scenario 2.1.7.1.N: Vehicle Master Equipment Receives Damaged Data from Balise Group B.

  

This description is based on general GATC operating principles that apply to most European railways. Depending on the signaling and operating rules of the railroad in which the application is to be used, some sections may not apply because they are not used.

  

Note: The applicability of Section 6.14 does not relate to the entry scenario itself but to the basics of how an End of Movement Authority (EOA) can or must be passed in the event of a disturbed operation. Therefore, it is assumed that at least the basic idea of the scenario is applicable.

  

Note on STM: The STM (Specific Transmission Module) is a standardized interface for national ATP.

2. Documents

  

The following reference documents are generally referred to:
 <Tb> / 1 / <sep> Scenarios, EEIG-96E283, Version 3 of 31/7/1998 (ERTMS document)


   <Tb> / 2 / <sep> UNISIG SRS for Class 1, Ref. SUBSET-026 Issue 2.2.2


   <Tb> / 3 / <sep> SA-NBS / BSI / DESG / 0005 Principles of Operation - General Description Level-2


   <Tb> / 4 / <sep> SA-NBS / BSI / DESG / 0006 Operating principles - Train commissioning in a non-equipped area


   <Tb> / 5 / <sep> SA-NBS / BSI / DESG / 0008 Operating principles - Train commissioning in a Level 2 area


   <Tb> / 6 / <SAp> SA-NBS / BSI / DESG / 0004 Principles of operation - Methods


   <Tb> / 7 / <sep> SA-NBS / BSLDESG / 0007 Operating principles - Glossary


   <Tb> / 8 / <SAp> SA-NBS / BSI / DN / 0050 TCCS / SA-NBS interface: Entry of level 2

3. General

3.1 Global assumption

3.1.1 Infrastructure on the ground

  

The scenario takes into account both cases: unequipped area (i.e., an area without ERTMS or other ATP system) and an area without ERTMS but, for example, a national ATP system. Differences between the two cases are clearly marked. The RBC area is a pure level 2 area. An RBC is a centralized security unit with interlocking to establish and control the separation of the trains. This unit receives localization information via radio signals from the trains and sends movement authorizations (MA, Movement Authority) to the trains via radio signals. The area controlled by the RBC (i.e., the area in which the ERTMS traction moves are under the responsibility of the RBC, also called the "RBC area") is smaller than the area known to the RBC.

   There must therefore be a section of the non-equipped or national area for which route data is available to the RBC (routing, balise group identifiers and related characteristics).

  

The position of the boundary between the unequipped or national area and the level 2 area is marked on the trackside by a panel which indicates to the driver the entry into the level 2 area. The board must display a CAB sign.

  

The boundary between the unequipped or national area and the level 2 area is covered by a controlled signal, the limit entry signal. This signal is the last signal for the train before entering the Level 2 area. It should be noted that the actual limit may be up to one block after the limit entry signal - at the expense of transport services.

  

It is possible to additionally prevent the entry of unauthorized trains into the RBC area. Therefore, the RBC must issue an instruction to the interworking line which, for the level 2 range (depending on the actual conversion, ie which IXL controls the limit run-in signal, can transfer control of the L2 range to the adjacent IXL, outside of the ERTMS service area), for example in such a way that the route signal before the limit can only be deleted in the following circumstances (normally the signal is at a stop):
the path specified by the signal leads to the level 2 range and the first incoming train to the signal is authorized to enter the level 2 range;

  
the distance specified by the signal does not lead into the level 2 range (in this case the RBC must not influence the signal display).

  

The leading to the entry point signal system is assumed for the descriptions of the scenarios as a simple red-yellow-green system. However, the signaling must be in accordance with the signaling system when a specific solution is available; Signal systems with more than three colors (status) are also supported.

  

ERTMS balancing groups for transferring data to the transition must be placed before the border. There are three types of information provided to a train entering an RBC area:
The "radio announcement", which is to transmit data to the onboard equipment to establish the radio link with the RBC;
the "Transition Announcement", which is to require the on-board equipment to switch to ERTMS Level-2 at the border;
Balisengruppekennungsungs- and position information, so that the on-board equipment can transmit train position data to the RBC.

  

The following balise groups are installed for the transmission of this data (see also Fig. 1):
A non-switchable balancing group in front of the border for the transmission of the radio announcement (balise group A). This balise group must be placed according to the following guidelines:
 <Tb> I. <sep> There must be at least one signal between the balise group and the signal that covers the boundary (in order for a train traveling at line speed not to slow down to make the change, this balise group must precede the second signal before the boundary signal In areas where trains are moving more slowly, this balancing group can also have a signal block closer to the border).


   <Tb> II. <sep> The route between balise group A and the first balise group thereafter (balise group B) must enable the establishment of the radio link with the RBC when the train is traveling at line speed (with sufficient certainty, currently being set up for about 40 seconds expected).

  

The area between balise group A and the boundary (each inclusive) is also called "announcement area" in this document.

  

One or more switchable balise groups at the end of a few blocks (2 for three-stage signal systems at line speed) before the last block (balancing groups B and C) to initiate the transmission of the train position to the RBC (exact number of blocks depending on the local signal system, but at least one such balise group must be at the signal before the limit signal - see the detailed description of the scenario / determination of the first incoming train).

  

Optionally, a non-switchable balise group before the signal at the boundary (balancing group D) for triggering the transmission of the train position to the RBC (see detailed description of the scenario - determination of the first entering train).

  

A non-switchable balancing group on the border (balise group E) for immediate transition request in ERTMS level 2 (last transition announcement) and for sending the national values for use in the level 2 area.

  

For availability purposes, the transitional announcement and the national values in addition to balise group E must also be provided by balise group B, C and D.

  

The MA is not stored on board until the transition announcement has been received on the train side. It is necessary to execute the transition announcement from the first available balancing group that can determine the entry point and the first entry point (e.g., balise group B). Otherwise, the train may not be authorized to transition at line speed.

  

The on-board equipment must provide the RBC with a position report (referenced to all ERTMS balise groups when approaching the level 2 range). (This is the default behavior of the on-board equipment if a radio link has been established and RBC position report parameters are not available.)

  

A position report takes into account the direction of movement of the train with respect to the orientation of the reference bilge. If the first reference balise group contains only one balise, the on-board equipment can not determine the direction of movement relative to the balise. Receipt of a message referenced to a second balise is required before the complete train site is made available to the RBC.

  

So that the on-board equipment can undoubtedly determine the train data on all balise groups, not all balise groups in the announcement area may be single balises.

  

The area covered by the radio network must be greater than the combination of the level 2 area and the announcement area, so that the entry into the GSM-R network before reaching Balisengruppe A takes place (value according to Unisig at least 40 seconds).

  

This situation is illustrated in Fig. 1, which is an example of a track-side configuration (entry from an unequipped area).

3.1.2 On-board initial conditions

  

The vehicle master operates either in ERTMS level 0 (mode UN) or in ERTMS level STM (mode SN).

3.1.3 Operational restrictions

  

When a stop signal is applied, the driver is expected to bring the train to a standstill shortly before the signal. The D-Balise, like Balise B and C, must be less than one vehicle's length away from the detector. This is to avoid that a single vehicle occupies the track between the train and the covered by the last signal section. This distance corresponds to the fact that for a stop in front of the bordering signal the message from balancing group D must have been received by the on-board equipment (see section 3.3.1.18). It should be noted that this may not always be practical (depending on the minimum draw length, so that balancing group D may prove useless).

3.2 Function overview

3.2.1 Introduction

  

The main functional steps for the entry into a pure Level 2 area are the following:
 <Tb> first <sep> establishing the radio connection;


   <Tb> second <Sep> Zuginitialisierung;


   <Tb> third <sep> confirmation of train data;


   <Tb> 4th <Sep> Einfahrweichenbestimmung;


   <Tb> 5th <sep> Determine if it is the first incoming train;


   <Tb> 6th <sep> Authorization to enter the Level 2 area;


   <Tb> seventh <sep> Movement Authority (MA) generation.

  

This functional step sequence is shown in FIG. In the following, the individual steps will be described in more detail.

3.2.2 Step 1: Establishing the radio connection

  

In this step, the communication between on-board equipment and the correct RBC is to be enabled. The wireless connection must allow the exchange of secure application messages. The establishment of the radio connection is initiated by the on-board equipment on the basis of the data received from a balise group (so-called "radio announcement").

3.2.3 Step 2: Train Initialization

  

The train initialization is for the on-board equipment and the RBC to send all the basic data needed on both sides to allow for proper system operation after establishing the radio link.

  

For the correct operation of the RBC, the on-board equipment provides train data and train location data:
Train data was checked at the beginning of the journey by the driver in the national or non-equipped area (see "Train commissioning in a non-equipped area", Ref. / 4 /).

  

The train location refers to the most recently received by the vehicle-mounted equipment balise group.

  

For the correct operation of the on-board equipment in the Level 2 range, the RBC provides all parameters for the on-board equipment (parameters for train position reports, requirement parameters for Movement Authority). These parameters are stored by the on-board equipment and used only when the transition to Level-2 has been made.

3.2.4 Step 3: Confirm the train data

  

The aim of this step is to prevent the entry of a train equipped with ERTMS into the Level 2 area if the train data checked by the driver are not sufficient for operation in a level 2 area.

  

The RBC checks the train data for compliance with the operating requirements for the RBC area. If this is not the case, the RBC does not authorize the train to enter the Level 2 area. The solution to the problem lies with the track operator.

  

Train data tested by the train driver typically consists of relevant physical train values, i.a. a. Train length, maximum axle pressure, current driving voltage etc.

3.2.5 Step 4: Entry detection

  

The aim of this section is to allow the RBC to determine if and at what point the train enters the Level 2 area. If there are branches in the announcement area, the RBC may not be able to determine where the train will enter the Level 2 area if there is only the train location related to Balise Group A. This case occurs when there is more than one entry point into the Level 2 range from a particular position on the route. Principles for penetration testing are described in Section 3.3.3.

3.2.6 Step 5: Determine the first train entering

  

The aim of this step is to avoid that the RBC sends an MA to a train for which it is not intended. As several trains could follow each other on the same route (equipped and un-equipped trains), the RBC must ensure that the train is the one ahead of the line before the authorization to enter the Level 2 area is given. Principles for determining the first entering train are described in Section 3.3.1.

3.2.7 Step 6: Authorization by the RBC

  

Since mixed traffic is not permitted in a pure level 2 range, only trains authorized by the RBC may enter the RBC range. Other trains must be stopped before the border. This includes:
trains not equipped with ERTMS Level 2,
Trains that were not initialized relative to the RBC,
Trains whose train data were not accepted by the RBC.

  

For the vehicle authorization, the RBC may send an instruction prohibiting the release of the limit entry signal. If no prohibition is issued by the RBC, the signal display is regulated in accordance with normal interlocking regulations.

  

It should be noted that the use of this RBC run-in control is a system option and is not mandatory if the overall system is well planned and consistent. When used, trains not authorized by the RBC may not pass the limit entry signal. When not in use, trains can enter the Level 2 area (but without MA reception) and are therefore fully operational. It should also be noted that the limit entry signal may belong to the interlocking responsible for the level 2 area or to the neighboring interlock of the non-equipped or national area. The instruction given by the RBC (if used) can only be implemented by the signal box of the level 2 area, which in turn can forward it to the neighboring station.

  

Since the RBC area does not allow mixed traffic, the RBC issues an enable command only in the following cases (to allow entry of a train at line speed into the RBC area, the indication of the entry point signal must be cleared, if the train is sufficiently far in front of the entry point that it has not initiated braking for stopping at this point, it is up to the signal system of the non-equipped or national area to ensure that the signal information in front of the entrance turnout indicates the entry point matching signal):

  

The route specified by the signal does not lead to the level 2 area.

  

The route specified by the signal leads to the Level 2 area, but the RBC has detected that a train equipped with ERTMS first arrives AND that train is authorized to enter the RBC area (accepted train) ,

3.2.8 Step 7: MA Generation

  

The goal of this step is MA generation by the RBC starting at the entry point of the incoming ERTMS train. If the train is first detected on the route to the entry turnout and is authorized to enter the area, the RBC will charge a level 2 MA for that turn. Depending on the distance and interlocking conditions prior to the entry point, the MA is:
an FS-MA (Full Supervision Movement Authority), provided that a distance before the entry point has been set by the CC (Control Center, train control) and the route is clear,
An OS-MA (On Sight Mode Movement Authority), if a distance before the entry point has been defined by the CC as OS distance.

  

In other cases (no route specified, no OS route and / or first block busy), no MA is calculated for the train.

3.3 Principles for determining the entry point and the first entering train

  

This is a step-by-step description of the principle. Section 3.3.1 describes the normal, simple case. Sections 3.3.2 and 3.3.3 describe the more complex cases. Even if section 3.3.1 does not apply in some circumstances, this section is important for understanding sections 3.3.2 and 3.3.3.

3.3.1 General principles for determining the first entering train (1 possible entry point)

  

There is only one possible entry point if there is no branch in the announcement area or there is only one track in the level 2 area.

  

The goal of the operation is to ensure that the RBC transmits only one MA beyond the entry point to an ERTMS-equipped train entering the RBC area, if no other train (possibly not equipped) is present between the train and the train Entry point is located. This is to prevent the on-board equipment from receiving an MA that is not intended for it. The process is based on the signal system of the area from which the train enters the RBC area, that is the indications of the route signals.

  

RBC assumes that there is no other train between Zugspitze and Einfahrpunkt when the train passes a certain signal; this signal indicates a condition that guarantees that the route is clear to the entry point.

  

In the case of a three-stage self-blocking portion, the RBC goes e.g. assume that there is no other train between the Zugspitze and the entry point if one of the following conditions is met (see FIGS. 3 and 4):

  

When signal B passed, the train was shown in green (Figure 3). That If signal is set to green, no other train can pass up to the entrance gate.

  

Fig. 4 shows two states: When passing signal C, the train was shown in yellow, i. E. no other train is allowed to the turnout, which is shown in Fig. 3unter 1.1. However, if signal has happened and display was not set to G, there is the possibility that another train is allowed up to the turn-on crossover (see Fig. 4. 1.0)

  

If this is the case and the entry point is known, the RBC authorizes the release of the limit entry signal and sends the corresponding MA to the entering train.

  

It should be noted that when using the RBC retraction control and to allow the train to cross the boundary without braking, the RBC must have determined that the train is the first to approach the boundary and the signal clearing significantly ahead of the train Reaching signal C must have caused by the train. Thus, balise group A must be placed so far in front of balise group B that the radio link can be established in between.

  

If the run-in control of the RBC is not used, balancing group B is not needed, if there is enough space between balise group A and C to make the radio connection and send its position to the RBC between balise group C and the boundary of the train and the movement Authority can receive from the RBC. It should be noted that if the limit is crossed without a valid MA, the train is forced braked.

  

In general, however, it is assumed for the remainder of this section that the RBC run-in control is utilized and thus balise group B is needed.

  

The solution described below was chosen because it allows a simple way to synchronize the train position (available via position reports) in the RBC with the status of the trackside devices (in this case, the signal displays) (due to the radio delay, the RBC is not This is the main reason why a solution with inputs from the non-equipped / national area, eg signal display, track occupancy, to the BEV21 trackside subsystem was not maintained).

  

The idea is that switchable balise groups are assigned to both affected signals (balancing groups B and C). The messages sent by these balise groups differ depending on the signal display.

  

These balancing groups must be placed in front of the track circuit node which changes the signal so that:
The distance between the balise group and the track circuit node is greater than the maximum distance between the receive beacon antenna and the first train axis (i.e., the signal has not yet been put back on hold by the train);
the distance between the balise group and the track circuit node is shorter than the length of the shortest train that can travel the route (i.e., the signal indicator is not intended for another train).

  

For operational reasons, it is also recommended that
the distance between the balise group and the signal must be designed so that the balise group is not yet read when the train is stopped before the signal.

  

The on-board equipment sends a position report to the RBC for all detected balise groups, but the identifier of the reference balise group is different.

  

For balancing group B with self-blocking, for example:
 <Tb> first <sep> If the signal is green, the message transmitted by balise group B contains the balise group identifier B1;


   <Tb> second <sep> If the signal is yellow or red, the message transmitted by balise group B contains the balise group identifier B2.

  

For balancing group C for self-blocking, for example:
 <Tb> first <sep> If the signal is yellow or green, the message sent by balise group C contains the balise group identifier C1.


   <Tb> second <sep> If the signal is red, the message sent from balise group C contains the balise group identifier C2.

  

When the RBC obtains a position report relating to B1 or C1, it is assumed that the train from which the report originates is the first on the route to the entrance turnout and authorizes the release of the entry point covering signal ,

  

When the position report refers to B2 or C2, the RBC does not respond.

  

If, for any reason, the conditions for determining the first entering train are not checked by either signal before the last, the RBC does not release the limit entry signal and does not send MA to the approaching train.

  

The RBC takes into account that no other train is ahead of the train when the train stops at a distance from the end of the block that is less than the length of the shortest train allowed on the route (a predetermined value).

  

Balancing group D is placed before the signal for this purpose. The signal must then be placed directly next to the track near the track circuit node so that the train can be stopped in front of the signal but in read range for the balise. At the same time, the distance between the Zugspitze and the track circuit node must be shorter than the length of the shortest train allowed on the line. (This may only be practical for trains of sufficient minimum length, such as EMUs.) For some locomotives application is usually difficult.)

  

The on-board equipment must send the RBC a position report with reference to balise group D.

  

When the train position is received with respect to the balancing group D, the RBC assumes that there is no other train between the train and the diverter, and authorizes the release of the limit entry signal and sends an MA starting at the limit.

  

FIG. 5 shows, in comparison with FIG. 4, the situation for case 1.2, in which the train stops before the last stop signal, i. E. the train stops between the balancing group D and the last signal, with no other train being up to the entrance turnout, and wherein the distance between the balancing group D and the limit position is at least the train length.

3.3.2 Principles in the case of a more distant border

  

In the previous principles, the boundary was located at the end of the last block of the un-equipped / national area and the first block of the ERTMS area. This is not mandatory: the limit could be in the block covered by the limit entry signal. This is often the case when an existing line is extended by one track for ERTMS, so that the border is behind the point where the two tracks divide (see Figure 6, border not at the end of the block). The point is covered by a signal, which is also the last signal that a train encounters when approaching the pure level 2 ERTMS area and thus also represents the (physical) limit entry signal.

  

[0111] In the case of a boundary not situated at the end of the block, the following additional principles apply:
 <Tb> a) <sep> The ERTMS system considers a virtual limit entry signal at the boundary. Therefore, there must be a section end at the boundary (section end means a track section end, e.g., split point or axle counter).


   <Tb> b) <sep> The part of the route between the border and the physical limit entry signal is still the responsibility of the neighboring system: ERTMS monitoring is not possible. In the case of a national ATP system, this should be extended to the limit.


   <Tb> c) <sep> When the RBC run-in control is used, the RBC authorizes only to release the virtual limit run-in signal. The adjacent interlocking must repeat this release for the physical limit entry signal.


   <Tb> d) <sep> The part of the line between virtual and physical limit entry signal should be as short as possible:
- The distance between the last signal at D and the marker panel MB1 should in any case at least correspond to the braking distance.
- If the distance between the boundary at E and the first marker panel MB1 is equal to the braking distance, the distance D-E is redundant for the train distance and can therefore adversely affect the traffic performance.


   <Tb> e) <sep> Unexpected braking due to a sharp break on the brake should be avoided (the brake curve calculated by the SA-NBS is sometimes more restrictive than that estimated by the engine driver so that the brakes can be triggered when the limit is reached).
Especially for SA-NBS, an interface to TCCS (Train Control Command System) allows the latter to control the last signal. Detailed information can be found in / 8 /.

3.3.3 Principles in case of several possible entry points

  

[0112] If there are several possible entry points for a particular train, the RBC must determine which train will enter the level 2 area. This step is needed for the instruction to release the correct signal and to compile the correct MA for the train.

  

This situation is illustrated in Fig. 7: Example (I) of a trackside infrastructure, with several possible entry points.

  

The problem here is to provide the RBC sufficient data to the train to be able to determine the entry point uniquely.

  

There are two possible solutions to this problem, which are illustrated in FIG.

  

Solution a: Placing a balise group directly after the first position at which the entry point can be distinguished (ie after this balise group there is only 1 possible entry point), so that upon receipt of a position report based on this balise group the entry point can be determined (the balise group can not be switched) and the balise groups lead only to the entrance turnout 1.

  

Solution b: Placing a switchable balise group on the signal before the branch, which transmits an identifier depending on the route determined over the signal (ie the route which is set at the moment when the train travels the route) that upon receipt of a position report related to this Balisengruppe the entry point can be determined, here switchable Balisengruppen are provided, the identifier 1 lead to Einfahrweiche 1 and identifier 2 to 2 Einfahrweiche.

  

[0118] Depending on the local, track-side infrastructure, any solution can be chosen:
Solution (a) is easiest to implement, but if the RBC run-in control is used, the train may have to decelerate if there are branches in the last two blocks before the boundary, since the RBC can only allow signal release of the cross-border signal if a position report referenced to the corresponding balise is received.
Solution (b) allows earlier determination of the entry point, but is very complex to implement (local registration of point positions - increasing complexity if the route data must be combined with the data on occupied tracks for the determination of the first entering train).

  

An example of a branch after balise group A is shown in Fig. 9: in this case solution (a) is most suitable. When passing Balise Group B, the on-board equipment sends a position report to the RBC to determine:
The entry point (i.e., entrance gate 1) independent of the signal display, since both identifiers emitted by balancing group B refer to the same entry point;
the fact that the train is the first entering train according to the identifier transmitted by Balisengruppe B.

  

An example of a branch after balise group B is shown in Fig. 10: in this case the chosen solution depends on the required power and the RBC run-in control:
If the RBC entry check is needed and the trains have to cross the border at line speed, solution (b) is preferable. In this case, balancing group B must be able to send 3 identifiers:
 <Tb> first <sep> One if the signal is yellow (ie track not free). This identifier in a position report allows the RBC to determine neither the entry point nor the first entering train.


   <Tb> second <sep> One if the signal is green and the route is set to entry point 1. This identifier in a position report allows the RBC to determine the entry point and the first entering train.


   <Tb> third <sep> On, when the signal is green and the route is set to entry point 2. This identifier in a position report allows the RBC to determine the entry point and the first entering train.

  

If it is okay not to cross the boundary at line speed or the RBC run-in control is not needed, solution (a) can be used and balise group B can be bypassed. When passing balise group C, the on-board equipment sends a position report to the RBC to determine:
 <Tb> 4th <sep> The entry point (i.e., entrance gate 2) independent of the signal display, since both identifiers emitted by the balancing group C refer to the same entry point.


   <Tb> 5th <sep> The fact that the train is the first entering train according to the identifier transmitted by balise group C.

  

The same principle applies to a branch after balise group C, but the train must stop in front of the bordering signal if solution (a) is selected and the RBC run-in control is used.

  

From a performance perspective, it is advantageous if the RBC can determine the entry point as early as possible.

4. Scenario 2.1.0.0.N: Entry of a train into a Level 2 area from an un-equipped or national area with RBC entry-level control

4.1 Summary

  

The aim of the scenario is to describe the normal entry of an ERTMS-equipped train from a non-ATP or national ATP-equipped area to a Level-2 area (pure level-2 only) using the RBC run-in control.

  

The train travels at line speed from one area to the other without being braked by other than the normal speed restrictions (e.g., on a turnout).

4.2 Origin

  

EEIG Scenarios (Ref. / 1 /), Scenario 4; EEIG Scenarios (Ref. / 1 /), Scenario 54; UNISIG SRS (Ref./2/), Chapter 5.10.3.2

4.3 Special assumptions for scenario 2.1.0.0.N

  

In this scenario, it is assumed that the RBC run-in control is needed.

4.4 Scenario 2.1.0.1.N: Approach of the vehicle master - detailed description

4.4.1 Diagram for unequipped area

  

This situation is illustrated in Figure 11: entry of a train from an unequipped to an RBC area

4.4.2 Diagram for national area

  

This situation is illustrated in Figure 12: entry of a train from a national into an RBC area

4.4.3 Step-by-step description

Radio announcement (balise group A):

  

The radio announcement must be communicated to the on-board equipment via a balise group (balise group A) far enough in front of the transition point that the train can perform all the steps of this scenario without reducing the line speed. It consists of the instruction to contact the RBC (including telephone number and identification of the RBC).

Establishing the radio connection:

  

The on-board equipment initiates the establishment of a radio connection with the RBC by logging into the GSM-R network and calling the telephone number from the radio announcement message (balise group A).

Selection of interoperability version:

  

After establishing the connection, the on-board equipment determines the interoperability version for communication with the RBC.

  

For this purpose, the RBC sends to the on-board equipment with the first message the identifier of the interoperability version used by the RBC. The on-board equipment checks if this version is compatible with other ruled and selects the highest compatible ones.

Sending the Level 2 Range Parameters:

  

Once the radio connection is established, the RBC can send the parameters for operation in the Level 2 range. These parameters are stored by the on-board equipment and used only when the transition to Level-2 has been made.

The parameters include:

  

[0135] The parameters for determining when and where the on-board equipment must send position reports,
the parameters for determining when the on-board equipment must request a new MA.

Submit train-related data to the RBC:

  

Once the radio link is established and an interoperability version is selected, the on-board equipment sends the RBC the currently used train data as well as complete location information. The location information is related to the last balise group from which the on-board equipment received the correct message. The RBC must acknowledge the receipt of the train data message.

Confirmation of the train data by the RBC:

  

In normal operation, the train data of the on-board equipment is accepted by the RBC.

Transition announcement (Balisengruppe B):

  

[0138] The on-board equipment receives the following data from a balise group (balise group B):
An instruction to switch to ERTMS level 2 at a certain distance from the balise group (distance corresponding to the boundary position, i.e. to balise group E). This information is repeated for availability purposes in balise group C, D, and E.
Instructions for the STM management (only if the train enters from a national area and is equipped with the appropriate STM.
National ERTMS values.

  

On the train side, the transition announcement must be received so that the level 2 data can be accepted.

Determination of the entry point:

  

[0140] Principles for run-in determination are described in Section 3.3.

Determination of the first arriving train:

  

Principles for determining the first entering train are described in Section 3.3. In normal operation, the RBC may determine whether a train is the first on the route to the entry point when the train is between B and C.

Authorization to release the limit entry signal:

  

Since the train is acceptable and the foremost on the route to the entrance turnout, the RBC authorizes the release of the limit entry signal.

Level 2 MA calculation and delivery:

  

In nominal operation, the MA contains all the information needed for on-board equipment to switch to FS (Limit of Movement Authority) mode (LOA) information, full route description, etc. Note that even if the MA is only on-board equipment is used after the transition to Level-2, the route description should contain a distance in front of the entrance turnout that corresponds at least to the train length, to prevent the train from accelerating while the train is still in a restricted area, this is just possible, if the speed restrictions are known to the RBC In case of speed restrictions, which apply before the entrance gate and do not enter the RBC database, eg.

   B. temporary speed restrictions in front of the turnout which are not known to the RBC, the train driver is responsible for maintaining the restrictions in the non-equipped area until the entire train has left the speed limit. The MA is stored by the on-board equipment and used only when the transition to Level-2 has been made.

Transition to ERTMS Level 2:

  

When the train reaches the limit, it switches to ERTMS Level-2. The FSS is activated. Level 2 MA is available and the on-board equipment switches to FS or OS mode as appropriate (Depending on the interlocking conditions, the RBC can send an MA for OS mode to the on-board equipment, an OS route became for the first part of the level 2 range). Note that the MA transmitted by the RBC will be considered by the on-board equipment only when the shift to Level-2 has occurred. Before this time, the engine driver receives no FSS.

  

The on-board equipment sends a position report to the RBC to inform that the train movement is now taking place in the Level 2 area.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Release authorization for bordering signal <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

4.4.4 Sequence of steps

  

In Fig. 13, the sequence of steps for a train entry into a level 2 area from an un-equipped or national area is shown.

4.5 Scenario 2.1.0.2.N: entry of a non-leading railcar into a Level 2 area from an un-equipped or national area

4.5.1 Diagram (National)

  

FIG. 14 shows the entry of a non-leading railcar from a national area into an RBC area.

4.5.2 Diagram (Not equipped)

  

[0149] See diagram of entry from a national area.

4.5.3 Step-by-step description

  

[0150] Radio announcement (balise group A): As for scenario 2.1.0.1.N
Establishing the radio connection: As for scenario 2.1.0.1.N
Choice of interoperability version: As for scenario 2.1.0.1.N
Sending the Level 2 Range Parameters:
As for scenario 2.1.0.1.N, but only position report parameters are assumed by non-leading equipment (other parameters are useless as the NL (Non Leading Mode) equipment does not monitor the train movement).
Submit train-related data to the RBC:
Once the radio link is established, the on-board equipment sends the RBC the complete position data and the train operation ID (via train data). The location information is related to the last balise group from which the on-board equipment received the correct message.

   The RBC must acknowledge the receipt of the train data message.
Transition Announcement (Baloise Group B): As for Scenario 2.1.0.1.N
Transition to ERTMS Level 2:
When the non-leading railcar reaches the entry turnout, its on-board equipment switches to ERTMS Level-2. The on-board equipment sends a position report to the RBC to inform it that the train movement is now its responsibility.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

4.5.4 Sequence of steps

  

The step sequence for entry of a non-leading rail car into a level 2 area from an un-equipped or national area is shown in FIG.

4.6 Scenario 2.1.0.3.N: Attacks a dormant on-board equipment into a Level 2 area from an un-equipped or national area

4.6.1 Diagram (National)

  

Fig. 16 shows the entry of sleeping equipment from a national area into an RBC area

4.6.2 Diagram (Not equipped)

  

[0154] See diagram of entry from a national area.

4.6.3 Step-by-step description

  

[0155] Radio announcement (balise group A):

  

The sleeping railcar receives the radio announcement including a parameter whether to contact the RBC or not. For this parameter, the value IGNORE is assumed, so that no radio connection is established.

  

Transition Announcement (Balis Group B): As for Scenario 2.1.0.1.N Transition to ERTMS Level 2:
When the sleeping railcar reaches the entry turnout, its on-board equipment switches to ERTMS-Level-2.

  

RBC ID and telephone number are stored on the vehicle side.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Courses-sided <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

4.6.4 Sequence of steps

  

The sequence of steps for a train entering a sleeping railcar in a level 2 area from an un-equipped or national area is shown in Fig. 17.

5. Scenario 2.2.0.0.N: Entry of a train into a Level 2 area from an un-equipped or national area without RBS entry-level control

5.1 Summary

  

The aim of the scenario is to describe the normal entry of an ERTMS-equipped train from a non-ATP or national ATP-equipped area into a pure Level 2 area without using the RBC entry-level control. The train travels at line speed from one area to the other without being braked by other than the normal speed restrictions (e.g., on a turnout).

  

For slave equipment (NL, Non Leading and SL, Sleeping Mode) the same scenario applies as with RBC run-in control, but Balise B may not be present (see Scenarios 2.1.0.2.N. and 2.1.0.3.N) ,

5.2 Origin

  

EEIG Scenarios (Ref. / 2 /), Scenario 4; EEIG Scenarios (Ref. / 2 /), Scenario 54; UNISIG SRS (Ref. / 3 /), Chapter 5.10.3.2

5.3 Special assumptions for scenario 2.1.0.0.N

  

In this scenario, it is assumed that the RBC run-in control is not needed.

5.4 Scenario 2.2.0.1.N: Approach of the vehicle master - detailed description

5.4.1 Diagram (non-equipped area)

  

Fig. 18 shows the entry of a train from an unequipped to an RBC area without RBC run-in control

5.4.2 Diagram (national area)

  

Fig. 19 shows the entry of a train from a national into an RBC area without RBC entry control

5.4.3 Step-by-step description

Radio announcement (balise group A):

  

The radio announcement must be communicated to the on-board equipment via a balise group (balise group A) that is far enough ahead of the transition point that the train can perform all the steps of this scenario without reducing the line speed. It consists of the instruction to contact the RBC (including telephone number and identification of the RBC).

Establishing the radio connection:

  

The on-board equipment initiates the establishment of a radio connection with the RBC by logging into the GSM-R network and calling the telephone number from the radio announcement message (balise group A).

Selection of interoperability version:

  

After establishing the connection, the on-board equipment determines the interoperability version for communication with the RBC. For this purpose, the RBC sends to the vehicle-mounted equipment with the first message the identifier of the interoperability version used by the RBC. The on-board equipment checks if this version is compatible with other ruled and selects the highest compatible ones.

Sending the Level 2 Range Parameters:

  

Once the radio connection is established, the RBC can send the parameters for operation in the Level 2 range. These parameters are stored by the on-board equipment and used only when the transition to Level-2 has been made. The parameters include: - The parameters for determining when and where the on-board equipment must send position reports; the parameters for determining when the on-board equipment must request a new MA.

Submit train-related data to the RBC:

  

Once the radio link is established and an interoperability version is selected, the on-board equipment sends the RBC the currently used train data as well as complete location information. The location information is related to the last balise group from which the on-board equipment received the correct message. The RBC must acknowledge the receipt of the train data message.

Confirmation of the train data by the RBC:

  

In normal operation, the train data of the on-board equipment is accepted by the RBC.

Transition Announcement (Balise Group C):

  

The on-board equipment receives the following data from a balise group (balise group C):
 <Tb> f) <sep> An instruction to switch in ERTMS level 2 at a certain distance from the balise group (distance corresponding to the limit position, i.e. to balise group E). This information is repeated for availability purposes in balancing groups D and E.


   <Tb> g) <sep> Instructions for STM management (only if the train enters from a national area and is equipped with the appropriate STM.


   <Tb> h) <sep> national ERTMS values.

  

On the train side, the transition announcement must be received in order for the level 2 data to be accepted.

Determination of the entry point:

  

[0175] Principles for break-in softness determination are described in Section 3.3.

Determination of the first arriving train:

  

Principles for determining the first entering train are described in Section 3.3. In normal operation, the RBC may determine whether a train is the first on the route to the entry point when the train is between C and D.

Level 2 MA calculation and delivery:

  

In rated operation, the MA contains all the information needed for the on-board equipment to switch to FS mode (LOA information, full route description, etc. Note that even if the MA is only supported by the on-board equipment after 2, the route description should include a distance in front of the entry turnout equal to at least the train length, to avoid that the train accelerates while the train is still in a restricted area, this is only possible if the speed limits are within the limit In the case of speed restrictions, which are in front of the entrance gate and are not included in the RBC database, e.g.

   B. temporary speed restrictions in front of the turnout which are not known to the RBC, the train driver is responsible for maintaining the restrictions in the non-equipped area until the entire train has left the speed limit. The MA is stored by the on-board equipment and used only when the transition to Level-2 has been made.

Transition to ERTMS Level 2:

  

When the train reaches the limit, it switches to ERTMS Level-2. The FSS is activated. Level 2 MA is available and the on-board equipment switches to FS or OS mode as appropriate. Depending on the interlocking conditions, the RBC may send the on-board equipment an MA for OS mode (an OS route has been set for the first part of the level 2 range).

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Courses-sided <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send the parameters for
Level-2 area <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition Announcement from Balisengruppe C <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

5.4.4 Sequence of steps

  

In Fig. 20, the sequence of steps for a train entry into a level 2 area from an unequipped or national area without RBC run-in control is shown.

5.5 Scenario 2.1.0.2.N: Entry of a non-leading railcar into a Level 2 area from an un-equipped or national area

5.5.1 Diagram (National)

  

Fig. 21 shows entry of a non-leading railcar from a national area into an RBC area.

5.5.2 Diagram (Not equipped)

  

[0182] See diagram of entry from a national area.

5.5.3 Step-by-step description

  

[0183] Radio announcement (balise group A): As for scenario 2.2.0.1.N.
Establishing the radio connection: As for scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending the Level 2 Range Parameters:

  

As for scenario 2.2.0.1.N, but only position report parameters are assumed to be non-leading equipment (other parameters are useless as the NL equipment does not monitor the train movement).

  

[0185] Transmitting Train Related Data to the RBC:

  

Once the radio connection is established, the on-board equipment sends the RBC the complete position data and the train operation identifier (via train data). The location information is related to the last balise group from which the on-board equipment received the correct message. The RBC must acknowledge the receipt of the train data message.

  

Transition Announcement (Balis Group B): As for scenario 2.2.0.1.N

Transition to ERTMS Level 2:

  

When the non-leading railcar reaches the entry turnout, its on-board equipment switches to ERTMS Level-2. The on-board equipment sends a position report to the RBC to inform it that the train movement is now its responsibility.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> <Sep> System <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Courses-sided <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

5.5.4 Sequence of steps

  

Fig. 22 shows the sequence of steps for entering a non-leading railcar into a Level 2 area from an un-equipped or national area.

5.6 Scenario 2.1.0.3.N: Entry of a sleeping on-board equipment into a Level 2 area from an un-equipped or national area

5.6.1 Diagram (National)

  

Fig. 23 shows entry of sleeping equipment from a national area into an RBC area

5.6.2 Diagram (Not equipped) cf. analogous diagram of 5.6.1.

5.6.3 Step-by-step description

Radio announcement (balise group A):

  

The sleeping railcar receives the radio announcement including a parameter whether to contact the RBC or not. For this parameter, the value IGNORE is assumed, so that no radio connection is established.

Transition Announcement (Balis Group B): As for scenario 2.2.0.1.N.

Transition to ERTMS Level 2:

  

When the sleeping railcar reaches the entry turnout, its on-board equipment switches to ERTMS Level-2. RBC ID and phone number are stored on the vehicle.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Courses-sided <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

5.6.4 Sequence of steps

  

In Fig. 24, the sequence of steps for train entry of a sleeping railcar into a level 2 area from an un-equipped or national area is shown.

6. Scenario 2.1.1.0.D: Train misses an announcement balise group

6.1 Summary

  

This scenario describes the entry of a train into a Level 2 area from an un-equipped or national area if, for any reason, the message is not received by an Announcement Baloise Group (radio or transient announcement). Only entry from a national area with STM will be discussed below. The scenario for entry from an un-equipped or national area without STM is similar. According to Ref. / 2 / 3.16.2.4.6 the on-board equipment recognizes, if a balise group with switchable balises changes the message during the crossing and rejects the balise group as "missed" and not as "inconsistent" or "damaged". Missing switchable balise groups is therefore based on the switching principle and can occur at any time during normal operation without a cause of error.

   This is not possible for fixed (non-switchable) announcement balises and therefore can only occur in the case of a general failure. In the case of a truly failed balise, resulting in corrupted data or data consistency issues, see (first) Scenario 2.1.7.1.D (Section 12.4).

6.2 Origin

  

UNISIG SRS (ref. / 2 /), chapter 5.8

6.3 Special assumptions for scenario 2.1.1.0.D

6.3.1 Announcement redundancy

  

In order for a train to enter the Level 2 area in the event of failure of a balise group with minimal movement impediments, radio and transition announcements are sent by more than one balise group.

  

It is assumed that: - all balise groups in the announcement area send out the wireless announcement, that is, balise group A to E inclusive; - the transitional announcement is transmitted by all balise groups behind balise group A (from balise group B to E inclusive).

6.3.2 Redundancy management by the on-board equipment.

  

[0200] If a radio announcement is received by the on-board equipment and requests to contact the same RBC as the previous announcement, it will be ignored.

  

When a second transient announcement is received from the on-board equipment, the on-board equipment must systematically replace the previously received instructions with the new instructions.

6.4 Scenario 2.1.1.1.D: Vehicle master misses balise group A and RBC run in check is used - detailed description

6.4.1 Diagram

  

Fig. 25 shows the entry of a train from a national into an RBC area. Balise Group A failed.

6.4.2 Step-by-step description

Vehicle-side gear missed balise group A:

  

With the on-board equipment in SN or UN mode, no balise group connection is possible. Missing a complete balise group is not noticed by the onboard equipment (i.e., if it is an unlinked balise group).

Radio announcement (balise group B):

  

The radio announcement is provided by the next balise group (the same data as that of balise group A should have been provided). Depending on the local implementation, this balise group may be too close to the entry point to prevent the slowing down of the line speed.

  

[Scenario continues like scenario 2.1.0.1.N] The sequence of the action is as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio announcement from balise group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Release authorization for bordering signal <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.4.3 Sequence of steps

  

In Fig. 26, the step sequence for entering a level 2 area from a national area when the on-board master misses balise group A is shown.

6.5 Scenario 2.2.1.1.D: Vehicle master misses balise group A and RBC run-in control is not used - detailed description

6.5.1 Diagram

  

FIG. 27 shows the entry of a train from a national into an RBC area. Balise Group A failed.

6.5.2 Step-by-step description

Vehicle-side gear missed balise group A:

  

The on-board equipment is in SN or UN mode, therefore, in accordance with UNISIG / 2 / Table 4.10.1, the beacon link data is not available. Missing a complete balise group is not noticed by the on-board equipment.

Radio announcement (balise group C):

  

The radio announcement is provided by the next balise group (the same data as that of balise group A should have been provided). Depending on local implementation, this balise group may be too close to the entry point to prevent slowing down the line speed (MA not yet received).

  

[0210] (scenario continues like scenario 2.2.0.1.N)

  

[0211] The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> Lockführer <Sep> CC <Sep> Team


   <b> Radio announcement from balise group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.5.3 Sequence of steps

  

In Fig. 28, the step sequence for entering a level 2 area from a national area when the on-board master misses balise group A is shown.

6.6 Scenario 2.1.1.2.D: Non-leading vehicle equipment misses balise group A - detailed description

  

Note: The RBC run-in control has no direct effect on this scenario except that Balise B is not needed if the RBC run-in control is not used.

6.6.1 Diagram (National)

  

Fig. 29 shows an entry of a non-leading railcar from a national area into an RBC area.

6.6.2 Step-by-step description

Vehicle-side gear missed balise group A:

  

The on-board equipment is in non-leading mode, therefore, in accordance with UNISIG / 2 / Table 4.10.1, the balise linkage data is not available. Missing a balise group is not noticed by the on-board equipment.

  

[0216] Radio announcement (balancing group B or C):
The radio announcement is provided by the next balise group (the same data as that of balise group A should have been provided).

  

[Scenario continues like scenario 2.1.0.2.N]

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <tb> Radio announcement from Balisengruppe B or C <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B or C <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.6.3 Sequence of steps

  

Fig. 30 shows a step sequence for entry into a level 2 area from an un-equipped area when the non-leading vehicle-mounted equipment misses balise group A.

  

Note: Missing balise group A does not affect the entry of a dormant railcar into the level 2 range.

6.7 Scenario 2.1.1.3.D: Vehicle master misses balise group B or C and RBC run-in control is used - detailed description

  

Note: Missing balise group B or C does not affect the entry of a non-leading or sleeping railcar into the level 2 range.

6.7.1 Diagram

  

FIG. 31 shows the entry of a train from a national into an RBC area. Balisengruppe B failed.

6.7.2 Step-by-step description

  

[0223] Radio announcement (balise group A): As for scenario 2.1.0.1.N
Establishing the radio connection: As for scenario 2.1.0.1.N
Choice of interoperability version: As for scenario 2.1.0.1.N
Sending Level 2 Range Parameters: As for Scenario 2.1.0.1.N
Submit train-related data to the RBC: As for scenario 2.1.0.1.N
Confirmation of train data by the RBC: As for scenario 2.1.0.1.N
Transition Announcement (Balis Group C): As for Scenario 2.1.0.1.N
Determination of the entry point: As for scenario 2.1.0.1.N
Determination of the first arriving train:
The same process as described for scenario 2.1.0.0.N also applies here. The difference is the following: If Balis Group B is missed, the RBC can only determine that the move is the first incoming one when a position report with respect to Balis Group C or D is received.

   This means that the train can not enter the RBC area at line speed. If balise group C fails, the RBC can only determine that the train will be the first to arrive when a position report regarding balise group B or D is received. If the conditions are not met on balancing group B, the train must stop before the limit entry signal.

  

Scenario continues as scenario 2.1.0.1.N.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition Announcement from Balisengruppe C <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Release authorization for bordering signal <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.7.3 Sequence of steps

  

FIG. 32 shows entry into a level 2 area from a national area when the on-board master misses balise group B. FIG.

  

FIG. 33 shows entry into a level 2 area from a national area when the vehicle master missed balancing group C and the RBC could not determine the first entering train at balise group B.

6.8 Scenario 2.2.1.3.D: Vehicle master misses balise group C and RBC run in check is not used - detailed description

  

Note: Missing balise group C does not affect the entry of a non-leading or dormant railcar into the level 2 range.

6.8.1 Diagram

  

Fig. 34 shows the entry of a train from a national into an RBC area without RBC run-in control

  

[0230] Step-by-step description:
Radio announcement (balise group A): As for scenario 2.2.0.1.N
Establishing the radio connection: As for scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending Level 2 Range Parameters: As for scenario 2.2.0.1.N
Submit train-related data to the RBC: As for scenario 2.2.0.1.N
Confirmation of train data by the RBC: As for scenario 2.2.0.1.N
Transition Announcement (Balis Group D (and A)): As for scenario 2.2.0.1.N
Determination of the entry point: As for scenario 2.2.0.1.N
Determination of the first arriving train:
The same process as described for scenario 2.1.0.0.N also applies here. The difference is that when balise group C is missed, the RBC can only determine the first incoming move when a position report with respect to balise group D is received.

   Since no RBC run-in control is used, the limit run-in signal is on "drive", so the train does not slow down and the time between passing the Balise D and passing the limit may not be sufficient to avoid emergency braking. The MA may not have been received yet when transitioning to L2.

  

Without emergency braking, the scenario continues like scenario 2.2.0.1.N.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition Announcement from Balisengruppe D <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.8.2 Sequence of steps

  

In Fig. 35, an entry into a level 2 area from a national area is shown when the on-board master misses balise group C and no RBC run-in control is used.

6.9 Scenario 2.1.4D: Vehicle master misses balise group D entering a national or non-equipped area using the RBC entry check - detailed description

  

NOTE: It is assumed below that the RBC can not determine if the train will be the first to arrive - not on balancing group B or another. This is only the case if the failure of balancing group D has relevant effects. In other cases, the failure of the balise group D does not disturb the train movement since all the data of the balise group B are also provided by balise group E (redundancy).

6.9.1 Diagram (National)

  

Fig. 36 shows the entry of a train from a national into an RBC area. Balisengruppe D failed

6.9.2 Diagram (Not equipped)

  

Analogously to FIG. 36.

6.9.3 Step-by-step description

  

[0237] Radio announcement (balise group A): As for scenario 2.1.0.1.N.
Establishing the radio connection: As for scenario 2.1.0.1.N
Choice of interoperability version: As for scenario 2.1.0.1.N
Sending Level 2 Range Parameters: As for Scenario 2.1.0.1.N
Submit Train-Related Data to RBC: As for Scenario 2.1.0.0.N
Confirmation of train data by the RBC: As for scenario 2.1.0.1.N
Transition Announcement (Baloise Group B): As for Scenario 2.1.0.1.N
Determination of the entry point: As for scenario 2.1.0.1.N
Determination of the first arriving train:

  

The RBC can not determine if the train is the first to enter. The limit entry signal is not released and the train does not receive MA information.

Stopping the train before the stop signal

  

[0239] As the signal covering the entry turnout stops, the engineer must bring the train to a stop in front of the signal.

Passing the stop signal before the border: see scenario 2.1.1.7.D

Transition to ERTMS Level 2:

  

When the train receives the message from balise group E, it switches to ERTMS level 2. The FSS is activated. The on-board equipment does not have an MA, but it gives the information that the train has been authorized to enter the ERTMS area (Engine driver has pressed "Override"). The on-board equipment switches to SR drive. A position report is sent to the RBC. An FS-MA is sent by the RBC when all the necessary data is available (see Scenario 1.2.0.3.N "Pre-Train Track-Authorization When Operating in Personnel Responsibility or OS Mode (Pure Level-2)").

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep> 1


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train (failed) <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> stopping the train in front of the signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Authorize train entrance <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> Run over the stop signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.9.4 Sequence of steps

  

In Fig. 37, the entry into a level 2 area from a national area is shown when the vehicle master missed balancing group D and the RBC could not determine the first entering train at balancing group B & C.

6.10 Scenario 2.2.1.4.D: Vehicle master misses balise group D on entry from a national or non-equipped area without RBC entry check - detailed description

  

Note: In the following it is assumed that the RBC can not determine whether the train is the first entering on balise group C. This is only the case if the failure of balancing group D has relevant effects. In other cases, the failure of the balise group D does not disturb the train movement since all the data of the balise group B are also provided by balise group E (redundancy).

6.10.1 Diagram (National)

  

Fig. 38 shows the entry of a train from a national into an RBC area. Balisengruppe D failed.

6.10.2 Diagram (Not equipped)

  

See analogous to FIG. 38.

6.10.3 Step-by-step description

  

[0246] Radio announcement (balise group A): As scenario 2.2.0.1.N
Establishing the radio connection: As scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending Level 2 Range Parameters: As for scenario 2.2.0.1.N
Submit Train-Related Data to RBC: As for Scenario 2.1.0.0.N
Confirmation of train data by the RBC: As for scenario 2.2.0.1.N
Transition Announcement (Balis Group C): As for scenario 2.2.0.1.N
Determination of the entry point: As for scenario 2.2.0.1.N Determination of the first entering train:
The RBC can not determine if the train is the first to enter. The train does not receive MA information.

Passing the limit entry signal:

  

[0247] If the RBC run-in control is not used, the limit run-in signal shows "drive" so that the train can pass.

Transition to ERTMS Level 2 and emergency braking:

  

When the train receives the message from balise group E, it switches to ERTMS level 2.
a) The FSS is activated.
b) No MA is available, forcing the train to come to a standstill and stall (see scenario 10.3.0.0.D).
c) A position report is sent to the RBC. An FS-MA is sent by the RBC when all the necessary data is available (see Scenario 1.2.0.3.N "Pre-Train Track-Authorization When Operating in Personnel Responsibility or OS Mode (Pure Level-2)").

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition Announcement from Balisengruppe C <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train (failed) <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Passing the limit entry signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Transition to ERTMS level 2 and emergency braking <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.10.4 Sequence of steps

  

Fig. 39 shows the entry into a level 2 area from a national area when the on-board master missed balancing group D and the RBC could not determine the first entering train at balise group C and no RBC run-in control is used.

  

Note: The emergency braking can be avoided by duplicating the balancing group D (D) if there is sufficient distance between balancing group D and the boundary (see also scenario 2.2.1.3.D)

6.11 Scenario 2.1.1.5.D: Vehicle-side slave equipment misses balise group D

  

As scenario 2.1.0.2.N and 2.1.0.3.N for non-leading and sleeping facilities of the on-board equipment. The behavior of the slave railcars is not disturbed.

6.12 Scenario 2.1.1.6.D: Vehicle master misses balise group E and RBC run in check is used - detailed description

  

Note 1: In the following, it is assumed that the train has not received the transition and radio announcements before reaching the balise group E (train startup aborted before the bordering signal / entrance for any reason / etc.). These are the only cases in which the failure of Balise Group E has a relevant impact. In other cases, the failure of balise group E does not hinder the pulling movement.

  

Note 2: Missing balise group E has no effect on slave equipment of the on-board equipment.

6.12.1 Diagram (National)

  

Fig. 40 shows the entry of a train from a national into an RBC area. Balisengruppe E failed.

6.12.2 Diagram (Not equipped) analogous to Fig. 40.

6.12.3 Step-by-step description (neither radio nor interim announcement has been received before)

  

[0256] Engine driver stops the train in front of the stop signal (bordering signal):
No radio notification was received from the on-board equipment. Therefore, no radio connection is made to the RBC. Because no radio link is established, the RBC can not determine that a train equipped with ERTMS will approach the Level 2 area. The bordering signal is not released. The driver is expected to pay attention to the trackside signal indicators; the signal stops the train before the stop signal.

  

[0257] Decision of the track operator to approve the train movement:

  

The track operator is responsible for the corresponding decision regarding the train movement. There are two possibilities: 1. The train may enter the level 2 area, but the driver must observe the operating instructions for a disturbed operation (as if the radio link had failed in the level 2 area). 2. The train is diverted so that it does not enter the Level 2 area.

  

[0259] Only the first option will be described here. See scenario 2.1.4.0.D for a detailed description of the second option.

  

The operator authorizes the train to pass the stop signal and enter the level 2 area (verbal communication).

  

Train passes the stop signal: See Scenario 2.1.1.7.D.

  

Change to ERTMS level 2 (balance group E failed):
Since no Transition Announcement has been received and Balista Group E has failed, the on-board equipment is not informed that it must switch to ERTMS Level 2 at the border. When the train passes the turnout, it remains in ERTMS level 0 or STM. This condition is unacceptable from the operating side because the train driver has no signal information available. Therefore, balise group E must be duplicated if at the transition there is a likelihood that the train will arrive at balise group E without having received an announcement (e.g., train put into service); and all announcements were revoked (see scenario 2.1.3.0.D). When the train passes the duplicated balise group (E), it receives radio and transitional announcements.

   The change to ERTMS-Level-2 takes place immediately.

  

[0263] (scenario continues as scenario 2.1.6.0.N)

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> <Sep> Responsibility <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <tb> stopping the train before the stop signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Authorization to pass the stop signal <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> passing the stop signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Radio and Transition Announcement <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Submit train-related data to the RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.12.4 Sequence of steps

  

Fig. 41 shows entry into a level 2 area from an unequipped area when the on-board master misses balise group E and no announcement is available.

6.13 Scenario 2.2.1.6.D: Vehicle master misses balise group E and RBC run in check is not used - detailed description

  

[0266] Note 1: In the following it is assumed that the train did not receive the transition and radio announcements before reaching the balise group E (train startup aborted before the bordering signal / entrance for any reason / etc.). This is the only case where the failure of balancing group E has relevant effects. In other cases, the failure of balise group E does not hinder the pulling movement.

  

Note 2: Missing balise group E has no effect on slave equipment of the onboard equipment.

6.13.1 Diagram (National)

  

Fig. 42 shows an entry of a train from a national into an RBC area. Balisengruppe E failed.

6.13.2 Diagram (Not equipped)

  

See analogous to FIG. 42.

6.13.3 Step-by-step description (neither radio nor interim announcement has been received before)

  

[0270] Engine driver passes the border entry signal:

  

No radio announcement was received from the on-board equipment. Therefore, no radio connection is made to the RBC. Because no radio link is established, the RBC can not determine that a train equipped with ERTMS will approach the Level 2 area. Since the RBC run-in control is not used, the limit run-in signal is released according to the usual interlocking regulations (route defined and track free). The driver observes the trackside signal indicators, passes the limit entry signal and reaches the ERTMS Level 2 area.

Change to ERTMS-Level-2 (Balisa Group E failed):

  

[0272] Since no Transition Announcement has been received and Balis Group E has failed, the on-board equipment is not informed that it must switch to ERTMS Level-2 at the border. When the train passes the turnout, it remains in ERTMS level 0 or STM. This condition is unacceptable from the operating side because the train driver has no signal information available. Therefore, balise group E must be duplicated if at the transition there is a probability that the train arrives at balise group E,
a) without having received an announcement (e.g., train put into service);
b) and all announcements were revoked (see scenario 2.1.3.0.D).

  

When the train passes the duplicated balise group (E), it receives radio and transition announcement.

  

The switch to ERTMS Level 2 takes place immediately. (Scenario continues like scenario 2.2.1.3.D).

  

[0275] The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <tb> Passing the limit entry signal <Sep> <Sep> ZUB <Sep> <Sep> X <Sep> <Sep>


   <tb> Radio and Transition Announcement <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Submit train-related data to the RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

6.13.4 Step sequence

  

Fig. 43 shows entry into a Level 2 area from an unequipped area when the on-board master missed Balisa Group E and no announcement is available.

6.14 Scenario 2.1.1.7.D: Passing the stop signal at the beginning of the Level 2 area

  

[0277] Note: See also Scenario 10.2.0.0.N

6.14.1 Diagram

  

Fig. 44 shows the passing of the stop signal when entering a level 2 area from an un-equipped or national area.

6.14.2 Step-by-step description

  

[0279] Authorization of the train to pass the stop signal and to enter the level 2 area:
Approval of the track operator is required so that the train can pass the stop signal and enter the RBC area (verbal communication).

  

[0280] train passes the stop signal:
Once the operator permission to enter the Level 2 area has been received, the engine driver passes the stop signal at the border. He is responsible for applying the correct, conventional signal procedures. In addition to the conventional procedures, the driver must press "Override" to inform the on-board ERTMS equipment about the granting of the Approval Approval to the ERTMS area. When the train enters the Level 2 area from a national area, the national procedures for passing the stop signal apply. If this information is not available to the on-board equipment when the change takes place in Level-2, the train is forcibly slowed down.

   This is because the train would operate without MA in the Level 2 range (corresponding to an MA that ends at the transition point). If the engine driver has selected "Override", the on-board equipment switches to SR mode when the shift to Level-2 occurs.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <tb> Authorization to pass the stop signal <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> Pressing "Override" <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> passing the stop signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>

6.14.3 Step sequence

  

In Fig. 45, the sequence of steps for passing the stop signal on entering a level 2 area from an un-equipped or national area.

Scenario 2.1.2.0.D: The set route for the train does not lead to the Level 2 area

7.1 Summary

  

This scenario describes how to terminate the train entry into a Level 2 area from an un-equipped or national area, if it is recognized that the route set for the train does not lead to the Level 2 area. The situation could occur at any time in the entry scenario - as soon as the position of the entering train is known to the RBC until the entry into the Level 2 area is completed. Only the case of entry under RBC run-in control from a national area with STM see $ 1.2.1 is described here. The scenario for entry from a non-equipped or national area without STM or RBC entry check is similar.

7.2 Origin

  

EEIG scenarios, ref. / 1 /, scenario 4
UNISIG SRS, Ref. / 2 /, Section 5.10.1

7.3 Special assumptions for scenario 2.1.2.0.D

  

In the announcement area, a non-switchable balancing group "F" is placed on all tracks that do not lead into the Level 2 area.

  

The area known to the RBC is set up so that these balise groups are recognized as being on tracks not leading to the level 2 area (e.g., balise group F in Fig. 28).

  

The balise (s) F must be placed so that the distance between announcement balises (A, B, C and / or D) and F is shorter than the distance between the respective announcement balise and the boundary. This prevents a train from switching to level 2 before it arrives at the balancing group F to abort the change.

  

Fig. 46 shows an example (I) of a ground configuration in connection with Scenario 2.1.2.0.D.

  

If the route configuration is designed so that the branch line that does not lead to the level 2 area lies after the switchable balise groups (B or C), this announcement could also be revoked by the switchable balises themselves (eg FIG 47) by transmitting another level transition if the distance is not set in the level 2 range, as follows:
Level 0, if the train remains in the non-equipped (or national area without STM), instead of entering the level 2 area,

  

[0290] Level STM if the train remains in a national area with STM instead of entering the level 2 area.

  

If this switchable balise group is missed, balise group F is still needed so that this possibility is not often used except for redundancy purposes.

  

Fig. 47 shows in this connection an example (II) of a ground configuration in connection with scenario 2.1.2.0.D.

7.4 Scenario 2.1.2.1.D: Transition Announcement Balise Group will not be reached - detailed description

7.4.1 Diagram

  

Fig. 48 shows a situation in which the route set for the oncoming train does not lead into the RBC area (no transition announcement).

7.4.2 Step-by-step description

  

[0294] Radio announcement (balise group A): As for scenario 2.2.0.1.N
Establishing the radio connection: As for scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending Level 2 Range Parameters: As for scenario 2.2.0.1.N
Submit train-related data to the RBC: As for scenario 2.2.0.1.N

  

[0295] Detection that the train is not guided to the level 2 area:
If the RBC receives a position report related to a balise group that is on a track that does not enter the RBC area (e.g., balise group F), it is decided that the train is not entering the RBC area.

Canceling the entry into the RBC area:

  

The RBC aborts the train entry by sending an instruction to release the radio link to the vehicle master and all NL facilities of the vehicle side equipment of the train concerned. Once the on-board equipment has acknowledged receipt of the radio link release instruction, the RBC will suppress all train data in its database.

Release of the radio connection:

  

The radio link is terminated by the on-board equipment.

  

Suppress the data for the transition:
The on-board equipment must suppress all stored data received from the RBC.

  

[0299] The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> <Sep> System <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send the parameters for level range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Detecting that train is not in level range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Cancel the train entrance <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Enable the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Suppress stored data <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

7.4.3 Sequence of steps

  

Fig. 49 shows a sequence of steps for canceling the train entry into a level 2 area from a national or non-equipped area when the train set route does not enter the level 2 area and no transition announcement has been received ,

7.5 Scenario 2.1.2.2.D: At least one transitional notice balise group is not reached - detailed description

7.5.1 Diagram

  

Fig. 50 shows the entry of a train from a national into an RBC area.

7.5.2 Step-by-step description

  

[0302] Radio announcement (balise group A): As for scenario 2.2.0.1.N
Establishing the radio connection: As for scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending Level 2 Range Parameters: As for scenario 2.2.0.1.N
Submit train-related data to the RBC: As for scenario 2.2.0.1.N
Confirmation of train data by the RBC: As for scenario 2.2.0.1.N
Transition Announcement (Balis Group B): As for scenario 2.2.0.1.N
Determination of the entry point: As for scenario 2.2.0.1.N
Determination of the first entering train: As for scenario 2.2.0.1.N
Authorization to release the limit entry signal: As for scenario 2.2.0.1.N (if used).

Cancel the transition to Level 2:

  

[0303] If the specified route does not enter the RBC area, the switchable balise group C or D and the non-switchable balise group F transmit a command to switch to level STM National, thereby aborting (revoking) the transition announcement. At the train end, the transition announcement to ERTMS level 2 is deleted.

Detecting that the train is not moving to the Level 2 area:

  

The RBC receives a position report related to a beacon group indicating that the route is not leading to the ERTMS Level 2 range. When this information arrives, the RBC breaks off the train entrance and ends the radio connection. Balisengruppe F is intended to abort the transition procedure and release the radio link if the switchable balise group is missed (e.g., balise group C or D).

  

[0305] Canceling entry into the RBC area: As for scenario 2.1.2.1.D
Release of the radio connection: As for scenario 2.1.2.1.D
Suppress data for transition: As for scenario 2.1.2.1.D

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Release authorization for bordering signal <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Cancel transition to level 2 (balise group D) <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Detect that train is not in level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Cancel the train entrance <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Enable the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Suppress stored data <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

7.5.3 Step sequence

  

In Fig. 51, the sequence of steps for canceling the train entry into a level 2 area from a national or non-equipped area is shown when the route set for the train does not lead to the level 2 area.

8. Scenario 2.1.3.0.D: Demolition of the driveway after engine driver action

8.1 Summary

  

This scenario describes how the train entry into a level 2 area from a national or non-equipped area is aborted if the train can not enter the level 2 area due to an intervention of the train driver. The locomotive drivers considered in this scenario correspond to the different ways to terminate the train journey. They are the following:
Change to shunting mode (only in level 0).
Close the driver's desk.

  

The intervention of the engine driver can occur at any time in the entry scenario - as soon as the position of the entering train is known to the RBC until the entry into the level 2 area is completed. Only the case of the entry break under RBC run-in control is described. The scenario for drop-in without RBC run-in control is very similar.

8.2 Origin

  

EEIG scenarios, ref. / 1 /, scenario 4
UNISIG SRS, ref. / 2 /, chapters 4 and 5.10

8.3 Special assumptions for scenario 2.1.3.0.D

  

In order for a train to reinitialize the entry procedure at the beginning of a new RBC-leading movement, the radio announcement must be sent by all the balise groups in the announcement area. Crossing the border in the context of a shunting movement is not permitted. This would lead to incorrect level information in all on-board equipment. Also note that level transitions are prohibited in a jumper area (see / 2 /, 4.4.8.1).

8.4 Scenario 2.1.3.1.D: Engine driver chooses shunting mode in announcement area - detailed description

8.4.1 Diagram

  

Fig. 52 shows the situation when the engine driver chooses shunting.

8.4.2 Step-by-step description

  

[0313] Radio announcement (balise group A): As for scenario 2.2.0.1.N
Establishing the radio connection: As for scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending Level 2 Range Parameters: As for scenario 2.2.0.1.N
Submit train-related data to the RBC: As for scenario 2.2.0.1.N
Stopping the train and selecting the shunting mode:
The driver stops the train where the maneuvering has to be done. After stopping, the engine driver chooses "Shunting" on the DMI. This triggers the change of the vehicle's equipment to the SH mode. Any announcements already received will be deleted (for example, if maneuvering is selected after the onboard equipment has received the interim announcement).

Cancel the train entrance:

  

The on-board equipment must inform the RBC that the train is no longer entering the Level 2 area. The on-board equipment sends a message to the RBC to cancel the entry. The message consists of a routing message to the RBC.

Suppressing the incoming train:

  

[0315] When the information for shunting the train is received, the RBC must do the following:

  

[0316] Sending an instruction to release the radio link to the train's master and non-leading train equipment.
Suppress all data stored in the databases regarding the train.

Release of the radio connection:

  

The on-board equipment releases the radio link as required by the RBC.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep> 1


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> stopping the train <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Selection shunting operation <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Cancel the train entrance <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Suppress the incoming train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Enable the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>

8.4.3 Sequence of steps

  

Fig. 53 shows the sequence of steps for canceling the entry of a train making shunting movements within the announcement area.

8.5 Scenario 2.1.3.2.D: Engine driver closes the driver's desk within the announcement area - detailed description

8.5.1 Diagram

  

Fig. 54 shows the situation when the driver closes the driver's desk.

8.5.2 Step-by-step description

  

[0321] Radio announcement (balise group A): As for scenario 2.2.0.1.N
Establishing the radio connection: As for scenario 2.2.0.1.N
Choice of interoperability version: As for scenario 2.2.0.1.N
Sending Level 2 Range Parameters: As for scenario 2.2.0.1.N
Submit train-related data to the RBC: As for scenario 2.2.0.1.N
Confirmation of train data by the RBC: As for scenario 2.2.0.1.N
Transition Announcement (Balis Group B): As for scenario 2.2.0.1.N
Determination of the entry point: As for scenario 2.2.0.1.N
Determination of the first entering train: As for scenario 2.2.0.1.N
Authorization to release the limit entry signal: As for scenario 2.2.0.1.N, if used.

Stopping the train and closing the driver's consoles:

  

The train driver stops the train at the end point of the journey. After the shutdown, all train drivers (ie in the Meistertrieb and all NL railcars) close their driver's consoles. This triggers the change of the master and NL equipment of the on-board equipment to the standby mode. For sleeping units of the vehicle-mounted equipment also takes place a change to the standby mode, since the closing of the consoles the remote control is terminated. Any announcements already received will be deleted (the driver's desk will be closed after the vehicle's equipment has received the transitional notice).

Cancel the train entrance:

  

The on-board equipment must inform the RBC that the train is no longer entering the Level 2 area. The on-board equipment sends an end-of-travel message to the RBC to cancel the entry.

Suppressing the incoming train:

  

When the information about the end of the train is received, the RBC must:
Sending an instruction to release the radio link to the train's master and non-leading train equipment.

  

[0325] Suppressing all data stored in the databases regarding the train.

Release of the radio connection:

  

The on-board equipment releases the radio link as required by the RBC.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Release authorization for bordering signal <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> stopping the train <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Close the driver's consoles <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Cancel the train entrance <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Suppress the incoming train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Enable the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>

8.5.3 Step sequence

  

Fig. 55 shows the sequence of steps for breaking the train entry into the Level 2 area when the train driver closes the driver's desk.

9. Scenario 2.1.4.0.D: Train entry is not accepted in the Level 2 area

9.1 Summary

  

This scenario describes the entry of a train from an un-equipped or national level 2 area if the train is not accepted by the RBC.

  

This scenario is only applicable if RBC run-in control is used. Without a check-in control, all trains that pass the border without a valid MA will be braked forcibly.

A move can be rejected for the following reasons:

  

The train data are not accepted by the RBC.

  

The train is an unequipped or national train without ERTMS equipment;

  

There is no common interoperability version between train and RBC

9.2 Origin

  

[0334] UNISIG SRS, Ref. / 2 /, Chapter 3.17

9.3 Special assumptions for scenario 2.1.4.0.D

  

The last steps of scenario 2.1.4.1.D (from "stopping the train before the stop signal") are also valid for all cases in which a train is not authorized to enter the Level 2 area and before the Signal at the limit (stop signal) is stopped. This includes the case of an un-equipped / national train being routed to the Level 2 area.

  

[0336] There must be a way to redirect a train approaching the level 2 area so that it does not enter the area. Therefore, the boundary must be such that a diversion without entry into the level 2 area is possible.

  

[0337] One possibility is that the signal covering the turnout into the level 2 area is the entry signal for at least two routes:
at least one leading to a level 2 track;
at least one that remains outside the Level 2 area (e.g., siding, shed, or other track).
Fig. 56 shows an example (I) of a lane-side configuration for Scenario 2.1.4.0.D.

  

[0338] Another option is to set an opposite route for the train.

  

Fig. 57 shows another example (II) of a trackside configuration for Scenario 2.1.4.0.D.

  

Since the route established by the operator leads to an ERTMS level 2 area, the switchable balise group B transmits the transition announcement. The rejection of the train entry into the Level 2 area may take place before or after the receipt of the transfer announcement. The moment of receipt of the transitional announcement has no relevant impact on the description of the scenario.

  

[0341] Note: See also Scenario 2.1.2.0.D for a description of a train not entering the ERTMS Level 2 area.

9.4 Scenario 2.1.4.1.D: Train data not accepted by RBC - detailed description

9.4.1 Diagram

  

Fig. 58 shows the situation when train data is unacceptable for RBC operation.

9.4.2 Step-by-step description

  

[0343] Radio announcement (balise group A): As for scenario 2.1.0.1.N
Establishing the radio connection: As for scenario 2.1.0.1.N
Choice of interoperability version: As for scenario 2.1.0.1.N
Sending Level 2 Range Parameters: As for Scenario 2.1.0.1.N
Submit train-related data to the RBC: As for scenario 2.1.0.1.N

Confirmation of train data by the RBC (failed):

  

The RBC recognizes that the train characteristics are not sufficient for operation in the level 2 range (eg, false electrification).

  

The train must not enter the level 2 area and the signal that covers the boundary remains in the stop position.

  

[0346] Transition announcement (balise group B): As for scenario 2.1.0.1.N

  

[0347] Stopping the train before the stop signal: Since the train may not be operated in the level 2 range, the RBC does not release the limit signal as long as the route defined from the signal leads to the level 2 range. According to the principles of route signaling, the train driver stops the train before the stop signal.

Actions for train diversion:

  

It is the responsibility of the track operator to intervene and divert the train around the Level 2 area.

  

Note: Note that the mere fact that an unacceptable move approaches the level 2 range is already an exception (traffic management error).

  

The operator action need not set a distance from the bordering signal to the level 2 range.

Driving according to track signal displays:

  

It is the task of the train driver to guide the train according to the indications of the route signals.

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Detecting that train data is unacceptable <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> stopping the train <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> actions for train forwarding <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> Run the train according to instructions <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>

9.4.3 Sequence of steps

  

Fig. 59 shows the step sequence for entry into the Level 2 area when the train data is rejected by the RBC.

9.5 Scenario 2.1.4.2.D: There is no common interoperability version

9.5.1 Diagram

  

Fig. 60 shows the situation when train data is unacceptable for operation in the RBC range.

9.5.2 Step-by-step description

  

[0355] Radio announcement (balise group A): As for scenario 2.1.0.1.N
Establishing the radio connection: As for scenario 2.1.0.1.N
Selection of interoperability version:
The on-board equipment recognizes that there is no compatible interoperability version with the version used by the RBC. A message about this circumstance will be sent to the RBC. The vehicle-mounted equipment releases the radio connection. The train must not enter the level 2 area and the signal that covers the boundary remains in the hold position. The driver is informed.

  

[0356] Transition announcement (balise group B): As for scenario 2.1.0.1.N
Informing the track operator:
It is the responsibility of the driver to inform the track operator by voice.

  

[0357] Stopping the train before the stop signal: As for scenario 2.1.4.1.D
Actions for train diversion: As for scenario 2.1.4.1.D
Driving according to track signal displays: As for scenario 2.1.4.1.D
The sequence of the action is as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> Vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> stopping the train <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Inform the track operator <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> actions for train forwarding <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> Run the train according to instructions <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>

9.5.3 Step sequence

  

Fig. 61 shows the sequence of steps for entry into a level 2 area without common interoperability version between train and RBC.

10. Scenario 2.1.5.0.D: Wireless connection is not available

10.1 Summary

  

[0359] This scenario describes the entry of a train from an un-equipped or national level 2 area, if the radio link is not available for any reason. This scenario applies only if RBC run-in control is used. Without a check-in control, all trains that pass the border without a valid MA will be braked forcibly.

10.2 Origin

  

[0360] UNISIG SRS (ref. 131), chapter 5.8

10.3 Special assumption for scenario 2.1.5.0.D

  

[0361] There are two possibilities depending on local conditions (for example failure cause):

  

[0362] The train may enter the Level 2 area, but the train driver must observe the operating instructions for a disturbed operation (as if the radio link had failed in the Level 2 area).
The train is diverted so that it does not enter the Level 2 area.

  

The track operator is responsible for the corresponding decision regarding the train movement. Only the first option is described here (train enters level 2 area without radio connection). For the second option see scenario 2.1.4.1.D.

10.4 Detailed description

10.4.1 Diagram

  

Fig. 62 shows the situation when the radio link fails.

10.4.2 Step-by-step description

  

[0365] Radio announcement (balise group A): As for scenario 2.1.0.1.N

Train-side production of the radio link fails:

  

The on-board equipment requests connection to the RBC as required in the radio announcement. If it is detected that the radio link can not be established, the on-board equipment informs the train driver of this fact.

  

[0367] Transition announcement (balise group B): As for scenario 2.1.0.1.N

Engine driver stops the train in front of the limit entry signal (stop signal):

  

Since RBC run-in control is used, the limit run-in signal switches to "drive" only for trains equipped with ERTMS when initialization and acceptance take place by the RBC. Since the radio connection is not present, the train is not initialized from the RBC point of view. The limit entry signal continues to indicate "stop". The train driver must observe the track signal display (or national FSS) and stop the train before the stop signal.

  

[0369] Passing the stop signal at the beginning of the pure level 2 range: As for scenario 2.1.1.7.D.

  

[0370] The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the wireless connection (failed) <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <b> Transition Announcement from Baloise Group B <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Authorize train entrance <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> passing the stop signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

10.4.3 Sequence of steps

  

Fig. 63 shows the sequence of steps for entry into the Level 2 area without radio communication.

11. Scenario 2.1.6.0.N: Train commissioning before the limit entry signal

11.1 Summary

  

The aim of this scenario is to describe the entry of a train from a non-equipped or national area into a pure level 2 area when the train is in operation before the limit entry signal covering the entrance to the level 2 area is taken. A commissioning before signals that are still before the limit entry signal is similar to a normal entrance or entrance with missed balise group A and / or B (see 2.1.0.0.N and 2.1.1.0.D).

  

This scenario is only applicable when RBC run-in control is used. Without a check-in control, all trains that pass the border without a valid MA will be braked forcibly.

11.2 Origin

  

[0374] None.

11.3 Special assumption for scenario 2.1.6.0.N

11.3.1 Infrastructure on the ground

  

In the level 2 area, the end of each signaling block is indicated by a route table.

11.3.2 Initial vehicle conditions

  

It is assumed that the train is off (all on-board equipment switched off). The train stops in front of the border-crossing signal to the Level 2 area.

  

[0377] See scenarios 1.4.0.0.N & 1.3.0.0.N for data stored from the last trip on board.

11.4 Scenario 2.1.6.l.N: Commissioning of the vehicle master - detailed description.

11.4.1 Diagram

  

FIG. 64 shows the situation when train commissioning takes place before the boundary-covering signal.

11.4.2 Step-by-step description

  

[0379] Train commissioning in unequipped / national area:

  

[0380] If a train enters a Level 2 area from an un-equipped (or national area without STM): as in Scenario 1.3.0.0.N.

  

[0381] If a train from a non-national area enters the Level 2 area with STM: as in Scenario 1.4.0.0.N.

  

NOTE: Since RBC run-in control is utilized, the limit run-in signal only switches to "run" for trains equipped with ERTMS when initialization and acceptance by the RBC occur. Since the radio connection is not available (no radio announcement received on the train side), the train is not initialised from the RBC point of view. The limit entry signal continues to indicate "stop".

Passing the stop signal at the beginning of the pure Level 2 area:

  

As for scenario 2.1.1.7.D, but the switch to ERTMS level 2 can not take place without receiving the data from balise group E.

Radio and transition announcement (balise group E):

  

When passing the first balise group (balise group B), the on-board equipment receives the radio and transition announcement (depending on the train launch site, the first balise group reached may be the balise group D. The beacon and transition announcement would then be relayed by balise group D and one normal entry, ie with FS-MA, could be realized). At balise group E, the transition announcement consists of an immediate change to ERTMS level 2 statement.

Transition to ERTMS Level 2:

  

When the on-board equipment receives the message from balise group E (or reaches the turn-in - if the train was put into service prior to balise group D), it switches to ERTMS level-2. The FSS is activated. The on-board equipment does not have an MA, but it gives the information that the train has been authorized to enter the ERTMS area (Engine driver has pressed "Override"). The on-board equipment switches to SR drive. The driver is responsible for the train movements. The driver may only move the train under SR by one block. It is his responsibility to stop the train before the block end marker if no MA has been received by the RBC in the meantime.

  

Establishing the Radio Link: As for Scenario 2.1.0.1.N
Choice of interoperability version: As for scenario 2.1.0.1.N
Sending Level 2 Range Parameters: As for Scenario 2.1.0.1.N
Submit train-related data to the RBC:
As scenario 2.1.0.1.N - train position refers to balise group E.

  

[0387] MA generation for the train:
The on-board equipment is still in SR mode. The RBC generates an FS-MA when all required information is available. Steps required to exit the SR mode are described in Scenario 1.2.0.3.N "Train Free Determination Before Train While Riding in Personnel Responsibility or OS Mode (Pure Level-2)".

  

The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <tb> Turn on and tests <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Open the driver's desk and level selection <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Authorization to pass the stop signal <Sep> <Sep> <Sep> <Sep> <Sep> X <Sep>


   <tb> passing the stop signal <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Radio and Transition Announcement <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Submit train-related data to the RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> MA generation and transmission <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>

11.4.3 Sequence of steps

  

In Fig. 65, the step sequence for train startup is shown before the limit of the level 2 area.

11.5 Scenario 2.1.6.2.N: Commissioning of non-leading equipment of on-board equipment - detailed description

11.5.1 Diagram

  

In Fig. 66, the commissioning of non-leading on-board equipment at the boundary between unequipped and RBC area is shown.

11.5.2 Step-by-step description

Train commissioning in unequipped / national area:

  

If a non-leading railcar from an un-equipped or national area without STM enters the Level 2 area: as scenario 1.3.0.1.N. If a train from a non-national area enters the Level 2 area with STM: as in Scenario 1.4.0.1.N.

  

[0392] Radio and transition announcement (balise group E): As for scenario 2.1.6.1.N

Transition to ERTMS Level 2:

  

When the on-board equipment receives the message from balise group E (or reaches the entry turnout - if the non-leading railcar was put into service before balise group D), it switches to ERTMS level-2.

  

Establishing the radio connection: As for scenario 2.1.0.2.N
Choice of interoperability version: As for scenario 2.1.0.2.N
Sending Level 2 Range Parameters: As for Scenario 2.1.0.2.N
Submitting Train Related Data to the RBC: As Scenario 2.1.0.2.N - Train Position refers to Balis Group E.

  

[0395] The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <tb> Turn on and tests <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Opening the driver's desk <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Selection of the operating level <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Selection of "Not Leading" <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Change to non-leader mode <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Radio and Transition Announcement <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> transition to level-2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

11.5.3 Sequence of steps

  

FIG. 67 shows the sequence of steps for starting up a non-leading railcar at the border of the level 2 area.

11.6 Scenario 2.1.6.3.N: Commissioning of Dormant Equipment of On-board Equipment - Detailed Description

11.6.1 Diagram

  

Fig. 68 shows the commissioning of non-leading on-board equipment at the boundary between the national and RBC areas.

11.6.2 Step-by-step description

Train commissioning in unequipped / national area:

  

If a non-leading railcar from an un-equipped or national area without STM enters the Level 2 area: as scenario 1.3.0.2.N.

  

[0399] If a train from a non-national area enters the Level 2 area with STM: see Scenario 1.4.0.2.N.

  

[0400] Radio and transition announcement (balise group E): As for scenario 2.1.6.1.N.

  

[0401] Transition to ERTMS level 2: As for scenario 2.1.0.3.N.

11.6.3 Sequence of steps

  

The sequence of steps for putting a sleeping railcar into operation before the limit of the level 2 area is shown in FIG. 69.

12. Scenario 2.1.7.0.D: Train receives corrupted data from a balise group

12.1 Summary

  

The aim of this scenario is to describe the expected behavior of the on-board equipment when corrupt data is received from a beacon group.

  

Scenario 2.1.7.0.D describes what happens when the data of balise group B is damaged. The procedure for receiving corrupt data from another balise group is similar.

  

[0405] The scenario applies to entry from a national or non-equipped area.

  

[0406] This scenario applies when using the RBC run-in control. The procedure is similar if the RBC run-in control is not used.

12.2 Origin

  

[0407] UNISIG SRS (Ref. / 2 /), Chapter 3.16

12.3 Special assumptions for scenario 2.1.7.0.D

  

[0408] None.

12.4 Scenario 2.1.7.1.D: Vehicle Master Equipment Receives Damaged Data from Balise Group B - Detailed Description

12.4.1 Diagram (National area)

  

Fig. 70 shows the situation when the message received from balancing group B is damaged.

12.4.2 Step-by-step description

  

[0410] Radio announcement (balise group A): As for scenario 2.1.0.1.N
Establishing the radio connection: As for scenario 2.1.0.1.N
Choice of interoperability version: As for scenario 2.1.0.1.N
Sending Level 2 Range Parameters: As for Scenario 2.1.0.1.N
Submit train-related data to the RBC: As for scenario 2.1.0.1.N
Confirmation of train data by the RBC: As for scenario 2.1.0.1.N
Reception of damaged message (balancing group B):
Message from balancing group B is received. Data integrity of the message is checked on the train side. At least one data consistency criterion of the message is incorrect (e.g., variables of the balise message with invalid values).

  

[0411] Service brake is triggered until the train stops. The driver is informed that the intervention was made as a result of a data problem with the balise group. The driver releases the service brake and continues the journey.

Determination of the entry point:

  

[0411] Since the data received from balancing group B is discarded, after the start of the journey, the entry turnout and the first entering train are determined using the following balise groups. The situation is similar to scenario 2.1.1.3.D (missing balise group B).

  

[0413] (scenario continues as scenario 2.1.1.3.D)

  

[0414] The sequence of the action is then as follows:
 <Tb> Actions <Sep> Responsibility <Sep> <Sep> <Sep> <Sep> <Sep>


   <Tb> <Sep> System <Sep> <Sep> <Sep> <Sep> Personal <Sep>


   <Tb> <Sep> Trackside <Sep> the vehicle side <Sep> Come. <Sep> engineer <Sep> CC <Sep> Team


   <b> Radio Announcement from Balise Group A <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Establishing the radio connection <Sep> <Sep> <Sep> X <Sep> <Sep> <Sep>


   <tb> Selection of interoperability version <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Send parameters for level 2 range <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Send train data and train position to RBC <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Confirmation of the train data by the RBC <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Trigger the service brake <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>


   <tb> Release the service brake <Sep> <Sep> <Sep> <Sep> X <Sep> <Sep>


   <tb> Transition Announcement from Balisengruppe C <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the entry point <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Determination of the first arriving train <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Release authorization for bordering signal <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Create and send an MA <Sep> X <Sep> <Sep> <Sep> <Sep> <Sep>


   <tb> Transition to ERTMS Level 2 <Sep> <Sep> X <Sep> <Sep> <Sep> <Sep>

12.4.3 Sequence of steps

  

Fig. 71 shows the step sequence for entry into a Level 2 area from an un-equipped or national area when damaged Bali data is received.


    

Claims (11)

1. A method for the controlled entry of a vehicle, in particular a rail vehicle, wherein the vehicle and the associated with this infrastructure for the controlled entry into a range are equipped, characterized in that a) establishing a radio link between the vehicle and a control device; b) the vehicle is initialized; c) vehicle data is confirmed; d) optionally the entry path into the equipped area is determined; e) it is determined whether it is the first entering vehicle; f) the vehicle is authorized to enter the equipped area; g) a driving license is generated. 2. The method according to claim 1, characterized in that the vehicle is a rail vehicle, and that the equipped area is a designated in the context of the European high-speed train control system ETCS as a level 2 stage, in which Communication units are present, which are used both for information transmission and for locating the rail vehicle. 3. The method according to claim 2, characterized in that the communication units are balises. 4. The method according to any one of claims 2 or 3, characterized in that in a first step, the radio connection between an on-board equipment and a communication unit of the equipped area is accomplished, said communication unit detects all relevant data of the vehicle to trigger a vehicle-specific driving license, wherein the radio connection enables the exchange of secure application messages, and wherein the establishment of the radio connection by the on-board equipment is accomplished on the basis of data received from a communication unit, and / or in a second step, that all communications data needed on the side of the vehicle and on the side of the equipped area are sent to enable system operation after establishment of the radio link, wherein in particular the on-board equipment provides vehicle data and vehicle location data, and wherein for operation the on-board equipment in the area concerned, a communication unit of the equipped area provides all parameters for the on-board equipment, such as parameters for train position reports, request parameters for driving permission, these parameters being stored by the on-board equipment and used only when the transition to the area at level 2 level; and or in a third step, it is ensured that the entry of the vehicle into the equipped area is prevented if the vehicle data checked by a driver is not sufficient for operation in the equipped area, wherein a communication area of the equipped area matches the vehicle data in accordance with operating conditions for checked the equipped area, and, in the absence of any of these operating conditions, an authorization for the entry of the vehicle into the equipped area is not issued; and or in a fourth step, allowing the operating area of the equipped area to determine whether and at what point the vehicle enters the equipped area; and or in a fifth step, it is ensured that the operating system of the equipped area is prevented from sending a license to another non-registered vehicle, and / or in a sixth step, it is checked whether the respective vehicle is equipped for the equipped area in conformity with the operating system, whether the vehicle has been initialized, and / or whether the vehicle has taken over the vehicle data from the operating area of the equipped area, and depending on an authorization for entry into the equipped area is transmitted to these specifications; and or, in a seventh step, depending on the distance and interlocking conditions prior to an entry point, a driving permission exists in a monitoring mode, if a distance before the entry point has been determined by a control center and the distance is free, or an On Sight driving license is calculated and awarded, if a distance prior to the entry point has been specified by the control center as an on-sight distance. 5. The method according to any one of claims 2 to 4, characterized in that the entry into the equipped area is carried out with a driveway, and in particular according to the first step, a radio information of the vehicle via a first balise group (A) is communicated, the far enough before a transition point, so that the vehicle can perform all the steps without reducing a line speed, with an announcement in an instruction to contact the entrance control, including telephone number and ID of the entrance control, or a reserve railcar receiving the radio information including a parameter whether to contact the entrance control or not, with a value being assumed for this parameter so that no radio link is established; and or that an equipment of the vehicle initiates the establishment of a radio connection with the entry control by logging into a GSM-R network and calling the telephone number from a radio information via a first balise group (A), and / or that after the connection is established, the on-board equipment determines the interoperability version for entry control, in particular for this purpose the entry control of the on-board equipment with the first message sends the identifier of an interoperability version used by the entry control and the on-board equipment checks if that version is compatible, and then select the one that has the highest compatibility, and / or that once the radio connection is established, the entry control sends the parameters for operation in a level 2 range and these parameters are stored by the onboard equipment and only used when the transition to level 2 has been made, with the parameter indications determining when and where the on-board equipment must send position reports, as well as parameters for determining when the on-board equipment must request a new driving license; and or that once the radio connection is established and an interoperability version is selected, the on-board equipment of the entry control sends the currently used data of the vehicle as well as complete location information, the location information being in particular related to a last balise group from which the on-board equipment received a message; and or that the entrance control confirms the data of the vehicle. 6. The method according to claim 5, characterized in that the vehicle-side equipment receives the following data from a second balise group (B): an instruction to switch to level 2 in a control system according to the European High Speed Train Control System at a certain distance corresponding to the limit position of a balise group (E), this information being repeated in further balise groups (C, D and E); exclusively in the event that the vehicle enters from a national area and is equipped with the appropriate management of the standardized interface module, Instructions for management according to a standardized interface module according to an equipped area; national values under the European High Speed Train Control System; wherein the vehicle side, the announcement of a transition is received so that the data of level 2 are accepted. 7. The method according to any one of claims 5 or 6, characterized in that in the absence of a connection with a first balise group, the radio information is provided by the next balise group. 8. The method according to any one of the preceding claims, characterized in that, as far as the entrance control can not determine whether the vehicle enters first, an entry signal is not released, and vehicles do not receive driving license information. 9. The method according to any one of claims 1 to 8, characterized in that at least three Balises (A, B, C) are arranged before the beginning of the equipped area that at least two near-border balises communicate with at least one signal, and that switchable Balisengruppen the Signals are assigned by a second and a third Balise (B and C), wherein the messages emitted by these Balisengruppen differ depending on the signal display. A method according to claim 9, characterized in that the two balancing groups are placed in front of a track circuit node switching the signal such that: the distance between the two balancing groups and the track circuit node is greater than the maximum distance between a balise receiving antenna and a first train axis; - The distance between the two Balisengruppen and the track circuit node is shorter than the length of a shortest train that can drive the route, in which case the signal display is not available for another vehicle. 11. The method according to any one of claims 9 or 10, characterized in that the distance between a Balisengruppe and the signal is designed so that at a standstill of the vehicle before the signal, the balise group is not yet read.