Last Relevant Balise Group

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Excerpt from the Driver Machine Interface while braking curve monitoring is in progress: The vehicle can calculate the remaining braking distance based on the distance between the LRBG and the target braking point as reported in the ETCS driving license and the distance already covered since the LRBG and measured by odometry .
Two Eurobalises on the new Erfurt – Leipzig / Halle line form a group of balises . Such a group can consist of one to eight balises.

The Last Relevant Balise Group (abbreviation LRBG , in German, the last known balise group or decisive balise group ) is the common spatial reference point of the line and vehicle in levels 2 and 3 in the European train control system ETCS .

In almost all ETCS operating modes , a train determines its location in relation to an LRBG, as far as possible. This includes the approximate location , the confidence zone of the train location, the location of the train in relation to the LRBG (in front of / behind), the alignment and the direction of travel of the train. The train communicates this and other information to the ETCS line control center (RBC) by means of a position report . The RBC in turn informs the train at the beginning of each message to which LRBG the following information relates. Subsequent distance information from the RBC to the train, for example the length of a travel permit , locally permissible speeds or longitudinal inclines, thus all have a clear spatial reference.

Only chained balise groups may be used as LRBG , since only they need to be known to the RBC .

background

The distance measurement used by ETCS is relative, i.e. without reference to the environment in which the train is moving. Instead, Eurobalises serve as reference points. ETCS uses two different types of location-based data : in addition to location information, travel-related information is also used.

When the RBC transmits location and route-related data, it should refer to an LRBG and its alignment. The LRBG used by the route can in this case by the by the vehicle device used to differ. The vehicle must at least be able to process information from the RBC that relates to one of the last eight LRBGs reported by the vehicle to the RBC. In such cases, the nominal distance between these two LRBGs should be subtracted when processing route-related information on the route side.

Balise groups can consist of one to eight Eurobalises. They contain an identifier ( balise group identity ), the number of balises and an internal number of the individual balises within the group (1 to 8). In the case of groups of balises that consist of at least two balises, the LRBG ( location reference ) uses the balise with the lowest identifier. In the case of groups of balises that only consist of one balise, the direction in which it is traveled must be inferred by linking . If there is no link information available, the penultimate balise group traveled is also evaluated in order to generate the directional information used by ETCS. If no LRBG is available as a reference point, the On-Board Unit uses the path that the vehicle tip has covered approximately since switching to SR (Staff Responsible) mode or since pressing the command button ( Override ). If route information was provided by the RBC or by the driver, this is used. The distance covered since the LRBG or the start of the journey is continuously updated by the On-Board Unit.

Web links

Individual evidence

  1. ↑ Christian Hellwig, Dagmar Wander: Through the mountain at high speed - ETCS level 2 in the Lötschberg base tunnel . In: signal + wire . tape 98 , no. 10 , October 14, 2004, ISSN  0037-4997 , p. 14-17 .
  2. ↑ Patrik Ahlqvist, Mathias Hering: Mixed signaling - conventional signaling and ERTMS on one route . In: signal + wire . tape 99 , no. 3 , March 2007, ISSN  0037-4997 , p. 15-18 .
  3. ^ André Feltz, Nils Nießen, Tobias Walke, Jürgen Jacobs: Analysis and optimization of ETCS parameters in the Luxembourg railway network . In: signal + wire . tape 110 , no. 3 , March 2017, ISSN  0037-4997 , p. 6-17 .
  4. ↑ a b ETCS specification , subset 023, version 3.3.0
  5. ↑ ETCS specification , subset 026, version 3.6.0, section 4.5.2
  6. ↑ ETCS specification , subset 026, version 3.6.0, section 3.6.1.3
  7. ↑ ETCS specification , subset 026, version 3.6.0, section 7, in particular 7.4.3.1 and 7.4.3.2
  8. ↑ ETCS specification , subset 026, version 3.6.0, section 8.4.4.6.1
  9. ↑ ETCS specification , subset 026, version 3.6.0, section 3.6.1.4
  10. ↑ Norbert Apel, Jenny Strahl: Basic principles of Odometry . In: Peter Stanley (Ed.): ETCS for engineers . 1st edition. Eurailpress, Hamburg 2011, ISBN 978-3-7771-0416-4 , pp. 126-130 .
  11. ↑ ETCS specification , subset 026, version 3.6.0, section 3.6.1.1
  12. ↑ ETCS specification , subset 026, version 3.6.0, section 3.6.2.2
  13. ↑ ETCS specification , subset 026, version 3.6.0, section 3.6.4.3
  14. ↑ ETCS specification , subset 026, version 3.6.0, section 3.4.1.
  15. ↑ ETCS specification , subset 026, version 3.6.0, section 3.4.2.2
  16. ↑ ETCS specification , subset 026, version 3.6.0, section 3.4.2.3.3
  17. ^ Karin Löfstedt: Speed ​​Supervision and Control . In: Peter Stanley (Ed.): ETCS for engineers . 1st edition. Eurailpress, Hamburg 2011, ISBN 978-3-7771-0416-4 , pp. 211-216 .