Trainguard® is the Siemens solution for the standardised European train control system (ETCS) which is gradually replacing the different national train protection and train control systems. Standardised interfaces between track and train ensure interoperability across national borders. Siemens in its role as one of the ETCS pioneers offers Trainguard 100 and Trainguard 200 as advanced ETCS systems and components.
Comprehensive services like Train Installation design and first of class installation are also provided to enable a smooth retrofit to all existing classes of trains.
This means that there will no longer be the need for multiple equipment.
Benefits and application of ETCS:
Considerable increase of line throughput - electronic look-ahead running over several section blocks allows a maximum operating speed and a maximum headway to be reached
Shorter headways because trains can run in succession independently of signal distances
Savings in infrastructure because fixed signals are no longer required.
ETCS Level 1 is a cab signalling system that can be superimposed on the existing signalling system, i.e. leaving the fixed signal system (national signalling and track-release system) in place. "Eurobalise" radio beacons pick up signal aspects from the trackside signals via signal adapters and telegram coders (Lineside Electronics Unit - LEU) and transmit them to the vehicle as a movement authority together with route data at fixed points. The on-board computer continuously monitors and calculates the maximum speed and the braking curve from this data. Because of the spot transmission of data, the train must travel over the Eurobalise beacon to obtain the next movement authority. With the installation of additional Eurobalises ("infill balises") or a EuroLoop between the distant signal and main signal, the new proceed aspect is transmitted continuously. The EuroLoop is an extension of the Eurobalise over a particular distance which basically allows data to be transmitted continuously to the vehicle over cables emitting electrical radiation. A radio version of the EuroLoop is also possible.
For example, in Denmark and Sweden, the meanings of single green and double green are contradictory. Since ETCS Level 1 knows the difference, drivers can drive beyond the national borders safely.
ETCS Level 2 uses radio-based communication of signalling information between the train and control centres - expensive track side signals are no longer required. Movement authority and other signal aspects are displayed in the cab for the driver.Trains automatically report their exact position and direction of travel to the railway Radio Block Centre (RBC) at regular intervals. The RBC monitors train progress and issues movement authority messages continuously via the GSM-R radio network together with speed information and route data. The ETCS on-board computer ensures the train moves only within its permitted area and within speed limits and other restrictions.Eurobalises installed on the track are used in ETCS Level 2 as “electronic milestones”. Between these positioning beacons the train determines its position via sensors (axle transducers, accelerometer and radar). The positioning beacons are used as reference points for correcting distance measurement errors.
Trainguard 100 for ETCS Level 1
Modular and universal
The Trainguard 100 train control system is used…
on lines which have to be fitted with intermittent train control for operational reasons
where cross-border or interoperable traffic is to be provided
where a higher safety level is required
where old systems are to be gradually replaced
Infills enable semi-continuous automatic train control, i.e. the currently indicated signal aspect becomes effective before the train actually passes the signal.
Through this, line throughput can be considerably increased. This is done intermittently with Eurobalises or continuously with Euroloops. A particular benefit of Trainguard is that migration can take place in parallel with the existing old systems.
The driver is continuously informed about the permitted speed on the cab display, the DMI, which is a part of Trainguard and ETCS. He also receives information on the line profile ahead.
Through this, signal confusions and speed infringements are avoided. In addition to graphic information on the driving characteristics along the clear stretch of line ahead, the driver also receives information on speed restrictions along the track and other operational and ETCS -specific indications. If the permitted maximum speed is exceeded, the driver at first receives visual and audible warnings. If he fails to respond, a service brake is activated to decelerate the train to the permitted speed profile. Before hazard points, Trainguard 100 will trigger braking in steps (service braking, emergency braking) if the speed profile is exceeded.
Trainguard 200 for ETCS Level 2
High performance and efficiency
The key feature of the Trainguard 200 system is that all the information required for fail-safe running on a particular stretch of track is transmitted by radio via a radio block centre (RBC) and appears on the cab display. For this purpose, the digital GSM-R system (Global System for Mobile Communications – Railways) is used. Eurobalises of type S21 serve as reference points for the purpose of determining the position of the train. Trainguard 200 uses the information transmitted from the route elements of connected interlockings. Signals can still be used for mixed operation or as fallback level, but are no longer required for pure Level 2 operation. Information on signal states and switch positions is transmitted from the associated interlocking to the radio block centre (RBC), which in turn generates a movement authority and displays it to the driver.
Benefit and application
Considerable increase of line throughput – electronic look-ahead running over several section blocks allows a maximum operating speed and a maximum headway to be reached
Shorter headways because trains can run in succession independently of signal distances
Savings in infrastructure because fixed signals are no longer required
Trainguard 200 can be combined with Trainguard 100 and ensures interoperability beyond system boundaries and national borders
Trainguard 200 can work on Level 1 as well, if necessary.