1、PUBLISHED DOCUMENTPD CLC/TR 50459-7:2007Railway applications Communication, signalling and processing systems European Rail Traffic Management System Driver-Machine interface Part 7: Specific Transmission ModulesICS 03.220.30; 13.180; 35.240.60; 45.020g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43g50g5
2、6g55g3g37g54g44g3g51g40g53g48g44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39g3g37g60g3g38g50g51g60g53g44g42g43g55g3g47g36g58PD CLC/TR 50459-7:2007This Published Document was published under the authority of the Standards Policy and Strategy Committee on 29 June 2007 BSI 2
3、007ISBN 978 0 580 52933 7National forewordThis Published Document was published by BSI. It is the UK implementation of CLC/TR 50459-7:2007.The UK participation in its preparation was entrusted by Technical Committee GEL/9, Railway electrotechnical applications, to Subcommittee GEL/9/1, Signalling an
4、d communications.A list of organizations represented on this committee can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Amendments issued since publicationAmd. No. D
5、ate CommentsTECHNICAL REPORT CLC/TR 50459-7 RAPPORT TECHNIQUE TECHNISCHER BERICHT May 2007 CENELEC European Committee for Electrotechnical Standardization Comit Europen de Normalisation Electrotechnique Europisches Komitee fr Elektrotechnische Normung Central Secretariat: rue de Stassart 35, B - 105
6、0 Brussels 2007 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members. Ref. No. CLC/TR 50459-7:2007 E ICS 03.220.30; 13.180; 35.240.60 English version Railway applications - Communication, signalling and processing systems - European Rail Traffic Ma
7、nagement System - Driver-Machine interface - Part 7: Specific Transmission Modules Applications ferroviaires - Systmes de signalisation, de tlcommunications et de traitement - Systme europen de gestion du traffic ferroviaire - Interface de conduite - Partie 7: Modules spcifiques de transmission Eise
8、nbahnanwendungen - Systeme fr die Kommunikation, Signalisierung und Datenverarbeitung - Europisches Leitsystem fr den Schienenverkehr - Mensch-Maschine Schnittstelle - Teil 7: Spezifische bertragungseinheiten ERTMS/ETCS/GSM-R Systeme This Technical Report was approved by CENELEC on 2006-06-24. CENEL
9、EC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Cyprus, the Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia,
10、 Slovenia, Spain, Sweden, Switzerland and the United Kingdom. Foreword This Technical Report was prepared by SC 9XA, Communication, signalling and processing systems, of Technical Committee CENELEC TC 9X, Electrical and electronic applications for railways. The text of the draft was circulated for v
11、ote in accordance with the Internal Regulations, Part 2, Subclause 11.4.3.3 and was approved by CENELEC as CLC/TR 50459-7 on 2006-06-24. This Technical Report has been prepared under mandates M/024 and M/334 given to CENELEC by the European Commission and the European Free Trade Association. _ CLC/T
12、R 50459-7:2007 2 Contents Page Introduction .4 1 Scope4 2 Normative references 4 3 Terms and definitions4 4 Symbols and abbreviations.5 5 Requirements.5 5.1 ATB5 5.2 KVB26 5.3 RPS (Crocodile) .35 5.4 TVM300, TVM430 36 Bibliography 42 CLC/TR 50459-7:2007 3 Introduction This Technical Report presents
13、how to display information of national cab signalling systems associated with the ERTMS Driver Machine Interface defined in the series of Technical Specifications CLC/TS 50459. 1 Scope The scope of this Technical Report is to define the ERTMS DMI in STM mode for each system include in Annex B of STI
14、 CC. This Technical Report defines the ergonomics for the Specific Transmission Module integrated in the Driver-Machine Interface (DMI) for the ERTMS/ETCS Train Control System, and for the integrated ERTMS/GSM-R Train Control and Train Radio Systems. The ergonomics covers the general arrangements (d
15、ialogue structure, sequences, layout philosophy, colour philosophy), symbols, audible information, and data entry arrangements. The reasons for defining the ergonomics of the DMI are as follows: 1. Achieving harmonised and coherent presentation for ERTMS/ETCS and STM information. Given the large num
16、ber of STMs requiring the use the ERTMS/ETCS DMI, only a harmonised approach is feasible. 2. Defining Driver-Machine Interface ergonomics that is compatible with agreed interoperable ERTMS specifications. 3. To reduce the risk of incorrect operation by a driver working with different trains fitted w
17、ith ERTMS/ETCS. 4. Facilitating train operation with a unified ergonomics, hence reducing the cost of driver training. This Technical Report is applicable on all trains fitted with the ERTMS/ETCS. 2 Normative references Void 3 Terms and definitions For the purposes of this document, the terms and de
18、finitions given in CLC/TS 50459-1 apply. CLC/TR 50459-7:2007 4 4 Symbols and abbreviations For the purposes of this document, the abbreviated terms given in CLC/TS 50459-1 and the following apply. ATB Automatische Trein Benvloeding (the automatic train protection system in the Netherlands) ATBEG Aut
19、omatische Trein Benvloeding Eerste Generatie (first generation) ATBNG Automatische Trein Benvloeding Nieuwe Generatie (new generation) BD Buiten Dienst (standby mode of ATB) DE Data Entry KVB Contrle de Vitesse par Balises LSSF Lampe de Signalisation Signal Ferm (Visible part of RPS) RAN Rangeren (s
20、hunting under ATBNG) RFF Rseau Ferr de France ROZ Rijden Op Zicht (Drive On Sight under ATBNG) RPS Rptition Ponctuelle des signaux STM Specific Transmission Module STS Stoptonend Sein (Signal Passed at Danger under ATBNG) TIU Train Interface Unit TVM Transmission Voie Machine 5 Requirements 5.1 ATB
21、This subclause is not yet finalised. Additional explanations to be completed. 5.1.1 Basic principles The aim of the STM ATB is to establish the ATBEG and ATBNG functionality. In this specification only the part of the DMI is described that refers to the main functionality. 5.1.2 Definitions of the c
22、olours See CLC/TS 50459-1. CLC/TR 50459-7:2007 5 5.1.3 ATBEG 5.1.3.1 Functions of the DMI ATBEG The DMI ATBEG has four groups: 1) Controls for the functions: “Attentie” “Ontgrendelen” “Buiten Dienst” “Kwiteren” 2) Status information: “Buiten Dienst” Intervention “Remcriterium” 3) Supervised speed in
23、formation: 40 km/h 60 km/h 80 km/h 130 km/h 140 km/h 160 km/h 4) Audible information: Chime Gong Snooze CLC/TR 50459-7:2007 6 5.1.3.2 Layout of the DMI ATBEG The DMI ATBEG shall be integrated in the ERTMS display as described in CLC/TS 50459-2. Figure 1 shows the layout of the cab display. Figure 1
24、Layout DMI ERTMS The DMI STM ATBEG distinguishes several areas (Figure 1). The different areas on the display are used as follows: Area A (as it is in CLC/TS 50459-2): This area is not be used by the STM ATBEG. Area B (as it is in CLC/TS 50459-2): This area shows the speed indication as described in
25、 CLC/TS 50459-2. If STM ATB is selected an indication is also shown there. Area C (as it is in CLC/TS 50459-2): This area shows information about the trainborne supervised speed. The information “Remcriterium” and “Remingreep” will also be shown in this area. If the STM ATB is out of service, this a
26、rea will show instead of the supervised speed the information “ATB buiten bedrijf”. In this situation the STM ATB will not show any information in the areas A, D and E. Area D (as it is in CLC/TS 50459-2): This area is used to position the pushbuttons, e.g. the “attentieknop”, the “BD-knop”, the “On
27、tgrendelknop” and the “Kwiteerknop”. The “Kwiteerknop” may also be situated as an external button on the drivers desk, see also 5.1.3.3. Area E (as it is in CLC/TS 50459-2): The STM ATB does not use this area. CLC/TR 50459-7:2007 7 Area F (as it is in CLC/TS 50459-2): This area will be used in the s
28、ame way as described for ERTMS. 5.1.3.3 Used information 5.1.3.3.1 General The written information used in the symbols is in Dutch. It is not foreseen to present these texts in another language. However, it should not be made impossible due to technical constraints, to add this feature in the future
29、. In this document the background colour of buttons and symbols is referred to as dark blue. This reference has the same meaning as the standard background colour of the ERTMS display (see CLC/TS 50459-1). 5.1.3.3.2 The pointer of the speed indication The shape and dimensions of the speed indication
30、 are specified in CLC/TS 50459-2. The colour of the pointer and the scale of the speed indication are grey. The colour doesnt change as long as the STM ATBEG is selected. 5.1.3.3.3 The information “STM ATB” Position B7 (CLC/TS 50459-2) will show a symbol if the STM ATB is selected. This symbol remai
31、ns visible until the STM is deselected. The symbol is a 90 degrees rotated square with the text “ATB”. The colour of the background is grey; the colour of the characters is black. 5.1.3.3.4 The information “ATB Buiten Bedrijf” The symbol has a dark blue background surrounded with a red border. The s
32、ymbol shows the text “ATB Buiten Bedrijf”. The colour of the text is white. The information will only be shown if the STM has the status “Buiten Bedrijf”. Principle is that the STM knows the status “Buiten Bedrijf”. Under this circumstance the STM controls the DMI only as described above. 5.1.3.3.5
33、The information supervised speed For this purpose area C is divided in separate symbols, each of them belonging to a specific maximum speed. The symbols are a yellow symbol without number, a yellow symbol with the number “6”, a yellow symbol with the number “8”, a yellow symbol with the number “13”,
34、 a yellow symbol with the number “14”, a green symbol with number showing the maximum train speed in ATBEG area. The dimensions of the symbol and the used character shall follow the description of CLC/TS 50459-1. The colour of the text in the symbols is black. CLC/TR 50459-7:2007 8 The symbol yellow
35、 (no number) and green (with number) are always present. The other symbols are not shown on the DMI if the train is not able to run faster than the according speeds. EXAMPLE Rolling stock suitable for a maximum speed of 140 km/h does not show the yellow symbol with the number “14”. Rolling stock sui
36、table for a maximum speed of 100 km/h does not show the yellow symbol with the number “13” and “14”. The presentation of the signalling is dynamic; if rolling stock is technically suitable for 140 km/h, but is limited via data entry to 100 km/h, only the appropriate signals will be shown. If the ent
37、ered maximum train speed is higher than the maximum speed of ATBEG (configuration parameter), the maximum speed of ATBEG shall be shown in the symbol “green with number”. If one or more symbols of the maximum speed are missing the other symbols will be rearranged. The symbols shall be centred on the
38、 vertical axis of the speed indication. The dimensions of the symbols are fixed. If the maximum speed of a symbol is not supervised at a certain moment, the symbol is shown on a very dark blue background. The text (if available) is shown in dark grey colour. 5.1.3.3.6 Signalling of “Remcriterium” Th
39、e information “Remcriterium” is shown with the appropriate ERTMS symbol (see symbol 1.1 in CLC/TS 50459-5). The symbol is presented in position C8, as described in CLC/TS 50459-2. 5.1.3.3.7 Signalling of “Remingreep” The information “Remingreep” is shown with the appropriate ERTMS symbol (see symbol
40、 1.3 in CLC/TS 50459-5). The symbol is presented in position C9, as described in CLC/TS 50459-2. 5.1.3.3.8 “Attentieknop” This button is only present if the STM is configured such, that the “Buiten Dienst” function can be active. In that case the button is always present if the STM ATBEG is in servi
41、ce (also if the speed supervision mode is active). The symbol is an up-button, size-7 (see CLC/TS 50459-1) with the text “Attentie”. The button has two positions (see CLC/TS 50459-1). The status enabled exists if the STM is in the mode “Buiten Dienst”. The colour of the background is very dark blue,
42、 the colour of the text is white. In all other circumstances the button shows the status disabled. The colour of the background is also very dark blue, the colour of the text is dark grey. 5.1.3.3.9 “BD knop” (“Buiten Dienst”) This button is only present if the STM is configured such, that the “Buit
43、en Dienst” function can be active. In that case the button is always present if the STM ATBEG is in service (also if the speed supervision mode is active). The symbol is an up-button, size-7 (see CLC/TS 50459-1) with the text “Buiten Dienst”. The button has three positions (see CLC/TS 50459-1). The
44、status enabled exists if the train is at standstill, has the brakes applied, has not received ATBEG track code. CLC/TR 50459-7:2007 9 The button has very dark blue background with the text in white. The button shows the status highlighted if the STM is in the mode “Buiten Dienst”. The colour of the
45、background is very dark blue, surrounded with a light blue frame, the colour of the text is white. In all other circumstances the button shows the status disabled. The colour of the background is also very dark blue, the colour of the text is dark grey. 5.1.3.3.10 The information “ATB Buiten Dienst”
46、 The information “ATB Buiten Dienst” can be read on the button (see according description). 5.1.3.3.11 “Ontgrendelknop” This button is always present when STM ATBEG is in service. The symbol is an up-button, size-7 (see CLC/TS 50459-1) with the text “Ontgrendelen”. The button has two positions (see
47、CLC/TS 50459-1). The button is enabled if both the STM has initiated an intervention, and the train is at standstill. The button has a dark blue background surrounded with a flashing red border The flashing frequency is described in CLC/TS 50459-1. The colour of the text is white. In all other circu
48、mstances the button shows the status disabled. In those cases the background is also very dark blue, the colour of the text is dark grey. The “Ontgrendelknop” is only shown and used if the STM is in ATBEG mode. If the STM is in ATBNG mode the ontgrendel-function will usually be connected to the brak
49、e controller (emergency brake position). Under certain conditions a separate button can be used. See also 2.3.3. 5.1.3.3.12 “Kwiteerknop” This button is only present if the STM is configured such, that the “Kwiteer” function can be active. In that case the button is always present if the STM ATBEG is in service (also if the supervised speed is more than 40 km/h). The symbol is an up-button, size-7 (see CLC/TS 50459-1) with the text “Kwiter
