Proceedings of 7th Transport Research Arena TRA 2018, April 16-19, 2018, Vienna, Austria

Shift2Rail CONNECTA: The Next Generation of the Train

Control and Monitoring System
Javier Goikoetxea
Construcciones y Auxiliar de Ferrocarriles,S.A.,J.M. Iturrioz 26, 20200 Beasain, Spain

Abstract

The Train Control and Monitoring System (TCMS) is the brain and the communication backbone of the train,
which has some essential roles on vehicle performance. It integrates and manages all on-board information; it
makes train control decisions taking into account the global state of subsystems; it performs communication
between equipment, between cars and between vehicles; and it integrates and interacts between different
subsystems of the train. This paper presents the objectives and first results of the CONNECTA Project, which
belongs to the Shift2Rail initiative. The Project aims at developing the next generation of TCMS, with radical
new architectures and components, and with wireless capabilities. CONNECTA targets the increase in the
availability of trains related to the functioning of TCMS by 50%, the reduction of cost in TCMS engineering,
integration and homologation phases by 50% and the technological support for the development of the virtual
coupling concept, which dramatically will increase the capacity of the railway lines.

Keywords: TCMS; Shift2Rail; communication standards; virtual testing; digital safety.

 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

Nomenclature

CCTV Closed Circuit Television

FMEA Failure Mode and Effects Analysis
HMI Human-Machine Interface
HVAC Heating, Ventilation and Air Conditioning
LTE Long Term Evolution
PIS Passenger Information System
OTMS On-board Multimedia and Telematics Services
RIOM Remote Input-Output Module
SIL Safety Integrity Level
TCMS Train Control and Monitoring System
TCN Train Communication Network
TRDP Train Real-time Data Protocol
TRL Technology Readiness Level
VCU Vehicle Control Unit

1. Introduction

This paper presents the collaborative project CONNECTA, which belongs to the Shift2Rail initiative, and aims
at contributing to the next generation of TCMS (Train Control and Monitoring System) architectures and
components with wireless capabilities as well as to the next generation of electronic braking systems. This
project envisions paving the way towards a 50% increase in the availability of trains related to the functioning of
train control and monitoring, a 50% reduction in cost, time and effort in project engineering, integration and
homologation phases, while at the same time developing the ability to implement SIL4 functions in the TCMS
and supporting the development of the “virtual coupling” concept, which can dramatically increase the capacity
of lines.

1.1. State-of-the-art

As reflected in Fig. 1, most currently deployed TCMS are based on the IEC-61375 TCN standard which was
originally established in its first version in the late 1990s. The network is composed of two buses: The
Multifunction Vehicle Bus (MVB) and the Wire Train Bus (WTB).

This technology, still in use, is much railway proprietary. Therefore few or none concepts or hardware from
other sectors can be reused. The specific hardware and software make MVB and WTB expensive, while their
relatively poor performance (1.5 MBit/sec. and 1.0 MBit/sec. respectively) means a bottleneck for deploying
new demanding systems and functions onboard.

So the information transmission possibilities of existing standard TCMS network for train control functions are
quite limited, and the increase in information volumes and the introduction of new diagnostics and passenger
oriented services requires today an additional network often based on Ethernet. The IEC TC9 Working Group 43
works has recently issued a new revision of IEC 61375, which will include, for the first time, two Ethernet based
buses: The Ethernet Consist Network (ECN) as a replacement for MVB and the Ethernet Train Backbone (ETB)
as a replacement for WTB. Although Ethernet brings higher throughput and other benefits like reduced cost,
some important weak points remain in TCMS systems.

Current practice in industry involves a standard physical TCMS network for train control functions and an
additional network (often based on Ethernet) for other functions. This means a considerable amount of onboard
cables and therefore weight and complexity. To make it worse, current TCMS solutions achieve certain safety
levels (SIL 2) which is not enough to move train safety lines (i.e. more cabling) to pure data transmission
through the communication buses due to their safe critical mission (SIL 4).

Today coupled trains have become an important bottleneck in terms of performance. Transmission through the
auto-coupler is notably impaired by the contact nature and the performance of ETB is much lower. Wireless
 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

communications are already a reality, but there are no onboard applications in railways (except internet
connection for passengers). Many uncertainties concerning technology, and safety and security aspects block any
attempt to use them.

Even if the communication is possible, applications on both sides of the coupling are many times incompatible,
due to different implementations, versions, or retrofitting. Self-configuring adaptive solutions providing plug-
and-play features through a functional open coupling may solve this issue.

Successful integration of subsystems and commissioning of TCMS require huge efforts and take extremely long
time due to the lack of standardised application profiles, appropriate architectures and simulation and testing
frameworks. The increasing number of new services and applications brings several modifications of the TCMS
implemented functions along the train’s life, implying re-commissioning the TCMS every time. The current
standard in TCMS homologation is largely based on FMEA analysis based on the TCMS architecture and
extensive testing on laboratory setups as well as on the real train. Especially the testing on the train is a very high
effort and takes lots of time – often delaying the start of service operation for entire fleets significantly. This
situation can be significantly improved by developing a homologation process based on simulation, also known
as virtual homologation.

Fig. 1 Current TCMS

In brief, the summary of some of these limitations is:

 High amount of cabling (more than 20.000 m of cabling in a 25 m long car and thousands connectors
per car), which means weight, complexity, poor reliability...
 Device centric architectures which limit safety and reliability levels achievable in practice
 Long and expensive homologation process: Complex re-homologation process when changes are
implemented.
 Train-to-train coupling functionality is nowadays very limited


1.2. Vision

As shown in Fig. 2, The next generation of TCMS will have wireless capabilities, full “driven-by-data”
command, seamless coupling, enhanced throughput and reliability, and new architecture based on distributed
functions while supporting safety and security functionalities, improved train-to-ground connectivity, supporting
easier homologation and self-configuration will overcome today’s limitations.
 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

A complete new TCMS architecture, mixing wired and wireless communications, enhanced interoperability, and
“driven-by-data” concept, has to be developed. The needed work includes the definition of new protocols and
application profiles, software framework supporting reallocation of functions, the definition and validation of the
wireless technology, the definition, design and manufacturing of new devices (routers, repeaters, sensors, end-
devices, gateways...) while taking into account safety and security aspects.

Trains become connected trains, connected to other trains and to ground through standardised, safe, secure and
reliable communications, to integrate them into the new digital railways paradigm.

On the other hand, both the virtual coupling together with the functional open coupling concepts will mean the
complete interoperability from the TCMS perspective, while paving the way for a new way of operating trains
by creating chains of virtually coupled trains, which can be attached and detached dynamically according to
the service needs and available slots, as explained by Goikoetxea (2016).

The vision for the new generation of the TCMS proposed in CONNECTA is based on the expected evolution of
fundamental technologies applied to the specific
 Connected trains: Wireless communication between vehicles, between consists and to ground
 Function centric architecture: Any processor can handle any function from other system
 Dependable and safe communication technologies prepared to support safety critical functions
 Time and cost efficient homologation and re-homologation

Fig. 2 Future TCMS

2. Project information

CONNECTA started on 1st September 2016 as a response from the members of the Shift2Rail to the Multi-
annual Action Plan (MAAP), issued by the initiative. The project belongs to its Innovation Programme 1 - Cost-
efficient and Reliable Trains, and to the Technical Demonstrator TD1.2 – TCMS, more specifically.

CONNECTA means just the starting phase (low TRL) of a longer development which will conclude in 2022
with the deployment of two demonstrators, for urban and regional applications. They will serve as test benches,
under real operational conditions, for the new developments of the next generation TCMS.
 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

2.1. Project Objectives

Starting from the aforementioned vision, the main concept behind CONNECTA is to depart from the traditional
TCMS and brakes towards a whole next generation TCMS and brakes. The actions to be undertaken within the
scope of CONNECTA are related to the following more specific objectives:
 To develop the general specifications of next generation TCMS and to generate the corresponding high
level system architecture.
 To incorporate wireless technologies to train communication network solutions.
 To provide a train-wide communication network for full TCMS support including the replacement of
train lines, connecting safety functions up to SIL4 and support of “fail-safe” and “fail-tolerant”
principles, to provide an optimal train network for TCMS and OMTS (On-board Multimedia and
Telematics Services) as well as communication mean for non-TCMS functions.
 To standardise functional interfaces of functions and sub systems as well as to define a generic
functional architecture for the next TCMS generation.
 To facilitate the coupling of two or more consists supplied by different manufacturers and which could
have different train functions.
 To develop a simulation framework in which all subsystems of the train can be simulated, allowing
remote and distributed testing including hardware in-the-loop through heterogeneous communication
networks.
 To achieve a performance improvement in safety relevant braking functions resulting in optimisation of
the braking distances in safety braking.
 To optimise on-board systems by reducing the number of sophisticated pneumatic components and
improving the overall life cycle costs.
 To use an Ethernet based communication standard carrying high SIL related information.
 To validate non-railway standards for use in safety-related railway applications.

2.2. Project structure

In order to face those challenging topics the members of CONNECTA outlined a project structure composed of
eight work packages, as shown Fig. 3:

Fig. 3 Project structure

In brief, the main activities of each work packages are:

WP1 is focusing on creating the general specification of the next generation of TCMS and, based on it, on
generating a high level system architecture. The basis is the development of a workflow methodology to be used
during the whole initiative, i.e. in CONNECTA and further stages until the tests on real vehicles in 2022.

WP2 is working on the implementation of train-to-ground communications protocols, included in the brand new
IEC 61375-2-6 standard, in order to validate its applicability and interoperability. This WP is using as inputs the
 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

outcomes of Roll2Rail (also known as one of the lighthouse projects of Shift2Rail). Additionally consist to
consist field tests are carried out to continue with the work done in Roll2Rail lab tests.

WP3 is investigating the evolution of the TCMS network to a drive-by-data solution. A new on-board
communication network that supports the integration of non-safety related and safety critical functions up to
SIL4 including the replacement of train lines is being defined.

WP4 is working towards the definition of a new architecture based on functional distribution (i.e. function
centric approach), application profiles, and the long awaited Functional Open Coupling (FOC). The main
objectives are to standardise interfaces between the TCMS and its subsystems; to facilitate the coupling and
operation of consists; and to specify a generic middleware for TCMS functional distribution.

WP5 aims at developing a new electronic hardware-software architecture designed to manage all the braking
functions (service, holding, emergency, safety brake, wheel slide protection) according to proper high safety
levels (SIL3, SIL4). One of the main objectives is the optimisation of on-board systems, reducing the number of
sophisticated pneumatic components, improving overall life cycle costs.

WP6 is working on the development of a simulation framework in which all subsystems of the train can be
simulated, allowing remote and distributed testing including hardware in-the-loop through heterogeneous
communication networks. The objective is to simplify business processes through virtual homologation and
enhance the interoperability.

WP7 is in charge of ensuring the proper dissemination and promotion of the project results, in close cooperation
with the equivalent activities of the Shift2Rail Joint Undertaking. The outputs of CONNECTA should be made
available for all the important actors in the European railway sector in order to secure the acceptance and market
uptake. In that sense an external advisory body has been set up, that is meeting the consortium regularly.

WP8 is focusing on the project management and technical coordination in order to ensure the fulfilment of the
overall objectives of the project and to keep alignment with Shift2Rail activities.

3. First results and perspectives

The project has recently completed its half-way and in the next months much activity is still expected.
Nevertheless some preliminary results are already available. In the next paragraphs it is described the current
state-of-play (as September 2017) and next actions of some of the main four technical pillars founding the next
generation TCMS:

3.1. Wireless connectivity

This technical pillar is intended to provide the building blocks for the virtual coupling of trains and the
integration of the rolling stock into the digital railways paradigm. The activities being carried out in
CONNECTA derive from the results obtained in Roll2Rail, one of the lighthouse projects of Shift2Rail.

First, the wireless Ethernet train backbone based on LTE technology will be tested on a real vehicle during
operation in spring 2018. The wireless link will still replicate the existing train backbone without any functional
responsibility as the goal is to gather experience in the field and compare the behaviour of both links under
various conditions and during enough representative time. By the end of the project, in September 2018, a proper
demonstrator involving two consists will be deployed. This demonstrator will, for the first time worldwide,
implement a functional wireless train backbone, able to manage remotely the main train functions like
propulsion or braking. Tests will include mechanically uncoupled consists as preliminary steps to achieve a
proper consist-to-consist wireless communication which is needed for the virtual coupling concept.

It must be highlighted that the use of LTE technology, especially from its release 13, where the V2X
communication is supported, and further evolutions towards 5G, is the choice of Shift2Rail for the wireless train
Ethernet backbone and the virtual coupling concept as it fulfil all requirements under utmost standardisation
levels and industrial support, while strong synergies with the newest signalling communications are expected.
 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

3.2. Safe on-board communication network

To overcome the limitations of the actual Ethernet based train networks (ECN, ETB) and the related data
protocol TRDP in terms of strict determinism and time synchronization, CONNECTA is exploring other
alternatives which ultimately would allow deploying on-board networks supporting safety critical functions
(SIL4) to allow the removal of safety train lines and the integration of functions like signalling or emergency
braking.

Basically two aspects are analysed: Firstly the performance improvement by using techniques like scheduled
data traffic based on synchronized clocks, and secondly the reliability increase by using sophisticated network
architectures.

A set of promising technologies were identified and have been evaluated with respect to their feasibility in
railway domain applications and in relation to the following objectives:
 Reliability increase by using suitable network topologies, bandwidth reservation and scheduled traffic.
 Cost improvements by replacing physically separated networks with virtually separated networks.
 Performance improvements with scheduled traffic in combination with higher data rates.
 Safety increase by adopting safety layer principles and methods already available in other industries.

The technical evaluation of the selected technologies has been performed to an extend that allows to judge about
their principal readiness for railway applications. But this evaluation also revealed open items like for instance
the traffic shaping in a dynamic train network, which still requires research on architecture level, as shown in
Fig. 4. Working on these items will therefore be continued during the next months to define the Next Generation
TCN (NG-TCN). Nevertheless, a solution based on Time Sensitive Networks – TSN, see Noseworthy (2015),
seems to be the preferred one.

Fig. 4 Next Generation TCN

 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

3.3. Functional distribution framework

Current architectures have allowed a continuous transition towards software and electronic solutions to train
control. However, the following drawbacks must be considered:
 Safety critical and non-safety critical IT functions are mixed in one network. Every hardware change or
even software updates require a complete re-homologation of the vehicle, because safety critical
functions can be affected by any other change of the system. Even the tiniest application change in one
of the subsystem applications requires a new commissioning as applications interface directly with the
communication buses.
 Device centric approach: The multiplicity of CPUs, distributed along the train, significantly reduces the
overall reliability.

CONNECTA is defining the so called Functional Distribution Framework (FDF) to overcome those limitations.
The requirements for this FDF have been specified and its architecture is being proposed, which will offer the
following properties and advantages:
 Concurrent and independent execution of functions with different integrity level.
 Acceleration and cost reduction of re-certification processes, by guaranteeing that a change in a
function does not affect other functions.
 Standardized interface to simplify function development, regardless of the underlying hardware.
 Flexibility to execute different functions on different processing units.
 Simplification of configuration processes in each processing unit, by offering dynamic variable
identification services.
 Incremented reliability with a limited cost, by simplifying the distributed redundant execution of
functions.
 Reduction of the number of processing units.
 Easy integration of new devices and software updates.

Concerning technologies, CONNECTA has been exploring the possibility of reusing or adapting existing
technologies from other industries like in aviation, the ARINC 653 as detailed by Van der Leest (2010), or in
automotive, where the AUTOSAR standard is becoming more and more popular as explained by Fürst et al.
(2009). Synergies have been found and some interviews with vendors of the mentioned middleware have taken
place.

Fig. 5 Functional Distribution Framework

Thanks to the fruitful inputs which bring relevant added value to CONNECTA, the project will develop in the
next months the complete set of requirements, the high level architecture (see Fig. 5), the safety and certification
methodology and an impact study of a number of train function for the Functional Distribution Framework, that
will mean the definite lever to achieve a function centric architecture on trains.
 Javier Goikoetxea / TRA2018, Vienna, Austria, April 16-19, 2018

4. System approach

The TCMS can be seen as the train’s nervous system, which connects, manages and monitors its subsystems, as
it were body’s organs. This means that CONNECTA must consider in its developments the needs and
requirements of such subsystems. In that sense, the project is making big efforts to liaise with other Shift2Rail
projects and technical demonstrators, like the signalling X2RAIL-1 (GA 730640) project.

Indeed, subsystems like propulsion, brakes, HVAC, doors, lights, passenger information system, bogie
monitoring, active suspensions or signalling, among other, are interconnected through the TCMS via
communication networks and signals.

Taking benefit of the latter, CONNECTA is also proposing in its WP6 a complete train wide simulation
framework, where train subsystems, real (HIL) or simulated (SIL), could be connected for testing, debugging or
even homologation. This solution will be the core infrastructure of the laboratory test benches to be developed
within CONNECTA-2, planned to start in October 2018.

Acknowledgements

The author thanks the partners of CONNECTA (Alstom, Ansaldo STS, Bombardier, CAF, Deutsche Bahn,
Faiveley, Knorr-Bremse, SNCF-M and Siemens) for the fruitful collaboration and good spirit showed during the
first half of the project and that, for sure, will be also the basis for the successful completion of the work
programme.

It must be also highlighted that CONNECTA has received funding from the European Union’s Horizon 2020
research and innovation programme under the Grant Agreement no. 730539.

5. References

Roll2Rail project, public deliverables D2.1, D2.2, D2.3 and D2.5. www.roll2rail.eu

CONNECTA project website: www.s2r-connecta.eu

Shift2Rail. Multi-Annual Action Plan (MAAP). www.shift2rail.org

Goikoetxea, J. (2016). Roadmap towards the wireless virtual coupling of trains. Paper presented at the 10th
International Workshop on Communication Technologies for Vehicles and Workshop on
Nets4Cars/Nets4Trains/Nets4Aircraft, San Sebastian; Spain. , 9669. pp. 3-9.

Fürst, S. et al. (2009). AUTOSAR – A Worldwide Standard is on the Road. In 14th International VDI Congress
Electronic Systems for Vehicles, Baden-Baden (Vol. 62).

Van der Leest, S. H. (2010). ARINC 653 hypervisor. In Digital Avionics Systems Conference (DASC), 2010
IEEE/AIAA 29th (pp. 5-E). IEEE.

Noseworthy, B. (2015). Time Sensitive Networks (TSN) Overview. University of New Hampshire –
Interoperability Laboratory.