Transport of people and goods is a fundamental need for the global society and economy as it allows citizens to enjoy the freedom to travel and enables transportation of goods within and across international markets. In this context, transport is one of the fundamental pillars for the European society and economy allowing Europe to provide connectivity between its different regions and remain fully and competitively integrated with the rest of the world and the world economy. Transportation is a key infrastructure for European citizens not only to improve their every day’s quality of life, but also to enable economic growth, job creation and overall prosperity. The European railway industry evaluated how other transportation industries have addressed the development of new technologies and which architectural concepts have been applied. This led to a revaluation for the rail industry providing significant and fast progress in safety, security and in the integration of new functions.
OBJECTIVE 1: Advanced safety architecture and DbD devices in order to pass from prototypes to TRL 6/7 solutions
Challenge: To improve the deterministic behaviour in train communications, i.e.the Drive-by-Data (DbD) concept, in order to pass from prototypes to TRL 6/7 and implement it at all network levels: at backbone level, at consist level, and at end-device level. This implies modifying all the network elements that currently deploy the wired communications inside the train, namely the Ethernet Train Backbone Nodes (ETBNs), the Consist Switches (CSs), as well as the End Devices (EDs).
Proposition: Drive-by-Data devices (ETBN, CS, ED) are currently in a prototype state (TRL4/5), and they will be developed until TRL6/7. Safe4RAIL-3 will integrate the DbD concept in all these devices, prove the interoperability among implementations from different manufacturers, integrate the devices in the two CFM project demonstrators (i.e. metro and regional), and participate in the validation of the devices in these demonstrators. In order to develop the DbD devices, the expertise of railway network-device manufacturers is combined with the expertise of Time-Sensitive Network (TSN) technology suppliers and system architects.
1. Drive-by-Data devices (ETBN, CS, ED) from two different manufacturers
2. Interoperability among implementations from different manufacturers
3. Validation of the DbD concept
OBJECTIVE 2: Advancedwireless technologies for a wireless TCMS
Challenge: the challenge is to provide TRL 6/7 devices and antennas for the CFM demonstrators. This involves providing TRL 6/7 devices for the WLTB (TCMS and OMTS traffic), WLCN (TCMS and OMTS traffic), and also antennas for both WLTB and WLCN. It also requires the identification of the most optimal locations for the antennas in each wireless domain in order to allow an optimal integration in the CFM demonstrators.
Proposition: Safe4RAIL-3 proposes the following solutions:
1. TRL 6/7 devices for WLTB:
a. For TCMS traffic, two complementary solutions are proposed, with different technical capabilities:
i. OAI-based LTE-V2X modules. Stemming from Safe4RAIL-2 results (TRL 4-5), these ‘Beyond 4G’ modules are built on upper-layer and lower-layer modifications from the 3GPP LTE V2X/D2D rel.14 standard to support WLTB requirements. In Safe4RAIL-3, these OAI LTE-V2X modules will further be extended to reach TRL 6-7.
ii. Commercial LTE-V2X modules. To support interoperability with commercial devices and as contingency to (i), TRL 6-7 commercial LTE-V2X modules will be customized with the upper-layer functionalities developed by Safe4RAIL-2. These devices provide the required TRL, but not allowing modifications to the physical layer, they will not be fully compatible with WLTB requirements. Full functional compatibility will be achieved with OAI LTE-V2X modules (see i).
b. For OMTS traffic, IEEE 802.11ad devices are proposed, which allow a high-throughput and a stable link via self-directed mm-wave beams. These devices have been validated for T2G links and will need to be customized in Safe4RAIL-3 for inter-consist connections in the WLTB.
c. TRL 6/7 Adapted-ETBNs (AETBN) will also be provided. These devices will take as a basis the results of Safe4RAIL-2 and will advance them in order to obtain a higher-TRL solution.
d. Additionally, the possibility of a SIL-2 certification of these WLTB devices will be analysed
2. TRL 6/7 devices for WLCN: railway-certified commercial IEEE 802.11ac devices will be provided for both TCMS and OMTS traffic. Access Points (AP) as well as Ethernet bridges will be used for those end devices not having wireless functionality.
3. TRL 6/7 antennas for WLTB and WLCN: based on the output of the antenna installation study (see 4), commercial railway antennas will be selected, and their performance will be validated.
4. Antenna installation study for the CFM demonstrators: a study will be carried out covering the three communication domains of the train (i.e. WLTB, WLCN and T2G). This study will include ray-tracing simulations as well as validation measurements.
1. TRL 6/7 devices and antennas forWLTB and WLCN.