Engine Access Ramp

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Engine Access Ramp

Module 4

This module is designed to provide the student with Engine


Access Ramp knowledge.

OBJECTIVES:
Upon completion of this module the student will be able to:

• Describe the different variants of EAR


• Know the new services
• Describe the V5 Interface and the different Access Units,
AU.
• Perform ISDN-PRA connection
• The configuration of AUS network
• Know what equipment is needed in a local exchange.
• Know the improvements due to EAR
L6/TL3 To L7.2/TL4.2 Delta

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4 Engine Access Ramp

Table of Contents

Topic Page

INTRODUCTION ..............................................................................................1
TWO VARIANTS OF ENGINE ACCESS RAMP........................................................1
NEW SERVICES IN THE NEAR FUTURE ................................................................2
MAIN HARDWARE STRUCTURE............................................................................3
V5 INTERFACE ......................................................................................................5
ACCESS UNITS .....................................................................................................6
CONNECTION OF ISDN-PRA .................................................................................7
AUS, ACCESS UNIT SWITCH.................................................................................8
AUS NETWORK ................................................................................................... 10
EMRP RING......................................................................................................... 11
TEST UNIT (TAU)................................................................................................. 12
EQUIPMENT IN THE LOCAL EXCHANGE............................................................. 14
IMPROVED CHARACTERISTICS.......................................................................... 15
REDUCED FOOTPRINT....................................................................................... 15

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4 Engine Access Ramp

INTRODUCTION
A part of Ericsson’s Multi-Service Network that gives multiple
services, like the Internet, telephony, video, data and mobile
services is the ENGINE Access Ramp even denoted as Access
910. The Access Ramp is the product that gives the "subscriber"
access to this network, and it offers both narowband and
broadband access.

This module will give you an overview of ENGINE Access


Ramp. Basic concepts and the main structure of the system will
be explained as well as some points about access nodes in
general. By reading this module, you will get a general picture
of the different parts of ENGINE Access Ramp and its
functions.

TWO VARIANTS OF ENGINE ACCESS RAMP

Ericsson develops two variants of the access system ENGINE


Access Ramp:

• ENGINE Access Ramp-AXE (called even AXE/Access 910)


One variant can only be connected to AXE exchanges as it
uses a proprietary interface. One can say that this variant
replaces the existing SSS/RSS.
• ENGINE Access Ramp-V5.2 This variant can be connected
to any supplier’s local exchange as long as it supports the
standard interface V5.2.
Both indoor and outdoor versions of these two variants are
developed in different sizes.

Main focus of this document is to describe the ENGINE Access


Ramp-AXE.

EN/LZT 108 5211 PA1 –1–


L6/TL3 To L7.2/TL4.2 Delta

Core part of AXE


ENGINE Access Ramp Transport
Proprietary Interface Network

Local Exchange
(any type supporting V5)
ENGINE Access Ramp Transport
V5 Interface Network

Figure 4-1 Different variants of ENGINE Access Ramp

From hardware point-of-view, the difference between the two


variants is one single board.

NEW SERVICES IN THE NEAR FUTURE


A "hot issue" within telecom is how operators should handle
Internet access, broadband services and other new functions
affecting the access. The ideal solution is to have common
hardware for all types of access. It is difficult for an operator to
anticipate the new services coming soon. How many subscribers
in a given area will be interested in the new services? When will
they be interested? The absence of precise answers to such
questions makes it difficult to plan the network. It is best to have
one common access node for a large number of services
delivered through the traditional copper wire.

VDSL
POTS

ISDN
?

ADSL ENGINE HDSL


Access Ramp

Figure 4-2 Future services delivered by ENGINE Access Ramp

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4 Engine Access Ramp

MAIN HARDWARE STRUCTURE

Access Unit and Access Unit Switch


The hardware structure of ENGINE Access Ramp is much
simpler than the SSS5 structure. There are less board types, and
more functions are put on each printed board assembly (PBA).
The mechanics, which will be explained in module 3, is based
upon the state-of-the-art building practice BYB 501. The boards
in BYB 501 are larger than in the existing SSS based upon BYB
202.

We will now leave the hardware for a while and focus on the
structure of the system. Figure 4.3 shows the hardware structure.

Management
System
ENGINE Access Ramp
PSTN
AU
PSTN

ISDN-PRA AUS
AU
ISDN-BA

TAU Circuit Switched


network (e.g. AXE)

PSTN
AU
PSTN
2 Mbit/s
ADSL AUS > 2 Mbit/s
NT Filter AU
ADSL

ADSL AU Packet switched


NT ADSL ET network (via C-AAS)

Figure 4-3 The main hardware structure of ENGINE Access


Ramp

The Access Units (AU) are line boards, Line Interface Boards in
the context of SSS5. The AUs differ in size and capacity.
Different access units are used to deliver different types of
services (e.g. POTS, ISDN-BA, HDSL or ADSL). For test of
both the narowband AUs and the subscriber lines, there is a test
unit referred to as TAU. TAU stands for Test, Maintenance and
Administration Unit. The TAU corresponds to the SLCT in the
old SSS5 structure. The number of subscribers per TAU is
determined by the intensity of subscriber line test.

The Access Unit Switch (AUS) is the common narowband parts


assembled in one single board. The AUS contains a time switch,
keyset code receivers, tone senders, and a processor. Several

EN/LZT 108 5211 PA1 –3–


L6/TL3 To L7.2/TL4.2 Delta

AUs are connected to one AUS by means of standard 2 Mbit/s


lines. The AUS concentrates the traffic to a few 2 Mbit/s lines
towards the local exchange.

Broadband access is terminated by dedicated AUs for ADSL.


From the AUs, there is a broadband bus going to one or several
Exchange Terminals, ETs. The ET is connected to concentration
subracks referred to as C-AAS. From these subracks, located at
another site, connections are done to a packet switched network
based on ATM or IP. If IP is used, an edge router is needed as
well before entering Internet or corporate IP networks.

–4– EN/LZT 108 5211 PA1


4 Engine Access Ramp

V5 INTERFACE
It was mentioned earlier that the V5 interface is used in one
variant of ENGINE Access Ramp. In fact, it is used in both
variants:

ENGINE Access Ramp, Proprietary Interface


This variant uses a mix of the open V5.1 and the proprietary
STC-STR interface (used in the old SSS5). In this case, each
AU, Access Unit, is regarded as a multiplexer (and it is...) and is
controlled via the V5.1 protocol. The AU has a powerful
processor, which runs the V5.1 software. The other end of the
protocol is in the local exchange where an RPG is used for the
V5.1 software. Note that the V5.1 interface is only used for AU
of type PSTN and ISDN-BA (not for broadband access). Please
study the figure below.

V5.1

ENGINE Access Ramp AXE core part

T. 16
AU GS

T. 16 ETC
ETC
AU
AUS RPG

CP-A CP-B

Figure 4-4 The V5.1 protocol used in ENGINE Access Ramp,


proprietary interface

ENGINE Access Ramp, V5.2 Interface


When ENGINE Access Ramp is connected via V5.2, any type
of local exchange can be used (also an AXE exchange as long it
supports V5.2). In this case, the V5.2 is terminated in a unit
called ASC, Access Signalling Controller, which is a circuit
board handling V5 signalling. Operation and Maintenance
cannot be taken care of by the V5.2 interface. This means that a
dedicated O&M interface is used for that purpose. Figure 4.5
shows the main principle.

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L6/TL3 To L7.2/TL4.2 Delta

ENGINE
Access
Ramp
Any type of exchange
supporting V5.2
V5.2
Xxxx

Management

Figure 4-5 ENGINE Access Ramp connected via V5.2

ACCESS UNITS
The general term "access unit" is used to denote all types of
accesses that can be used in ENGINE Access Ramp. Different
access units will be developed for different types of narrowband
and broadband applications. Today, there are two main variants
for narowband:

• Two different access unit for PSTN access

- LIC30 based upon standard SLIC circuits with


or without 12/16 kHz private meter pulse
sending

- ALB30 with high functionality requested on


some markets only

• Access units for ISDN-BA access (2B+D).


As broadband is included in ENGINE Access Ramp, there will
be special line boards for this type of access as well:

• An access unit for HDSL, high-speed digital subscriber line


(available 2001)
• An access unit for ADSL, asymmetrical digital subscriber
line

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4 Engine Access Ramp

ISDN PRA, primary rate access, can also be connected to the


ENGINE Access Ramp system. However, it is connected
directly to the AUS without using any specific access unit.

All existing narowband access units have some common parts.


Figure 4.6 shows a block diagram valid for all types of
narowband access units.

Speech Network 2 Mbit /s


Terminal AUS

V5.1
Line
Interface Data
AU Control
(processor)

Power - 48V

Figure 4-6 Block diagram for an Access Unit, AU (narrowband)

CONNECTION OF ISDN-PRA
Each AUS, Access Unit Switch, contains a large number of ET
circuits for connection of 2 Mbit/s E1 links. Instead of
connecting an AU board, the ET circuit can connect an ISDN
PRA connection. The PRA connection is made via a standard
E1 link of 2 Mbit/s. The functionality will be in accordance with
the ETSI standard. Please study figure 4.7.

MDF

AU AUS
ET ET

ET
DDF

ISDN-PRA ET
2.048 Mbit/s

ET

Figure 4-7 Connection of ISDN Primary Rate Access

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AUS, ACCESS UNIT SWITCH


The AUS is, as already mentioned, the central unit in for
narrowband in the access node. The unit performs the switching
functions and concentrates the traffic to the local exchange.
Common telephony functions like digit reception of DTMF
signals and tone sending are also performed by the AUS. The
unit performs the following functions:

• Synchronisation of the local time switch (slave to the group


switch in the local exchange)
• Switching of speech samples in a 1K time switch
• Attenuation of speech samples
• Transmission of tones to subscribers (e.g. dial tone)
• Reception of DTMF signals (digits from push-button
telephones)
Connection of the 2 Mbit/s digital links (E1 links).

The unit also contains a new EMRP-I (Extension Module


Regional Processor - Integrated). If ENGINE Access Ramp is
connected via the proprietary interface, there are functions for
an STR, Signalling Terminal Remote, in two of the AUSs.
Figure 4.8 shows the main parts of the AUS.

Clock
Sync. ring

ET ET
To Local
ET Exchange
To AU
or ET
PRA Switch and ET
attenuation
AUS
ET Network
HDLC DTMF
To TAU ET pool tones ET
EMRP-I
“EMRPB”
To ASC Ethernet STR
EMRP
“DEVCB”
V24
KR ET TSW V24 STCON

Figure 4-8 The main parts of the AUS, Access Unit Switch

Here follows a short description of each unit shown in the


figure:

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4 Engine Access Ramp

• Switch
The switch handles 1024 channels of 64 kbit/s each. The switch
can also attenuate the speech samples.

• Clock
One AUS in the access node is master and all other clocks in the
node follow the clock of the master. Another AUS has a clock
which acts as stand-by master in case of failure. The timing
information is distributed via a separate, duplicated, bus in the
backplane of the AUS subrack. The hardware is a VCXO,
Voltage Controlled Crystal Oscillator, delivering 16,384 Mhz.

• ET, Exchange Terminals


The ET circuits terminate the E1 links operating at 2 Mbit/s
(2.048 Mbit/s). Channel 0 is used for synchronisation and the
remaining 31 channels can be used for calls or signalling (e.g.
V5.1 signalling). The links conform to ITU standard G.703,
G.704, and G.706. The interface is a 120 ohms balanced
interface. The standard AUS board has 28 ET circuits.

• HDLC pool
The HDLC circuit is a data communication circuit (high-level
data link control) and it is integrated in the microprocessor. The
hardware can handle 32 HDLC channels and they will be used
for STC-STR communication (for the proprietary variant), AUS
interwork via the AUS network, and V5.1
communication/concentration. In the case of standalone traffic,
the V5.1 signalling links are terminated in the HDLC circuits.

• DTMF tones
This hardware, that is used to receive DTMF tones, is based
upon a DSP, digital signal processor. This hardware has the
capacity to handle 32 devices (KRC devices). As well as
receiving tones, it also generates them. New tones can be
generated without changing the hardware.

• AUS control system


The new powerful EMRP-I will replace the old EMRP, the
device processors as well as the STR (in two AUSs per node). In
the figure, dashed lines indicate that these latter functions are
now handled by the same hardware. The software executed by
the new EMRP has to be written in C or C++. Old PLEX-M
programs are converted to C before being compiled. For the
V5.2 connected variant, the processor takes care of the same
functions but the software is different (and the terminology as
"EMRP", "STR" etc are inherited from the existing SSS5). The

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L6/TL3 To L7.2/TL4.2 Delta

AUS communicates i this case with the ASC via an Ethernet


connection.

Serial interface

The AUS has two V.24/V.28 ports for connecting the local
debugger and a portable terminal (PC).

AUS NETWORK
The AUS network is a common name for two separate
functions. One function, which replaces the EMRP bus in the
old SSS5 structure, is for EMRP-I communication. The other
function, which replaces the Time Switch Bus, TSB, in the old
SSS5 structure, is for local connections and overflow traffic

AU
AUS
AU

AU
AUS To Local
Exchange
AU
AUS Network

AU
AUS
AU

Figure 4-9 AUS in one access node, and the AUS network

The figure above shows a number of AUSs in one access node.


From each AUS, there are a number of 2 Mbit/s lines going to
the local exchange. The dimensioning of this is explained in but
the number is in the range of 1-5. The AUS network, which is
further explained in , is used for EMRP communication and for
the overflow traffic. One can say that the AUS network replaces
both the EMRP bus and the Time Switch Bus in SSS5. The
AUS network is also based on standard 2 Mbit/s links.

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4 Engine Access Ramp

EMRP RING
The EMRP ring is the name for the function replacing the
EMRP bus. It is used for EMRP-EMRP communication and
uses standard 2 Mbit/s links. It is built as a ring because security
and information can be sent in both directions on the ring. If one
part of the ring becomes faulty, the ring can still handle
signalling between all connected EMRPs. Figure 4.10 illustrates
the principle, with 6 AUSs in the subrack.

Example with fault:

AUS AUS

AUS AUS

AUS AUS
Faulty link
AUS AUS

AUS AUS

AUS AUS

Figure 4-10 The redundant EMRP ring

The 31 channels on the EMRP ring are not fully used for EMRP
communications. The EMRP ring will probably need 4 time
slots to have the same capacity as the EMRP bus in the old
SSS5. Remaining channels can be used by the Mesh network
(see next module).

Mesh Network
The Mesh network will replace the Time Switch Bus in the
SSS5 structure and will consequently be used for calls. The
Mesh network will also be implemented by standard 2 Mbit/s
links and all AUSs will be connected to each other. That is why
it is referred to as a Mesh network. Figure 4.11 shows some
examples of configurations with 3 to 6 AUS in one subrack.

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3 AUS 4 AUS

AUS AUS AUS

AUS AUS AUS AUS

5 AUS 6 AUS

AUS AUS AUS

AUS AUS AUS AUS

AUS AUS AUS AUS

Figure 4-11 The Mesh network with different numbers of AUSs

The Mesh network is pre-cabled according to the customer's


wish of maximum number of AUSs. This means that the
subrack is prepared for a maximum number of AUSs and that
extensions are made easy and quickly without the need for
additional cable work.

Please note that the optional spare AUS is not shown in the
figure 4.11.

TEST UNIT (TAU)


TAU, Test, Maintenance and Administration Unit, is the unit in
ENGINE Access Ramp that replaces the SLCT, subscriber line
and circuit tester, in the old structure of SSS5. The TAU is
shared by a large number of subscribers - the exact number
depends on how often it is necessary to perform line
measurements. TAU has two connections to the Access Units:

• one analog test bus which galvanically connects the


measurement equipment inside the TAU to the subscriber
line and analogue side of the line circuit.

• one connection to the AUS which, via the time switch,


connects the TAU to the digital side of the line circuit.

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4 Engine Access Ramp

The TAU can measure the subscriber line as well as test the line
circuit by means of simulated subscriber actions such as on and
off hook.

The number of TAU needed for each access node depends on


the total number of subscribers as well as the intensity of line
tests. The test interval is set by the network operator and varies
between different operators. Figure 4.12 shows where the TAU
is located in the system.

AU
Test Access

LIC
AUS
ET Switch

LIC ET

TAU
ET

Test Head ET

Figure 4-12 The TAU in ENGINE Access Ramp

External test instruments may also be connected to the TAU if


needed.

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L6/TL3 To L7.2/TL4.2 Delta

EQUIPMENT IN THE LOCAL EXCHANGE


The local exchange contains all the main software functions for
operation, maintenance and traffic control. This module gives an
example of what is needed in an AXE exchange if ENGINE
Access Ramp is connected via the proprietary interface.

Central software, stored and executed by the central processor,


must communicate with the regional software in the access
node. For this reason, reliable communication between the local
exchange and the access node is vital.

One difference between the former SSS5 and the ENGINE


Access Ramp is that no centrally located version of ENGINE
Access Ramp will be developed. All ENGINE Access Ramp
access nodes will be connected in the same way, regardless of
location (via ETC in the local exchange). The reason for this is
that it is estimated that 80% of all access nodes will be installed
remotely. The hardware required to connect and signal to/from
the ENGINE Access Ramp can be divided into the following:

• Physical connection of the E1 digital links The connection is


made by ordinary 2 Mbit/s ETCs in the local exchange. The
hardware is the same as any standard ETC.
• Signalling with V5.1 The V5.1 interface requires regional
processors connected to the group switch. These regional
processors are referred to as RPG, regional processor with
group switch interface, developed for the AXE hardware
BYB 501.
• Signalling to ISDN-PRA access One set of RPG is required
for the signalling towards PRA access.
• Signalling to TAU A general signalling mechanism has been
developed for ENGINE Access Ramp. This "transport
function" is referred to as ICS, Internal Communication
Service. The RPG is used for this type of signalling too.
• Signalling to EMRP software in AUS. This type of
signalling is used to send orders to the functions
implemented in the hardware in the AUS (for example, time
switch, digit reception, tones, and I/O). The RPG is used for
this type of signalling as well (STC and STR in the old SSS5
structure).
Figure below shows the hardware required in the local exchange
for handling the V5.1 protocol, PRA access, the TAU
communication, and the "STC-STR" signalling.

– 14 – EN/LZT 108 5211 PA1


4 Engine Access Ramp

V3
To/from PRA ETC RPG PRA

V5
To/from AU ETC RPG AU V5

ICS
To/from TAU ETC RPG TAU

ETC
To/from STR
RPG STC-STR
in AUS
ETC

Group
Switch

RPB

CP-A CP-B

Figure 4-13 Equipment needed in the local exchange to


connect an ENGINE Access Ramp to AXE

The number of RPG in the local exchange is reduced due to the


fact that each RPG has a large capacity and can in that way
control several signalling links. As an example, one RPG can
serve several access nodes regarding the TAU signalling. The
RPGs are working in "n+1" redundancy. This means that one
spare is used for a large number of RPG having the same
functionality (e.g. one spare RPG for PRA signalling).

IMPROVED CHARACTERISTICS
A large number of important improvements, relative to SSS5,
have been made in the design of ENGINE Access Ramp . All
figures and comparisons in the following list have been made in
relation to the old SSS5 structure. The list contains the most
important changes in characteristics; a complete list of all small
changes and improvements cannot be made here.

REDUCED FOOTPRINT
If compared with the old SSS5 structure, a reduction of footprint
with a factor of 2.6 is achieved. The number of subscribers per
node and the number of subscribers per subrack (magazine) is
more in detail described in module 3. Figure 4.14 shows an
example of a comparison.

EN/LZT 108 5211 PA1 – 15 –


L6/TL3 To L7.2/TL4.2 Delta

720

400 4 x LSM 6 x LSM 6 x LSM = 2 048 PSTN


2 370 PSTN lines per m2

600 600 Reduction of footprint by factor 2.6

400 4 x Subrack 4 x Subrack = 3 000 PSTN


6 550 PSTN lines per m2

Figure 4-14 Reduction of footprint

Reduced Power Consumption


The power consumption has been reduced by some 40% for
PSTN subscribers. Reduced power consumption also means
reduced need for cooling, reduced costs for both power and
cooling, and, in the end, that gives a lower cost of ownership for
our customers.

Improved ISP, In Service Performance

The reduced number of circuits and improved design has


improved the availability of the system considerably. Here are
some figures supporting this statement:

• For an access node with mixed PSTN and ISDN-BA of


some 2000 subscribers/B-channels, the MTBF is 0.5-0.6
years (6-7 months).
• The AUS has a failure rate of 79 years (Mean Time Between
System Failure). For an access node of 2000 subscribers/B-
channels having 5 AUSs, the MTBSF is then 16 years.
• The MADT, Mean Accumulated Down Time, is calculated
to 5 minutes per year for a node having 200 PSTN
subscribers. This is calculated on faults caused by hardware
faults. The corresponding time for SSS5 is 12.4 minutes.
With the optional function equipment protection switching, the
MADT is improved with a factor 14 (from 5 minutes down to
0.35 minutes).

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4 Engine Access Ramp

Fewer Board Types

A reduction in the number of board types lowers the cost of


spare parts for our customers. This will affect the "cost of
ownership", as less spare parts will reduce costs and capital tied
up.

New Hardware Functionality

The hardware contains functions which enable the boards to be


identified. Upon command, the operator gets product identity,
revision information, serial number as well as position in the
access node. Visual fault indication by means of LED is also
provided. This will simplify the maintenance and reduce the risk
of faulty handling.

Traffic Characteristics

The AUS Network has better traffic capacity than the old TSB,
time switch bus. This makes the ENGINE Access Ramp less
sensitive to uneven traffic loads.

There are more keyset receivers (KRC) in the ENGINE Access


Ramp per subscriber than in the old SSS5.

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Chapter.dot
Title: Engine Access Ramp
Subject: 4-
Author: QRAPAKO
Keywords: PA1
Comments: 108 5211
Creation Date: 00-10-17 22:34
Change Number: 14
Last Saved On: 00-12-18 13:07
Last Saved By: QRAMITR2
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