Review of the state-of-the-art of Train Control Systems Technology in the world and comparative study on the most important 3-4 of them

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1 Review of the state-of-the-art of Train Control Systems Technology in the world and comparative study on the most important 3-4 of them Project Team João ALMEIDA (CP - jcdalmeida@mail.cp.pt ) David DE ALMEIDA (SNCF - david.de_almeida@sncf.fr ) Andrea Giuseppe ERCOLE (RFI - a.ercole@rfi.it ) Karol GRUSZKA (PKP - k.gruszka@pkp.com.pl ) UIC support Mr DE CICCO (decicco@uic.asso.fr) ERTMS Team 1

2 Agenda General introduction Some words about ETCS Comparison of several studied systems CTCS PTC DS-ATC ALSN Conclusion 2

3 General Introduction: planning May June July August September Research Personnal analysis Exchanges Meeting for deliverables 3

4 General introduction: planning Research: about ETCS and to be studied system UIC material / Internet / Own company s experts and material Personal analysis Draft document on ETCS and on each system Exchange: s within the team and tutor Share a common vision Assemble the drafts ETCS CTCS PTC ALSN DS-ATC the coordinator Meeting for deliverables Final adjustments 4

5 General introduction: organisation CTCS Andrea ALSN Karol ETCS João PTC David DS-ATC 5

6 ETCS / ERTMS ERTMS/ETCS (European Train Control System/European Rail Traffic Management System) is the European system for automatically controlling train movement and is the solution identified by Europe s railways and industries for achieving rail interoperability. Inter-operability Safety Capacity management 6

7 ERTM/ETCS: General Functionality Driver enters by DMI Train Data Static Speed Profile Evaluated SSP Dynamic Speed Profile Speed comparision Intervention Track Data The way in which the train receives track data depends on the chosen application level 7

8 ETCS / ERTMS Level 1: technology and functionality Data transmission: Fixed and switchable balises (discontinuous transmission system). Control of the train running: The onboard software manages the functionality with the available track data and train data. v=f(s) Eurocab Eurobalises Block headway: Conventional train position detection systems (block sections). Line-side signalling. track occupancy detection interlocking LEU 8

9 ETCS / ERTMS Level 2: technology and functionality Data transmission: Radio links between a Radio Block Centre (RBC) and the train (continuous transmission system). v=f(s) GSM-R RBC Control of the train running: The same of Lev. 1 but track data better defined and more promptly supplied. Track occupancy detection Interlocking Eurobalises Eurocab Block headway: Conventional train position detection systems (block section). Line-side signalling not necessary. Radio transmission of an authorisation to proceed (MA), with details of the free distance. 9

10 ETCS / ERTMS Level 3: technology and functionality Data transmission: The same of Lev. 2, but RBC isn t linked to signalling units for the track occupancy detection. Control of the train running: The same of Lev. 1. Block headway: No fixed block sections. The exact train position is detected on-board (Mobile Block). No line-side signalling. Optimum distance between trains. Problem: train integrity must be guaranteed. It could be possible to develop Satellite applications Train integrity check v=f(s) Eurocab GSM-R Eurobalises Radio Block Centre (including Interlockingfunctions) 10

11 ETCS / ERTMS: On-board functionality and operational aspects DMI: Driver Machine Interface Not only information on the actual speed and the free downline distance, but also continuous data on the maximum permitted train speed. 11

12 CTCS: definition and development The concept of CTCS (Chinese Train Control System) was put forward in 2002 as the technical standard of Chinese Train Control System in High Speed Lines by the Chinese Railway Ministry. CTCS is a standard based on ETCS which addresses specific requirements of Chinese railway. Main important level of CTCS: CTCS Lev 2 (applicable to dedicated passenger lines with a speed of 250 km/h) CTCS Lev 3 (applicable to dedicated passenger lines with a speed of 350 km/h) 12

13 CTCS Level 2: technology and functionality V = f(s) ATP Track Cicuit Antenna TCC Balise Track Occupancy Detection Balise Antenna Track Data LEU Movement Authoriy Train position TCC Train Control Center Track Data Area Interlocking STATION Central Interlocking CTC Centralized Traffic Control 13

14 CTCS Level 3: technology and functionality Movement Authoriy GSM-R Antenna GSM-R Track Data V = f(s) ATP Track Occupancy Detection Balise Antenna Train position Track Cicuit Antenna TCC Balise LEU Train Control Center Area Interlocking RBC Radio Block Centre Track Data Track Data CTC Centralized Traffic Control STATION Central Interlocking 14

15 CTCS: On-board functionality and operational aspects Control of the train running: Equipment brake priority mode If current speed approaches the permitted one, the system immediately activates the braking system and guarantees safety and passenger comfort. It is the same in the Japanese system. ETCS adopts the Driver brake priority mode. 15

16 CTCS: mid and long-term plan By April 18th 2007 the highest speed of passenger trains has reached 250 km/h on existing lines. CTCS level 2 was applied successfully. - High speed Passenger Railway Network By 2020 more than km of lines will be equipped with CTCS. A high speed line from Beijing to Shanghai with a speed of more than 300 km/h will be constructed in the next few years. 16

17 PTC (Positive Train Control): definition PTC is a collection of technologies rather than a specific system The main concept in PTC is that the train receives information about its location and where it is allowed to safely travel Basic functions of a PTC system are: Manage track occupancies through centralized route Issue movement authorities via wireless data links to train Determine the position of trains Enforce permanent and temporary speed limits Enforce limits of movement authority for trains Reporting train diagnostics and operating parameters General exchange of instructions and messages 17

18 PTC: how it works Any PTC installation consists on three distinct components: Equipment on the vehicle: on board computer (OBC), location system and digital data link Wayside equipment: interface units for defect detectors, signals, track switches and radio towers Control Centre Equipment: central computers and dispatcher interface 18

19 PTC TRAIN On Board Computer Check Intervention Wireless Data Link MA and Speed Limits TRACKSIDE Positioning of Train 19

20 PTC: Diagram 20

21 PTC: 2 types PTC A Is a overlay system Provides enforcement of movement authorities Does not incorporate a vital central safety system Signals and/or voice radio remain in use Location given by DGPS (Differential GPS) PTC B Stand alone vital system Includes a vital central safety system. This function requires more precise location information than PTC A DGPS (Differential GPS) with accelerometers and a gyroscope for precision location Supports moving block operation 21

22 PTC: 2 types PTC A and PTC B both provide the capability to issue instructions (work orders) to train crew in real time The digital data link in both PTC A and PTC B can be used to report diagnostic data on locomotives in real time PTC B permits trains to follow more closely, increasing line capacity even further than PTC A 22

23 PTC: Some examples Collision Avoidance System CAS Advanced Civil Speed Enforcement System ACSES Electronic Train Management System - ETMS Communication Based Train Management CBTM Incremental Train Control System ITCS North American Joint PTC NAJPTC Advanced Speed Enforcement System - ASES Communications-based train control - CBTC Optimized Train Control - OTC 23

24 DS-ATC: defining elements Launched in Dec 2002 on Shinkansen extension (DS- ATC) 3 types of D-ATC DS-ATC (JR EAST Tohohu Sh.) ATC-NS (JR CENTRAL Tokaido Sh.) KS-ATC (JR KUSHU Kyushu Sh.) Driver enters by DMI Train Data Train Data Static Speed Profile Evaluated SSP Dynamic SP Check Intervention Track Data 24

25 DS-ATC: principles Movement Authority Movement Authority Train position 25

26 DS-ATC: enhancements (continuous braking) 26

27 DS-ATC: status of art 27

28 ALSN Automatic locomotive signalling of continues operation Автоматическая Локомотивная Сигнализация Непрерывного действия (original Russian name) ALSN is a system of in-cab signalling and train auto-stop equipment. The next functionality is a vigilance for confirmation of received information by a driver. It is installed on railways of Russian Federation and Belarus. This system is installed also on neighbouring Baltic countries lines: Latvian Railway, Lithuania and Estonia. 28

29 ALSN Kind of Static Speed Profile Check Intervention Track Data Signal Aspect 29

30 ALSN Information from Track Occupancy Detection Interlocking (station or line block) To Trackside signal To Rail (ALSN system) 30

31 ALSN Cab signals are displayed for Driver Green - two track section behind green signal are free ellow - track section behind yellow signal is free Red/ellow - the narrow signal have got stop aspect, track section above signal is occupied Red - Driver passed signal with stop aspect White - the ALSN system is switch off 31

32 ALSN Supervision: Acknowledgement of a more restrictive by driver within 15 seconds; Continuous speed supervision after passing the STOP field-side signal; Acknowledgement of code absence each seconds. Reaction. The emergency brake is called in the case of: Passing the field-side signal with STOP aspect; Over-speed the value, allowed for actual signal aspect; Warning (sound announcement) is not acknowledged by the driver. 32

33 ALSN ALSN system summarise: The system is safety-related, not fail-safe since it is a supplement to field-side signals, but safe enough to supervise the driver; The data transmission between coded track circuits and on-board equipment is via inductively coupled air coil pickup antennae above the rails; There are used continuous transmission; The rails are used as medium of signal. It can cause problems if the line is electrified; The system is intended to operate with train movement speed up to 160 km/h. 33

34 Conclusion ATC D(S)-ATC ALSN PTC A PTC B CTCS L2 CTCS L3 TVM ERTMS-L1 ERTMS-L2 ERTMS- L3 Train location Track circuit Track circuit + ground transponders Track circuit DGPS/tra ck circuit? DGPS/tr ack circuit? Track circuit Track circuit Track circuit +? Track circuit + train equip. Track circuit + train equip. Autonom ous train location Calculated data Speed Braking curves Not Appli.: static restrictions Speed Speed Braking curves Braking curves Speed Braking curves Braking curves Braking curves On-board track vs Track On-board: retrieval vs calculus - Track Track On- Board (ATP) On-Board (ATP) Track On-board (EVC) On-board (EVC) Onboard (EVC) Transmitted Allowed Stopping Next signal MA MA + EA Allowe MA + EA + MA + EA + MA + data Speed point or free (4 levels) Allowed Allowed Track + Track d Track data Track data EA + blocks ahead data data Speed Track Concurrent developments Speed Speed are following common data Transmission Rail Rail Continuous Rail GSM-R Rail Discontinuo Continuous Continuo protocol Rail Wireless Wireless Balises Balises us GSM-R + us approach to ETCS/ERTMS data link data link (Euro)Balise balises GSM-R s Blocks Fixed Fixed Fixed Fixed Moving Fixed Fixed Fixed Fixed Fixed Moving Speed control (pattern) When new signal is more restrictive Equipm ent brake mode Equipmen t brake mode Driver brake mode Driver brake mode Driver brake mode Alarm With ATS Emergency brakes With ATS-S Miscellaneous < 160 km/h < 250 km/h < 350 km/h TVM 300 and 430 Location Japan Japan Shinkansen Russia + Baltic countries USA USA China China France TGV Europe Europe Europe 34

35 Conclusion 35

36 Conclusion UIC has promoted ETCS & GSM-R outside Europe 36

37 Conclusion ERTME/ETCS applications developed in: Turkey Taiwan South Corea India Why not migrate from ETCS to GTCS (GLOBAL Train Control System)? 37

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