review of the state-of-the-art of train control systems ... · gsm-r track occupancy ... – the...

1SIAFI26th September 2007

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 - [email protected] )– David DE ALMEIDA (SNCF - [email protected] )– Andrea Giuseppe ERCOLE (RFI - [email protected] )– Karol GRUSZKA (PKP - [email protected] )

• UIC support– Mr DE CICCO ([email protected])– ERTMS Team


Agenda

• General introduction

• Some words about ETCS

• Comparison of several studied systems– CTCS

– PTC

– DS-ATC

– ALSN

• Conclusion


General Introduction: planning

SeptemberAugustJulyJuneMay

Meeting for deliverables

Exchanges

Personnalanalysis

Research


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: emails within the team and tutor– Share a common

vision

– Assemble the drafts

the coordinator

CTCSETCS PTC ALSN DS-ATC

• Meeting for deliverables – Final adjustments


General introduction: organisation

Andrea

Karol João

David

CTCS

ALSN PTC

DS-ATC

ETCS


ETCS / ERTMS

ERTMS/ETCS (European Train Control System/European Rail TrafficManagement 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


ERTM/ETCS: General Functionality

Intervention

DynamicSpeed Profile

Speed comparision

Track Data

Static Speed Profile

Evaluated SSP

Driver enters by DMI

Train Data

The way in which the train receives track data depends on the chosen application level


ETCS / ERTMS Level 1: technology and functionality

Eurobalises

LEUinterlocking

track occupancy detection

v=f(s)

Eurocab

• Block headway:Conventional train position detection systems (block sections).Line-side signalling.

• Data transmission:Fixed and switchable balises(discontinuous transmission system).

• Control of the train running:The onboard softwaremanages the functionality with the available track data and train data.



Eurobalises

Interlocking

GSM-R

Track occupancy detection

v=f(s)

Eurocab

RBC

• 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.

• Data transmission:Radio links between a Radio Block Centre (RBC) and the train (continuous transmission system).

• Control of the train running:The same of Lev. 1 but track data better defined and more promptly supplied.



Radio Block Radio Block CentreCentre

Eurobalises

GSMGSM--RR

(including Interlocking-functions)

Train Train integrity integrity checkcheck

v=f(s)

Eurocab

• 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


ETCS / ERTMS: On-board functionality and operational aspects

DMI: Driver Machine InterfaceNot only information on the actual speed and the free downline distance,

but also continuous data on the maximum permitted train speed.


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)


CTCS Level 2: technology and functionality

TCC

Balise

Track Occupancy Detection

V = f(s)

ATP

Central Interlocking

CTC

Centralized Traffic Control

ATP

TCC

Train Control Center

LEU

Track CicuitAntenna

Balise Antenna

Movement Authoriy

STATION

Train position

Track Data

Track Data

Area Interlocking


CTCS Level 3: technology and functionality

Balise

V = f(s)

ATP

Central Interlocking

ATP

TCC

Train Control Center

LEU

Track CicuitAntenna

Balise Antenna

Movement Authoriy

STATION

Train position

Track Data

Track Data

Track Occupancy Detection

RBC

Radio Block Centre

GSM-RGSM-R Antenna

Track Data

Area Interlocking

CTC

Centralized Traffic Control


CTCS: On-board functionality and operational aspects

If current speed approaches the permitted one, the system immediately activates the braking system and guarantees safetyand passenger comfort.

It is the same in the Japanese system.

ETCS adopts the “Driver brake priority mode”.

Control of the train running:“Equipment brake priority mode”


CTCS: mid and long-term plan

By 2020 more than 12.000 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.

- High speed Passenger Railway

Network

By April 18th 2007 the highest speed of passenger trains has reached 250 km/h on existing lines. CTCS level 2 was applied successfully.


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


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


PTC

Intervention

Check

Wireless DataLink

On BoardComputer

MA andSpeed Limits

Positioning of Train

TRAIN

TRACKSIDE


PTC: Diagram


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


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


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


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 KYUSHU Kyushu Sh.)

Intervention

DynamicSP

Check

Track Data

StaticSpeed Profile

EvaluatedSSP

Train DataTrain Data

Driver enters by DMI


DS-ATC: principles

Train position

Movement Authority

Movement Authority


DS-ATC: enhancements (continuous braking)


DS-ATC: status of art


ALSN Automatic locomotive signalling of continues operation

Автоматическая Локомотивная Сигнализация Непрерывногодействия

(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.


ALSN

Intervention

Check

Track DataSignal Aspect

Kind of Static Speed Profile


ALSN

Information fromTrack Occupancy Detection Interlocking

(station or line block)

ToTrackside signal

ToRail (ALSN system)


ALSN

Cab signals are displayed for Driver

°Green - two track sectionbehind ‘green’ signal arefree

°Yellow - track sectionbehind ‘yellow signalis free

°Red/Yellow - the narrowsignal have got ‘stop’aspect, track sectionabove signal is occupied

° Red - Driver passedsignal with ‘stop’ aspect

° White - the ALSN systemis switch off


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 40 — 90 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.


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.


Conclusion

EuropeEuropeEuropeFranceTGV

ChinaChinaUSAUSA

Russia + Balticcountries

JapanShinkansen

JapanLocation

TVM 300 and430

< 350 km/h

< 250 km/h

< 160 km/hMiscellaneous

YYYYYYYY

YYWithATS-S

Emergency brakes

YYYYYYYYYYWith ATSAlarm

Driver brakemode

Driver brakemode

Driver brakemode

YEquipment brakemode

Equipmentbrakemode

YY

When new signal is more restrictive

Y (pattern)YSpeed control

MovingFixedFixedFixedFixedFixedMovingFixedFixedFixedFixedBlocks

ContinuousGSM-R

ContinuousGSM-R + balises

Discontinuous(Euro)Balises

RailGSM-RBalises

RailBalisesWireless

data linkWirelessdata link

ContinuousRail

RailRailTransmission protocol

MA + EA + Track data



AllowedSpeed


MATrackdata

AllowedSpeed

AllowedSpeed

Next signal (4 levels)

Stopping point or free blocks ahead

AllowedSpeed

Transmitteddata

On-board(EVC)

On-board(EVC)

On-board(EVC)

TrackOn-Board(ATP)

On-Board(ATP)

TrackTrack-On-board:

retrieval vs calculus

TrackOn-board vs track

Brakingcurves

Brakingcurves

Brakingcurves

SpeedBrakingcurves

BrakingcurvesSpeedSpeed

Not Appli.: staticrestrictions

Brakingcurves

SpeedCalculateddata

Autonomous train location

Track circuit + train equip.

Track circuit + train equip.

Trackcircuit + ?

Trackcircuit

Trackcircuit

DGPS/trackcircuit ?

DGPS/track circuit ?

Trackcircuit

Track circuit + groundtransponders

Trackcircuit

Train location

ERTMS-L3

ERTMS-L2ERTMS-L1TVMCTCS L3CTCS L2

PTC BPTC AALSND(S)-ATCATC

Concurrent developments are following commonapproach to ETCS/ERTMS


Conclusion


Conclusion

UIC has promoted ETCS & GSM-R outside Europe


Conclusion

ERTME/ETCS applications developed in:

• Turkey• Taiwan • South Corea• India

Why not migrate from ETCS to GTCS (GLOBAL Train Control System)?

review of the state-of-the-art of train control systems ... · gsm-r track occupancy ... – the...

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