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1 Development of Network-based Signal Tadao Miura * We are currently proceeding with development of a network-based signal control system between stations that applies the method of a network-based signal control system to signalling devices between stations for the purposes of reduction of signal s, centralization and functional improvement of signalling devices between stations, and installation cost reduction. In this development, we are aiming to improve capacity utilization and reliability of signalling devices, to enhance coordination of functions to each other, and to improve remote monitoring control as well by networking signalling devices between stations and unifying signal control logic. In this paper, I introduce an overview of the development and the field testing now underway near Kitakogane station on the Joban Rapid Service line. Keywords: Network-based signal control system, Logic controller, controller, test 1 Introduction 2 Development Schedule Block signals, track circuits, transponders of and other signalling devices are found between stations. Each of those devices has a different structure for its individual function and they construct logic, mainly using relays, to send and receive conditions to and from each other. Fig. 1 shows the typical structure of the current signalling devices between stations. Insulated track circuit Interlocking device Station yard crossing Current Typical Signal System Crossing (semi-automatic) Insulated track circuit Fig.1: Current Signalling Devices Between Stations In this context, the current structure has the following problems. * Simplex system (no back up system in case of equipment failure) * Complicated relay circuit logic, huge amount of wiring work * Insufficient information about maintenance and failures * Poor coordination between functions In the fundamental system improvement project of the Chuo line 1, we tried to solve the above-mentioned problems by centralizing traditional field devices in a signal house and controlling signalling devices with s. While we could centralize the logical parts, there was still the issue that we had to lay, connect and control enormous volume of cabling. Based on this lesson, we are proceeding with the development of a network-based signal control system between stations, aiming at reduction of s and wiring work and functional improvement of devices and facilities between stations. The development schedule of this system is shown in Fig. 2. We started spec examination at the beginning of FY Then we started the field test of the developed system near Kitakogane station on the Joban Rapid Service line in August 2006, which is still underway. We are planning to continue development of the system for practical use for the purposes of ensuring stable transport and improvement of maintainability and workability. Development Improvement development 3 Overview of Network-based Signal Fig. 3 illustrates the system configuration of the network-based signal control system between stations. The system mainly consists of a Logic Controller (LC), Controllers (), an optical network and a remote monitoring control system. Connecting devices via the optical network enables the system to be built without huge amounts of cabling between the signal house and field devices. The system is built in a duplex system, and we are aiming at higher reliability than in the fundamental system improvement project of the Chuo line. 4 FY 2005 FY 2006 FY 2007 FY 2008 Spec examination Design, production, testing test Spec examination Fig.2: Development Schedule Design, production, testing Function of Network-based Signal test Here I explain the components of the system and capacity utilization of the system. * Advanced Railway System Development Center, Research and Development Center of JR East Group *1 A signalling system improvement project of the Chuo line for facilities reliability improvement and minimization of impact on transport. 19

2 Departure signal Block signal Block signal Block signal Block signal (station yard) ATS-S Non-insulated track circuit Station signal house Network optical train information TD receiving Simple one-track station TD transmission Existing interlocking device LC Control information (from LC to ) control ATS-S control on-ground message Indication information (from to LC) information on-train message Other indication information Remote monitoring control system Signal control Logic controller (LC) Optical controller software TD transmission and receiving EC transmission LC control software logic supply P- control logic EC logic, others S- Others Fig.3: Configuration of Network-based Signal 4.1 LC LC is equipment that centralizes control logic of signalling devices between stations, and is located in the signal house of a station. It carries out logic processing based on the information from s and the interlocking device, and controls s via the optical network. The main function of a LC is to determine aspects of signals, repeating signals, preliminary route indicators and message information for s based on operation and relay-off of track circuits, aspects of signals ahead and aspect step-up information from ATS- Ps. The equipment consists of duplex control devices with failsafe processors for better capacity utilization. 4.2 is equipment that transforms control information from the LC via the optical network into electric signals, and controls signals, track circuits, s and ATS-Ss, and is installed per signal. Fig. 4 shows a box housing a and Fig. 5 a (a for each half system of the duplex ). A transforms detection information of track circuits, for example, from electric signals into optical signals, and transmits those to a LC as indication information. While s are installed for each signalling device in a station yard network-based signal control system, signalling devices are controlled as a set per signal in a network-based signal control system between stations. Fan supply Radiator Transmission unit Logic unit Signal control /NFB sensor Maintenance switch Signal lamp transformer Fig.5: Block Lightening surge transformer Protectors Fig.4: Box (Prototype) A is also built as a duplex system for better capacity utilization, as is a LC. Fig. 6 shows an image illustration of the connection around a. A is connected to each signalling device with connectors. For train detection in this system, we have adopted non-insulated track circuits that make no separation with insulators at the border of s. A accommodates transmission/receiving units of such track circuits too. 20

3 Optical branch (Optical terminal box) Optical branching coupler box supply Transformer etc. supply sensor Protector, IF relay etc. Logic unit (including power supply) *Duplex system Connection by connectors Color light signal MT receiver Non-insulated track circuit (central power transmission type) Repeating signal ATS-S MT transmitter The remote monitoring control system consists of remote monitoring servers that are integrated per LC (Fig. 8), remote control servers and remote monitoring control terminals (Fig. 9). A remote control server centralizes remote control functions including resetting of LCs and s. A remote monitoring server centralizes functions of network monitoring and operation history accumulation of each control device and the network. Main optical (To next field controller) Main optical (To next field controller) Pole transformer line Fig.6: Image Illustration of Connection of There are different types of s, such as a those that control signalling devices within a between stations, those that enable input of conditions for the interlocking device and have an interface with traditional s and a those that control facilities of a simple one-track station (checking of approaching trains, repeaters, circuit breakers etc.) Fig.8: Remote Monitoring Server 4.3 Optical Network Each device is connected via optical s to reduce the amount of s. For the transmission method between LCs and s, we have adopted the PON (Passive Optical Network) method that is a universal technology used for FTTH (Fiber to the Home), because PON is well suited for building a network for a signal control system. For example, the time-division multiplexing (a system to achieve multi-transmission by dividing one transmission route by time) of PON reduces the number of core wires, and optical s of PON can be multi-branched by using couplers with no power supply. In our system, we place a PON control unit in the signal house (Fig. 7) and accommodate PON brunch units in the field boxes for the transmission between the signal house and s. Fig.9: Remote Monitoring Control Terminal (Left) and Remote Control Server (Right) A remote monitoring control terminal connects to the remote monitoring and control servers and conducts remote control of each device, indication of warnings and status monitoring information from each device, and obtaining of operation history,. Fig. 10 shows the system status indication display that indicates the system operation status in real time. PON control unit Fig.10: Display of Remote Monitoring Control Terminal (Indicating System Status) Fig.7: Network Device Box 4.4 Remote Monitoring Control System The remote monitoring control system is a system to remotely obtain monitoring information from the dispatcher's office, the technical center and the maintenance center in as much detail as in the signal house, and it enables resetting of devices for recovery from obstructions etc. at the dispatcher's office. The terminal can also obtain the maximum, minimum and average values of the output current and other data that are used for monitoring of static state of each field device per day, and indicate those values in a chart. 4.5 Capacity Utilization Since electronic s are installed in the track wayside environment, this system, including transmission routes, is built in a full duplex system to avoid decline of capacity utilization. Additionally, since different logics that are traditionally performed by many devices are 21

4 centralized into one single device and for other reasons, we assume the failure rate of this system around 10-6 /h (approx. once in hundred years). This value is smaller than the value for the fundamental system improvement project of the Chuo line in which individual signalling devices are centralized in a signal house and controlled by metallic s in a simplex system. We expect higher capacity utilization with this network-based signal control system than with conventional systems. 5 Test With the test network-based signal control system between stations installed near Kitakogane on the Joban Rapid Service line (between Mabashi and Kitakashiwa stations), we are carrying out field tests. In the tests, we already evaluated the control performance, transmission performance, reliability in long-term operation in the field environment and environmental endurance of the system as well. We have been carrying out the tests in two stages, namely, environmental endurance tests of s only in August 2006, and a function check of the full system configuration with LCs, s and the remote monitoring control system since November LC (1) Fig.12: LC (in Signal House) LC (2) 5.1 System Configuration for Test Fig. 11 illustrates the system configuration for the field test. Both LCs developed by two manufacturers are placed in the former signal house of Kitakogane station (Fig. 12). s are installed at five points, namely by the signals 1 and 2 of the outbound track between Mabashi and Kitakogane stations and by the signals 1, 2, and 3 of the inbound track between Kitakogane and Kitakashiwa stations (Fig. 13). In order to input aspect information of yard signals with the existing interlocking device, we have installed a as the interlocking device interface in the signal house of Kitakogane station. The remote monitoring control system was installed in the former signal house of Kitakogane station. Building a network with optical s, we control signalling devices between stations ( signals, repeating signals, track circuits, s, ATS-Ss and preliminary route indicators) from a between stations in the field tests. Fig.13: (by Outbound Track No. 1 Block Signal) 5.2 Comparative Verification in Tests In order to check the adequacy and validity of the network-based signal control system between stations, we carried out tests comparing with the existing system on timing and logic of control. For verification, we imported the operation information (status of relay contacts) of the existing signalling devices and the control and indication information from the network signal control system between stations into the comparison unit for the field test. (Mabashi) Outbound track No. 2 signal (Shinmatsudo) Outbound track Musashino line No. 1 signal Kitakogane station (Minami-Kashiwa) Joban Rapid Service line Track circuit (transmitting) Track circuit (receiving) Kitakogane station signal house No. 1 signal No. 2 signal No. 3 signal output Interlocking device (existing) (interlocking device IF, simple one-track station IF) (interlocking device IF, simple one-track station IF) output Preliminary route indicator Color light signal Kitakogane station former signal house (with network signalling devices between een stations) Optical Repeating signal Operation information of existing signalling devices Comparison unit for field tests Monitoring server Control server Monitoring control terminal LC (1) Transmission between LCs Remote monitoring control device Optical LC (2) Fig.11: Test Configuration of Network-based Signal 22

5 5.3 Environmental Test Since electronic devices have to be installed near tracks in this system, we have regarded the operation environment test of devices as an important issue and examined solutions all along. As the minimum basic environmental conditions that must be satisfied, we set values conforming to the JIS standards that are appli to traditional signalling devices and designed s based on those values (Table 1). In the environmental tests, we measured various environmental data in the field test, in addition to the functional check infactory and at a test site. Fig. 14 shows the radiation of electromagnetic noise to a as a part of the electromagnetic compatibility (EMC) test. Usage temperature Impulse voltage resistance Vibration characteristics Waterproof characteristics EMC Table 1: Main Environmental Conditions for line Signal line -10 to +60 C Hz (1G or more), conforming to JIS E3014 Group 2 Conforming to JIS E3017 R2 Conforming to IEC and 4 fication of causes and countermeasures in case of any failures). From that we identified the causes of failures in individual devices and took measures against those, and they have been operating in order thereafter. We also reviewed the occurrence of failures of the devices caused by external factors and found no defects such as operation stop of s by high temperature in summer, electromagnetic noise and other external factors Functional Evaluation We checked the performance of non-insulated track circuits (control length, short circuit sensitivity, train detection etc. of track circuits) and confirmed that the required train detection performance is fulfilled. The functions of s were proved to conform to those of conventional s for on-ground message creation, on-train message receipt and aspect step-up. The functions of signal aspect control and universal output were proved to conform to current control as well. Some differences including the timing of operation and relay shutoff of track circuits were found, but the reason was that a difference of train detection occurred because the track circuits of this system are non-insulated while the current track circuits are insulated. We could identify the causes of individual differences and confirm that there were no problems in the logic processing of LCs. As for transmission, no errors of network devices were found. Those devices are still stably operating. We confirmed that the remote monitoring server and remote monitoring control terminals detected failures of devices and satisfactorily outputted warning in such cases. 6 Conclusion Fig.14: EMC Test (Radiation of Electromagnetic Noise) For the temperature in the box, we could confirm that the required temperature of 60 C was met on the condition that a fan is used. Normal operation of a proved in the track wayside environment as well. For measures against heat we will further improve the structure of the box including devising a heat radiating structure. 5.4 Verification Results We conducted reliability evaluation and performance evaluation in the field tests. The number of trains that run on the field test section is approx. 200 a day for both inbound and outbound tracks Reliability Evaluation We reviewed the occurrence of defects of the devices (and the identi- The overview of the development of the network-based signal control system between stations and the field tests underway have been explained through this paper. Now we are conducting improvements and development for practical use, aiming at stable transport and improvement of maintainability and workability. Since there are many demands in this development regarding the system extendibility and flexibility and environmental endurance, we will make efforts to achieve a practical signalling system for the future, even with the limited development schedule. References: 1) Y. Hirano, et al. "Development of Railway Signalling System Based on Network Technology", Proc. of IEEE SMC, Oct ) Takashi Kunifuji, Noboru Hiura, "Development of Networkbased Signal Control Systems", JREA, Vol. 5, pp (2005) 3) Jun Nishiyama, Takashi Kunifuji, "Network-based Signal Control System: System Overview and Test", Railway and Electrical Engineering, Vol. 16, No. 4, pp ,