Signalling Solutions : E-CBTS² Signalling System

Transcription

1 Signalling Solutions : E-CBTS² Signalling

2 The E-CBTS 2 Signalling Solution is specific for Urban Applications: Monorail and Tram. E-CBTS 2 (ELECTRANS CAS-E Base Tram Signalling ) is the comprehensive and customized solution for Urban Rail Network Operators providing an integrated and safe transit of its rolling stock and passengers in urban environments, including a smart interface with Road Traffic s (RTS), improving mobility, environmental pollution and safety, while reducing the impact between the rolling stock and the rest of road users (cars, pedestrians and two-wheel vehicles). E-CBTS 2 controls and coordinates the position of the Rolling Stock with a Safety Integrity Level SIL-3, protecting them against collisions due to undesirable operational situations with the rest of traffic, monitoring the position of the rolling stock and prevent them from achieving conflicting routes in a particular track section. Suitable for main tracks, stations, shunting and depot areas, the E-CBTS 2 comprise on-board, outdoor (track-side) and indoor equipment (Interlockings and Centralized Traffic Control, CTC) with interface with the Transportation Management of the Line (TMS) and the RTS. Designed to be compatible with elevated viaducts, underground tunnels or at street level (including green, concrete or conventional tracks), its track-side equipment is totally independent and decoupled from the rails, providing a transversal solution for Trams, Monorails and Rubber-Wheel Rolling Stock. SERVERS OPERATOR CLIENTS LOCAL COMMAND OCC DEPOT SIGNALLING VLAN INTERLOCKINGS IXL 1 IXL 2 IXL 3 IXL N OUTDOOR EQUIPMENT SWITCHING POINTS SIGNALS BEACONS Tx/Rx OTHER EQUIPMENT ON-BOARD EQUPMENT 2

3 In comparison to other Urban Signalling Solutions such as CBTC, the E-CBTS 2 with a modular architecture and designed to exclusively fulfill Urban Traffic requirements, provides a tailored solution that results in the minimization of the amount of equipment required, obtaining in a dramatic reduction of its cost and Lead Time for design, manufacturing, installing and commissioning, including a reduced maintenance and budget for spare parts, and allowing, if necessary, easier and economical extensions. Based on drive on sight principle where vehicle movements are applied by the Driver, the E-CBTS 2 supports and supervise in real-time the Driver maneuvers with the Automatic Train Protection (ATP) assuring an unconditional safe situation for the passengers, rolling stock, assets and the rest of the road users. Moreover, the CTC provides to the Operational Control Centre (OCC) the status and health of the rolling stock, the track-side components and the Interlockings. E-CTBS2 Main Components INTERLOCKING COMMUNICATION SYSTEM DRIVER INFORMATION COMMAND Main Component ENCETRANS Up to SIL-4 CAS-E On-board equipment Beacons: BRX-3251 / BTX-3252 LED SIGNALS: LED-TRV Sigma CTC Driver HMI Main Objective To control in a safe way the conflictive areas of the line Establish the communication between the rolling stock and the Interlocking To provide information to the Driver To command the rolling stock route along the line Location One Interlocking in every station, shunting area and depot In the Rolling Stock, along the line and Depots Along the line and Depots In the OCC Interlocking ENCETRANS The electronic interlocking ENCETRANS guarantees the safety of the whole Signalling system in the areas under its control: shunting areas along the line (including stations) and depots. For maximum availability, one Interlocking is used for every shunting area and depot. The ENCETRANS guarantees safety by implementing the following functions in the depot and shunting areas; Monitoring and control the electrical switch point machines. Monitoring the rolling stock position in the interlocking scope area. Monitoring and control the tram Signals at shunting areas. Control of incompatibility, establishment and release of routes. Interface with the rolling stock: in order to collect the driver route request commands. Fix the speed regime of the Rolling Stock in the interlocking scope area. Interfacing with the RTS. 3

4 ELECTRANS Interlocking - Main Features Technology Safety Integrity Level Electronic type based with Rack 19 scalable architecture (6U 3U size electronic cards) CPU 2oo2 based on advanced RISC 32 bits electronic microprocessor Up to SIL-4 Availability 99,998% MTBF Designed according to CENELEC standards Communication between rest of Interlockings and CTC Management of Track side and onboard equipment Tool Suite Maximum Speed of the rolling stock Power Supply Extended Temperature Range Application More than hours European Committee for Electro-technical Standardization: EN50128, EN50129, EN50126, EN , EN , EN , EN-50159, EN and EN60259 OFC with ring network configuration between Interlockings. Distributed architecture. Light Signals Swiching Points Beacons / Beacons with loops. Other detection systems. Manual Control Panels for Lights Signals and Switching Points for Degraded modes. On-board equipment by means Track Side Beacons ENCETRANS Application Generator and Supervision (SIGMA): A Windows based user friendly graphical application to generate a yard application and to supervise, afterwards, its exploitation. Moreover, it provides the Diagnostic Interface through Online and Off-line Event & Fault and Yard Status Display with Date and Time Stamp. Including ATP with automatic brake of the rolling stock, up to 100 Km/h. 110/230 VAC ± 20%, 50/60Hz or 24VDC (configurable on-demand) -40ºC to +70ºC One Interlocking in every maneuver area: Shunting areas, Stations and Depots. Stations: The Interlocking is located in the technical room in every station along the Line. Depots: Can be located in a technical room or in an outdoor shelter. ENCETRANS in a Depot ENCETRANS in a line station 4

5 Communication The E-CBTS 2 communication provides to the Signalling a safe communication between rolling stock and Interlocking ENCENTRANS. The communication system supports a SIL-3 Rolling Stock detection, a SIL-2 Automatic Train Protection (ATP) Function and manual Driver Route Selection. The communication system is based on two main components: the CAS-E on-board equipment and the track-side Beacons. SIL-3 Rolling Stock detection The E-CBTS 2 provides a state-of-the-art detection system using a safe radiofrequency communication between the Rolling Stock (CAS-E on-board equipment) and track-side equipment (Beacons). E-CBTS 2 does not require, although it is compatible, the use of classic track circuits nor axle counters which are not suitable anymore in Urban Environments where new requirements such as the esthetic of the installation, low level of maintenance and fast time to market have arisen. The E-CBTS 2 uses the receiver Beacons located on the field to detect the pass of the rolling stock: the on-board Antennas, located in each Driver cabin (head and back of the rolling stock), are continuously emitting a radiofrequency message that will be safely read by the receiver Beacons. Hence, the Interlocking ENCENTRANS can know when the head and the back of the rolling stock is just getting a point being able to safely locate the rolling stock in the line. Automatic Train Protection ATP The ATP functionality is provided by the CAS-E system. The ATP on-board system continuously monitors the tram speed using its own tachometers and the information provided by the tram systems. Moreover, the on-board equipment calculates and monitors the braking curves (target speed-target distance) from the information received from the emitter Beacons. On-board antenna First beacon for the signal Beacon at the signal Decoder board Decoder board ENCETRANS According to the status of the Signal it will be required different speed targets. The status of the Signal will depend on the request of the itinerary chose entailing that a minimum time between an itinerary request and the read of the status of the Signal will be taken. This time will be used to set the itinerary and to lock the switching points. For instance, the speed control is set as follows: 5

6 Switching point interlocked straight ahead: 30 Km/h (example). Switching point interlocked left or right: 15 Km/h (example). Switching point no interlocked or RED Signal: 5 Km/h (example). Maximum line speed: 50 Km/h (example). Maximum speed in Depots: 15 Km/h (example). Additionally, on certain specific curves of the track, the speed will be monitored as well: it will be used Beacons installed before and after the curves which inform to the ATP on-board equipment the maximum speed of the track section. The braking curves programmable by software means, will follow the next strategies (case of target 30Km/h and Current Speed 50Km/h). The gap between Alarm, Service Brake and Emergency Brake are set at +5, +10 and +20 Km/h (gaps to be configurable) for every speed limit defined (including the speed of the line) and for every curve presented above, if it is exceeded by the speed of the rolling stock, will produce the next response of the system: Alarm Curve Generation exceed will produce an acoustic warning to the Driver. Service Brake Curve Generation exceed will produce an automatic brake of the rolling stock up to the speed Target with the objective to never pass through the Signal with a speed bigger than the maximum speed allowed. Emergency Brake Curve Generation exceed will produce the automatic application of the emergency brake until the rolling stock is totally stopped with the objective to never pass through the Signal with a speed bigger than the maximum allowed. Moreover, ATP functionality will detect roll-back movements of the rolling stock and will stop it by applying the emergency brake if the roll-back is produced. The distance going backward of the rolling stock before to apply the emergency brake is configurable by software means. Tram Driver may release the system of its braking curves through an action performed on the HMI of the driver cabin. This event will be stored in the datalogger of the ATP system. This functionality it is available at all times. The driver will be able to disable the ATP with the objective to accelerate and to pass through the Signal at the new maximum speed. The system will record in a memory all the warning alarm and brakes with a complete information of times and speeds. The memory should be able to store information for several days of operation. When the ATP system detects that it is going to apply the service or the emergency brake, it will automatically transfer a warning alarm to the TMS on-board module. 6

7 On-board equipment CAS-E The on-board equipment CAS-E, installed in every Driver Cabin, informs the track-side Beacons (and track-side Beacons with loops) the approach of the rolling stock at a given track section and also, request for movements of the switching points from the Driver cockpit: The cockpit includes a Human Machine Interface (HMI) that allows the Driver to pre-select a route without any further intervention. Once a route has been selected, the Signalling system will automatically set all switching points as required if all the security conditions are meet, requesting traffic signal priority and providing the correct information to the TMS, which can, for instance, provide the information to the Passenger Information. CAS-E is as well responsible to provide the Automatic Train Protection (ATP) function: the speed of the Rolling Stock is real-time supervised by the CAS-E and it is ensured that the maximum speed of a given track section is unconditionally respected by the Driver. Moreover, the distance driven by the rolling stock is calculated using the speed read by the tachometer to compare it with the information given by the previous Beacons and knowledge the existence of the next Beacons on the field (every Beacons provides the distance where the next Beacons will be found). CAS-E Architecture On-board equipment CAS-E Controller controller, sub-rack architecture ½ 19 3U size. Safety Integrity Level: SIL-2 Installed in the Driver cabin. On-board RF Antenna RF Antenna to receive and send information from/to the track-side Beacons. Installed under the Driver cabin. Tachometer To measure the speed of the rolling stock. Installed in the rolling stock wheel system. On-board Interface Electronic Interface with the rest of the on-board equipment. Typically Ethernet with Rolling Stock Supplier Interface. Installed with the CAS-E Controller. Brake Assistance Vital Interface to the brake system: standard brake system and emergency brake system. Installed with the CAS-E Controller. Driver HMI Touch screen or command buttons for interfacing the Signalling system with the rolling stock driver. Installed in the Driver cabin. 7

8 The E-CBTS 2 provides rolling stock detection by means of Beacons. It entails to not use Track Circuits nor Axle Counters. Indeed, using a safe bidirectional radiofrequency communication between the Rolling Stock on-board equipment and the Beacons in the field, the E-CBTS 2 provides a SIL-3 rolling stock detection, with the next benefits: Analogous detection strategy for Trams, Monorail and Rubber-Wheel rolling stock. To reuse the existing Signalling equipment for switching points management and ATP. Cost effective solution: much more simple installation, commissioning and free of maintenance. No need to drill the grooved rail (mandatory in Axle Counters and Track Circuits). Track circuits require a previous project planning for civil works due to it is not possible to install on areas with welded wire reinforcement. Minimum space required compared to Axle Counter or Track Circuits and track section lengths from few meters to several kilometers. Compatible with rolling stock electro-magnetic brakes. Improvement of the aesthetic appearance of the installation without visible components attached to the rail (Beacons are not visible outwardly), today relevant on Urban Environments while maximizing the protection against vandalism. Beacons Located in a polycarbonate chest, the Beacons are receiver (BRX-3251) and transmitter (BTX-3252) antennas that allow the reception and transmission of orders and information from (to) the on-board equipment to (from) the Interlocking using standard induction coupling system. The Beacons are typically integrated into the track platform and located between the rails. The chest where the Beacons is housed, it is designed to be resistant to road traffic. Specific information is transmitted/send from/to the Rolling Stock to/from the field via telegrams modulated in a carrier frequency. The information exchanged between the on-board equipment (CAS-E) and the Interlocking are typically: Rolling Stock Beacons Interlocking Request for itinerary or switching point management Information about tram Id, composition and service Information about specific telegrams (application based, to be defined during design time) Information for urban traffic regulation systems Interlocking Beacons Rolling Stock Signal Aspect Maximum speed on a track section (for ATP) Target distance for next switching point or signals (ATP control parameters). Target distance for next Beacons Current Kilometer Point Special and time framed Track Conditions Information about specific telegrams (application based, to be defined during design time) 8

9 The Beacons located in the field inside the chest, are connected via a cable link to a MRX-3250/MTX-3255 decoder boards 3U type sub-rack which are placed together with the Interlocking in the same rack or shelter. Beacons BRX-32521/BTX-3252 inside a chest MRX-3250/MTX-3255 decoder boards Beacons installed in a standard Urban Tram track The Beacons BRX-3251 and BTX-3252 can be connected to a loop of up to 4m long, allowing a proper communication when the Rolling Stock is stopped (the loop increases the detection area of the Beacons which is very suitable for track zones where the onboard equipment is requesting orders to the field equipment and where the rolling stock stops when the request is performed). The height between the tram antenna and the receiver can be up to 400mm. While this distance is respected between the Beacon and the on-board antenna, the Beacon can be located in any position or angle, useful for monorail or rubber-wheel rolling stock Urban Lines. The emitter Beacon will answer in front of the reception of a message from the CAS-E on-board equipment, at least, with the position (distance) where the next Beacon will be found. This information will be used by the CAS-E to assure that the next beacon which is going to read the arrival of the rolling stock to a new track section is working properly assuring the signalling solution is able to detect the position of the rolling stock. 9

10 ELECTRANS Beacons Distances Working frequencies Temperature range Ingress Protection Decoder Boards Interface Application The link between the Beacon and the decoder board (along with the Interlocking) is via twin coaxial cable with a maximum length of 2000m 823 KHz for 0 logic and 875 KHz for 1 logic With Minimum telegram length: 2 bytes Extended Working temperature range: from -40ºC to +70ºC IP67 Interface with serial communication (RS-485) and standard Input/Output The decoder boards are connected to the ENCENTRANS Interlocking or directly to the inputs of the Road Traffic Manager. ELECTRANS Communication - Main Features CAS-E Controller Technology Designed according to CENELEC standards Communication between CAS-E and Track Side equipment (and IXL) Management of track-side and onboard equipment Tool Suite Power Supply Maximum Speed of the rolling stock Temperature Range Electronic type based with Rack ½ 19 scalable architecture (3U size electronic cards). CPU 2oo2 based on FPGA providing best in class real-time capabilities with high flexibility. European Committee for Electro-technical Standardization: EN50155 on Electronic equipment used on rolling stock FSK RF bidirectional communication through the On-board Antenna and Track Beacons. Information from the Rolling Stock to the Track: Tram is in a defined track section ( I am here information), Request for itinerary or switch control, Information about tram identification number and its composition, Information about specific telegrams (application based, to be defined during design time), Information for urban traffic regulation systems. Information from the Track to the Rolling Stock: Maximum speed in a given track section (shunting track section, low angle track curve, etc), Speed target (Maximum speed to respect after X meters), Distance to be found the next Beacons, Signal aspects, Kilometric point of the track, Track characterization including slopes or other special temporary anomalies. Track-side: Switching Points On-board: Service and emergency brake CAS-E Maintenance Terminal (CAS-E-MOVIOLA): A Windows based user friendly graphical application which provides the Diagnostic Interface through Online and Off-line Event with Date and Time Stamp. The Maintenance Terminal records all the Events and Faults. The recorded events can be replayed at any given time. 24 VDC With ATP with automatic brake of the rolling stock, up to 100 Km/h. Equipment inside the Rolling Stock: -25ºC to +70ºC Equipment outside the Rolling Stock: -40ºC to +70ºC 10

11 Driver Information The Driver information is comprised by Light Signals and the Driver HMI located in the Driver cabin. Lights Signals: ELECTRANS LED-TRV The LED-TRV signal has been specially designed for use in Urban Signalling applications. Its LED optical technology which allows standard aspects or alphanumeric symbols, and its traffic light styling makes it compatible with urban furnishings. ELECTRANS LED-TRV - Main Features Technology Safety Integrity Level Diameter Visibility Mechanical Housing Voltage Levels Power Consumption Manual Control Temperature Range Railway/Metro technology approach with LED lighting source Up to SIL-4 Configurable from 120mm to 300mm Longer than 250m with Day / Night mode Modular polycarbonate or aluminum casting that allows configurations of up to 5 lights (material to be chosen according to customer requirements). Can be fixed directly to signal masts or by side-supports. Ingress Protection of IP /220 VAC or 24 VDC 5W / 10W / 18W Manual Control for local manual management in degraded mode Extended temperature range from -40ºC to +70ºC Type of Signals The Signals are located in the position where the Driver can see them clearly and safely stop the rolling stock before to overrun the signal applying the brake, considering the maximum speed allowed in the track section. If there is a situation where this is not possible (due to the geometry of the streets for instance), it will be reduced the maximum speed allowed or it will be used a repeater signals. 11

12 Main Signals: By default, the aspect of the signals will be restrictive except when the itinerary is established by the Interlocking. The Signals will have a system that allow the driver to know that a route has been requested and it is in process to be established (An additional Triangle which informs that the request is in process). Each signal (by its Beacons) can cue up to 3 itinerary request and they will be stored in the ENCETRANS to be manage sequentially one after the other. One signal with three requests will not accept new requests until at least one maneuver is completed or cancelled. The Main Signals will usually have the next aspects: Indication 1 Stop Mandatory Stop Go Authorized itinerary Proceed Left Authorized itinerary to Proceed Right Authorized itinerary to the straight ahead the left right Indication 2 Δ Enabled Request in process Δ Disabled Request not processing Route Indicator Signal: Alphanumeric signal used in Depots or complex yards, to indicate the destination track. Traffic/Crossing Signals: Signals interfaced with the Road Traffic. The aspects of the Tram Light (commonly known as Tram Traffic Lights), protects against other users of the public roads such as pedestrians, bicycles, cars, etc. is visually very different than the Signals used in the railway Signalling (protection of the driving over the track). The Signalling will have a coordination system with the RTS that minimizes the impact of the itineraries of the Rolling Stock over the rest of the road. 12

13 Centralized Traffic Control: Electrans SIGMA CTC ELECTRANS SIGMA is an IT Complete Solution to control the Signalling system and customized for Urban Lines. The platform allows an independent manager of field elements (objects) as well as their supervision, with the possibility of applying complex data. It includes specific requirements for Urban Applications, for both automatic and interfaced with the TMS. SIGMA allows real-time alarms and events notification from the signalling system, helping remote diagnostics and improving the coordination of maintenance operations. Configurable with automatic control software using theoretical grids and TMS systems. Allows direct control and supervision of stations. Easy to integrate with other external systems (TMS) Action delay on the object < 1 second Records events and movements. Playback functionality. Video-graphic schematic: TFT and overhead projector displays. Can be operated by keyboard, mouse, optic pen or touch screen Standard hardware platform. Multi-user system Redundant system configurable according to required availability. 2 servers in hot stand-by configuration, 2 working stations (at least) installed in the Control Room Software Applications. Signalling monitoring and control: Software for monitoring of the equipment along the line and inside the depot. Observing application: Vehicle identification and tracking, vehicles and vehicles movements are also visualized along with infrastructure and pre-set routes. Precise allocation of vehicle identification numbers given by the onboard equipment is necessary for vehicle visualization. 13

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