PREPARED BY,SHAKTI PRASAD DASH,P. RAKESH,MECHANICAL BRANCHGIET,GUNUPUR

Study of ATP (Automatic Train Protection System /ALSTOM) for Delhi MRTS

Metro Rail

Line 1 (Rail Corridor), 22 Km in Length◦ Elevated/ Surface◦ Shahdara – Rithala

R1 Section – Shahdara – Tis Hazari R2 Section – Tis Hazari – Tri Nagar R3 Section – Tri Nagar – Rithala

Line 2 (Metro Corridor), 11 Km in Length◦ Underground◦ Vishava Vidayalaya – Central Secretariat

M1 Section – Vishava Vidayalaya – Kashmere Gate M2 Section – Kashmere Gate – Central Secretariat

Delhi Metro Network – Phase I

Line 3 (East – West Corridor)◦ Mostly Elevated◦ 23 Km in Length ◦ Indraprath – Dwarka

Delhi Metro Network – Phase I (cont..)

Computer Based Interlocking Continuous Automatic Train Control (CATC)

◦ Automatic Train Protection (ATP) Distance to Go with Track to Train communication

through Coded AFTC with Cab Signalling

◦ Automatic Train Supervision (ATS) Automatic Route Setting; Automatic train Regulation Centralized control from Operational Control Centre

◦ Automatic Train Operation (ATO) For Metro corridor only

Train Control & Signaling System for Delhi Metro

Consists of 1. Automatic Train Protection (ATP) 2. Automatic Train Supervision (ATS) 3. Automatic Train Operation (ATO)

Continuous Automatic Train Control System (CATC)

Does not indicate speed to go, distance to go, exact

location of the train, gradient of track in ahead, position of door opening/closing of coach.

Visibility depends on curvature & weather.

No control on driver’s mistake. Higher margin in speed, distance

between two trains to be kept. No optimum utilisation of system. Results in lesser safety & headway.

Why CATC ?Limitations of Conventional Signaling

Auto Route setting, Auto train separation, (ASM’s duty).

Cab signaling, broken rail detection,Indicates permitted speed.

Auto start, Over speed protection, Auto stop, Auto coasting, stops train if door opens, over speed alarm, (Driver’s duty)

Passenger Safety by door opening / closing, Emergency stop(Guard’s duty)

What CATC Does ?

Traffic micro-regulation, Time Table Generation(Control Office Job)

Passenger information display (Commercial Job).

Maintenance monitoring, Crew performance Monitoring (Managerial Job)

What is CATC ?

It is not only a Signaling System

It is an integrated train control system.

CATC

Operation Control Center (OCC). Communication Channel from OCC to way

side ATP sub-system. Way Side ATP System (at stations). On Board ATP equipment (on train). Track to Train communication-AFTC(track

side) Solid State Interlocking (SSI)

SUB- Systems of CATC

◦ Cab Signalling◦ Track Related Speed Profile generation based on line data

and train data continuously along the track◦ Continuous monitoring of braking curve with respect to a

defined target point◦ Monitoring of maximum permitted speed on the line and

speed restrictions in force◦ Detection of over-speed with audio visual warning and

application of brakes, if necessary◦ Maintaining safety distance between trains◦ Monitoring of stopping point◦ Monitoring of Direction of Travel and Rollback◦ Releasing doors on the correct side of the platform when

train comes to a stop

Automatic Train Protection (ATP)

ATP Sub-Systems

OCC

WS-ATP WS-ATP WS-ATP

Track to train communication

SSI SSI SSI

On board ATP

TC

T

TC TC

Coded Audio Frequency Track Circuit Detects train occupation on track. Transmission of message to give advance

information about status of track, points, route, signals, block, headway regulation, platform side, stoppage . . .

Track to Train Communication

Ensures train location based on odometer and trackside beacons.

Emergency braking control. Receives information from WS-ATP about

section ahead. Door opening authorization. Controls train motion, departure order,event

logging, maintenance monitoring, …..

Trainborne ATP-ATO functions

station ESP

beacon

ASCVTrackside ATP-ATO

Central ATS (CATS)

Local ATS (LATS)

poi

nt m

ach

ine transmission

Train to track

TrainborneATP-ATO

HMI for local control

OCC

SDTC

transmission track to Train

SYSTEM OVERVIEW

S t a r t - u p : A f t e r s u c c e s s f u l a u t o - t e s t s

S i d eS e r v i c e

L e f t

O f f

S i d eS e r v i c e

R i g h t

O f f

D o o r sC l o s e d

F i x e d G r e e n

A R E A 1 : A T C d r i v i n g i n d i c a t i o n s ( S Y S 1 )

R e s t r i c t i o n

F i x e d R e d

A u t o m a t i c

F l a s h i n g G r e e n

S u p e r v i s i o n

F l a s h i n g G r e e n

S p e e dO r d e r

O f f

R u n n i n gO r d e r

O f f

S t a t i o nS e r v i c e

O f f

D o c k e d

O f f

T r a i nD e p a r t u r e

O f f

T r a i n H o l d

O f f

E m e r g e n c yB r a k e

O f f

S e r v i c eB r a k e

O f f

D i a g n o s t i c

O f f

A T O

S M ( A T P )

R M ( F O R )

O F F

A T P

A R E A 2 : A T C m a i n t e n a n c e i n d i c a t i o n s ( S Y S 1 )

A R E A 4 : m o d es e l e c t o r ( R S 1 )

A R E A 3 : P a r t i a l v i e w o f d o o r m a n a g e m e n ti n d i c a t i o n s ( R S 1 )

F r o n t A T CA x l e

l o c k e d

S p a r e

O f f

O f fF l a s h i n g Y e l l o w

A c t i v e

R e a r A T C

O f f

A c t i v e F a i l u r e

O f f

F a i l u r e

O f f

0

2 0

4 0 6 0

8 0

k m / h

1 0 0

Cab Signalling – Driver’s MMI

On screen movement

Movement of Trains in ATP

To be fully operational ATP system needs:

-1-To receive Information from ATC trackside equipment,

This operation can be performed by two ways : stationary initialisation moving initialisation

-2-To calibrate the odometer

ATP system initialisation

1. ATO or Auto Only on Metro Corridor

2. ATP or SM (Supervised Manual) or MCS (Manual Cab Signal)

3. ROS (Running On Sight) On failure of ATP mode Max. Speed will be limited to 25 kmph by ATP

4. RM (Restricted Manual) In Depot Max. Speed will be limited to 25 kmph by ATP

5. Cut Out Mode On complete failure of ATP Equipment Max. Speed will be limited to 25 kmph by Rolling Stock

Modes of Train Running

Speed Monitoring Operation in Main Line: Train Movement MonitoringATP insures that:1-In MCS Mode:Maximum train speed is 80 KphOr Maximum train speed = PSR speed value (Permanent Speed Restriction)Or Maximum train speed = TSR speed value ( Temporary Speed Restriaction)As soon as the train speed is higher than the maximum authorised speed, the EB is triggered.

:

ATP Ensures:◦ In MCS Mode :

The Total energy of the train can be absorbed by the braking force

◦ In ROS Mode :This function is not performed by ATP system

Energy monitoring

Operation in Main Line:Train Movement Monitoring

ROS (Running on sight )supervision:ATP Ensures that:◦In ROS Mode:

Maximum train speed is 25 Kph Position of mode selector is SM (ATP)

◦ As soon as the train speed is higher than the maximum authorised speed, the EB is triggered

Train Movement Monitoring

AT

Track circuit failed

This mode is used for passing a zone that has NO transmission of

cab signal information (failure situation)

Train is stopped in front of a restrictive ATP limit

ROS is activated by an aware action of the driver, by pressing the ROS push-button after authorisation,

Note : Mode selector has first to be switched out of ATP and back.

If the localisation is not lost, as soon as the train is on an operating track circuit, the MCS driving mode is automatically activated

ROS Driving Mode Management

Cab signal Proceed is given by MCS mode :

Target speed is non zero Supervision indicator is Green Target speed includes speed restrictions Stopping positions are given by marker boards

Note on signals : Line signal can be Green, Blue , Blank will be no cab signal proceed with red signal

HIGH LIGHTS

It is a Major Computer Network System with multi discipline users.

Protect from Password - unauthorized person must not modify any parameter.

Needs Sincere maintenance. Protect from virus. Skilled Maintenance staff. Thorough testing before commissioning.

Maintenance Precautions for CATC

Signal Equipment ROOM

OCC Theatre

THANK YOU ALL…