|
|
|||||||||
 |
|||||||||
BUDAPEST METRO LINE 4 FEASIBILITY STUDY Oktober 1996 |
 |
|
SYSTEMS |
||||||
Automatic Train Control (ATC)Generality
The ATC system consists of : the signalling equipment which are the basis of the train protection function and the automatic speed control devices. All these equipment correspond to the Automatic Train Protection (ATP) sub-system, the driving aid equipment including the Automatic Train Operation (ATO) sub-system,
the Automatic Train Supervision (ATS) sub-system
which main function is the management and supervision of the train
operation along the whole line. The ATS sub-system will be described as a part of the Supervisory Control And Data Acquisition (SCADA) system. The ATC system implemented should be designed so as to allow the operation of the trains with only one person on board. Signalling - automatic train protection (ATP)
The safety of trains running is ensured by two signalling
systems: spacing signalling, shunting signalling. Nominal mode
The purpose of the spacing signalling is to ensure
a safety related distance between successive trains travelling
along a same track in the normal running direction.
The train detection is based on the use of track
circuits . The spacing signalling is fitted with fixed block system
without buffer section, in order to achieve the required performance
of main driving mode.
The indication of the spacing signalling are displayed
in the driver's cab on the cab-signalling equipment, through a
track to train communication system. Degraded mode In case of failure of the track to train communication system the train will be manually driven and the speed automatically limited to 20 km/h either by the ATP on board equipment or by the train traction equipment.
In the areas fitted with points, the spacing signalling
is not sufficient. Consequently it is necessary to implement
a special signalling system called shunting signalling (interlocking).
The purpose of shunting signalling is to protect the train movements
in the shunting areas. Train detection is based on the use of track circuits. The indications of the shunting signalling are displayed on trackside signals. Driving modes
Two driving modes will be implemented and able to
obtain a 90-second theoretical headway: the Automatic Train Operation (ATO),
the manual driving with cab-signalling (under the
ATP system control). The track sectioning related to the manual driving mode must allow to obtain the specified theoretical headway.
The ATO mode is the driving mode normally used for
the train operation on the main tracks, including the change over
in the terminal station and in the existing provisional service
station. This mode uses a system which is also based on a track
to train transmission. A trackside system uses the information
from the signalling equipment (track circuit status, routes, etc.)
to generate the instructions required by the ATO and to send them
to the train.
In station, the driver's task is limited to controlling
door closing and giving the departure order in ATO mode, after
the departure authorisation has been received from the regulation
system. Train operation is then automatic up to the next station
in accordance with speed limitations and any intermediate stops
due to the spacing or shunting signalling.
In the ATO mode, driving is automatic and is based
on the use of a speed control system which permanently and continuously
verifies that the actual speed of the train is compatible with
the observance of the speed polygon and of the points of the line
to be protected. To this end, it measures the effective instantaneous
speed of the train in fail-safe condition and generates the cut-out
speed. If the measured speed exceeds the cut-out speed, the system
triggers an irreversible emergency braking until the train stops.
The driver is warned by an audible alarm and by the lighting
of an overspeed indicator. In this mode, the system automatically takes into account the shunting or spacing stops, the station stops and the speed limits.
The MD mode may be used on all the tracks. In this
driving mode, on the track not fitted with track to train transmission
the train speed will be automatically limited to a maximum speed
of 20 km/h. The MD mode uses a system which is also based on
a track to trains transmission (ATP).
In the MD mode, driving is based on the use of :
a speed control which can be either the one used by the ATO sub-system or a separate one.
a MD driving aid device. A cab signal equipment provides the driver with all the information necessary to keep the train operation in the driving domain corresponding to this mode. This information consists of spacing signalling aspects and speed levels indications. Cab - signal
The cab signal displays to the driver the maximum
authorised speed. The driver must permanently monitor the track.
Consequently, the information permanently displayed to the driver
in the cab must be located in his angle of vision and be easy
to read. In particular, comparison between the displayed speed
and the effective speed of the train must be immediately available.
Furthermore, in order to avoid distracting the driver, the number
of consecutive speed displays must be restricted. Audible information is broadcast so as to make the driver aware of a restrictive change in cab signalling display. The driver must be informed in time of a restrictive change in the status of the displayed information so that he could not stay unaware of a slowing down or stopping procedure. In this type of configuration, the restrictive indication is anticipated in order to take into account the driver's reaction time and the necessary time for the full application of the braking effort. Local signal box
On the line, there are three types of shunting area:
The shunting areas in terminal stations The shunting areas in main tracks (provisional service station)
The shunting areas for the access to the workshop.
A local signal box is installed in each shunting
area for the operation of this area. It is used to supervise
all the information displayed related to a given shunting area,
using visual display unit (VDU).
Signal boxes are provided with route control authorising
the trains movement in the relevant area. Some routes may be set
automatically. Controls originate : In normal operation, from the CCR computer. From the control desk of the Central Control Room CCR by remote control via the computer.
From a local VDU located in the corresponding office
in the event of remote transmission failure. Each signal box is provided with a certain number of alarms (Points discrepancy, signal alarm, technical alarm, etc.) to warn the operator of any anomaly which may occur during the signal box operation. Supervisory control and data acquisition system (SCADA)GeneralityThe supervision of network operation, and the quest for objectives of availability, safety and maintenance of quality of service require that monitoring and control operations be centralised in a rational manner.
It is only through such a centralisation that the
following can be achieved: instantaneous overall view of events through having all useful information of all kinds gathered in a single location immediate and judicious decision making, through permanent presence of personnel who, though small in number, are highly qualified
rapid execution of the measures to be taken through
direct remote control of certain equipment units and a full telecommunication
network providing links with the operational and technical personnel
concerned, as well as outside links (with the Police for instance).
Naturally, on-site personnel retains their responsibilities and implementation of a rational operating strategy can only result from harmonious exchanges between centralised control personnel and on-line personnel, both should be fully qualified if a very good standard of service is to be achieved. Central control room (CCR)
It is highly advisable the CCR to be located near
the administrative building.
The centralised control room is composed of: An Automatic Train Supervision (ATS) part from which the traffic of the trains is controlled and monitored and the traction power distribution (750 VDC) is controlled and monitored. A Power Control System (PCS) part used for remote control and remote monitoring of the rectifier stations and of the power supply distribution to the lighting, other equipment and to the workshop. An Equipment Supervision and Communication Centre (ESCC) part allowing the CCR to control and monitored the electromechanical equipment (fans, pumps, escalators, ...) and to be in connection in particular with the public authorities (police, fire brigade, ...) and the stations ( public address network, ....) A time distribution network. The automatic train supervision system (ATS)
The ATS deals with the control and monitoring desk
for the entire line, ensuring train traffic control as well as
control of the traction power required by the trains.
A Visual Control Panel will includes, in order to
facilitate the supervision of the entire line by the operator
especially during operation disturbance, two specialised mimic
diagrams for the line: one relative to train traffic (routes status, localisation and identification of the trains), another one gathering the monitoring relative to traction power distribution along the tracks.
The visual control panel does not include any controls.
The following information are represented on the traffic part
of the visual control panel: spacing and shunting signals, track circuits, Departure authorisation indicators,
Windows for train follow up display.
The following information are represented on the
traction visual control panel: the various track circuit breakers and switches, the emergency cut off indicator light,
the alarms.
On the desk, there will be the appropriate number
of workstations not dedicated and a general release emergency
button. From the workstations , the regulator can call the following
images on the video display unit by using function keys: remote control and remote monitoring of the routes , cycles, automatic train traffic regulation control of departure authorisation, control of traction power supply, display of the alarms. The power control systemThe PCS is used for remote control and remote monitoring of the rectifier stations and their auxiliaries and of the power supply distribution to the Lighting, other equipment and to the workshop. The equipment supervision and communication centre
The ESCC is fitted with a desk specific to the line,
which comprises display and control console for the station technical
alarms, including the public telephone network (information, Police,
...); and direct links (CCR, PCS, station general call, ...),
as well as station public address. A centre of communication, grouping all safety alarms relative to detection of operating faults in safety related equipment installed in the stations and along the line, as well as a set of communication facilities enabling a dialogue with the stations. AlarmsThe function of the ESCC is that of a maintenance and safety centre. This means that all signals which should trigger a maintenance action are received here. It is the source of information for specialised maintenance teams.
In addition, all information originating from rolling
stock through a DAM equipment could be received in the ESCC as
well as all data information related to fixed installations: gates, fixed ATO equipment, communications, electrical equipment, mechanical equipment, alarms/lights, intrusion detection,
fire alarm in each station and each rectifier station.
The information is displayed at the ESCC in two different forms on a console and on the printer. TelecommunicationTelephone network
The telephone network equipment must be capable of
interconnecting with the existing telecommunication network of
BKV and the public switching network of Budapest. Three separate
networks are provided: a private internal network for normal communications, based on an automatic switching system (PABX), servicing the administrative offices, the central control post , the station offices, the technical buildings, etc.), an operating and safety network, consisting of direct lines servicing the central control post and the various locations concerned with safety (communication with the signal telephone , stationmaster's office), a radio telephone network, linking the centralised control point to all trains. Closed circuit TV (CCTV)
The main purpose of closed circuit TV systems is
to provide the operational staff working in the stations with
a means of supervising the traffic of passengers. The equipment
of the stations is operated locally. In each station, cameras are installed on each platform and areas to be controlled. The pictures are displayed on two monitors, in the station office. A keyboard allows the station operation controller to select any camera on the 2 monitors. After selection of cameras, the relevant pictures are displayed in the station operation controller's office on the two television monitors. The pictures are identified. In addition, the pictures can be displayed on monitors installed at the ESCC. Time distribution
A time distribution network is provided to ensure
a display of the time in stations, the administrative offices,
the CCR and the workshop. Time is distributed from a timing centre, situated at the CCR, to the platforms of terminal stations and to all places where actions must be synchronised. Station public address
A station public address system is provided to allow
to broadcast messages for passengers or operational and maintenance
staff and may also be used to broadcast some pre-recorded messages
intended for passengers.
This system concerns the platforms, mezzanine floors
and, possibly, some corridors; it can be operated from the station
office. It is also battery backed-up. This public address system
can also be operated from the CCR.
Local announcements in the stations limited to the
concerned areas (platforms, accesses).shall be possible.
Broadcasting of music or radio programs shall be
possible over the whole network through the public address system.
Nevertheless, an override device shall provide the following
levels of priority: local announcements from the station offices, announcements from the CCR,
recorded announcements, music and radio programs.
The station public address equipment consists of an operating console fitted with microphone, preamplifier and zone selection pushbuttons for local announcements. Intercom
All stations are equipped with intercom systems ensuring
safety links in case of emergency. The main function of the system
is to allow the passengers the possibility to contact the station
responsible.
Full duplex intercom systems are installed in the
stations to link the station offices with: the platforms (security cabinets) the escalators the elevators Fire detection
The stations and the workshop are equipped with fire
detection systems. All technical premises of these stations and
of the workshop are to be fitted with fire detection systems.
The station fire detection systems including smoke removal systems
are operated locally (operation controller's office) and from
the ESCC. The workshop fire detection system is operated locally.
Fire detectors automatically detect heat or smoke emanating from the fire. Each station fire detection system is divided into several fire detection zones. The detection system is operated via local fire alarm panels, by means of pushbuttons. Arrangement specific to ESCC
Important decisions may have to be made without delay,
especially in case of emergency. Alarm calls demand prompt action
to avoid casualties and damage to the equipment. In fact, all
communications must be backed-up chronologically and recorded
in order to be able to reconstruct a whole sequence of events
from the beginning such as: the incoming alarm call over a telephone line,
the instructions given to the operational staff via
the telephone or radio network.
Events can be often misrepresented and only documented
recording can provide subsequent clarifications. All speech communications with CCR operators and the relevant time are recorded through a central voice recorder equipment. In addition, the system is capable of recording the relevant time of the voice communications.
The communication systems of the CCR provides the
CCR operators with links to all the following: stations (station office, platform), local signal boxes, rectifier stations, technical and maintenance rooms, workshop, administrative department,
fire brigade and police,
through various desks as follows: traffic and traction operator 's desk Communication Centre desk Power Control desk
A radio telephone network provides the following
links : selective call from CCR operator to a train driver, general call from CCR operator to all train drivers, communication between two train drivers,
emergency call from a train driver to the CCR operator.
Nominal mode The radio telephone network is operated over the whole line on a single zone and a separate zone is used for surface section and workshop. fare collection systemThe type and complexity of the fare equipment required for the Metro line 4 will depend on the fare policies that will be adopted. The fare and ticketing system of Budapest Metro line 4 should be similar to the one existing on the metro lines in operation. |
|||||||||