NetTrac MT. Modular Central Control System For Urban Rail. RAIL SIGNALLING SOLUTIONS

Transcription

1 NetTrac MT Modular Central Control System For Urban Rail RAIL SIGNALLING SOLUTIONS

2 NetTrac MT THE CENTRAL CONTROL SYSTEM SOLUTION THAT GROWS WITH YOUR NEEDS Whether you are operating a simple fixed-block network or a sophisticated communications-based train control (CBTC) system, our LAN-based NetTrac MT system management control technology is right for you. And because you can add functionality as your needs change, why consider a less flexible system? In its task-rich configuration, NetTrac MT is integral to SelTrac CBTC systems in operation around the world. In its simplest form, NetTrac MT is still a very cost-effective stand-alone solution. NetTrac MT supervises the automatic or manual operation of the entire rail fleet. It is an advanced open architecture solution for signalling control and integration of SCADA, including traction power and tunnel ventilation, passenger information, fare collection, maintenance management and access security management. NetTrac MT operates on a Windows platform with distributed architecture on a TCP/IP network. NetTrac MT provides a high degree of reliability and availability. Its streamlined Human-Machine Interface (HMI) is familiar, easy to learn and use. Basic functionality includes interlocking control, train tracking and scheduling. To meet the needs of a demanding train operation, the system can be built to higher levels of capability including automated functionality, automatic fail switch-over with no loss of data, sophisticated alarms, both timetable and headway regulation, junction management and conflict detection. NetTrac MT also offers configuration flexibility you have a choice in the number and layout of workstations using off-the-shelf PCs. Smaller systems can be created with less hardware. Much larger systems, supporting several workstations, can be created and distributed to meet higher capacity requirements. Open architecture reduces the cost of system configuration, and makes it easier and more cost-effective to further evolve the product with the addition of new and improved features. The system is designed using the latest generation of object-oriented tools and a development process that provides high levels of capability, efficient traceability between architecture, design and testing. NetTrac MT remains evergreen, so you retain your original investment! BUILT TO YOUR FUNCTIONALITY NEEDS Start with a base system or elect comprehensive functionality or choose somewhere in between! NetTrac MT can be configured to support either stand-alone Centralized Traffic Control (CTC) or highly integrated Control Center applications. Thales can build various levels of availability into your system. Signalling AND COMMUNICATION CAPABILITIES Vehicle load sensor Other vehicle monitoring Vehicle signs and PA 2-way communication between wayside and vehicles Departure control Station departure indication (countdown signs) Bi-directional train movements (signals) Passenger signs and PA in stations Central control of routing Intermittent train ID nettrac MT CONTROL FEATURE BUILD-UP Advanced power optimization Advanced dwell control Sophisticated Diagnostics Maintenance Monitoring Predicted train arrival and destination Audio visual messages Automatic Movement Control Skip stop (platform bypass) Power optimization Regulation of velocity Complex regulation modes Automatic Regulation of dwell Holds at stations Automatic Failure Management Diversion around obstacles Shuttle Line (between 2 points) Predicted train arrival Audio visual messages Junction management Turnback control Deadlock prevention Holds at stations (I/L ahead) Line assignments Schedule monitoring Base signalling User access and control alarm handling Line overview and zooming/panning Logging and reporting Manual route request and cancel Switch move ADD FUNCTIONS STEP-BY-STEP

3 MOVING UP THE LINE WITH ADVANCED CENTRAL CONTROL FUNCTIONALITY NetTrac MT can be configured to provide automatic control of all train operations under normal conditions without operator intervention. Automatic train routing functionality with high system availability is applicable to any type of signalling. To reduce operator workload and further ensure passenger service reliability, Thales has adapted sophisticated routing concepts and features within the NetTrac MT Central Control System. With conventional route-centric control, train routes are directly associated with the interlockings. The process involves arranging a path through one interlocking and then allowing the train to move through that route until it clears the interlocking. The route is then released. There may or may not be a route established through straight track (ABS) areas. If fleeting is set, the route is reset for the next train regardless of its desired targeted end-point. Our advanced train control technology allows operators to manipulate train behavior, instead of manipulating the track by simply setting routes for trains to follow. Thales derived this technology from three specific high-level, layered building block concepts above basic route control they are PATH, LINE and RUN. Route Path Line Run -A predefined movement through an interlocking constrained by switch positions -Extends within the boundary of the interlocking area only -A set of switch position settings -Bi-directional -No station stops -May contain more than one route -One or more paths with direction -Provides service (station stops) -May be cyclic or non- cyclic -Line with departure times at each stopping point -Start and stop time 10:23:24 PATH Our definition of Path reflects the full range of train movement and includes route level information, stopping points, alternate turnback locations, changes in service pattern, entry and exits to the yard, and more. The train s Path through the system is associated directly with the train the Path defines its movement through the system. The train is assigned to a line that allows commanded movement without stopping until the desired destination is reached. This can be any location in the system. The NetTrac MT system regards each train s movement as independent and determines progress step-by-step using associated bi-directional Paths (a group of interlocking routes). The system uses the train s Path to request appropriate routes through the interlockings taking into account conflicts such as other trains or regulation. Conflicts are resolved by logic using each train s current and future situation. Deadlocks (trains safely stopped head-to-head but causing train reversal) can be avoided. 10:24:25 Alternate 10:25:26 Alternate LINE The second tier concept is that of a Line which is the main area of superiority in the NetTrac MT system all train movements are assignments. A Line consists of a group of one or more paths and directions with stopping points. Dwells are not specified as part of the line information. Each Line has a start point and end point (may be the same in the case of a loop). Each Line has at least a single direction; two are common but more are possible. A Line is used to define all train movements through the system and is directly associated with the train. A train can be assigned to a Line and will use fixed nominal dwells at each stopping point (specified as part of each platform s information). Unscheduled operation then refers to the case where trains are assigned to lines. Each Line can have zero or more turn-back locations where the train reverses direction, or platform alternates without direction change. If the location has a set of crossover switches or other more complicated track geometry, alternate turnback locations can be specified. These alternate locations will be used automatically by the train if the primary is not available due to current circumstances. RUN The highest level concept is that of a Run which completely defines a train s pattern of service for the duration of a schedule. Trains on Runs are regulated according to timetable. A Run consists of a line with a table of departure times at each stopping point. When a schedule is loaded, normally all trains are assigned to Runs (automatically on entry into the system or manually by the operator). HUMAN INTERFACE System Management Control workstations display the track layout together with icons individually identifying all elements under CBTC. At a glance, central controllers monitor the location and schedule adherence of each train within the system. Changes of icon color alert dispatchers to changes in the status of trains, platforms, track switches and tracks. Situations requiring urgent attention trip visual and audible alarm messages. Dispatchers use pull-down command menus, drag and drop and point and click options to easily perform numerous functions, including: Assigning and launching a schedule Monitoring status Routing trains to a specific track location or station Assigning trains to a line or run assignment, or to a shuttle service Holding trains at specified locations or by-passing platforms Diverting trains around an impassable area Changing train velocity Triggering automatic announcements in stations and on trains Interfacing with other suppliers subsystems Simplified screens show overall system status at a glance Continuous variable zoom-in features provide increasing levels of detail NetTrac MT Central Control offers significant advantages Better automatic regulation using very sophisticated algorithms Sophisticated optimization features such as: > Junction management > Automatic turn-back handling including alternate platform selection based on sets of rules > Prevention of deadlock situations > Comprehensive methods for handling failures and disruptions through adjustments to service The flexibility of the advanced train control concept allows the operator to assign individual trains to unscheduled lines, or order point-to-point moves when necessary during scheduled operation, e.g. when a train s removal from service is required unexpectedly. It is not necessary to insert these unexpected movements into the timetable. Trains on Runs still will be regulated automatically.

4 OPERATING EASE & SOPHISTICATION With its automatic function control capability, NetTrac MT provides the operator with the ease and flexibility to handle a variety of minor or major disruptions to service with significantly reduced operator interaction. This functionality, inherent with Thales advanced train control approach, greatly facilitates operating a transit system normally or under adverse conditions. Very little of this capability would be possible without the concept of Paths, Lines and Runs. REGULATION MODES MT s automatic train regulation feature assigns an entry line that will take the train from storage to the first station where its service is to begin, adjusts to the departure schedule and normal service pattern, and manages changes seamlessly, e.g. other desired patterns of service, or a change in exit line that will take the train from its last station of service to the storage location. The regulation can vary dwell within limits specified per station per block of scheduled time, the velocity to the next station, or both in different modes which alters the order in which the changes are applied. For example, an energy conservation mode could be used for off-peak periods where an early train s maximum velocity would be decreased, rather than increasing the station dwell in order to reduce power consumption. The regulation is applied automatically on arrival at the station for each train using the run information. AUTOMATIC TURNBACK/ ALTERNATE PLATFORMS A Line defines turnback locations where the direction is reversed. Most systems have two single crossovers or a double crossover near terminus platforms, however more complicated track layouts may have more than two possible turnback locations and more than one possible set of crossovers. The lines, therefore, can have one or more alternate turnback locations specified in the definition. This allows the system to automatically select the alternate turnback location based on a set of rules that include platform availability, closed platforms, etc. The selection of alternates is not predefined but is based on preference and current circumstances. This allows considerable flexibility and optimization of turnback handling so that delays are minimized. The same concept can be applied to alternate platforms in the same direction of travel. JUNCTION MANAGEMENT For locations where tracks merge, conflicts will arise over which train goes first. Because each train has a Line and may or may not have a Run, the relative priority of each train through the junction is determined by a set of rules that take future movement into account. These rules can be very sophisticated considering train variance (late or early) including limits on waiting, recoverable time on each Line due to regulation, first-comefirst-served, unscheduled versus scheduled, etc. The rule sets can be changed for different junctions and can vary depending upon the time of day. More complicated junctions with competition between a large number of trains can be handled with the same basic concepts. AUTOMATIC DEADLOCK PREVENTION The simplest example of a potential deadlock is a situation at turnback where one train is ready to depart to a turnback location occupied by another train. Instead of repeatedly calling the route to the terminus location, the NetTrac MT system will determine that there is a potential deadlock situation. It prevents issuing the route request until the train at the terminus is at a location where it will clear the interlocking just before the second train requires the route to be set. This functionality is more effective and efficient than simpler methods that depend upon the local interlocking to prevent the deadlock. The feature also prevents deadlocks in a bi-directional single-track travel area. And because of the Line concept, it is also possible to determine deadlocks that could occur over much larger areas. Train #020 has been departed to Station PMLI; it will dwell then depart to Station BOC2. When Train #020 is clear of the switch, Train #S022 will depart as programmed to either Station PMLI or Station PML2 and then on to STR4. Train #S022 will be prevented from departing to Station BOC2 until a bi-directional area is clear. Train #1 is moving right from Station LBI. Train #2 follows to go to Station LBI. Train #3 will follow when Train #2 is clear of the switch and will also proceed to Station LBI. Train #4 will then depart to Station HBO. Train #5 will be departed to Station HBI when Train #4 is clear of the switch. (The red bar indicates that this train is waiting.)

5 AUTOMATIC FAILURE MANAGEMENT To aid in service recovery, it is possible to incorporate very sophisticated commands for handling a variety of failures and more severe disruptions. They include: MANUAL ASSIGNMENT TO PATH, LINE OR RUN Any train can be assigned to a Path to move it nonstop from one place to another. This is done to remove a train from service due to an unexpected problem, or to handle special movements to work through a disruption such as backing up a train to the previous station. Any train can be assigned to a Line, which will allow it to follow predefined stopping points with nominal dwells. This feature can be used to short-turn a train and reassign it to a Run on the other side of the turnback. Moving a replacement train into service is as easy as slipping it into the flow and then assigning it to the unused Run. VARIANCE ADJUSTMENT Manual adjustments can be used on one or more trains. Command features are designed to handle situations where a disruption has essentially stopped all trains. To regain a schedule, all departures need to be moved later in time to allow the system to recover and subsequently regulate in a reasonable manner. A schedule slide is used to slide all departures by a fixed amount of time. It can be set to automatically update the slide based on the latest train in the system. RE-DETERMINATION A re-determination is used to recover from a severe disruption. This command will automatically change the trains to new Runs following the same Lines. Train order is changed in the schedule so that all trains are reassigned in a way that best reclaims the original timetable. ASSIGNMENT OF ANOTHER SCHEDULE In the event that the schedule is not recoverable after a severe disruption, it can be removed and a new schedule can be designated. The trains can be assigned and activated manually to follow the revised schedule. The most powerful, yet simple feature of NetTrac MT In seconds an operator can remove a schedule and reassign a different one that matches current situations, i.e. to handle special events or unexpected service pattern changes or in response to a failure when the original schedule is not recoverable. There is no limit to the number of schedules that can be defined and created. Operators have a variety of means to transfer trains to the new service pattern. The operator can left click on the train icon and drag it to the desired stopping location which can be a station, track section or marker (anywhere that the train can travel to, moving in one direction). The system will show a dialogue box that lists route possibilities, highlighting the currently selected route on the screen. The dialogue box shows Train #1, 760 seconds late and Train #2, 405 seconds early. The operator can apply a correction of 120 seconds, for example, to all trains and the system will automatically move each train to the adjusted schedule. The feature also allows individual train correction. ASSIGNMENT OF A DIVERSION A diversion is used to automatically assign one or more trains to a different line before the obstruction, moving it on a bi-directional track until it can return to the normal direction track and be automatically returned to its original Line or Run. Deadlock protection is included.

6 SOLUTION EXCELLENCE FROM SIMPLE TO COMPLEX, NetTrac MT CENTRAL CONTROL PERFORMS KEY CUSTOMER BENEFITS Meets a wide variety of transit system types and sizes Supervise the manual or automatic operation of the entire train fleet Better automatic control and regulation Flexible train operation management High availability and reliability Easy to use Fast response to system disruptions; easy communication Reduced operator workload Easily extended /upgraded add levels of enhanced functionality later Low life cycle cost Operator Workstation (1-4 Monitors) Schedule Regulation Server 1 Operator Workstation (1-4 Monitors) Up to 50 Workstations Schedule Regulation Server 2 Database Server 1 FEATURES Modular offered in levels of functional sophistication Commercial off-the-shelf PCs; LAN and Windows NT technology Pull-down command menus; drag & drop point & click Workstations display track layout and element icons Scalable, flexible and configurable Connects to a single or dual (redundant) high-speed TCP/IP based LAN Interfaces with other subsystems Optional dual LAN backbones, multiple printers and workstations no single point of breakdown can cause system failure Primary and backup server sets: automatic regulation, fully automatic switchover with no loss of data, optimization and information storage facilities Complies with a Cenelec pren Standard for Level 1 software Data logging is supported to any Commercial Off-The-Shelf (COTS) database which supports Open Data Base Connectivity (ODBC) Operator Workstation (1-4 Monitors) Overview Display Database Server 2 Overview Display Server Passenger Passenger Information Server 1 Information Server 2 LONDON S DOCKLAND LIGHT RAILWAY The DLR is one of the most complex and challenging transit systems in the world. Today it consists of 27 km of double track with 34 stations, 94 fully automatic trains and two depots. DLR retains an attendant on-board for train door operation. DLR s track layout includes a complicated junction area where the major lines of the system converge. The signalling system consists of an arrangement of three vital interlocking/ train control subsystems, data transmission equipment, 65 mainline point machines, 94 on-board controllers for ATP/ATO operations and 75 passenger information displays. Key to our applied SelTrac CBTC with movingblock technology, NetTrac MT provides central operators with flexible and comprehensive control functionality. NetTrac MT ensures automatic handling of junction management and single-track operation requiring multiple service patterns. Passenger displays are provided with accurate train arrival time predictions for multiple trains. The Control Center at Poplar station is equipped with a multi-workstation LAN-based system for train regulation and traffic management. Remote workstations are distributed at various locations, providing detailed system status in color graphic format to train depots, operations management, security offices and neighbouring transit authorities. JFK INTERNATIONAL AIRPORT S AIRTRAIN AirTrain is the Port Authority of New York and New Jersey s fully automated, advanced rapid transit system that functions as the JFK Airport access service and circulator. It serves six terminals and ten stations along a 13km (8mi.) predominantly elevated dual guideway and links the central terminal area to two major intermodal hubs. SelTrac CBTC with moving-block technology is applied for 24-hour fully automatic driverless operation of 32 vehicles as single units or in trains of up to four cars. 10 vehicles are outfitted with redundant ATC equipment. The other 22 are to be operated as coupled cars. The system controls 9 distributed solid state interlockings and one fully automatic storage and car wash facility. SelTrac benefits include precise stopping accuracy and expandability for long-term growth. Integral to the SelTrac system, NetTrac MT Central Control allows for both automatic train control and emergency manual operation. As a cost efficiency benefit, Thales has included a unique quick-start feature to allow vehicles to be reset from Central Control in the event of a systems halt. This eliminates the need for a maintainer to be dispatched to vehicle locations. The Central Control is capable of fully automatic launch, automatic scheduled coupling and uncoupling and 24-hour continuous scheduled operation. Hub AROUND THE WORLD...IT S NetTrac MT CENTRAL CONTROL Wayside Signaling Equipment Optical Fibre Backbone Train Passenger Information Signs and Announcements Hong Kong KCRC West Rail Ma On Shan Line Hong Kong MTRC JFK ATR INTERNATIONAL Disneyland Resort Line Jacksonville ASE JFK International Airport APM Kuala Lumpur LRT II Las Vegas Monorail London Docklands Light Railway London Underground Jubilee Line Newark International Airport APM Quebec Cartier Railway San Francisco Municipal Railway Tampa International Airport APM Toronto Scarborough RT Line Vancouver SkyTrain Expo and Millennium Lines Wuhan Metro 10 11

7 Thales Security Solutions and Services Division Rail Signalling Solutions 1235 Ormont Drive Toronto, Ontario, Canada M9L 2W6 tel: fax: