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By Contact .
Posted 3 years ago

Innovative PantoSystem Prevents Service Disruptions to Paris RER Network of RATP

Automatic Train Supervision

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The customer

RATP is a state-owned public transport operator and the biggest transport company in Paris with 60,000 people responsible for engineering, exploitation, and maintenance. The company provides multiple transport modes such as metros, buses, trams, and regional express rail (RER) network. RATP has a total of 28 lines of metro, trams, and RER in the Parisian metropolis.

 

The challenges/problems

Within a two-week interval, incidents related to the spring box of two separate pantographs running on opposite train tracks, were identified. In one of the incidents, the abnormal wear of the carbon strip kept deteriorating, and when the carbon strip finally had a pitch angle between -3,8° and -3,4°, the PantoSystem generated a level 1 alarm in one of RATP´s RER networks, indicating a warning of high importance. After examining the 3D images of the pantograph, the PantoInspect team urgently sent an e-mail to warn RATP about the carbon strip, which had clearly been bended. Immediately after, the exploitation team of RATP took the train off the track and when the problem was investigated by the maintenance team, they confirmed that the horn of the pantograph was hit by an unknown object, causing the spring box to twist on one side.

 

The solution

As the PantoSystem has not yet been validated by formal tests, the RATP does not yet have a dedicated team to handle the train alarms and take appropriate action, and that is why, they were very pleased to receive a direct warning from PantoInspect, that a train required attention. The company was also very satisfied that the PantoSystem enabled them to detect the consequences of the twisted or broken spring box, by accurately measuring the geometry of the pantograph. The automatic system is important due to the fact that RATP has about 90 km of tracks on each direction, a total of 180 km track on both directions, and since this type of problem does not happen frequently, manually identifying this type of defect throughout the RATP fleet would have been very time-consuming and costly for RATP as it is not visible from the ground. Additionally, to manually investigate if more trains were affected would again require a major effort.

 

 

           Figure 3: Broken spring box
 

 

 

 

 

 

About PantoInspect

PantoInspect was the first company world-wide to develop an automated pantograph inspection system, in partnership with Banedanmark, the Danish railway infrastructure owner, around 2008. Today, PantoInspect is one of the world’s most recognized and respected brands, and a market-leading manufacturer and supplier of automated and real-time Wayside Pantograph Monitoring systems to the global Railway industry. We have supplied several pantograph monitoring systems to some of the world’s leading infrastructure owners and rolling stock operators such as Deutsche Bahn, RATP, Infrabel, Sydney Trains, Network Rail and TRA.

 

PantoInspect

Titangade 9C
Copenhagen

2200, Denmark

www.pantoinspect.com

Email: contact@pantoinspect.com

Tel: +45 3318 9120

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Contact . - Posted 3 years ago

PantoSystem Implemented for Siemens eHighway Project

    The customer The German government has introduced several initiatives to promote overhead contact lines for trucks, also known as eHighway. This solution makes road freight transport more energy-efficient and environmentally friendly [1] . The latter point is especially important and urgent, as the German government´s climate protection plan calls for reductions in CO 2 emissions by 40% from the transport sector by 2030 [2] . Since 2018 the Ministry of Environment in Germany is funding field trials of the eHighway system on real highway [3] . The challenge is to ensure that operations of this solution can be scaled up, which the users will be much more numerous as well as diverse. To prepare for this, the experience and solutions from PantoInspect were called upon. Germany’s transport ministry has announced the scaling-up phase of eHighway in Germany. Analysis from among other Germany’s National Platform for New Mobility (NPM) show that electrifying 4.000 km of motorways by 2030 is a cost-effective way to reach the climate targets. Analysis also shows the potential benefits of expanding the concept to neighboring countries such as Denmark and Sweden [4] . Ultimately, as contact line technology is in global use and climate change is a global problem, the objective is to spread the eHighway concept to the rest of the world. Since the eHighway project has come very far in the technical development stage, the team is now part of Siemens Rail Infrastructure, the division responsible for electrification of rail, and now also road. The eHighway project started in 2010 with the aim of developing two main components, namely the catenary system for use on motorways and pantographs for electrified trucks. In 2017, Siemens Mobility was commissioned up to €15 million ($16 million) by the German state of Hesse to build a 10 km overhead contact line for electrified road freight transport on a motorway. The eHighway project, which was part of one of the first three test tracks on a German motorway, running between the interchange Mörfelden (close to the Frankfurt airport) and the interchange Weiterstadt (close to Darmstadt).   The challenges/problems An important task to the eHighway team was to find a pantograph monitoring solution that was suitable for electrified trucks that could be connected to the overhead contact line. It was important for the team to have a system that could inspect the pantograph of the trucks to ensure the availability of the catenary system on the highway. Therefore, the eHighway team was looking for an inspection system that could help them detect defect pantographs to prevent potential damage of the catenary system. They also needed an inspection system that could help them detect if the pantograph is in an operating state and check that wear on the carbon strips was within an acceptable range. In addition, making sure that the pantograph had no other mechanical deformations that could potentially damage the catenary system. One of the main challenges was to find a pantograph monitoring system for electrified trucks, which could be installed above an overhead line in the highway environment. Electrified trucks do not have metal wheels, and therefore two pantographs are needed to establish two electric poles from which they can draw the power from. For this reason, pantographs on electrified trucks normally have four carbon strips and two overhead contact lines, unlike a train pantograph, which usually has two carbon strips and a single overhead contact line. Since the pantographs on the trucks contain more parts, the monitoring system required more sensors and technology than the usual system used for railways to ensure that the truck can leave the electrified lane and connect to it again.   The solution To ensure a high availability of an eHighway, it is important that no defective or worn-out pantographs will contact the overhead contact line. Since the operator of an eHighway System has no direct influence on the technical condition of the participating vehicles, it is very important to monitor the technical conditions of the connected vehicles. Siemens Mobility evaluated the Pantoinspect sensor system at the eHighway test facility in Groß-Dölln because the combination of camera and laser scanner provides the necessary basic requirements, for checking eHighway pantographs. With the results of the laser scanner, the geometric dimensions of the pantograph can be verified and compared with the limit values ​​stored in the Backend Monitoring System. Critical wear and tear as well as geometrical deviations can be detected and transmitted to the operation and control center. If necessary, an operator can use the high-resolution camera images to verify a detected deviation and inform the user that his pantograph is damaged, and the use of the overhead line is no longer permitted. The evaluation showed, that for a later series production some potential for optimization will be necessary, however the main task can be fulfilled with the PantoInspect portfolio.   Werner Pfliegl, Product Management of Siemens Mobility GmbH, Germany said: “PantoInspect was chosen by the eHighway team because the company has the advanced technical expertise and many years of proven track record in supplying some of the major infrastructure owners and rail operators in the global railway industry. The PantoSystem was very beneficial for the eHighway project since the team considered it as an all-in-one system that combines both a camera system and a laser system”.   The eHighway team also believed that the software was very good at providing statistical data to give the operator a detailed overview of the condition of the pantograph. PantoInspect carried out a lot of research and development to build up a model which was able to recognize every part of the pantograph on electrified truck correctly. The triggering system was also challenging in the beginning since the data on the speed of the vehicle needed to be found through the laser scanner itself to trigger the camera system correctly. However, PantoInspect managed to make extensive modifications to both the hardware and software to meet the requirements of the eHighway project.  The laser scanning device of the PantoSystem helped the team to build 3D models of the pantographs, which detected the working condition of the pantograph. The camera system was also used as a backup system to help the operator verify potential pantograph defects. They also believe that the system can help the owners of electrified trucks to get data on worn-out pantographs and ensure less maintenance of the catenary system as well as reduce the risk of damaged overhead contact lines. Siemens Mobility sees many advantages in using the PantoSystem for future applications in both electrified trucks and railways to help prevent an installed technical base from any type of damage. The team also see many future potentials in using the PantoSystem on 1000s of km of electrified tracks on motorways to evaluate the condition of the catenary system and for maintenance purpose. The system could potentially also help the BAG (Bundesamt für Güterverkehr) to identify electrified truck with defect pantographs, during their regular inspections, and thereby maximize safety on the highways. The PantoSystem can help Siemens offer a complete solution which includes both the identification of trucks as well as detection of defect pantographs, and thereby add great value to the company. This fits very well with PantoInspect´s vision of creating environmentally friendly solutions for both electrified railways and trucks.     About PantoInspect PantoInspect was the first company world-wide to develop an automated pantograph inspection system, in partnership with Banedanmark, the Danish railway infrastructure owner, around 2008. Today, PantoInspect is one of the world’s most recognized and respected brands and a market-leading manufacturer and supplier of automated and real-time Wayside Pantograph Monitoring systems to the global Railway industry. We have supplied several pantograph monitoring systems to some of the world’s leading infrastructure owners and rolling stock operators such as Deutsche Bahn, RATP, Infrabel, Sydney Trains, Network Rail, and TRA.     PantoInspect  Titangade 9C Copenhagen 2200, Denmark www.pantoinspect.com Email: contact@pantoinspect.com Tel: +45 3318 912       [1] https://www.bmvi.de/SharedDocs/EN/Dossier/Electric-Mobility-Sector/electric-mobility-sector.html [2] https://www.oeko.de/fileadmin/oekodoc/Climate-friendly-road-freight-transport.pdf [3] https://ec.europa.eu/jrc/sites/jrcsh/files/20201028_eu-hgv-workshop_sue_public.pdf [4] https://www.linkedin.com/posts/steen-n%C3%B8rby-nielsen-5736886_tysklands-transportministers-klimaplan-for-activity-6732401194108620800-6Ybn 

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Deepu Dharmarajan - Posted 3 years ago

CH26 | Automatic Train Supervision (ATS) System

The system that monitors and provide necessary commands to direct the operation of Trains in order to maintain the schedule in the required traffic patterns to minimise the effect of Train delays. Automatic Train Supervision System (ATS) is part of the Automatic Train Control (ATC) along with Automatic Train Protection System(ATP) .Refer Figure 1 for  the relation .Primary Function of an Automatic Train Supervision(ATS)  is to control and monitor the train operation .ATS is managing the train operation according to a time table or a specific headway or based on human (operator ) interaction on degraded mode of operation. A modern day ATS includes Automatic Train Regulation (ATR) and a Schedule Compiler. Figure :1 Block Diagram of Automatic Train Control ATS provide interface for the operator to supervise and manage trains. It provide real time status of the operating positions of the trains. ATS control launching of trains from storage facility to the commercially operating line and return the trains from operating lines to storage facility. It can also send manual and automatic commands to initiate and terminate train operations with override automatic command functionality. Modern day ATS system has some of the following functionality. Operator can create and modify timetables. Operator can monitor and control real time trains Automatically send route call requests according to train operation requirements Automatically send traffic locking calls based on train operation requirements Automatically regulate train movements based on regulation needs. Allow restore services and re-establish train operating patterns due to service delays and breakdowns Tracking Train Positions in all signalled area. Manage events and alarms from signalling system, trains and other signalling subsystems. Supply real time train information to Public addressing system. Generate performance reports for train service availability and train service quality factor. Allow automatic and manual taking over of control centres, if have multiple control centres for redundancy purpose. Capable of remotely control to open and close train doors and Platform Screen Door, if present Can build centralized functionality and localized functionality. Can build Train Description Facility for tracking and maintain a record of each train. Functionality of a Modern Automatic Train Supervision System Automatic Train Regulation (ATR)   Modern Day Train Automatic Train Supervision can regulate the train based on various train regulation strategies under automatic mode .It can dynamically regulate trains to maintain headway and time table .Automatic Train regulation allow operator to configure the level of service deviation and raise an alarm to the operator if the service deviation exceeds the set level.ATR functionality within ATS  can incorporate some of basic train regulation strategies. 1.1 Timetable Adherence ATR feature of the ATS monitor real time train services to ensure they are on schedule. It recover services making use of corrective actions to maintain time table .Corrective actions can be  taken by adjusting station dwell times ,run times ( within the maximum speed of the track ) , coasting and adjustment of headway 1.2 Headway ATR monitor the train services to ensure constant headway is maintained. Best suitable headway is selected based on number of trains allocated by operator (without exceeding the maximum number of trains possible within designed headway, usually 88 seconds or more ) .ATR can even alert the operator if he /she allocate more trains or headway if he/she exceed the limit . Automatic Route Setting (ARS) facility ATS  is capable of automatically make route calls based on train location ,time table and route strategies .ATS will not send a route call repeatedly to the interlocking if the route is not available .Rather it check route is already set by other request ,route is blocked or the requested route can cause a dead lock around terminal or turn around areas .Unlike  any other Entry-Exit ,or one control switch control system ATS can  store any route request and retry only when the route become available. In case the controller block a route and next controller try to set the route, ATS can alert the operator with the reason. ATS can automatically identify conflicting routes and when two trains approach a station can give priority to the train set which is scheduled to use the station first. ATS can allow override of automatic route setting for a manual route setting when needed. ATS ensures it will not set a route for an arriving train at a junction or a station platform which restrict a departing train to leave the platform Manual Route Control facility ATS can allow to perform manual route setting which can override the auto route setting. On modern day ATS you can find blocking and unblocking of signals and points for easy maintenance purpose with controlled reversal to avoid human error. Station Dwell Time adjustments As required operator can adjust station dwell time which can override the dwell time proposed by the timetable or ATR without affecting the T minimum Dwell time. Platform Hold ATS can allow the operator to prevent trains from station and hold. ATS can allow auto hold as well based on known scenarios. As an example, if at a time two trains cannot be at same place in one tunnel ventilation system, ATS apply hold functionality to halt one train at a station ,not allowing two trains comes to same section at same time. Similarly, when there is a fire in some tunnel section ATS can apply hold for trains in adjacent station. Train Hold ATS can allow the  operator to hold  and release a Train  at a station with status display on the workstation Skip Stop ATS can allow operator at an operating terminal to make a train skip a station or more as desired. When a hold command is applied before skip command, hold command take precedence over skip command as hold command could be  more related to fire and other safety related issues . Train Control ATS allow Train controller to manually control the train by sending remote wake up and sleep command. Command are normally issued automatic based on schedule or manually by an operator from a control terminal. ATS can also send command to  reset train borne ATC equipment. Operator can also send emergency brake release command. This will be ensured when ATC confirm its safe to release. Operator can have a remote command to open and close a train door when the track side equipment confirm its safe. In case there is a Platform Screen Door present in the system , command is   simultaneously issued to Platform Screen Door controller to open /close concurrently with the train door.ATS can also send a creep mode command to a train in automatic mode but suffers a ATO failure. Temporary Speed Restriction (TSR) An operator from his control terminal can apply and remove temporary speed restriction with immediate effect for any direction of travel in entire signalled area .It can also apply for a  track circuit section .TSR can vary from 0Km/Hr to the maximum design speed of the system. Mode Inhibition ATS can allow the operator to inhibit the mode of operation such as Automatic Mode(Grade of Automation 3/4)  ,Manual Mode(Grade of Automation 0 or 1)  ,Semi Auto Mode(Grade of Automation3)   for a train or entire fleet along the signalled area . Time Table ATS allow the operator to modify the running time table as per demand with in allowed headway and maximum trains possible in the line for that headway .Operator can create ,modify or delete a time table ,service ,trip or suspend a time table .In case by mistake operator suspend a time table ,ATS can allow through a command to resume from the current time. Controller workstation allow to load new time table ,modify origin ,destination ,dwell time ,arrival /departure time ,inter station run time ,coast level with recording of the controllers action on parameter change with time stamp. Operator can download the time table and send for printing. Energy Optimisation Based on traction power supply limitation ATS can optimise energy consumption by avoiding waking up trains at same time from same power zone to minimise rise in current. Alarm and Events ATS can alert the operator on any faults as needed by the operator through alarm ,warning based on the severeness  of criticality .Pre-emptive warning of any subsystem can also be alerted .Various railways use different background /text colour code for severity level .Severity level are configurable based on needs .ATS can also log and record events with time stamp and link with maintenance facility Automatic /Manual Take Over Depends on railway requirement there could be Main Control Centre ,Back up Control Centre ,Station Control Centre ,Depot Control Centre etc .In case of failure of Main Control Centre ATS server or Loss of communication between Station and Main Control Centre ,Station ATS can take over control to avoid traffic disruption .An operator at Main Control Centre  can manually  request take over control from another operator  at Station Control Centre Automatic /Manual Hand Over Over Similarly Handover can be done between control centre and Operator. Modern Day Automatic Train Supervision Refer Figure 2 for Modern Automatic Train Supervision System block diagram .Interconnection to other subsystem is out of scope for this article which will be covered in Architecture of a CBTC   Figure 2 Typical Automatic Train Supervision Interface 17. Summary Automatic Train Supervision System paved way for a highly capable automatic  “vital “ control centre from conventional “Non Vital “Entry-Exit Control Panel or a One Control Switch Graphical User Interface Control Terminal .In a modern train control system ,especially Automatic Train Control system used in Communication Based Train Control System ,ATS has a significant role .

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