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TCAS – Indian Railway Train Control System. By Mahesh Mangal Sr. ED/Signal/RDSO 26 July 2014. Train Protection system on IR. Auxiliary Warning System at Mumbai. Working in Mumbai suburban since 1986. - PowerPoint PPT Presentation
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Auxiliary Warning System at Mumbai
Working in Mumbai suburban since 1986. Track Magnet based system working in Mumbai
suburban area (329 RKm), where trains run at a Headway of 3 to 4 minutes
Opto coupler to interface & collect signal aspect
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This system is now getting obsolete and we have now developed a advance system which is interoperable with existing system.
Train Protection & Warning System(TPWS)• System is installed on Chennai –
Gummidipundi section of SR, Nizamuddin – Agra section of NR/NCR and on Metro Kolkatta.
• Works have been sanctioned for suburban section of ER, SER, SR & auto signalling sections (3330 RKM, 2362 onboard, Rs. 1737 cr).
• TPWS specification is based on proven European Railway Traffic Management System (ERTMS) Level-1 configuration.
Even though the system is working, but lot of time has been taken for customizing and it has not been possible to use system on trains running at more than 120 kmph.
Anti Collision Device (ACD) Installed on 1800 Kms of BG section of N.F.
Railway in the year 2005-06 It is GPS based non signalling system.Train transmit their location and track ID and
if a dangerous event like collision is likely to occur, automatically apply brakes and prevent the collision or minimize the impact of collision.
Prevents head on/rear/side collisions. Provides station approach warning to drivers. Provides warning to road users at LC gates. Detects parting/jumbling of trains.
GPS Satellites
UHF Data Radio Modem
I R I RGPS Receiver
To detect track ID in station, deviation count theory used results in wrong identification and cause false alarm resulting in operational and other problems. As such, not been found effective and has not been proliferated.
Loco ACD
Loco ACD
Experience of IR with existing TPWS Requires lot of data entry at the start of train which is
inconvenient for existing loco pilots. Braking is not optimized for mixed rolling stock on IR. Intermittent update of MA results in un-necessary brake
intervention whenever signal aspect is updated on approach.
Needs lot of cable and trackside electronics which are failure prone.
The procedure for train trip or start is cumbersome and any customization is not possible.
No protection is available in case on non interlocked working.
Does not provide facility of SoS which is considered essential as there are many collisions on IR due to derailment obstructing other track.
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Development of Indigenous system
RDSO started about 2 years ago to develop TCAS to take care the problems of ACD installed on NFR.
However, in this period, not only the system developed takes care this problem but it also provides Automatic Train Protections(ATP) features as available in advance Train Control systems like ETCS L1 & L2.
Multiple sources with interoperable product are developed with IPR being shared by firm and RDSO and cost of system is expected to be much lower than ETCS and only marginally higher than ACD.
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Comparison of ETCS & TCAS
Feature ETCS L-1 ETCS L-2 TCAS
Cab Signalling Yes Yes Yes
Line side signal Required Optional Required
Continuous supervision Yes Yes Yes
Continuous update No Yes Yes
Suitable for Auto signal Yes Yes Trials to be conducted shortly
Collision prevention (independent of Signalling)
No No Yes
SOS feature No No Yes
SIL-4 Yes Yes Yes
Vulnerability to theft Yes No No
Easy to operate No No Yes
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TCAS - System configuration
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Radio Communication
Radio Communication
Radio Communication
Loco TCAS
Loco TCAS
Station TCAS
RFID READER
RFID READER
GNSS/ GPS
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• Automatic Train Protection(ATP) FEATURES• Detection and Prevention of SPAD• Full cab signalling with Display of signal
aspect, movement authority, target distance and speed
• Continuous train control• Protection for Permanent and temporary
speed restriction.• Detection of roll back
• TRAIN COLLISION FEATURES• Head On• Rear End Collision• Side On Collision
Features of TCAS
• SOS from Loco and Station• Derailment Alert with auto generation of SOS • Automatic and Manual Brake Test• Continuous horn while approaching LC gate
or gang working.• Detection of unusuals in interlocking like
signal cleared for occupied line or train entered in wrong line etc. and controlling the train.
• Live display of train movement with their speed, location and any unusual in control office.
Additional features to improve safety
STATION EQUIPMENT
• Station TCAS – Gathers
signaling inputs & loco
inputs and transmits
signaling inputs to Loco
TCAS• Radio- For communication
with Locos• SMI – Station
Master Interface • GPS – For time
synchronization
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LOCO EQUIPMENT
• Loco unit – Gathers inputs from RFID tags, speedometer and Station.
• BIU – Brake Interface Unit • DMI – For In-cab display of
signal aspect, TCAS status, alarms and alerts, SOS buttons.
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• Radio & Antenna- For
communication with stations
and other Locos • RFID Reader- To read RFID
tags• GPS and GPRS
ON TRACK EQUIPMENT
• RFID Tags provided in block
section at every 1 km and
station yard for each track and
signals.• Used for track identification,
correction of location of train
and identifying train direction.
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Status of present development
• Work for undertaking extended field trial on 250 RKM section with 40 locomotives sanctioned.
• Section in Secundrabad division identified for trial.• Section divided in three sub sections. Contract already
awarded to 3 firms.
Wadi
TCAS
Territory
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Status of present development
• Two firms have successfully developed the system. Field trials have been done by for 5-6 months.
• It has been also possible to achieve interoperability of product developed by two vendors.
• Third Firm (Awarded the developmental work in Nov-2013) has also tested their onboard equipment.
• Trial done on 4 stations with 4 Locos on 32 km Route-km, with Brake Interface Unit and most of the important features with interoperability tested.
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Scenarios tested in recent trials
• In Cab Display of Signalling related information such as Movement Authority, Target Speed, Target Distance, Signal Aspect etc.• Brake Test : To assess braking characteristics of
train• Prevention of SPAD• PSR and TSR• Loop line speed control• Prevention of collisions in block section• SoS from loco and station• LC gate warning• Control of train for certain interlocking abnormalities.
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Current status
• After these trials, firms have manufactured the final equipment and type testing is in progress. The installation at stations, track and locomotives likely by Sep, 2014.
• Extended trials with 40 locos and on 250 kms sections will commence within 3 months.
• The present system being developed is suitable for absolute block signalling and RDSO is also working to upgrade this equipment later for automatic signalling.
• Lab for testing interoperability and offline testing of various scenarios has been setup at RDSO.