KERNEX MICROSYSTEMS A Presentation on Train Collision Avoidance System (TCAS)

1. KERNEX MICROSYSTEMS A Presentation on Train Collision Avoidance System (TCAS)

2. TCAS Project • TCAS Development project was awarded to 3 Companies, as below: • Package A- 140 KM awarded to Medha • Package B- 70 KM awarded to Kernex • Package C- 40 Km awarded to HBL

3. TCAS Project - location map

4. Package B (Kernex Scope) - location map

5. Main Objectives of TCAS • Safety • Prevention of SPAD • Control of Speed at PSR/TSR • Facility of SOS • Prevention of Collision during NI Working • Operational • Simple Operation by Loco Pilot • Continuous Update to ensure no Loss of Line Capacity • Limited Trackside Equipment

6. Station Units located in stations Loco Units located in locomotives IBS/LC Units located in block sections Centralized monitoring system Test benches at Loco Sheds Major Sub-Units of TCAS

7. TCAS Block Diagram

8. TCAS Architecture & Components

9. Typical Deployment Plan (GPS) Radio Communication Station TCAS Station TCAS Loco 1 Loco 3 Loco 2 RFID

10. Loco TCAS - Schematic

11. Loco TCAS major Sub-systems • Dual Microprocessor based control system, along with dual redundant radio modems, RF Tag Readers and GPS Receivers • Interface to the existing speedometer • Event Logging sub-system along with blue-tooth data uploading/down loading facility and redundant GSM I/F. • Two Loco pilot Operation cum indication panel (LPOCIP) – for Loco pilot and Asst. Loco pilot • Braking interface unit (BIU) • Dual Isolated Power Supply unit

12. Loco TCAS Architecture

13. Loco TCAS – Architectural Features • Two redundant Microcontrollers (MIE 1 & MIE 2) working in “2 out of 2” mode to achieve high level of safety. • All modules are connected through redundant CANBUS. • Two redundant Microcontrollers (MIE 3 & MIE 4) as communication processors. • Two redundant Microcontrollers for peripheral interface. • Separate Event logger for major events logging and storing for 90 days. • Two UHF full-duplex Radio Communication Equipment with hot standby and associated antennae: • Frequency for Transmission by Loco : 441.8 MHz • Frequency for Reception by Loco : 466.8 MHz • Transmission by Loco for emergency (SOS) Communication : 466.8MHz

14. Loco TCAS – Architectural Features ( Contd..) • Dual Redundant GPS units are interfaced with Loco TCAS to get synchronization for TDMA as well as to act as standby when speedometer fails. • Radio Antennae & GPS receiver antennae are permanently fixed on the rooftop of the locomotive and connected to the Loco Unit through RF cables. • Dual Redundant RF-ID readers for finding Track Identification Number (TIN) and Absolute location. • Dual Redundant GSM/GPRS modems for health check and transfer of failures to CMS. • Bluetooth device for data up-loading and down loading. • USB port for Event down loading. • Loco Unit interfaced externally with Braking Interface Unit (BIU). • Multi level Braking system, with the help of a proportional valve.

15. Loco Pilot Operation cum Indication Panel • Two LP-OCIPs (Operation cum Indication Panel) provided for Loco pilot and Asst. pilot interaction with TCAS. • Functions performed: • Speed indication in analog and digital forms • Display of immediate signal aspect • Target distance and movement authority in meters • Generation of SOS • Selection of Leading/ Non leading of loco • Light engine/ Formation selection • Display of system health

16. Loco Pilot Operation cum Indication Panel

17. Breaking Interface Unit (BIU ) • Based on Proportionate Valve – Brake pipe pressure will be proportional to the input voltage • Separate Light engine brake • Separate Dedicated valve for emergency brake • Does not interfere with the brake action of the Loco Pilot • No continuous leakage of air after achieving the required pressure.

18. RF Tag placement in Station To be provided by Ajaiah

19. Station TCAS major Sub-systems • Dual Microprocessor based control system, along with dual redundant radio modems and GPS Receivers • Event Logging System along with blue-tooth data uploading /down loading facility and redundant GSM Interface and OFC Interface. • Station Master operation cum indication panel • Station yard layout and status panel (21”) • Dual Redundant Power Supply unit • Battery and Battery charger • 30 meter Tower for radio modem.

20. Station TCAS Architecture

21. Station TCAS Architectural Features • Two Microcontrollers (MIE 1 & MIE 2) working in “2 out of 2” mode to achieve safety of desired functionality. • All modules are connected through redundant CANBUS. • Two redundant Microcontroller (MIE 3 & MIE 4) working on for radio communication and display. • Event logger for major event logging and storage for 30 days • Two UHF full-duplex Radio Communication Equipment with hot standby and associated antennae • Frequency of Transmission by Station : 466.8 MHz • Frequency of Reception by Station: 441.8 MHz • Two GPS units are interfaced with Station TCAS • Radio Antennae & GPS receiver antennae are permanently fixed on the preinstalled 30 mtr towers. • Two GSM/GPRS modems for transfer of failures to CMS.

22. Station TCAS Architectural Features ( Contd..) • Station-OCIP (Operation cum Indication Panel) provided for • station master. • Existing fail safe signal, point status relay interface contact • input reading. • 21’’ LCD monitor for yard display. • Bluetooth device for data Transfer. • Battery with battery charger cum power supply to provide • up to 24 hrs.

23. IBS/LC TCAS • Intermittent block Station/ Level crossing gate TCAS is similar to Station TCAS Unit, but with less no. of Inputs / outputs. • No user interface • Acts like a base station

24. Loco 2 Loco 3 Loco 1 Centralized Management System GSM Network Railnet Web Reports Central Management System Web Reports LAN Network Station A Station B Station C Station N

25. Station/IBS/LC TCAS - Schematic

26. Trackside RFID Tags • RFID Tags Provided at • Start/End of TCAS Territory • One Kilometer on Straight Track • At Turnouts to detect diversions and Infringements • Block Entry – foot of Last Stop Signal • Station Entry – at the end of the Block Overlap at the Station • Foot of Signal • Each Location with Pair of Tags for Redundancy • Rigid Fixture with Clamps on Sleepers

27. TCAS System Functions

28. ATP Functions • In-Cab Signaling • Detection and Prevention of SPAD • Display of Distance of Signal and Movement Authority • Loop Line Speed Control • Speed Control at PSR/TSR

29. Collision Prevention Scenarios • Prevention of Head-On Collision • Prevention of Rear-End Collision • Prevention of Collision due to Unusual Stoppage in Block Section • Detection of Train Parting with External Input • Manual SOS Generation Feature in Station TCAS • Manual SOS Generation Feature in Loco TCAS • Detection of Roll back

30. Supporting Functions • Full Duplex Radio Communication • Location with RFID and Existing Tachometer • Automatic and Manual Brake Test • No Database in Locomotive TCAS Unit • Automatic Train Length Measurement Feature • Station to Station Communication for Additional Layer Block Protection

31. Modes of Operations • Normal Mode • Controlled Mode (when any vital system fails) • Restricted Mode (15 Kmph operation) • Staff Responsible mode (Manual mode) • Coupled / banking operation • Trip and Post Trip Modes • On-Sight Mode • Reverse Mode (to move in reverse direction) • Shunting mode

32. Features of TCAS • Full Duplex Radio Communication • Location determination with RFID and existing Tachometer • Automatic and Manual Brake Test • No Database in Locomotive TCAS Unit ; hence operation, handling of yard layout changes will be easy. • Automatic Train Length Measurement Feature • Station to Station Communication for Block Protection (as additional layer) • Time synchronization of complete network through GPS

33. Features of TCAS ( Contd..) • Handling of New Train Formation • RFID based Track Id & Location Determination • Multi Level Braking Interface • Provision of Controlled Mode (Manual mode) Operation • TDMA based Communication protocol • Startup/Online Diagnostics • Event Logging • Central Monitoring through GSM / GPRS network for maintenance • Data up-loading & down loading through ‘Bluetooth’.

34. Environmental Specifications • Operating Temperature: -10 to +70 deg. C • Relative Humidity : 95% (non-condensing) • Vibration : 3 g for Loco; 2 g for Station & LC • Mechanical Shock : 20 g peak for 11 msec. (non-operating) • Bump : 40 g peak in packed conditions • MTBF (Planned) • - Loco unit: 20,000 hrs • - Station Unit: 60,000 hrs

35. Present Status • Installed Station TCAS in Nawandgi and Kurukunta stations • Installed Loco TCAS in one electric and one diesel loco • KMIL participated in several field trials to study / verify • Radio communication • RFID readers and tags • Inter-operability with other vendors equipment between stations Tandur, Mantatti, Nawandgi and Kurukunta. • Various control logics including SPAD • Prototype testing completed. (Same was used for site trials since Jan 14.) • Independent Safety assessor (ISA) clearance for Hardware design completed.

36. Present Status ( Contd..) • System documents under review by ISA. • Soil test for Tower erection completed. • Approval for Tower locations in stations and LCs from SCR • obtained. • Tower design with CPRI approval completed. • Relay room wiring in Station- approval from SCR obtained. • Unit level manufacturing in progress. • Software documents under review by ISA. • Software Functional logics developed and tested during site • trials.

37. TCAS Scenarios

38. Detection & Prevention of SPAD • Approaching Signal Aspect is Transmitted by Station TCAS to Loco TCAS • Loco TCAS Displays Signal Aspect on LP-OCIP • In case Driver fails to apply brakes to reduce the speed/stop the train, TCAS Applies brakes to stop the train. • On Change of Signal Aspect to green, brakes will be released

39. In Cab Signaling • Station TCAS gets inputs from Signaling and transmits the same to the approaching Loco TCAS • The Signal Aspect of the next approaching signal is displayed on the LP-OCIP • Movement authority is also displayed along with the signal aspect on the LP-OCIP • On Crossing the Signal, Next Signal Aspect and Movement authority is automatically updated on the LP-OCIP

40. Display of Signal & Movement Authority

41. Loop Line Speed Control • Station TCAS gets inputs from Signaling and transmits the route Information to the approaching Loco TCAS • In case the route is set to Loop Line and the Loco Pilot does not apply brakes to achieve speed limit, Loco TCAS applies brakes to regulate to the Loop Line speed Limit • If Loco Pilot applies brakes, then Loco TCAS will not apply brakes as speed is monitored dynamically

42. Prevention of Head-On Collision • Two trains approach each other in Block section on the same Track is sensed. • Station TCAS Transmits the HOC Condition to both Locos • Both Locos individually deduce HOC Condition based on Emergency Broadcast • Brakes are applied to both the Locos and brought to a stop

43. Prevention of Rear-End Collision • Two trains approach each other in Block section on the same Track is sensed. • Station TCAS Transmits the REC Condition to both Locos • Both Locos individually deduce REC Condition based on Emergency Broadcast • Brakes are applied to the Rear Loco and brought to a stop

44. Unusual Stoppage in Block Section • One Train Stopped in Block Section either due to Derailment or for any other Reason is sensed by Station TCAS • Station TCAS Transmits the Unusual Condition to the other Loco entering the Block Section • Unusual Stoppage Emergency Broadcast also is sensed by the approaching Loco • Brakes are applied to the Approaching Loco and regulates to 15 Km/h • In case there is no obstruction, Loco Pilot can increase the speed after crossing the stopped Train

45. Manual SOS from Station • There is a provision on SM OCIP for generating emergency condition • SM can Press the Manual SOS buttons • All trains within the range of 3000m applies EB and stops • Loco Pilots of the trains can press the Manual Override and pilot the train at 15 Km/h • On Cancellation of Manual SOS in the Source Loco, Speed restriction is removed

46. Manual SOS from Loco • There is a provision on LP OCIP for generating emergency condition • Loco Pilot can Press the Manual SOS buttons • All trains within the range of 3000m applies EB and stops • Loco Pilots of other the trains can press the Manual Override and pilot the train at 15 Km/h • On Cancellation of Manual SOS in the Source Loco, Speed restriction is removed

47. Prevention of Collision due to Train Parting • Using External Sensor for Train Parting, Loco TCAS detects train parting condition • Train Parting Message is sent to the Station TCAS as well as transmitted in the Emergency Communication Slots • Any Loco TCAS approaching the Parted Loco TCAS applies brakes to regulate the speed to 15 km/h • Driver can look out for infringement and can go at full speed on crossing the Parted Train

48. Train Length Calculation • Loco Unit Stores its position and speed in FIFO • Station TCAS transmits the Start marker time stamp T1 to Loco TCAS (in millisecond accuracy) • Station TCAS transmits the End marker time stamp T2 to the Loco TCAS (in millisecond accuracy) • Based on the start and end time and the speed at which Loco is traveling, Loco TCAS calculates the Train Length

49. Train Length Calculation Event “End“ Event “Start“ Train Length Event “Start“ Event “End“ Frame #n Frame #n+1 Frame #n+2 Frame #n+3 Frame #n+4 t (Start) t (END)

50. Auto Brake Test & Manual Brake Test • When Loco reaches a speed of more than 50 Km/h and is accelerating, Loco TCAS applies NB through Braking Interface Unit (BIU) • Speed is reduced by 20 Km/h • Based on the time taken, Deceleration constant (DC) of the train is calculated and stored for any future brake application. • Default DC is taken as 0.2 m/s2 • Calculated DC is extrapolated for application of FSB and EB • Manual Brake Test is applied in Loco sheds to test the functioning of BIU