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AUTOMATIC TRAIN PROTECTION SYSTEM RAS 8385/IR

SHORT DESCRIPTION

1. Introduction Purpose of this document This document is specification of the Automatic Train Protection System (ATPS) AUTOSTOP RAS 8385. This specification is property of ALTPRO d.o.o., it serves as definition of specifications of performances in completing a project for the named customer. It is protected by copyright as an unpublished work and it to be treated as confidential. All rights are reserved. The specification may not be passed on or duplicated, nor may its contests be exploited or disclosed, unless approved. 2. Short history of the INDUSI system Automatic Train Protection System (ATPS) based upon inductive coupling (INDUSI, Punktförmige Zugbeeinflussung – PZB) is introduced for the first time in 30thies of the 20th century. Current system consisted of central unit and two balisas as we are offering is the best known, the safest and form technically point of view the most convenient worldwide train protection system from 60thies of the 20th century. This system is standard in big number of countries. It is consisted from track side and train born equipment. Light (or mechanical) signalisation on the rail track is connected to the track side INDUSI equipment. According to light signalisation, track magnets or track balisas are activated in order to transfer information from traffic light status to the train born INDUSI equipment. Information is transferred in one point so that is why the system is punctual. According to the information from the track, speed, driver responses and awareness, train born INDUSI central unit activates emergency braking. Because locomotive magnet radiates energy (close EM field), it is also called an INDUSI antenna. Emergency braking is forced to avoid possible accidents when driver does not obey stop sign red light (STOP), speed limits or warnings and fails to respond. 3. INDUSI description INDUSI system is consisted of two major parts: x Track side equipment x Train born equipment

3.1. Track side equipment Track side INDUSI equipment includes track magnet for 500 Hz and the track magnet for 1000 and 2000 Hz. Those magnets are passive resonant circuits meaning they do not need power supply. They are mounted on the right side of the movement direction. Track magnet can be activated by the existing relay contact on the traffic light or traffic light can be additionally equipped with auxiliary relay. Closed contact deactivates track magnet. Open contact activates track magnet. Also on 1000/2000 Hz track magnet, ALTPRO d.o.o. D. Golika 63,10000 Zagreb CROATIA

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150-250 m

max 6 m

max 6 m

closed contact activates 1000 Hz circuit while open contact activates 2000 Hz circuit. Schematic of the track installation is on the figure 1.

1000 Hz track magnet on distant (yellow) signal or 2000 Hz track magnet on main (red) signal

Figure 1.

500 Hz and 2000 Hz magnet on main signal (yellow and red signal – speed trap)

INDUSI track side equipment installation

For track side INDUSI system ALTPRO d.o.o. is manufacturing two types of track magnets: x Track magnet PM 500 track magnet with resonant frequency at 500 Hz, can be set to active (open contacts) and not active state (closed contacts) x Track magnet PM 1020 track magnet with two resonant frequencies at 1000 and 2000 Hz, can be set to inactive state (both closed contacts), 1000 Hz (one open and one closed contact) or 2000 Hz (open both contacts)

3.2 Train born equipment Train born antenna or locomotive magnet radiates three frequency signals of 500, 1000 and 2000 Hz continuously while operating. In the moment when locomotive magnet is over track magnet (500, 1000 or 2000 Hz), inductive coupling cause current drop of that ALTPRO d.o.o. D. Golika 63,10000 Zagreb CROATIA

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particular resonant circuit while current in other two resonant circuits remains the same. That current drop is sensed by the central ATPS unit and according to that responds with certain action. Schematic of the INDUSI train born equipment is on the figure 2.

Figure 2.

INDUSI train born equipment

As locomotive can operate in both directions, two locomotive magnets are installed, one on each (right) side (of the moving direction) of the vehicle. Major parts of the train born INDUSI system manufactured by ALTPRO d.o.o. are: x RAS 8385 central TCS unit: includes logic devices, actuators, frequency generators, influence sensors x Locomotive magnet LLC 0512: with resonant frequencies of 500, 1000 and 2000 Hz AUTOSTOP RAS 8385, Central ATPS unit, is connected to the pneumatic system trough which it activates the brakes and stop the train. It is also connected to the incident recorder so all actions and signalisations can be saved for future analysis and evaluated after any kind of accident. For checking driver awareness, Deadman Control system is added as one separate safety system. Schematic of the train born installation is on figure 3.

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Cabin A Time

Speedometter ALARM 2

3

1 Acknowledge

Foot switch

Cabin B Time

km/h

Speedometter ALARM 2

3

1

Hand switch

Acknowledge

Override

Override

Release

Release

km/h Foot switch

Hand switch

TRAIN BORN EQUIPMENT

Deadman control (SIFA)

Pneumatic installation

AP RAS 8385 CENTRAL UNIT

RAS 8385 Electric installation Incident recorder KWR 6 Black box

Speed sensor ODO METTER

Emergency Brake

Locomotive magnet A

Locomotive magnet B

Track magnet PM 1020

Track magnet PM 500

RAILWAY TRACK TRACK SIDE EQUIPMENT

Figure 3.

Schematics of the train born installation with track side components

4. RAS 8385 INDUSI ATPS system operation Operation of the system is based upon transferring a signal from the track onto the train using the principle of the inductance coupling. As there are three frequencies, three different signals can be transferred (figure 4).

1000 Hz influence 1000 Hz is used for distant signal (green light fleshing or yellow light). After crossing 1000 Hz track magnet, driver has to push acknowledge button within 4 seconds. If driver does not respond within 4 seconds, system will force emergency stoppage. At the same time when influence 1000 Hz is detected, another timer is activated. If driver

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has pushed the acknowledge button within 4 seconds, that timer will continue. After time elapses, system will check velocity to confirm that everything is all right. If velocity exceeds speed limit, system will force emergency stoppage. Time and speed limit depends on running mode.

Green light

All track magnets INACTIVE

No influence on the brakes

1000 Hz track magnet ACTIVE

Checks driver's awareness and speed after deceleration. Activates emergency brakes if driver does not respond properly on the light signal and if does not decrease speed below speed limit.

2000 Hz track magnet ACTIVE

Activates emergency brakes

(speed trap) - 500 Hz ACTIVE

Activates emergency brakes if current speed is above the speed limit

Fleshing Green light or Yellow light

Red light STOP

Figure 4.

signals on the track with correspondent track magnet activation

500 Hz influence 500 Hz influence is used on station entrance and is activated if main signal is red. When crossed, system compares speed with speed limit and if speed is higher then speed limit, it will force emergency stoppage.

2000 Hz influence 2000 Hz influence is used on main signal for red light. When crossed, system will force emergency stoppage. If override button/switch is activated, system will not force emergency stoppage but it will be recorded that the override button/switch has been used. 5. Mode selection Before starting, running mode for the train has to be selected. It can be selected internally in the central AUTOSTOP unit, or can be selected externally. If selected internally, externally selection does not have affect. It is possible to select one of three possible running modes depending on the installed logic module inside the central unit of RAS 8385. If RGG 2001 logic module installed, running modes 1, 2 and 3 can be selected. If RGG 2002 logic module installed, running modes E, 1 and 2 can be selected. Labels E, 1, 2 and 3 refers: E ICE 1 InterCity trains ALTPRO d.o.o. D. Golika 63,10000 Zagreb CROATIA

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2 local and regional trains 3 cargo trains According running mode and train type, there are three groups of speed limit and time checking values: 500 Hz influence

1000 Hz influence Time Speed Acknowledge check [s] limit [km/h] time [s]

Train type

Running mode

Max speed [km/h]

ICE Inter City

E

160

90

16

130

4

1

120

65

20

90

4

Regio

2

100

50

26

65

4

Cargo

3

80

40

34

50

4

Table 1.

Figure 5.

Speed limit [km/h]

Values according running mode selection

AUTOSTOP RAS 8385 braking curves

Each running mode has its own braking curve. That curve depends on train speed, max load and percentage of braking. Braking curves for running modes 1, 2, and 3 is on figure 5.

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6. Signalization and serving In the driver’s cabin there are three light bulbs, buzzer, and three buttons for serving the AUTOSTOP and AUTOSTOP state signalling. Diagram of the cabin components is on figure 6. x Two blue bulbs indicate running mode and pressure in the pneumatic system. First blue bulb illuminates if running mode 2 has been selected and there is pressure >1,9 bar in the pneumatic system. x Second blue bulb illuminates if running mode 3 has been selected and there is pressure >1,9 bar in the pneumatic system.

Figure 6. x x

Cabin component diagram

Both bulbs illuminates if running mode 1 has been selected and there is pressure >1,9 bar in the pneumatic system Yellow bulb illuminates after 1000 Hz influence and will be ON while time check elapsed. If 1000 Hz influence causes emergency stoppage for not obeying speed limit, yellow bulb will remain ON until brakes are released.

If there has been forced emergency stoppage, buzzer (ALARM) will sound on while emergency stoppage operation, air is released from the pneumatic system causing brake activation. Loosing pressure will result with turning blue bulbs OFF (one or both depending of running mode). After 6 seconds from the braking action, releasing the brakes and repressuring the system is allowed. It can be done by pushing the RELEASE button. That operation will seal the pneumatic system and it is possible then to put pneumatic system under the pressure again. That is a standard procedure every time emergency stoppage has been initiated. ALTPRO d.o.o. D. Golika 63,10000 Zagreb CROATIA

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If 1000 Hz influence has been detected, driver has to push ACKNOWLEDGE button within 4 second. If fails to do so, system forces emergency stoppage. If driver push ACKNOWLEDGE button within 4 seconds from 1000 Hz detection, system will continue to measure time according the running mode (table 1) and yellow bulb will illuminate. If for some reason driver has a directive to go on RED signal (malfunction or track problem), to avoid emergency stoppage, drive can push OVERRIDE button and cross the 2000 Hz. While OWERRIDE button/switch is activated, buzzer will sound alarm and that action will be recorded in the incident recorder. Beside that elements, in the cabin are speedometer for speed indication, foot and hand switches for deadman control system. Block diagram of the connection in the between deadman system, AUTOSTOP RAS 8385 ATPS, incident recorder, cabin and the pneumatic system is on figure 7. Cabin A/B Signalization Speedometter km/h

Buttons Deadman control (SIFA) Installation Incident recorder KWR 6 Black box Service and TEST PC

Pneumatic installation

AP RAS 8385 CENTRAL UNIT

Locomotive magnet A

Emergency Brake

Locomotive magnet B

Figure 7.

Speed sensor ODO METTER

Locomotive safety devices interconnection

7. Registration For registration is used KWR 6 incident recorder. Five digital values together with speed and pressure are memorised and stored on a flash memory card. During operation, system can be monitored by PC compatible computer. ALTPRO d.o.o. D. Golika 63,10000 Zagreb CROATIA

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8. Analogue part As an essential part of the INDUSI system comes ANALOGUE PART. This part consists of locomotive magnet (A and B), frequency generators (500, 1000 and 2000 Hz), envelope detector (for each channel) and (depending on type and manufacturer of the locomotive magnet) an optional tuning mechanism. As a unique product of this type, ALTPRO is producing these modules for easy adaptation into the old and new INDUSI systems. Block diagram is on the figure 8. COM COM

AMPLIFIER 500 Hz

500 Hz

AMPLIFIER 1000 Hz

1000 Hz

AMPLIFIER 2000 Hz

2000 Hz

FARIS 500 Hz

DETECTOR 500 Hz

500 Hz

DETECTOR 1000 Hz

1000 Hz

TCM MODULE (SEL ADAPTER 1000 Hz OPTIONAL)

2000 Hz

2000 Hz

1000 Hz

DETECTOR 2000 Hz

500 Hz

LOCOMOTIVE MAGNET A

2000 Hz

BRAKE ACTUATORS

DIRECTION A/B

2000 DS

1000 DS

DIAGNOSTIC 500 DS

10 Hz

TEST AP

20 Hz TEST AP 10 Hz

COM

20 Hz

QUARC OSCILATOR

APED

COM

GAP 0512

DIGITAL PROCESSING AND LOGIC

LOCOMOTIVE MAGNET B

ANALOGUE SIGNAL

DRIVER'S CABIN A

DRIVER'S CABIN B

Figure 8.

DATA RECORDER

SPEED SENSORS

PREASSURE SENSORS

DIGITAL SIGNAL

Analogue part of INDUSI system and connections to digital part

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9. Technical specification for RAS 8385 Device input voltage Device operating voltage Device max. current

24 V= 14,4-50,4 V= 1.8A

Time supervisions Nominal value of resonate current of a locomotive balise (magnet) for the circuit of 500 Hz, 1000Hz and 2000 Hz Release current of a locomotive balise (magnet) for the circuit of 500Hz, 1000Hz and 2000Hz Speed check at 500Hz: -for mode of running 1 2 3 Time speed check at 1000Hz -for mode of running 1 2 3

ALTPRO d.o.o.

4s, 16s, 20s, 26s, 34s 270mA (±10%) 148mA (±10%) Check speed: 65 km/h 50 km/h 40 km/h Check speed: 90 km/h 65 km/h 50 km/h

Time required for device to return to initial state after forced stoppage Air-line pressure needed for light indication to turn off after forced stoppage Operating temperature range

D. Golika 63,10000 Zagreb CROATIA

72 V=,110 V= 40-154V= 1.8A

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After: 20 s 26 s 34 s 5-7s

1.0-1.8 bar from -25°C to + 70°C

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