alstom‘s driverless systems : the axonis gregoire renie
TRANSCRIPT
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ALSTOM‘s Driverless Systems : theALSTOM‘s Driverless Systems : theAXONISAXONIS Solution Solution
Gregoire RENIEGregoire RENIESingapore Circle Line Project ManagerSingapore Circle Line Project Manager
April 2003April 2003
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ALSTOM‘s Driverless Systems :ALSTOM‘s Driverless Systems :the the AXONISAXONIS Solution Solution
Why Going Driverless ? The AXONIS Solutions
– Singapore North East Line
– Singapore Circle Line– Lausanne M2
Agenda
ALSTOM‘s Driverless Systems : the ALSTOM‘s Driverless Systems : the AXONISAXONIS Solution Solution
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ALSTOM‘s Driverless Systems :ALSTOM‘s Driverless Systems :the the AXONISAXONIS Solution Solution
Why Going Driverless ?
ALSTOM‘s Driverless Systems : the ALSTOM‘s Driverless Systems : the AXONISAXONIS Solution Solution
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Why Going DriverlessWhy Going Driverless ?
Driverless Metros allow for:– A modern Image of the city– Low Operating costs by reducing the number of Operating
personnel– Flexibility:
• Maintaining an attractive schedule and headway also outsidethe peak hours
• Fulfilling precisely the prescribed timetable through strictcontrol of stop duration in stations
• Adapting instantly to increased transport demand throughinjection of supplementary trains.
Driverless System: unmaned trains either for trainmovement nor for doors operation.
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Why Going DriverlessWhy Going Driverless ?
Other advantages, compared to manned service– avoidance of „Human Errors“, thus
• improved operating safety (proven through statistics)• higher transport capacity also in degraded service• independence from irregularities caused by operation
personnel (strikes …)
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ALSTOM‘s Driverless Systems :ALSTOM‘s Driverless Systems :the the AXONISAXONIS Solution Solution
The AXONIS Solutions
ALSTOM‘s Driverless Systems : the ALSTOM‘s Driverless Systems : the AXONISAXONIS Solution Solution
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15 000
5 000
Pass
enge
rs p
er h
our p
er d
irect
ion
AXONIS 100
Steel or rubber tyretechnology
12 000AXONIS 200
40 000
3rd rail or catenary
33 000
80 000
AXONIS 300
AXONIS - a range of automatic, driverless metros
Driverless Metros
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Line length : 20 km in tunnel 16 stations
Capacity : 42000 pphpd
25 6-Car Trains (Metropolis)
Train length : 138 m Train width : 3.21 m 300 seats per train 1050 Passengers per Train
Steel Wheel
Conv. motors (ONIX Driven)
Catenary (1500 V)
90 Seconds Headway Full Moving Block ATC Leaky waveguide Link
Platform Screen Doors
- Revenue Service in 2003 -- Revenue Service in 2003 -
3 contracts ALSTOM: - C751A (Electric Trains) 1998 - C752 (Signalling and PSD) 1997 - C790 (System Integration) 1999
Singapore NEL Project
AXONIS 300
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Line length : 40 km in tunnel Nb of stations : 35
Capacity : 26800 pphpd
46x3-Car Trains (Metropolis)
Train length : 70 m Train width : 3.2 m 148 seats per train 670 Passengers per Train
Steel Wheel
Conv. motors (ONIX Driven)
3rd rail (750 V) 90 Seconds Headway Full Moving Block ATC Leaky waveguide Link
Platform Screen Doors
- Revenue Service starting 2006 (stages 1-2 and depot) -- Revenue Service starting 2006 (stages 1-2 and depot) -
Electro-Mechanical contract C830 - Stage 1 end 2000 - Stage 2 june 2001 - Stages 3 to 5 Jan. 2002 - Stage 6 pending
Singapore CCL Project
AXONIS 200
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NS Line
NE Line
EW Line
MRL & CIRCLE LineStage 1 (MRL)
Stage 2Stage 3Stage 4Stage 5Stage 6
MARINA &CIRCLE Line
A project in 6 stages
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Line length : 7,5 km with 12% 14 stations (9 in tunnel)
Capacity : 6600 pphpd
15 2-Car Trains (Rubber tyres) Train length : 30.7 m Train width : 2.45 m 62 seats per train 222 Passengers per Train
Tyre Wheel
Conv. motors (ONIX Driven)
3rd Rail (750 V)
120 Seconds Headway Full Moving Block ATC Leaky waveguide Link
Platform Screen Doors
- Revenue Service in 2007 -- Revenue Service in 2007 -
4 ALSTOM contracts signed in 2001: - Electric Trains - Signalling and ATS - Tracks - Traction PowerSystem integration contract undernegociation
Grancy
Délices
Jordils
Ouchy
Lausanne Flon
Lausanne CFF
Riponne
BessièresCHUV
Ours
Sallaz Fourmi
Vennes Croisettes
Lausanne M2 Project
AXONIS 100
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ALSTOM‘s Driverless Systems :ALSTOM‘s Driverless Systems :the the AXONISAXONIS Solution Solution
The AXONIS Products
ALSTOM‘s Driverless Systems : the ALSTOM‘s Driverless Systems : the AXONISAXONIS Solution Solution
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Electric Trains
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Steel wheel train with catenary power supply 6 cars train Heavy capacity: 1050 passengers per train
MetropolisNorth East Line train
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Steel wheel train with Third rail power supply 3 cars train Medium capacity: 670 passengers per train
Metropolis
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Trainborne Passenger Information System
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Rubber tyres wheel train with Third rail powersupply
2 car trains Low capacity: 222 passengers per train
M2 Lausanne
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Signalling and ATS
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54
4 Train traffic regulation
3
3 Automatic Train Operation (ATO)
2
1 68
1
2
5
8
Train protection (ATP)
Staff and passenger protection
Timetable
6 Driver support
7
7 Passenger information
Diagnosis report to control center
S
S Safety management
URBALIS 300URBALIS 300 Driverless Automatic
Continous, dual path communication train-track Continous, dual path communication train-track through IAGO wave guidethrough IAGO wave guide
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EQUIPMENT ROOMATC & INTERLOCKING
OCC & STATION AUTOMATICTRAIN SUPERVISION
URBALIS 300URBALIS 300 Automatic Train Control and Supervision
Normal operation : Moving Block with on-board processorNormal operation : Moving Block with on-board processorDegraded operation : Fixed Block using track circuitsDegraded operation : Fixed Block using track circuits
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URBALIS 300URBALIS 300 IAGO: Train to Track Continuous Transmission System
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Platform screen doors ,
point machines.
Line signals
ASCVASCV
FEPFEP
WBSWBS
FSFB
Inter-sector Link
ATC net
CBTC
EB
ATS
ATS
ATC-Sector
ATC-Sector
Broad band network (multi-services)
IAGO-high frequency waveguide : ATP, moving block, video
Fixed Block controlInterlocking
Condition of the ATC-Sector (trains positions)
Station 1 Station 2
URBALIS 300URBALIS 300 Overall Architecture
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ICONIS 300ICONIS 300 Traffic Supervision
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System Integration
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C830 Consortium Organisation led by ALSTOM
C830 Consortium
LTA
Civil-worksContractors
Other E&MContractors
C830Integrated System
Project Team
Group 20Electrical
Trains
Group 30SignallingATS, ISCS
OCC and MMS
Group 40Tracks3rd rail
Traction power
Group 50PSD, AMS,STIS, COMs
AFC interface
Group 10System design
Test andCommissioning
Project ManagementProject Co-ordinationProject ControlInstallation & Site MngtQuality AssuranceSystem AssuranceDoc. & Configuration Mngt
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From an assembly ofcomponents...
… To a fullyOperable andIntegratedSystem
C830 System Integration Approach
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Requirements
Design &Interfaces
Operational &Functional
TrialRunning
Validation
Integration
ArchitectureInterfaces
Spécification
ArchitectureInterfaces
Spécification
ArchitectureInterfaces
Spécification
ArchitectureInterfaces
SpécificationSubsystemsSpecification
Subsystemsdesign
Intégration
Validation
Intégration
Validation
Intégration
Validation
Intégration
Validation
SubsystemsIntegration
SubsystemsValidation
ManufacturingMounting /Installation
Test
& C
omm
issio
ning
pha
ses
System Design
Phases
The “V” cycle for System Integration
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System Design
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System Engineering approach takes into account :– System functions applied to various technologies (software,
mechanical, electrical...)
– Operation & maintenance
– Safety and availability
And merging this together in a single EngineeringStructure allows:� To ensure the implementation of customer requirements� To define the best architecture� To perform and extensive validation of the system
System Engineering Objectives
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4 Nominal Operational Scenarios– In station or In tunnel– Triggered by Detrainment doors handles– Triggered by Side doors handles
2 Operating Strategies– Main line Revenue Service– Main line Off Service
3 Operational Contexts :– In station– In inter station– In depot & Siding
Degraded Operational scenarios– Doors related – OCC communication– Obstacles in tunnel
7 subsystems Involved– Rolling Stock– Signalling & controlling– ATS – Power Supply– ISCS– Communication– Travellers Information System
8 System Functions Involved– Train Doors monitoring – Traffic Management – Control train movement– Automatic mode Management– Power Supply management – Passengers Exchange– Radio Communication– Video surveillance
10 Processes Involved– Train hold at station following a loss of traction
power supply– Automatic video digital recording– PEC answered by OCC– Switch on:off traction power supply– Control train movement– Control passenger exchange– Train Evacuation sequence triggered by a
Detrainment Door actuation– Train Evacuation sequence triggered by a Saloon
door Emergency Handle Switch– Train Evacuation sequence triggered by a mute
Train or ATC track side failure– Train evacuation inhibition management
Example of “integrated function”: passengers evacuation
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Operating Modes and Principles Définition
Defining the coherence of each Sub-system design with regards to theSystem Operation Requirements.
– taking into account all nominal and degradedmodes of operation, including of emergencymodes
– Identification of the corresponding issues interms of System design criteria,
– Application of such issues to the systemarchitecture according to each sub-systemdesign criteria,
– Refinement of criteria in respect of interfacingconstraints.
Production of structured descriptions forall Operating Principles in the form of “flowcharts”
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Operating Modes and Principles Définition
Most critical partfrom the user(operator) point ofview
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System Architecture and Performance Assessment
Production of simulations and analysis ofSystem operational performance
– and validation of operational performanceallocation for each of the sub-systems.
Simulations are performed to evaluate andverify the following criteria: commercial speed, headway, power consumption and ultimately: system transport capacity
Taking into account all parametersnamely: the exact track alignment including the cant for
each curve, the “passenger comfort” criteria Traction power capacity and Trains and ATO
dynamic characteristics
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System requirements specification
The System Functional analysis allows to identify:
– Transverse functions (i.e. functionsshared between subsystems)
– Interface data flows between sub-systems
RAMS and EMC analyses allowto identify:
– Safety constraints applicable to System function and/or operation
– Reliability and Maintainability constraints– EMC constraints applicable to Sub-system electrical equipment
All requirements are apportioned and allocated to Sub-systems designaccording to the overall System performance target
432
Train doors status
RecoverNominal
conditions
{Access to station plateform requested}{Detraining area securing resquested}
Initiateevacuationsequence
R3
{occ notification trigerred}{train hold at next station requested}
1522
1511
ProceedTo
passengersdetrainment
[Train stopped detected ]
[Passenger Evacuation demand]
1522
432
{train hold at next }
{Evacuation demand detected}
411
411
411
Train train hold Request
Evacuation demand alarm
Train Location
Precise stop
313,416,412
{detraining area secured}
422
close train doors
422
{Doors maintained close}
422
{Doors released}
[Evacuation demand detected]
42244
Release doors
415
{All Train stopped in detraining area}
[All passengers safely reachstation platform ]
R4
313
412416
Section traction powerinhibition request
Securing zone request
Remote vital evacuation reset 313
412416
Section traction powerinhibition request
Securing zone request
{Evacuation alarm acknowledged}
1522
{Train Hold released}
R4
{Evacuation demand request}
31416412
{Detraining area protection removed}
313415
{Train removed from detraining area}
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Interfaces resolution
Interfaces resolution processcovers:
– from Civil interface to EMC compatibilityconstraints,
– Including signals data exchanges betweencomputerised sub-systems
Example above illustrates theprocess for trains/ATO dynamicinterface:
– modelling the cinematic behaviour of trains– integrating the ATO driving loop in the model– assessing the fleet performance for precise
stopping accuracy
somme des commandes intégrales
- 4
- 3
- 2
- 1
0
1
2
3
4
-0 , 8 -0 , 6 -0 , 4 -0 , 2 0 0,2 0,4 0,6 0,8
Limite pour des trainsà forte pilotabilité
Trains limite pilotabilité
Trains non commandables
Trains limite pilotabilité
Trains non commandables
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Test & Commissioning
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Core System Integrationand Validation in platforms and
on Valenciennes Test Track
C833
Fire
Pro
tecti
on S
yste
m
C834
Esca
lator
s and
Lifts
C835
AFC
C122
3RA
TIS
C828
Sign
age
and
Grap
hics
C821
Depo
t
C831
Tunn
el Ve
ntila
tion
Civil
Wor
ksC8
32St
ation
Elec
trica
l Fac
ilitie
s
C829
Sta
tion
Cont
rol R
oom
s
C830 System Integrationand Validationin Singapore
MRL System Integrationand ValidationIn Singapore
C830 SystemIntegration
C830 SystemIntegration
C830 SystemValidation
C830 SystemValidation
DEPO
T
OCC/
ISCSTI
S
TRAC
K
POW
ER S
UPPL
Y
PSD
AMS
COM SIG RSMMS
C830 SystemIntegration
C830 SystemIntegration
C830 SystemValidation
C830 SystemValidation
MRL System Integration
IntegratedSystem Test &
Commissioning
ArchitectureInterfaces
Intégration
Spécification Validation
ArchitectureInterfaces
Intégration
Spécification Validation
ArchitectureInterfaces
Intégration
Spécification Validation
ArchitectureInterfaces
Intégration
ValidationSpécification
System Test and Commissioning
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Sub-system testing and Validation
Intra Sub-System tests
Integration Tests
Pair-wise Interface tests
System IntegratedTests
Functional, Safety-related and Operational tests
Tests are performed on dedicated platforms:
At works
Factory
Laboratories
Supplier ’s place
Off-shore test integrated platforms
PVI passenger vehicles integration
TIP TIMS Integration Platform
IFAT Integated FAT Platform
SIP Signalling Integration Platform
VTT Valenciennes Test Track
On-shore
Subsystems Test & Commissioning
Integration tests
Integrated Tests
TEST RUNNING
T&C Strategy: a progressive integration approach
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20
40
60
80
100
120
TOTAL ISSUES S/System internal issues
System interface issues System Functionnal issues
Test indicators (example)Test indicators (example)
Evolution of testing per month(non cumulative)
0
10
20
30
40
50
60
70
80
90
100
Non Regression tests
Nb. Test Done
Nb. Tests OK
Quantitative andstatistical analysis Qualitative Analysis
Effectivity of the tests
System Validation System Validation
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The Valenciennes Test Track
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SpeedTrack
EnduranceRing
DriverlessCircuit
The Valenciennes Test Track: 3 different circuits
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120 km/h-track
(2,8 km)
Endurance Ring(1,85 km)
Driverlesscircuit(3 km)
Workshop building, technical installations
and administration offices
Substation
Station with platformand screen door
Connections between circuits
Access road
High voltage supplyConnection to SNCFConnection to ALSTOM Factory
Depot and workshop tracks
Station
Valenciennes Test Track Infrastructures
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43Les Essais système à Valenciennes
Integrated test with ATC equipment and test tools
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Trains running on Driverless Circuit
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Trains running on Driverless Circuit
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Trains Berthed in Station with PSD
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