intermittent and continuous ATP 101119 - irse.nl

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Contacts of the DR and CTSPR relays are monitored and if they are out ofcorrespondence for whatever reason, a train stop alarm is given through theSupervisory System in the central control room. This alarm can then be reported tothe maintenance department so that action may be taken.As per the existing mechanical train stop system in normal operation, thedisarming of a beacon at Station one, due to the signal being at Green, prevents theStation two in rear train stop from disarming and clearing that station's protectingsignal until the train at Station one is clear of Station one's Overlap. In the event of atrain passing through Station one train stop, which does not eventually re-arm, thenthe protecting signal in rear at Station two will not clear, even though the leading trainhas cleared the forward protected section. In this situation a train stop failure alarmfor Station one is given in the central control room.CTS Train Carried Equipment Architecture And OperationFigure two shows the CTS Train Carried base architecture. The traincarriedsensor consists of two saturable coils and an aerial. The two saturable coils areconnected to two separate oscillator circuits, which are ultimately connected to alogic array decoder, and a Signal aerial whose signal is againconnected into a logic array decoder. When the train passes over a beacon withonly the permanent polarized magnets and no frequency signal, in the correctdirection, the saturable coils kill the two oscillators and an Emergency BrakeApplication is actuated through the logic array, interface card and brake solenoid.When the train passes over a beacon that is energised by the 25.6 kHz signal,this frequency signal is detected first and suppresses the train trip called for by thesaturable coils passing over the permanent magnets. A short comfort beep is given tothe driver to indicate that the CTS system has just passed over a disarmed beaconand is operating normally. In the event that the Sensor sees only a 25.6 kHz signaland not the permanent magnets, then an audible alarm is given to the Driverindicating an error. The driver will then be required to obey restrictive operationalrules in this situation.In passenger service the normal mode of driving is Automatic (ATO) with thepossibility of the train being driven in Unrestricted Manual mode. In the event of aTrip at a red signal that produces an emergency brake application the operator is33
equired to reset the train-carried CTS unit. Upon resetting the CTS unit the drivingmode is automatically forced to 'Restricted Manual' operation(25 km/h speed limit). This speed limit remains in force until the train passes avalid disarmed (green) beacon, which will usually be at the next station. When theon-board CTS unit receives the signal from this valid beacon, then the speedrestriction is automatically removed and normal driving is re-established.The main CTS train-carried control equipment is installed under one of thelockable passenger seats. The driver interface and controls (reset etc.) for the CTSsystem are installed within the cab area in a locked enclosure for access whenrequired.The maximum speed on Glasgow Subway is only 60 km/h though thespecification for the train-carried equipment is quoted as able to trip vehiclestravelling up to 250 km/h.34
Page 1 and 2: An Introduction to Intermittent and
Page 3 and 4: level the degree of safety is also
Page 5 and 6: affordable at all. In literature, e
Page 7 and 8: contradiction stems from the fact t
Page 9 and 10: GWML en Chiltern lines indicate tha
Page 11 and 12: Technology of ATP/ATC systemsThis c
Page 13 and 14: AWS MagnetsAn electrical transmissi
Page 15 and 16: Positioning of Indusi magnetsIn the
Page 17 and 18: end was traditionally done means of
Page 19 and 20: Train-borne System Architecture and
Page 21 and 22: Some parts of the train control sys
Page 23 and 24: fairly rare occurrence and, when th
Page 25 and 26: Examplesof ATP/ATC systemsLZB As Ex
Page 27 and 28: LZB data flowThe data available fro
Page 29 and 30: • signal aspects• point setting
Page 31 and 32: SELCAB transmissionThe number of se
Page 33: The first curve (indication curve)
Page 37 and 38: tests on sites located in different
Page 39 and 40: Current European ATP systemsThe fol
Page 41 and 42: • Level 2 is also based on conven
Page 43 and 44: signal information, it has to be ac
Page 45 and 46: Euroloop locationsLevel 2 would be
Page 47 and 48: information can be processed by the
Page 49 and 50: Ensuring safe and reliable operatio
Page 51 and 52: References and Bibliography1 ATP -
Page 53: Table 2 Numbers of existing ATP equ

intermittent and continuous ATP 101119 - irse.nl

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