Naeem Ali Director & Principal Consultant CBTC 2.0 Vehicle Centric Architecture & Train to Train Communication Rev 05

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Naeem Ali Director & Principal Consultant www.cbtcsolutions.

1 Naeem Ali Director & Principal Consultant CBTC 2.0 Vehicle Centric Architecture & Train to Train Communication Rev 05

2 CBTC 2.0 ARCHITECTURE Departure from Tradition

3 CBTC Architecture Central Control NMS PIS/ PAS Mast er Clock ATS WS1 Ethernet Network TCP/IP Ethernet Network TCP/IP WS2 CC Functions Routing Schedule Passenger Info Sys Classic CBTC 1.0 Architecture First generation of CBTC technology Radio Network TCP/IP ZC 1 Ethernet Network TCP/IP IOC1 SW PD ZC Functions Train Tracking Safe Train Separation Movement Authority PSD Control Interlocking ZCN IOCN SW PD Discrete IO VC1 VC2 VC Functions Propulsion Braking ATO Train Doors Passenger Info sys

4 CBTC Architecture Central Control NMS PIS/ PAS Mast er Clock WS1 Ethernet Network TCP/IP WS2 Zone Controller is removed CC Functions Routing Schedule Passenger Info Sys ATS Ethernet Network TCP/IP Radio Network TCP/IP ZC 1 Ethernet Network TCP/IP IOC1 SW PD ZC Functions Train Tracking Safe Train Separation Movement Authority PSD Control Interlocking ZCN IOCN SW PD Discrete IO VC1 VC2 VC Functions Propulsion Braking ATO Train Doors Passenger Info sys

5 CBTC Architecture Radio Network TCP/IP VC1 Vital System Database SW VC2 PD Central Control NMS PIS/ PAS Mast er Clock ATS WS1 Ethernet Network TCP/IP VSDb Ethernet Network TCP/IP ZC Functions Train Tracking ZC 1 Safe Train Separation Movement Authority PSD Control Ethernet Network TCP/IP Interlocking PSD Control IOC1 Interlockin g WS2 SW VC Functions Propulsion VC Functions VC1 Braking Train Tracking ATO Safe Train Separation Train Doors Movement Authority Passenger Info sys CC Functions Routing Schedule Passenger Info Sys ZCN IOCN PD Discrete IO VC2 ZC functions are shifted to the VC & IOC Vehicles communicate with each other (VC to VC communication). VC and ATS communicate directly with the IOC Vital System Database maintains system info

6 CBTC Architecture Radio Network TCP/IP Vital System Database IOC1 Central Control NMS PIS/ PAS Mast er Clock ATS WS1 Ethernet Network TCP/IP VSDb Ethernet Network TCP/IP PSD Control Interlocking WS2 CC Functions Routing Schedule Passenger Info Sys IOCN Focus of this presentation will be ZC functions transferred to the VC ZC functions transferred to the IOC VSDb Discrete IO SW PD SW PD VC1 VC2 VC Functions Propulsion VC Functions VC1 Braking Train Tracking ATO Safe Train Separation Train Doors Movement Authority Passenger Info sys VC2

7 TRAIN TRACKING If a train cannot be tracked, it cannot be protected

8 CBTC Train Tracking VC1 VC2 VC3 CBTC 1.0 VC4 ZC 1 The VC s report their position to ZC1 (position report) ZC1 tracks all VCs (trains) in the system based on their position reports. Position integrity checks are performed by ZC1 to ensure the position is accurate. Trains are not aware of other trains. VC1 is not aware of VC2

9 CBTC Train Tracking If there is a failure, such as a communication failure, ZC1 will create a buffer around the train. ZC1 will prevent other trains from entering this area.

10 CBTC Train Tracking VSDb VC1 VC2 VC3 CBTC 2.0 VC4 VC2 communicates with the VC in front and behind creating an awareness of all trains in the vicinity. VC2 will perform position integrity checks on the position reports received from the other VC s

11 CBTC Train Tracking VC2 communicate with the VC in front and behind creating an awareness of all trains in the vicinity. VC2 will perform position integrity checks on the position reports received from the other VC s If there is a failure, such as a communication failure, VC2 will create a buffer around the train. VC2 will report the failure and the buffer boundary to the VSDb. VSDb will update all VC s in the system of the failed train and buffer boundary.

12 INTERLOCKING

13 CBTC 1.0 Interlocking The ATS requests a route for VC1 that requires the switch to be in the normal position.

14 CBTC 1.0 Interlocking The ATS requests a route for VC1 that requires the switch to be in the normal position. If the switch can be reserved for VC1, ZC1 will command the switch to move to the normal position, lock and reserve the switch.

15 CBTC 1.0 Interlocking When the train passes through the switch, ZC1 will release (unlock) the switch.

16 CBTC 2.0 Interlocking The IOC is a input/output controller configured for a switch. When controlling a switch, the IOC will: Command the switch to normal or reverse. Lock the switch Read status Send statuses to the ATS and to any VC communicating with the IOC. Receive switch commands from the VC and ATS.

17 CBTC 2.0 Interlocking The ATS will send a route to VC1 that goes through the switch. When VC1 is within range of the IOC, VC1 will: Establish a communication link with the IOC Command the IOC to move the switch to normal and lock the switch. The IOC will command the switch to move normal, lock and & reserve the switch and send the switch position to VC1.

18 CBTC 2.0 Interlocking When the train passes through the switch, VC1 will send a release switch command to the IOC and terminate the communication link. The IOC will release (unlock) the switch.

19 SAFE TRAIN SEPARATION & MOVEMENT AUTHORITY How close to bring the trains

20 CBTC 1.0 Safe Train Separation ZC1 is aware of the status of all elements along the track such as switch status, location of trains and any other obstacle. Based on this information, ZC1 calculates the Movement Authority (MA) up to the first obstacle in the path of the train. ZC1 transmits the MA to VC2.

21 CBTC 1.0 Safe Train Separation Based on the MA, VC2 will determine the stopping point. VC2 will stop the train at the stopping point.

22 CBTC 2.0 Safe Train Separation VC2 is aware of all elements along the track such as: Switch status via the IOC. Location of other trains via the direct train to train communication link. Other obstacles on the track via the VSDb such as failed trains or closed blocks.

23 CBTC 2.0 Safe Train Separation VC2 is aware of all elements along the track such as: Switch status via the IOC. Location of other trains via the direct train to train communication link. Other obstacles on the track via the VSDb such as failed trains or closed blocks. Based on this information, VC2 will calculate the MA to the nearest obstacle.

24 CBTC 2.0 Safe Train Separation Based on the MA, VC2 will determine stopping point. VC2 will stop the train at the stopping point.

25 SCENARIO Put it all Together

26 CBTC 2.0 Scenario

27 CBTC 2.0 Scenario VC1 will establish a communication link with the ATS and VSDb

28 CBTC 2.0 Scenario VC1 will establish a communication link with the ATS and VSDb The ATS will provide VC1 with a destination. VC1 will calculate the MA and stopping point to the nearest obstacle.

29 CBTC 2.0 Scenario When VC1 is within range, VC1 will establish a communication link with the IOC controlling the switch and send a command to move the switch to the normal position. The IOC will command the switch to move normal, lock and reserve the switch.

30 CBTC 2.0 Scenario Once the switch is in the normal position, VC1 will determine the next obstacle (VC2). VC1 will establish a communication link with VC2 and receive speed and direction of travel information. The MA and stopping point will move past the switch to VC2.

31 CBTC 2.0 Scenario As VC2 moves forward, VC1 will move the MA and stopping point forward. When VC1 passes the switch, VC1 will send a release switch command to the IOC and terminate the communication link. The IOC will release the switch.

32 ADVANTAGES OF CBTC 2.0 Vehicle Centric Architecture and the new way.

33 Advantages of CBTC 2.0 Improved Safe Braking Model Shorter Headways Reduced response times Reduced equipment Increased reliability and maintainability

34 CBTC Safe Braking Model Emergency Brake Curve Brick Wall The model assumes VC2 is an immoveable object, even though it s moving 80kph VC1 80kph VC2 CBTC 1.0 Safety Distance This safe braking model is based on IEEE Annex D The safe braking model assumes VC2 is stationary and the safety distance is based on this assumption. If VC1 emergency brakes, it would stop just short of the brick wall. The safety distance is unnecessarily long because VC2 is moving away from the brick wall while VC1 is emergency braking the train.

35 CBTC Safe Braking Model Emergency Brake Curve for VC1 The model assumes VC2 is a moving object 80kph VC1 80kph VC2 CBTC 2.0 Safety Distance Since the trains communicate with each other, VC1 is aware of the speed of VC2 and travel direction. Therefore, VC1 s safety distance can overlap into VC2. If VC1 were to emergency brake, by the time it reached VC2, VC2 will have moved away.

36 CBTC Safe Braking Model Emergency Brake Curve for VC1 Train emergency braked to a stop The model assumes VC2 is a moving object CBTC 2.0 VC1 Safety Distance 80kph VC2 Since the trains communicate with each other, VC1 is aware of the speed of VC2 and travel direction. Therefore, VC1 s safety distance can overlap into VC2. If VC1 were to emergency brake, by the time it reached VC2, VC2 will have moved away. Allows trains to travel closer together and keep the safety distance as short as possible.

37 CBTC 2.0 Shorter Headways 80kph VC1 Headway 80kph VC2 CBTC 1.0 Safety Distance 80kph VC1 Headway 80kph VC2 CBTC 2.0 Safety Distance Headway is affected by various factors such as the turn back design and dwell times but the safety distance is also a factor. The above diagram is an over simplification to illustrate a point. A benefit of the reduced safety distance is the headway between trains is also reduced. More trains can move through the system.

38 CBTC 2.0 Faster Response Time CBTC 1.0 Loss of Switch Correspondence Central Control NMS PIS/ PAS Mast er Clock WS1 Ethernet Network TCP/IP WS2 CBTC 2.0 Loss of Switch Correspondence Central Control NMS PIS/ PAS Mast er Clock WS1 Ethernet Network TCP/IP WS2 ATS ATS Ethernet Network TCP/IP Ethernet Network TCP/IP F Radio Network TCP/IP E D C B A ZC 1 ZC 2 ZCN Ethernet Network TCP/IP IOC1 IOC2 IOCN SW PD SW PD SW PD Discrete IO D Radio Network TCP/IP C B A IOC1 SW PD SW IOC2 PD SW IOCN PD Discrete IO VC1 VC2 VC1 VC2 Delay = A + B + C + D +E + F msec Delay = A + B + C + D msec

39 CBTC 2.0 Faster Response Time CBTC 1.0 Train Timeout Central Control NMS PIS/ PAS Mast er Clock WS1 Ethernet Network TCP/IP WS2 CBTC 2.0 Train Timeout Central Control NMS PIS/ PAS Mast er Clock WS1 Ethernet Network TCP/IP WS2 ATS ATS Ethernet Network TCP/IP Ethernet Network TCP/IP ZC 1 B C Radio Network TCP/IP IOC1 A Radio Network TCP/IP IOC1 SW PD SW PD A VC1 VC2 VC1 VC2 VC1 VC2 VC1 VC2 Delay = A + B + C msec Delay = A msec

40 CBTC 2.0 Less Equipment Reduced Equipment The hardware for the ZC is no longer required Increased Reliability and Maintainability Less equipment to fail Less equipment to maintain

41 CBTC 2.0 Disadvantage Radio Network The latency on the wireless network is greater due to the number of links the VC has to establish. Major impediment to implementation.

42 CONCLUSION

43 Conclusion CBTC 2.0 is a radical departure from the first generation CBTC architecture. CBTC 2.0 offers: Improved headway by reducing safety distances. Improved safety by reducing response times. Increased reliability and reduced maintenance due to less equipment. Disadvantage is the wireless network latencies.

44 Contact Info If your organization is looking for CBTC expertise, reach out to me via . CBTC blog:

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