AŽD Praha s.r.o. CRV&AVV ATO system used on vehicles of Czech Railways Dr.Ing. Ivo Myslivec...

AŽD Praha s.r.o.

CRV&AVVATO system used on vehicles of

Czech Railways

Dr.Ing. Ivo MyslivecAŽD Praha, Plant Technics, R&D WG1

ATO AVV presentation 09/2009 2

ATO today

New class 471 EMUs were designed with ASR+ATB+ESD implemented as a inherent part of control system(Please wait for animated clip)

ATO AVV presentation 09/2009 3

ATO today

New class 471 EMUs were designed with ASR+ATB+ESD implemented as a inherent part of control system

How does ATO work…?

ATO AVV presentation 09/2009 4

ATO today

New class 471 EMUs were designed with ASR+ATB+ESD implemented as a inherent part of control system

How does ATO work…?

What does it need…?

ATO AVV presentation 09/2009 5

ATO today

After switching ATO on, following train data must be entered:(Please wait for animated clip)

ATO AVV presentation 09/2009 6

ATO today

After switching ATO on, following train data must be entered :

Train number

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ATO today

After switching ATO on, following train data must be entered :

Train number Braking ratio

ATO AVV presentation 09/2009 8

ATO today

After switching ATO on, following train data must be entered :

Train number Braking ratio Train length

ATO AVV presentation 09/2009 9

ATO today

After switching ATO on, following train data must be entered:

Train number Braking ratio Train length Initial speed

ATO AVV presentation 09/2009 10

ATO today

After switching ATO on, following train data must be entered:

Train number Braking ratio Train length Initial speed

ATO now needs to orientate on the line

ATO AVV presentation 09/2009 11

ATO today

For ATO positioning, magnetic balises type MIB-6 are used on SŽDC network:

In future, ETCS balises will be used instead

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ATO today

All necessary static informations are stored in Route Map:

Track speed limits

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ATO today

All necessary static informations are stored in route map:

Track speed limits

Signal positions

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ATO AVV presentation 09/2009 14

ATO today

All necessary static informations are stored in route map:

Track speed limits

Signal positions

Platforms

ATO AVV presentation 09/2009 15

ATO today

All necessary static informations are stored in route map:

Track speed limits

Signal positions

Platforms Gradients

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ATO AVV presentation 09/2009 16

Target braking

What is driving with ATO like…?(Please wait for animated clip)

ATO AVV presentation 09/2009 17

Target braking

After closing the door driver pushes the Master Controller ahead…

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Target braking

…and holds it until the speed reaches 3 km/h.

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Target braking

Train driving is now controlled fully automatically.

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Target braking

Driver may check the ATO activity on the display (details see later).

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Target braking

Two horizontal bars above indicate required and real speed.

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Target braking

Below them, the area for target parameters is reserved.

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Target braking

We can see, that the braking curve to platform will appear.

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Target braking

This bar-like arrangement makes the comparison...

ATO AVV presentation 09/2009 25

Target braking

…between braking curves and real speed very easy.

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Target braking

Aside this area, the expected signal aspect is displayed.

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Target braking

On track with line transmission, it is derived from received ATP code.

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Target braking

Where is no line transmission, signal aspects are entered…

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Target braking

…using the keyboard below…

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Target braking

…which is used also for setting of required speed.

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Target braking

The vertical bar on right side indicates Proportional Traction.

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Target braking

As the real speed becomes equal the required one…

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Target braking

…the Proportional Traction decreases to maintain the speed.

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Target braking

Train is approaching the platform and the target braking begins.

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Target braking

The required speed starts to decrease…

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Target braking

…and the Proportional Traction grows to negative values.

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Target braking

Concurrently, the pneumatic brake of trailer coaches is used…

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Target braking

…because the dynamic brake alone is not capable to reach…

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Target braking

…the required braking deceleration, which is 0.8 m/s2.

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Target braking

Behind the window, we may already see the platform lamps…

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Target braking

…waiting passengers…

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Target braking

…and the End-of-platform board, which is the target now.

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ATO today

And now: how does the Energy Saving Device work…?

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Energy saving

Drive with us from Český Brod to Klučov. Our train departs just in time. (Please wait for animated clip)

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Energy saving

After departure, arrival time and name of next stop appears on display.

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Energy saving

As it is autumn morning and rails may be wet…

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Energy saving

…driver uses ATO´s feature for limiting of Proportional Traction (to 80%).

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Energy saving

Triangle markers below V-real indicate the speed to reach the platform in time.

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Energy saving

When real speed approaches the optimal one, coasting will be set automatically.

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Energy saving

The real speed is now 95 km/h, which accords to kinetic energy of 30 kWh.

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Energy saving

Without ESD, the train would accelerate to 120 km/h, which accords to 47 kWh.

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Energy saving

Thus, 17 kWh has been saved, which means approximately 37% saving.

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Energy saving

Meanwhile, see the parameters of three concurrent target braking processes:

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Energy saving

to track speed restriction from 130 to 120 km/h,

ATO AVV presentation 09/2009 55

Energy saving

to 3rd signal at STOP (expected signal sequence is Free –> Warning –> Stop),

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Energy saving

and to platform in Klučov.

ATO AVV presentation 09/2009 57

Energy saving

The train is still coasting without any traction power consumption.

ATO AVV presentation 09/2009 58

Energy saving

The regenerative braking may return part of kinetic energy back to catenary…

ATO AVV presentation 09/2009 59

Energy saving

…but on DC it crucially depends on other consumption in the area of substation.

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Energy saving

If there is none, the rheostatic braking is used instead of regenerative.

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Energy saving

Saying „part of energy“ we mean not only the efficiency of regeneration…

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Energy saving

…but also the fact that both electric and pneumatic brakes are applied.

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Energy saving

Due to limited power of electric brake, the regenerable part depends on speed:

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Energy saving

the greater is the initial speed, the less is the regenerable part.

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Energy saving

That´s why this driving strategy is the best, independent of use of regeneration.

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Energy saving

The train will stop now. Observe the arrival time, which should be 06:54:00…

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Energy saving

Just in time…

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ATO average results

We have seen only single stop-to-stop trip

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ATO average results

We have seen only single stop-to-stop trip

What are the average results along the whole line?

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ATO average results

We have seen only single stop-to-stop trip

What are the average results along the whole line?

Relative running time

Rela

tive p

ow

er

consu

mpti

on

Shortest running time (100%; 100%)

ATO AVV presentation 09/2009 71

ATO average results

And what is the comparison between computer and human driver...?

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ATO average results

Whole mission delayed

Whole mission on time

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ATO as executive system

Why did not we design ATO as an advisory system?

Driver need not pay any attention to follow any ATO´s instructions

Braking process is easily predictable, as the executive system performs it by itself

Thus, time accuracy is better, making the ATO more credible for driver

ATO AVV presentation 09/2009 74

ATO in numbers

In these days there are in regular operation with ASR+ATB+ESD:

50 double-decker suburban EMUs class 471 (next 10 in manufacturing)

250 km of equipped track 80 km of track should be newly

equipped in year 2009 28 subway trains type 81-71M with

derived ATO (Prague, line A, 12 km)

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Project 380

ATO AVV presentation 09/2009 76

Project 380

ATO AVV presentation 09/2009 77

The end

Thank You for Your attention.

Myslivec.Ivo@azd.cz