ATTACHMENT A

M-PRT 1-1 SYSTEM OPERATIONS DESCRIPTION MANUAL

To be Drovid'ed

12

MORGANTOWNPERSONAL RAPID TRANSIT SYSTEM

SYSTEM OPERATIONDESCRIPTION MANUAL

M-PRT-1-1

This document is organized into two major sections

Part II supplements the information contained in Part I andprovides more technical detail. The Table of Contents showsthis relationship and allows the reader to easily locate indepth detail as required.

INTRODUCTION

This System Operation Description Manual is intended toprovide persons unfamiliar with the Morgantown PRTSystem with an introduction to its operation and its majordesign features. This is the initial document in a series ofmanuals designed to instruct system personnel on the op­eration and maintenance of the Morgantown PRT System(refer to manual "tree" next page) on a daily basis.

Part IPartH

System OverviewSystem Description

OPERATIONS ANO MAINTENANCE MANUAL DOCUMENT TREE

MORGANTOWNPRT SYSTEMO&MMANUALS

I

M·PAT-1-1 SYSTEM OPERATION DESCRIPTION MANUAL

M-PRT-1-3 SYSTEM SCHEDULED MAINTENANCE MANUAL

M-PRT·'·7 OPERATIONAL SAFETY MANUAL

NeE MANUAL, PART I

LlTIES EQUIPMENT,lOeWAY HEATING,

NeE MANUAL, PART II

NATION SELECTION.COMMUNICATION

MANUAL

ANUAL

PROCEDURE MANUAL

PROCEDURE MANUAL.

CENTRAL CONTROL & FACIliTIES, POWERCOMMUNICATIONS &ANClLLARYSYSTEM (CCCS) SYSTEMS (FP&AS)

M-PRT·2·2 SYSTEM OPERATION$MANUAL, M·PRT-5-3.1 FP&AS MAINTENJlVOL I AND VOL II GUIDEWAY,STATION FACI

M-PRT-2-3 eees MAINTENANCE MANUAL POWER DISTRIBUTION. GL

M-PRT·2-4 eees DIAGRAMS MANUAL POWER RAIL HEATING

M-PRT-5-3.2 FP&AS MAINTENJl

STATION CONTROL &FARE COLLECTION, DESTISURVEILLANCE, STATION

COMMUNICATIONSSYSTEM (SCCS) M-PRT-54 FP&AS DIAGRAMl

M-PRT-3-3 sees MAINTENANCE MANUAL'

M-PRT-3-4 sees DIAGRAMS MANUAL SUPPORTEQUIPMENT

VEHICLE SYSTEM

M.pRT4·2 VEHICLE OPERATIONS MANUAL

M-PRT-4-3.1 VEHICLE MAINTENANCE MANUAL. PART I

M·PRT4-3.2 VEHICLE MAINTENANCE MANUAL. PART II

M·PRT4-4 VEHICLE DIAGRAMS MANUAL

M:PRT4·6 VEHICLE ILLUSTRATED PARTS CATALOG

VOL I AND VOL II

M·PRT-6·3.4 GENERAL SUPPORT EQUIPMENTMAINTENANCE MANUAL.UNCLUDES VEHICLE WASH FACILITY)

ii

TABLE OF CONTENTS

, . , . ' . , . , . , . , . , ... 27

.54

.7779

· .44· .45· . 46

.47· . 50

51· . 52

. 53

· .40.40

· .41· . 41, ,42· .42· .43, ,43· ,44

VEHICLE ARRIVAL LOGIC.CHANNEL MANAGEMENTDEMAND MODE ALGORITHM.DEMAND MODE MACRO LOGIC.VEHICLE REDISTRIBUTiON ALGORITHMSCHEDULE MODE ALGORITHM, ' ...TRANSITION ALGORITHM,ANOMALY MANAGEMENT .. ,

CENTRAL CONTROL AND COMMUNICATIONS SUBSYSTEM (cces)CENTRAL CONTROL AND COMMUNiCATIONSFUNCTIONAL DESCRIPTION ...OPERATIONAL STATES AND MODESCENTRALSOFTWARE.CENTRAL CONTROL COMPUTER CONFIGURATION.CENTRAL CONTROL OPERATIONS.SYSTEM OPERATOR'S CONTROL CONSOLE,COMMUNICATION OPERATOR'S CONSOLE.VOICE COMMUNICATIONS NETWORK..

STATION AND GUIDEWAY CONTROL AND COMMUNICATIONSSUBSYSTEM (S/GCCS) ..

STATION/GUIDEWAY CONTROL AND COMMUNICATiONSFUNCTiONAL DESCRIPTION, ..•. 54STATION COMPUTER CONFIGURATION, .. 56PASSENGER STATION SOFTWARE. . , 58MAINTENANCE STATION SOFTWARE •• , . 59VEHICLE CALIBRATION •• , . . . . . . ,60FSK AND SPEED TONE CONTROL .61STATION STOP TONE CONTROL .62COLLISION AVOIDANCE SYSTEM CONCEPT. .63CAS FUNCTiONAL DESCRIPTION. . .64

VEHICLE SYSTEM , . ,66VEHICLE SUBSYSTEMS. , . . . . , 66PASSENGER MODULE. . .• ' .68ENVIRONMENTAL CONTROL UNIT (ECU) .69CHASSIS. . . . 70HYDRAULIC SUBSYSTEM. , .• ' , . . . 71PNEUMATIC SUBSYSTEM. ' . . . , • • . ,72STEERING SYSTEM, ' • , , ' • . . . . 73STEERING SYSTEM CONTROl. , .. 73BRAKE SYSTEM, .. 74PROPULSION SYSTEM. . . 75ELECTRICAL SYSTEM. . . . . . . . 76VEHICLE CONTROL AND COMMUNiCATIONSSYSTEM (VCCS) .

SYSTEM MAINTENANCE CONCEPT.

.12

.13

.33· .34· ,36

.38

2467899

· . 10· . 11

· . 38· .39

· .. 39

.. .28.28.29

· .. 30· ,31

· .. 33

· . 1B.20

· . , 21

· , . 14· . 16

· .. 22· .. 24· .. 25

.. .. 2£

SYSTEM ABSTRACT, , . . • , ... , .. , , .SYSTEM OPERATIONAL DESCRI PTfON ..... , •.PRT SYSTEM ELEMENTSGUIDEWAY...PASSENGER STATIONS.MAINTENANCE FACI lITY ,ENGINEERING MAINTENANCE FACILITY.ELECTRICAL POWER DISTRIBUTION SYSTEMCONTROL AND COMMUNICATIONS SYSTEMCENTRAL CONTROL AND COMMUNICATIONSCHARACTERISTICS ..STATION CONTROL AND COMMUNICATIONSCHARACTERISTICSGUIDEWAY CONTROL ANDCOMMUNICATION CHARACTERISTICS,VEHICLE CHARACTERiSTICS.VEHICLE CONTROL ANDCOMMUNICATIONS CHARACTERISTICSSYSTEM OPERATIONAL LOGIC ,PASSENGER DESTINATION REQUEST.IN-STATION VEHiCLE MANAGEMENTAND DISPATCH.VEHICLES ON MAIN GUIDEWAYSYSTEM OPERATIONS AND MAINTENANCE .•.SPECIAL FEATURES. , ..

STRUCTURES AND POWER DISTRIBUTION SYSTEM (S&PDS) .GUlOEWAY CHARACTERISTICS.GUIDEWAY HEATING SYSTEM.POWER SYSTEM DETAILSPROPULSION POWER DISTRIBUTION

CONTROL AND COMMUNICATIONS SYSTEM (C&CS) ..CONTROL AND COMMUNICATlONSSYSTEM CONFIGURATION.C&CS FUNCTIONAL DESCRIPTION .•.e&CS SOFTWARE.OPERATING ALGORITHMS. , . ,SYNCHRONOUS VEHICLE CONTROllMONITORING,VEHICLE TRACKlNG.VEHICLE OISPATCH LOGIC

PART 11 SYSTEM DESCRIPTION. , , , ••

PART 1 SYSTEM OVERVIEW •••..• , .. , •.• , ••• , . , •. ,

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SYSTEM ABSTRACT

The ivlorgantown People Mover is an Automated GuidewayTransit system which provides personal rapid transit (PRT)service between the separated campuses of West VirginiaUniversity and the Central Business District. The systemdevelopment and construction was funded by the Urban MassTransportation Administration, and was completed in threephases (lA, lB, and II) over the period from 1971 to 1979.The system consists of a Oeet of electrically powered, rubber~

tired, passenger-carrying vehicles, operating on a dedicatedguideway network at close headway (vehicle separation).The system provides a safe, comfortable, low polluting,reliable means of transportation. The system features year­round operation, as well as direct origin to destinationservice.

As the first urban deployment of Automated GuidewayTransit technology, the objectives of the system are to:

• Demonstate the technological, operational and economicfeasibility of a fully automatic urban transportationsystem.

• Determine, through system evaluation and operationalexperience, the potential applicability of personal rapidtransit to national needs.

e Qualify the system as a candidate for use in otherlocations.

• Provide a functional and economic transportation systemfor the University of West Virginia.

2

The Phase I system was developed under the auspices of theUrban Mass Transportation Administration (UMTA) by theBoeing Aerospace Company, the System Manager. The PhaseII UMTA capital grant expansion was under the direction ofthe West Virginia Board of Regents (WVBOR).

The Phase I development team included the following majorcontractors and subcontractors:

The Boeing Aerospace Co - System Management &Integration & Vehicles.

F.R. Harris - A & E Design

The Bendix Company - Station Electronics

The Trumbull Corp. - General Contractor

The Melborne Corp. - General Contractor

The lrey Corp. - General Contractor

Barnes & Brass Corp. - General Contractor

Phase II expansion was accomplished by the following team:

West Virginia Board of Regents - System Management

The Boeing Aerospace Co. - Station Electronics, Vehicles,Guideway & Station Equipment Installation, and SystemCheckout.

F.R. Harris - A & E Design

The Tmmbull Corp. ~ General Contractor

Daniel, Mann, Johnson & Mendenhall (DMJM)­Consultants to WVBOR.

SYSTEM OPERATIONAL DESCRIPTlDN

The Morgantown PRT system is operated in either scheduleor demand mode. During those periods when passengerdemand is highly predictable, the system is operated inschedule mode. Vehicles are dispatched between origin/des­tination pairs on a preset schedule. When passenger demand isless predictable, the system is operated in demand mode.Vehicles are then dispatched only in response to a passengerrequest. Passenger actions upon entering the system arealways the same regardless of the mode in which the systemis operating.

Operation of the PRT system, as summarized from a passen­ger's viewpoint, is as follows: arrive on concourse level oforigin station where static and dynamic displays providedirection to the platform servicing his destination; proceed tothe platform level; insert a coded card or exact change in afare gate and press a button selecting destination. A gate dis­play illuminates informing passenger to "proceed" to thevehicle loading area. A Vehicle Destination Display above theloading gate provides vehicle boarding instructions, If assist­ance is needed for any reason, a dedicated telephone link tothe central operator is available near each entry gate area.The passenger is kept informed of changes in the systemoperating status via station public address system.

4

The passenger boards a vehicle when it arrives at the loadinggate, and the display indicates the vehicle is assigned to hisdestination. The door closes and the vehicle automaticallyproceeds to his destination. At the destination station thevehicle stops at an unloading gate, the door opens and thepassenger leaves the station through an exit gate.

Elevator service is provided from station concourse levels toeach platform to permit use of the system by the handi­capped and elderly.

The operation of the system elements required for thepassenger service described above, is provided in the follow­ing discussions.

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STATIONCONTROL

STATIONCONTROL

Includes the Central Control and CommunicationsSystem (CCCS), Station Control and Communica~

tious System (SeeS), and Guideway Control andCommunications System (GeeS).

Includes the guideway structure, passenger stations,co·located maintenance and central control facilities,guideway heating, the electrical power distributionsystem, and a small auxiliary maintenance and washfacility.

Vehicle System

Control and Communications System

Structures and Power Distribution System

The Morgantown PRT System consists of three major systemelements.

PRT SYSTEM ELEMENTS

Includes all the vehicles in the system.

STRVcTURES AND POWER OISTRIBUTION

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The guideway structure is a limited access route connectingthe PRT stations and the maintenance facility. Approxi­mately 54% of the guideway is elevated, the remainder atground level. Both single and double lane guideways exist.The running surface is concrete containing distribution pipingfor guideway heating to allow all-weather operation. Induc­tive communication loops, also contained in the running sur·face, enable messages to be transmitted and received betweenthe vehicle and the control and communications equipment.Steering and electrical power rails are mounted verticallyalong the side of the guideway. Emergency walkways, hand­rails and guideway lighting are provided for passenger safetyif egress is required.

A total of 45 ,936 linear feet of guideway network is installedwith grades up to 10%. Curves that are super-elevated as wellas spiraled offer comfortable ride characteristics. Thirty-footradius curves are used in station areas resulting in compactstation design. Guideway speeds up to 30 miles per hourenable passengers to depart from downtown (Walnut StreetStation)' ,and arrive lO.5 minutes later at the Medical CenterStation, a distance of 3.6 miles, any time of day or night.With an average speed of 14 miles per hour, a time savings upto 15 minutes is achieved.

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7

PASSENGER STATIONS

Passengers entering the station on the concourse or streetlevel are directed to the proper platform by the PlatfonnAssignment Display. A stairway or ramp to the loadingplatfonn level introduces the passenger to the MorgantownMPM II system. The stations are designed to provide fullpassenger service without a station attendant.

MORGANTOWN PRT PASSENGER STATIONS

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Two types of passenger stations are utilized, end-of-lineand off-line. As the name indicates, end-of-line stationsare located at the extremities of the system (Walnut andMedical Center). The off-line stations (Beechurst, En­gineering & Towers), allow vehicles to either bypass or stop,providing passenger non-stop sClvice. All stations have twolevels, the entry or concourse level and the loading plat­form level. This eliminates interference of vehicle andpassenger movement. Each platfonn channel has oneloading position and two or three unloading positions,(depending upon length).

CI11e station facilities provide access to the system, directingpassengers to and from the vehicle loading areas. The facili­ties also house control and communications equipmentrequired for controlling vehicle operations within thestation area.

8

MAINTENANCE FACILITY

The maintenance facility provides for operation, mainte­nance, test, cleaning and storage of vehicles in the Morgan­town PRT system. The facility consists of a maintenancebuilding and associated guideway. The building housesmaintenance shops, a central control room and the communi~

cati0ns equipment and personnel necessary to operate andmaintain the system. The associated maintenance guidewaycontains a test loop for post maintenance check.

ENGINEERING MAINTENANCE FACILITY

This small facility is located at the engineering station. Itcontains an automatic car wash, a "quick-fix" location forminor vehicle repair and ECD repair shop. This facility hasan associated guideway, providing 8 parking spaces for readyvehicles. The crew manning this facility responds to anom­aly situations in the north end of the system, thus mini­mizing system impact (downtime).

MAINTENANCE FACILITV

The facility permits complete vehicle maintenance, repair,cleaning and test activities including: lubrication, detailinspection, vehicle repair, mechanical/electrical maintenance,functional testing, vehicle storage, etc. Repair of electronicand hydraulic/pneumatic equipment is accomplished in separ­ate maintenance shops within the building. All vehicle sub­system components are maintained and repaired in thevehicle maintenance area with the exception of emergencyrepairs made at stations or on the guideway. Malfunctioningelectrical and mechanical station equipment will be removedand transported to the maintenance facility for repair.

9

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ELECTRICAL POWER DISTRIBUTION SYSTEM

The electrical power distribution system provides the primepower necessary to operate the Morgantown PRT system.The power system consists of a main power substation,propulsion power substations, housekeeping power substa*Hons, uninterruptable power supplies and standby powergenerators. Electrical power is used for vehicle propulsionbecause of its low polluting qualities and its adaptabilityto the automatic control system.

The system receives 23kV, three-phase, 60 Hertz powerfrom the Monongahela Power Company via overheadtransmission lines to the main power substation. The mainpower substation distributes the 23kV power undergroundto each of the three propulsion substations located alongthe guideway and to housekeeping substations locatedat each station facility. The propulsion substations trans­form the 23kV input power to 575 VAe, three-phase,delta power for distribution to the guideway power rails.The propulsion 'substations are connected in parallel to theguideway at selected intervals. This assures proper voltageregulation is maintained along the guideway at peakoperating loads. The housekeeping power SUbstationssupply 480/277 VAC, three-phase power to the passengerstations and to the maintenance facility for heating, light*ing, air conditioning, displays and the uninterruptablepower supplies.

Uninterruptable power supplies are used for control andcommunications system power during main power drop­outs. Standby power generation is provided for criticalsurveillance equipment, guideway and facilities lightingif normal power is lost.

10

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CONTROL ANO COMMUNICATIONS SYSTEM

The primary purpose of the Control and CommunicationsSystem (C&CS) is to provide automatic control, communi­cations and monitoring of the movement of vehicles alongthe guideway.

The C&CS controls vehicle movements on the main guide­way, within each station area, at guideway and station inter­changes and at the maintenance facilities. All communica­tions, commands, station signals, and the managementthereof are the responsibility of the C&CS which also pro­vides dynamic graphics and other communications for pas­senger assistance.

The C&CS consists of dual central supervisory computers,dual station control computers, and the communication linksbetween central control and each station. The C&CS alsoincludes guideway and onboard vehicle control and commu~

nications equipment. The C&CS is divided into the followingfunctional areas:

1) CCCS-Central Control and Communications Sub­system

2) SCCS-Station Control and Communications Sub~

system3) GCCS-Guideway Control and Communications Sub~

system

The central computer carries out the automatic systemmanagement functions, receiving destination service requestsfrom the stations and transmitting commands to the stations.Duplex communications with the stations is through asynch~

ronous 2400 bit per second data lines. The interface betweencomputers is through standard modems at both central con­trol and the stations. The station computer receives inputsfrom the destination selection units and provides passengerinstructions via the passenger advisory displays. The stationcomputer manages vehicle movements and receives statusinformation via the data handling unit. Speed commands,station stop commands, steering switch signals, and calibra­tion signals are received by the vehicle through inductivecommunication loops buried in the guideway.

Redundant computers with automatic switch-over capa­bility are provided at each computer location in the eventof failure of a primary computer.

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CENTRAL CONTROL ANO COMMUNICATIONSCHARACTERISTICS

The central control equipment includes the central com­puters, periphera1~, control console/displays, and communi­cations equipment. The system operators, located at centralcontrol, monitor and exercise direct control over the systemduring conditions of initialization, failure, or shutdown. Atall other times, the central computer provides control andsupervision of vehicles in the station, on the guideway and atthe maintenance facility. The system operators merely moni­tor the operation. All commands are routed from the centralcontrol console through the central control computer to theremote computers located at each facility. The operators cancall on certain software routines by typing the required mes­sage on a control console keyboard.

Soft\vare routines allow the operator to restart the system,run vehicles at reduced perfonnance levels, assign vehicles tovarious locations, and perform other system control and over­ride actions. Perfonnancc level modification involves runningthe vehicles at speeds lower than nonnal for use duringabnormal or emergency conditions.

In the scheduled mode of operation, the central computermanages vehicles by assigning destinations and dispatch timesto each vehicle in the system. The passenger enters the sta­tion and boards a vehicle assigned to his destination. Tn thedemand mode, the central computer allocates vehicles only ifthe number of vehicles within the station is inadequate forhandling passenger demands. Dispatch times are assigned bythe central computer in both the schedule and demand modesto ensure that no conflicts exist at guideway merge pointsbetween vehicles en route to their destinations.

12

The central console equipment pennits the operators tomonitor and control the transit system. The consoles includedisplay and control equipment, as well as communicationsequipment. The central control room also includes a mimicdisplay which permits the operators to monitor the progressof each vehicle operating in the system, and closed circuitTV monitors for system security and passenger safety.

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STATION CONTROL AND COMMUNICATIONSCHARACTERISTICS

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IEach station has a Collision Avoidance System (CAS) whichacts to prevent vehicle collisions in case the primary VehicleCommand and Control System should fail. The principalelements of CAS consist of redundant sensors which detectvehicle entry into a control block; inductive communicationloops which transmit a safe tone to the vehicle in a block;and redundant control electronics (and software) whichdetennine correct occupancy of the block. As a vehicleprogresses along the guideway, the CAS control electronicsremoves safe tone from the block immediately behind. If atrailing vehicle violates the "OFF" block, it stops auto­matically by activation of emergency brakes. In each leg of aguideway merge area, one safe tone is normally off. This safetone is turned on allowing a vehicle to proceed when vehiclepriority at the merge is established by the CAS controlelectronics. At each switch point on the guideway, one safetone is nonnally off. This safe tone is turned on allowing thevehicle to proceed when verification of proper switchingaction has been received.

The Station Control and Communications Subsystem (SeeS)controls vehicles and station operations in response to centralsupervisory commands. Communication of control signals tothe vehicle is accomplished through inductive communicationloops imbedded in the guideway. Communication is in thefonn of coded messages and fixed frequency control tones.The station computer controls vehicle switching, stopping,and door operations in the station. The station computer alsooperates the station dynamic boarding displays and respondsto inputs from the passenger activated destination selectionunits. The computer in the maintenance facility performs thesame types of functions as the station computer and alsocontrols the test track and maintenance "ready" storagepositions.

13

GUIDEWAY CONTROL AND COMMUNICATIONCHARACTERISTICS

The Guideway Control and Communications Subsystem(GeeS) consists of the equipment installed on the guideway.This equipment includes digital data cables, tone signalcables, passive presence detectors, and the cable and hard­ware required to connect the GeeS equipment to the seesequipment. All active electronics which drive the cabling arelocated in station and maintenance facility sees equipmentrooms. Station generated commands are inductively coupledto the vehicle from the loops buried in the guideway surface.The function of these guideway mounted control loops is asfollows:

Station Stop Loops. The station stop tone transmitter gener­ates a signal to decelerate and stop the vehicle ±,6 inchesfrom the center of the station platfonn unloading/loadinggates. The vehicle enters the stop loop at 4 feet per secondand is decelerated to a precise stop as brakes are applied.

Switch Tone Loops. The switch tone transmitter generates asignal to command the vehicle to "steer left" or "steer right."The vehicle is sent a switch command at every guideway junc·ture (merge and demerge). The vehicle must verify thatswitching has been accomplished or it is brought to a stop.

14

Calibration Loops. The calibration tone generator transmitsa signal to the vehicle to provide measured distance reference.This nonvital signal is used by the VCCS as a reference forcalibrating the vehicle's odometer. The vehicle measures dis­tance traveled and calibrates the odometer, removing anyerror accumulated since the last loop.

Frequency Shift Keying (FSK) and Speed Tone Loops.The FSK transceiver unit transmits perfonnance level, brakecommands, door commands and identification requests tothe vehicles operating in the system. These commands aretransmitted over one set of loops. A second set of loops isused for receiving vehicle identitlcation, door responses andfault status.

GUIDEWAY CONTROL AND COMMUNICATiONS CHARACTERISTICS

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e~ ~ / 1 II ALL LOCATIONS

DETECTOR -_Pi/=, ff l( tt i I I i / I I

I I I. CALIBRATION LOOP I:(200 FT) I I

SWITCH ENABLE ~ ," " ': I\~GUIDEWAY MOUNTED.50NTROL ELE~NTS MAGNE: _ _ ~ -1 s;::

• i I I I ;.~_S;::=::,II

-~

DISPARITYCHECKER

15

VEHICLE CHARACTERISTICS PHYSICAL CHARACTERISTICS

PERFORMANCE CHARACTERISTICS

The Morgantown vehicle has ten major subsystems: passengermodule, environmental control unit, chassis, hydraulics,pneumatics, electrical power, propulsion, steering, braking,and vehicle control and communication systems.

Commands arc transmitted to the vehicle from cOmmunica~

tion loops buried in the surface of the guideway and arereceived by the onboard vehicle control and communicationssystem (VCCS). The conunands operate the vehicle motor,brakes, steering and doors. Three-phase, 575VAC electricalpower is received from the power rail, rectified, and control~

led for the operation of the 70 horsepower, DC motor. Theelectrical power also operates the lights, air conditioner,hydraulic and pneumatic pumps, control system, and alsocharges the batteries. The pneumatic system provides anautomatic vehicle leveling control. The vehicle is poweredfrom guideway wayside power rails, through a passive run-on,run-off power collector mounted on the front wheel spindlewhich contacts the guideway power rail. The redundantfour~wheel disc brakes are hydraulically operated in responseto input commands and are actuated automatically underemergency conditions. Independent parking brakes operatewhen the hydraulic pressure is below a safe leveL Guidewheels control the steering of the vehicle via the hydraulic,four~wheel, power-steering subsystem. Normal dooroperation is electrical in response to input commands fromthe Control and Communication System (C&CS).

18

LengthHeightWidthWeightWheel BaseTread WidthAccommodations

ControlPropulsionVelocitySuspensionTiresSteeringBrakesConveniences

Turning

I5Ft6In.8 Ft 9 In.6 Ft 8 In.8,750 Ibs Empty127 In.621n.21 Passengers

Automatic-Remote70 liP Electric Motor44 Ips (30 mph) MaxAir Bag~AutomaticLevelingDual Chamber (l.5 In. Deflation)Side Sensing (1.2 Sec Transfer)Redundant Dual-Piston CaliperEnvironmentally Controlled, Quiet,Comfortable, Safe30 Foot Radius

so::D

'"»z~...,::D...<~n....m

VEHICLE CONTROL ANO COMMUNICATIONSCHARACTERISTICS

The Vehicle Control and Communications Subsystem(VCCS) is that portion of the automatic control systemwhich is carried onboard the vehicle. The VCCS controlsvehicle movements and operations from commands generatedby the Station Control and Communications Subsystem(SeeS); it also identifies and transmits vehicle status to thesees. The data interface between the VCCS and the seesis an inductive communications link via the GuidewayControl and Communications Subsystem (GCeS) over whichvital signals are transmitted by tones and nonvital signalsare transmitted by digital messages. The VCCS consists ofI) antennas, 2) communications unit, 3) data handling unit,4) control unit, and 5) support unit, which perfonn thefollowing functions:

Antenna-Two antenna assemblies provide the VCCS two­way communication with the C&CS through buried loops inthe guideway. There is one dual antenna assembly for receiv­ing and one antenna for transmitting low frequency electro­magnetic signals. The antennas are mechanically fixed to thevehicle and electrically linked to the VCCS.

Communications Unit -The communications unit receiveslow frequency signals from the receiving antenna. Thesesignals are conditioned and transferred to the data handlingunit. The communications unit also receives signals from thedata handling unit; conditions and transmits them throughthe transmitting antenna to the guideway,

18

Data Handling Unit-The data handling unit (DHU) receivesconditioned logic signals from the communications unit.The DHU decodes the signals and produces logical instructionand response sequences unique to the input. This unit willinitiate logic commands ~nd messages when vehicle condi­tions change.

Control Unit-The control unit reacts to signals from thevehicle and the DHU to control the following vehiclefunctions:

l) Brakes2) Steering3) Doors4) Propulsion

Support Unit-The support unit provides synchronization oflogic signals between units, power conditioners, test circuitisolation and interface signal receivers and transmitterS.

VEHICLE CONTROL AND COMMUNICATiONS CHARACTERISTICS

COMMANO SWITCH AT

COMMAND SWITCH LEFT

COMMAND AT DOOR OPEN

COMMAND L DOOR OPEN

CONTROL PROPULSION ON/OFF

PROVIDE ARMING SiGNAL FORREMOTE POWER OISABLE

COMMANO MOTOR SPEED

COMMAND NORMAL MODIOBRAKE NO. I

COMMAND NORMAL MODEBRAKE NO,:<

COMMAND EMERGENCYMOoE BRAKES

vecs -+ VEHICLE/sees

IOOWNLlNK)I I

DOWNLINKSWITCH VERIFY

'"_ DOOR STATUS_ VEHICLE FAVLTS

COOLING AIR

veca

ReVR ANT.

(UPLINK)

VEHiCLE ID PLUG

+14 VOC POWER

UPLINKSPEEO TONESSAFE TONESWITCH TONESTA STDP!CAL TONE

'"- ODOR COMMANDS- EMER BRAKE

S/GCCS!VEHICLE -+ vecs

SWITe" ENABLE -----~

VERIFY SWITCHED AT _--;"

VERIFY SWITCHED L ---->IVERIFY RT DOOR OPEN-----f

VERIFY L DOOR OPEN ---~

VERIFY ALL EXlTSCLOSED

VEHICLE FAULTS •

ODOMETER INPUT NO.

OOOMETER INPUT NO.:<

.' '.<

..,.,

<

19

SYSTEM OPERATIONAL LOGIC

The system is designed to efficiently and safely move peoplebetween the five passenger stations. The chart shows theseries of passenger~oriented events which occur during atypical trip. Each passenger destination request is logged intothe software by the Destination Selection Unit (DSU) whichis part of the Fare Gate. The Fare Gate accepts coins or mag­netic fare cards. These cards are periodically issued tostudents. A vehicle is supplied by the system througheither the demand mode or scheduled mode logic, and thepassenger rides to the selected destination. While a passengeris in the system, there is continuous monitoring by eitherthe system software or operator TV surveillance.

..I PASSENG'R ENnRS USE' GRAPH,CS MO pROC..OS TO SEC'CT,,y.re .. AT DYNA""C $ICN·S TO CHOO'O 'LAno"'" ANO "'''''NATIONCONCOU"",,, UV,l '~OP'. PlATfO." USfS FARE CAT. AT FARE GATE

Ij .. .

'ASS"'GO"WA'~.OA~"'NG DlSPlJl.Y V'NiCe. '" DlSPATCNm AT OO.,.,NAT,ON,

ON 'lJl.THlR'" '0" f~OM STA"ON ANO VOH'ClO .N""S

VOHICe.A"R'VAl ~OIRECTS PA,$S£NG£~ c--. T~A"RS ON "A'N h A STATION CHAJ<NEc.TO .OA"OTH. OOO~SA"O 0"",0.

AJ<o/Q~ OOO~ OPEN."",~~ "<H'ClE

~1J'OEWAYTO ANO 'ASS'NGl'"SAT lOAO BERTH O.STI"ATlO" UNWAO

Ij .. j

V'H'Cl, "OVESPASlfNG'~BlEAV£ FO~WARD ,,, STATIO"S"""'M TH"DUG\< OHA"'1n TO WAD''''T TU~'1STll'S "O~TH FO" ANOW

ASS'GN"'NT

·TH.... FUNCTIONS A~' UNtleBsv.n..'OO......M' CONT~Ol

UTNESE 'UNCTIONS ME UND'~

OI"RATOR CO'lTROl/TV Su.v"ClJl.NcE

20

PASSENGER DESTINATION REQUEST

"","'",""....,""."0'

U·::."::: .

~ .......i?

"''''''' ~.o",",.""".""'0'-"'"'::;.~~~~"':::~~~:"""..,.,

'lli?I I'·""""'''~ ""'0"""0.'0''''.''''.""""."."

...~."""":;:,,t.rl.:::..:::...:::.:-,1 '"Use of a coded magnetic card or correct change coins are

required at the Fare Collection Unit for passage through theentrance gate. A multi-trip card is issued periodically tostudents, or may be purchased from West Virginia University.The Fare Collection Unit is initialized periodically to recog­nize valid coded cards and to reject obsolete cards. A validfare enables the Destination Selection Unit and the entrancegate.

At single platform stations. Le., Walnut Street and MedicalCenter, a passenger enters the station on a concourse leveland proceeds to a platform level. At Beechurst, Towers andEngineering stations, which have two platfonns, a lightedPlatform Assignment Display on the concourse level directsthe passenger to the proper platform to obtain service to hisdesired destination. The Platform Assignment Display is con­trolled by the system operator.

After the passenger has inserted his card or fare into the FareCollection Unit, he pushes the button for his desired desti­nation. A legend lights to acknowledge the selection. Thepassenger proceeds through the gate to the vehicle loadingarea. The Fare Collection and Destination Selection Unitis reset when the passenger proceeds through the entrancegate.

"'".""."',""'''"O'.",''~'.,,,' .......,."'0.""'0"'"".",,"

8'1 I

"""'" ~tN.""0'"00"""',. .••.•...... -.

Station computer response to the destination request de­pends on the operating mode. During the scheduled modethe requests are forwarded to central for off-line improve­ment of the schedule. The passenger boards the next vehiclescheduled to his destination. During the demand mode thestation computer begins a sequence of searches. The compu­ter looks for an empty vehicle currently in the station loadingposition.--If a vehicle IS not avaIlable, the computer looks for._- _. ..-

an empty vehicle in the station and directs it to the loadingposition. Otherwise, the computer finds the nearest avail­able vehicle and directs it to the loading position.

21

IN·STATION VEHICLE MANAGEMENT AND DISPATCH

The station computer system controls in-station vehiclemovements with overall direction from the control center.Routing of an incoming vehicle to an unloading berth isbased on: 1) channel assignment and station inventory policy,2) the availability of an open berth.

The routing logic decisions are implemented at the stationbranch points by steering commands which direct the vehicleinto the proper channeL Nominally, the vehicle is moving at8 ftjsec during channel switching. Time delays "for controlsystem operation, steering response to commands, andswitching verification must be accommodated in the distanceavailable.

After the switching region is cleared, the vehicle is deceler­ated to the 4 ft/sec velocity from which a vehicle can executea precise stop (j:6 inch accuracy). Stopping deceleration iscontrolled by an on·board speed profile. The vehicle initi­ates the precise stop in response to an energized guidewaystopping loop. The station computer commands energizingof the stopping loop at the channel location at which thevehicle is scheduled to unload.

In unloading positicins, the door is commanded open for apreselected time to allow passengers to depart. The dooris then automatically closed and the vehicle is commandedto "move up" to the forward position in the channel (load­ing position) and open its door (in the scheduled mode) orwait for a destination request (in the demand mode). Thefirst empty car in a station channel may be sent to anotherstation to meet demands if not required at this station.During the scheduled mode, vehicles are commanded to havestation dwell times sufficient to unload, move up, and loadto meet their scheduled departure. After the passengers

22

have boarded and the allotted vehicle door open time hasexpired, the door is automatically closed and the vehicle isready for dispatch. If, however, the sensors detect anyobject in the door opening, the door will automatically cycleopen and delay dispatch until this condition is corrected.The station informs central of the vehicle destination, andrequests a dispatch time from central. The dispatch time isdetermined so that a vehicle following the nominal dispatchprofile for that station and starting position will merge on theguideway with its assigned moving slot position. The stationis synchronized with central so that the system operatesrelative to a common time standard. The stop tone is re­moved from the stopping communication loop at dispatchtime.

The vehicle accelerates to 8 ft/sec velocity. Switching com­mands direct the vehicle from the platform channel to theacceleration ramp. On the acceleration ramp the vehicleaccelerates at 2 ft/sec 2 until main guideway speed is reached(22 or 33 feet per second).

Station control monitors dispatched vehicles on the accel­eration ramp via presence detector data to assure that guide­way speed is reached and that the assigned slot position isutilized. If the speed and position (time of presence detectoractuation) are within tolerance, the vehicle is pennitted toproceed to the main guideway. The vehicle steers right onthe acceleration ramp past the merge point on the mainguideway and is then commanded to steer left:. The col~

lision avoidance systems on the acceleration ramp and onthe appropriate section of the main guideway are interlockedso that out~of~tolerance vehicles will initiate emergencybraking.

IN-STATION VEHICLE MANAGEMENT

(]) DISPATCH AND ACCELERATETO MAIN GUIDEWAYSPEED ALONG STATIONEXIT RAMP

® LOAD AND DISPATCHFROM BERTH 1

CHANNEL 1

..-- DECELERATEVEHICLE FROM8T04FPS

DEMERGE RAMP(VEHICLE GUIDINGON RIGHT SIDe)

® VEHICLE UNLOAD POSITIONS{ARRIVING VEHICLE STOPS ATFORWARD MOST AVAILABLE BERTHl

CD ASSIGN VEHICLE DECELERATE ~~ --" ''_

CHANNEL FOR VEHICLE FROM ..................... _>""'--~---....;~~'j~~UNLOADING BY 8 TO 4 FPS ......SETTING SWITCH ~.~ ~ ~

@SWITCH lEFT IF ~-"' ~VEHICLEASSIG~ ::::::s::::--=. """'"'~TO CHANNEL 1 ..........~ :::::-&~-:::

ASSIGN VEHICLE --""'". ~

CHANNEL FORUNLOADING BY®4 SETTING SWITCH

SWITCH LEFT IFVEHICLE ASSIGNEDTO CHANNEL 2

(I) DECELERATEVEHICLE FROMGUIDEWAY SPEEDTO 8 FEET PER SEC

23

VEHICLES ON MAIN GUIDEWAY

GUIDEWAY CONT!\O~ AND MONITORING

As the vehicle approaches each enroute station, the softwaredetermines if the vehicle should be switched into the station.The availability of an open unloading berth in the station ischecked. If no space is available at an on-line station, thevehicle is stopped on the ramp until a space opens. If nospace is available at an off-line station, the station is bypassed.The central operator is notified to take appropriate actionto return passengers to their selected destination. Undernormal operating conditions, an unloading berth will beavailable and a switching command is sent to exit the vehiclefrom the main guideway to the destination station. Verifi­cation that positive switching action has been completed isprovided to the station by the vehicle. Failure to receiveswitching verification initiates braking.

~£H'CC' ;,AWS RHO "TONG

VEHICLE LOCuMEN, "OCAT'ONOESTINATtON & SW,TCH STAnS'El'D & PERFORMANCE LEvELOODRS-rATUS""A'ING CONDITlDNANOMALY STATu'

OlOClOc,RATION "An· , 'TlSEC'

100 100 "'0 '00 $00

D15TANCE 'N H

i~~~~ON ij fps

r- .. FPi

GUIOEWAY1'" PPS'*"0$

" .,.

E~'CC' 'o;mON MON'TOR'NG

(

~''''E aFl'"EEN 'O'SMONLTOA,O

IO"'WAR' '"'' DnECT",PORT AND CO~TAOC

" OuT 0' TOCEAANCE

'NOUCTWE

CO"'MUNlCATlO~ $WITCH'NG"~~'."'''"m__

..00,. I V'HtCU; CO"'MAND'O TOSW'TCH FROM MAl~ CUIO'WAY"-\;::::'3"':::",,,,~ 1F D"'·'NAnON I> TH'SSTAnaN

~ o~ ~ EME"G'NCYST9-"-"'NGZ"O~~~- --- r VEH1CLE COMMANDCD 'G~.~ ./ I STap" SwITCH'W'V'~IC~---:::.--. NOT OON"'""'OOET~OOV'RPOINT <>_~________

VEH'CcE OONT.O,& MON'TO.,NG ~~ _

TRA',""ERREO '.O"(mE "%/ G <>STAT'(mTOTHENExT V1n"'4'

~"~". ~-:

'0 0'.-,o

L,,",n~w":vtHICLE Om"'ANOW TO'ROFILE f AOM GUIO'WA¥

"£EO ru $r ATION ENTAY'*000

Civil speed is 22, 33, or 44 feet per second on different sec·tions of the main guideway. A speed change is commandedby a frequency change in the speed tone at two adjacentspeed tone communication loops. This frequency change isdetected by the VCCS and a standard 2 ft/sec2 speed transi­tion is accomplished. A smooth, controlled transition iseffected to the new speed.

Responsibility for detailed vehicle management is transferredfrom onc station to the next at a particular guideway pres­ence detector. Central control informs the receiving stationof the enroute vehicle's identification, destination, status,and assigned guideway slot. When the vehicle arrives atthe guideway section boundary presence detector, thereceiving station perfonns the position and fault reportmonitoring tasks.

Vehicle progress on the guideway is monitored by the stationcontrol computer by observing the time of actuation ofpresence detectors. Vehicle status is also monitored by sta­tion control. A vehicle status report includes: 1) vehicle ID,2) current location, 3) current destination and switch condi­tion, 4) speed performance level,S) current civil speed com­mand, 6) door status, 7) braking condition, and 8) anycurrent anomaly. Status data are periodically transmitted tocentral for overall system monitoring and for control ofhandover from station to station.

24

SYSTEM OPERATIONS AND MAINTENANCE

System operations and maintenance activities are performedat the two maintenance facilities. A team of highly trainedengineers and technicians operates and maintains the systemto the highest standards of safety and passenger service.

OPERAliONS AND MAINTENANCE DAGA'I,ZATIONAl CONCEPT

""WG"A",""'

The organizational concept for this team is shown belowalong with the functional allocation of their duties.

'~IH,U,,"V,SO"',

"uSlNHSAS5T"OROK"",R$

GuAu'-''~""'cTOAS

responsible for overall cognizancereadiness, safety, and quality

engineers areoperational

The Systemof systeminspection.

'U~CTlONACALLOCA~'ON

The Operations crew provides daily operations through teamsof two operators and one shift supervisor who constantlymonitor system performance and manage the system'srecovery from anomalous eyents.

The Maintenance crew performs scheduled maintenance onall system elements and provides the troubleshooting andrepair function for unexpected failures (unscheduledmaintenance).

MAiNTAlN "V"SHMcON"OtJ"A"ON

SA"tV A$SU"ANC'

'A>LUAE ANALV""

;RA'NINO

O","AT'NO'CUC'

SCH'OtJLES

SOHWAAE"A,N"NANC<

CGMM<JN,CATlONIOONTeo!. O"RATon<

OA'"O","A"O""

O"~ATlNG

A'CO.OS

."RCHASING

A=UN"Nn

'AA'COLlEC~l"'"

STQRH,mNG

TECIIN,e,AN'MfC~""'CAl

ElECT"'CAL,lEOTRONlCS

MAtN "NANCECONTROLlERS

UTlllTVWORKE"'

SCM£OUC£O &UNSCHEOUL,nMAmHNANC£

MA'NHNANC"~ECOROS

VAn«

The Business Manager's office provides the accounting andpurchasing functions, as well as fare collection, and spareparts storekeeping.

25

SPECIAL FEATURES

Passenger and Personnel Safety. During the design and devel­opment of the Morgantown PRT System a great deal ofeffort was directed towards making the system as safe as pos­sible. Potential hazards to passengers and system personnelwere identified and eliminated through appropriate designand procedural concepts. It is very important that those com­ponents and procedural actions, which affect system safety,be properly maintained and observed. The O&M Manualsclearly identify the safety related items, and it is the respon­sibility of System Management to ensure their proper use.To the greatest extent possible, the system has been designedso that human errors tend to result in safe conditions. Thesuccess of this approach is evidenced by the more than 7million passenger mile injury*free record of Phase IB opera*tion. Some of the system's major safety features are listedon the chart below.

Handicapped Persons Access. The system has been designedto allow easy access for handicapped persons. Elevators ateach station move handicapped persons to the station plat*forms; vehicles can be used by those confined to wheelchairs;and persons with sensory handicaps receive directions fromvisual and auditory aids located at convenient places withinthe system.

26

sysnM SAFBY HATURU

INDf:PENDEN', CHECK<O R<OUNOAffT. COlL-ISION AvOIOANC< SYS'l'M ICAS)

:':''::A":fC~ } AGA£E-,,'HLC,,-,"'ROcew } O,"A(;.,"_V"H'OL-OS,TO'

ReDUNOANT veH'Cl£ CONTROL AND .RA<LNG £L<MeNTS

AUTOMAT,C AND MANuAL'OW'R TRtP fa" G<J<O<"AV $AfnV

000"$ OI'ON ON GU'O."AY CAU,.S IMMl.OLAT< POWER TRW

v,KleCl: SWITcHING 'ROT'C"ONON_BOARD CHoCK

GUiD~WAV CONTROL C~"CK

veH'CLE D" GU,D<WAY CONTROL MAlFUNCTiDNS CAUSE VfH,C,,£ fO >10'

"UNA"~YV'H'CLE

"R"PUU;'GN SYSHM mSCREPANClES

HYDRAULIC ANO EL£CTflICA1. OISCflEMNC,ES

'-OSS 0' COMMUNIOATION

leSS 0' CO"'....TE_ CONT"OL 0_ $TA;'O~ 'I.I-CT"DN,C'

--

(j)

-<(j)--Im$:

om(j)oJJ-~-oz

Structures and Power Distribution System (S&PDS)

GUIDEWAY CHARACTERISTICS

WALNUT,TAT'ON

"'"iCC< "'""','0 ''0,

''''''''' D''''''"''O.' '''l'',"""""'''''0' coo"'

,ry"" "'L

"''',"G'''' ,i~~~r==-==-\,-----=-;=~r !//j

"0""'" /'/~,~~j'-"'~----"-f---I"\Y/

'-

""CHURSTSTAHON

~

GUIDEWAY NETWQIlK

"., "AN~ "" .... Of GUIP.WAY.....LEVA..O, <,..O"MAO.JC '<XTr RAOIUS eu"VE~,O""' ....,"'U'" GMOE.HfATEO RUNN'NO SU.'.'"H'AHO'OWE••AH.S

-"'EO'CA"CfN".STAT'ON

The Structures and Power Distribution System (S&PDS) pro·vides a guideway network to guide and support operation ofthe Vehicle System, and the Control and CommunicationsSystem (C&CS). The S&PDS provides stations for handlingthe passenger traffic demands; a maintenance facility consist·ing of a maintenance building with office and working spacefor maintaining S&PDS, Vehicle System, and C&CS equip~

ment; and a central control facility for the control and oper­ation of the transit system. A small maintenance facility islocated at Engineering station. The power distribution systemreceives, converts, and distributes power to all facilities andthe guideway network.

Approximately 8.7 lane miles of guideway network links thepassenger stations and the maintenance facility. The guide­way is limited to a maximum slope of ±,l 0 percent and itscurves have a minimum radius of 30 feet. The concrete guide­way running surface contains a heating system for all-weatheroperation. A heated water/propylene-glycol solution is circu­lated through pipes embedded inthe running surface. TheC&CS communications lines are also embedded into therunning surface. The right-hand loops (facing the direction ofvehicle travel) provide commands to the vehicles and the lefthand loops provide status or downlink messages back to theC&CS.

The running pads are concrete with angle iron caps at sectionends. The communication loops are No.4 awg wire placed inslots cut into the concrete and then epoxied in place. Thevehicle tires run outside the communications loops.

28

GUIDEWAY HEATING SYSTEM -

WAlNU'STATfON

~

/~;/"

TO GUIDEWAYDISTRIBUT'D"P'PING

BOILERPl.ANTNO 2 .,"CHURST

~ '= ~STAT'ON- ~•BOILERPLANTNO.1

IlU .... I..G SURfACE

~;'~~~~:'~TE)S ( (

1-f~~ ~mcowm"" .... .~•."..a. I MAKE UP- .·,a FROM

I~ If I gr;~~:;:~~'ONP'P',"G

MmlCAl

C'NTf"srATJON

Each boiler plant is different in the number and capacity ofthe boilers, pumps, and expansion tanks it contains but thefunction of each plan is identicaL Temperature transfer isaccomplished by a 50 percent water/glycol solution pumpedto the guideway at approximately 1800 P and over 100 psig.Pump outlet temperature is maintained by an automaticlead-lag sequence control system. This system automaticallyadds or subtracts the number of boilers required to meet theload conditions and automatically modulates the boilersthrough two firing rates. Each boiler is natural gas fired andtheir sequencing can be altered to rotate their use in the lead­lag system. Nonnally one pump-motor combination is in astandby mode that can be substituted for either of therequired pumps as necessary. Expansion tanks pressurizedwith nitrogen maintain a constant head on the boilers and anautomatic boiler feed system maintains an acceptable fluidlevel in the expansion tanks.

The guideway heating system is under control of the systemoperator and he must turn each boiler plant "ON" or "OFF"from his console at Central Control. Once turned on, theboiler plant operation is automatic and normal operation willbe indicated to Central Control unless a malfunction exists.An audible alarm will be sounded at Central Control if aboiler doesn't start when required because the water/glycollevel is low, or a fire exists in the boiler plant. The systemoperator must then take appropriate action.

The guideway has pipes embedded within the concretewhere hot water/glycol can be circulated to melt ice or snowto make the PRT system an all weather operation. On-gradesections of the guideway have heating pipes buried across theentire width of the guideway and elevated guideway sectionshave heating pipes buried in the two running pads. Theguideway is divided into five heating zones serviced by threeboiler plants. Each boiler plant services only the zone(s) inits area of control and is not manifolded into adjacent zones.

29

POWE R SYSTEM OETAI LS

POWER O'STil'6UT'ON AND FUNCTIONS

"""'''-'2_'''-A.''<,A,,""C""""''"'"'WA' "'""""""'D'~""'"c--.,"" "'~,

'Ow,.0"''''"''''''"""

'Ow"0."

J I lo ",,'O"co'o,

I ~:;:;;:;~~"G"o"',,,",,,,"s"""""""",,,..,,.-"." "tAO'"'."m"",

'0 """ ","0"""' '",,<e,,"" '" Af,'" '''"''W,"",,""'"" ,",,,",,o",~" I

r - -- -- -- - - - - - - --1'",""' s". 'v,,,,''",

I ""''''', ,, ~I '-~I i ,,<, I -~- _._

:~~'~" I - -" < ., ­, ,L .J

.10.".. ""'• "OM "O'"'"'"'''A"","",..,,..,=r~.,".~,"m

The housekeeping substations located at the passenger sta­tions receive power from the 23kV distribution cables anddeliver 480/277 volt three-phase power for lighting, heating,cooling, and operation of noncritical displays and the unin­terruptable power supplies (UPS). The housekeepingsubstations also provide for operation of pumps and boilercontrols for the guideway heating system.

Five IOOOkVA, three-phase transfonners provide the powerfor the rails. The switch gear is equipped with electricallyoperated circuit breakers which are controlled from theSystem Operator Control Console located in the CentralCon trol Room.

The propulsion substations receive power from the 23kVdistribution cables and deliver 575VAC, three-phase power tothe power rails. Substation spacing prevents the overall guide­way voltage variations from exceeding ±) percent (exclusiveof the power company regulation, which is +0 and -5percent).

An uninterruptable power supply (UPS) is capable of supply­ing power to critical loads for 15 minutes in case of loss ofprimary power. The critical loads include the computers, theprocessors, and the critical communication circuits. The UPSis composed of batteries, switching gear, and the equipmentnecessary to detect primary power interruptions.

Standby power generators at each passenger station and themaintenance facility are able to start automatically, with amanual start override, and will assume some of the loads ofthe housekeeping power within one minute of power loss.The station platfonn and guideway emergency lighting, theRadio Frequency (RF) Voice Communication system, thePA system, the TV system, and the passenger assistance tele­phone are powered by the standby power generator.

30

PROPULSION POWER DISTRIBUTiON

Power rails along the guideway distribute the three-phase,575 VAC, 60-Hz power to the vehicles. The rails are compat~

ible with the maximum total current demand of the expectedvehicles between propulsion substations.

The power rails are securely anchored to the guideway. Railjoints every 90 feet allow thermal expansion of the rails.Electrical continuity is maintained across the expansionjoints to avoid arcing of the collector brushes.

The guideway power rails are connected to the propulsionpower sUbstation transformer secondaries through remotelycontrolled circuit breakers operated from the control center.Independent circuit breakers are provided so that the mainguideway on either side of a passenger station can be oper~

ated independently, and that the station guideways and themaintenance facility guideway can be removed from the mainguideway power for main!enance and fault correction. The575 VAC bus at each propulsion power substation is con~

nected to the transformer secondary by a circuit breakerequipped with overcurrent trips, undervoltage trips, andreverse power sensing. This circuit breaker protects the pro­pulsion power system from internal transfonner faults fedfrom the other propulsion power substation transformers viathe guideway power rails.

(except for the brush conducting surface) and fastened to theguideway structure with glass-fitted polyester hangers. Therails have a resistance heater wire installed which will provide15 watts per foot per phase which will provide an ice free railfor most operating temperatures. These heater wires are con­trolled through wayside switch boxes which are remotelyswitched on and off from Central Control. They are poweredfrom the 575 VAC power rail power. Merge ramps areattached to the rails which guide the individual collectorbrushes during merge or demerge.

Vehicle power is picked up from the power rail by a passiverun~on run-off power collector mounted on the vehicle frontwheel spindle which rides on the power rail as the vehicletravels along the guideway. The power collector interfaceswith the power rails and power is transferred by sinteredcarbon/copper brushes, one for each phase, that contact thesteel strip in the aluminum power rail. The brushes are sprungso that they contour to the rails and maintain a constantforce against the rails. The load of the collector assemblyagainst the rails is approximately 7 pounds per rail. Eachbrush is equipped with a 15 watt, 110 volt heater for winteroperation.

COMMUNICATION lOOPS j I

POWER DISTRIBUTION CABLES

/ I VEHICLE RUNNING PADSPOWER RAil

STEERING RAILl~~~~~i~\~GUIDEWAY

HEATING " l---LJ\PIPES Ir-----r-:.;.

The 575 VAC power is distributed by aluminum conductorbars attached to the guideway wayside structure. A smoothstainless steel surface is provided to reduce brush wear andarcing. The power rail is enclosed in a polyvinylchJoride cover

There are fourteen guideway segments which are automati~

cally controlled by the central computer to power down theguideway. This is done if a vehicle is stopped on the guide­way and a vehicle door is opened. Automatic power down isprovided to protect passengers on the guideway. Power upcan be accomplished manually, and only when the softwaresenses that there are no doors open.

31/(32 blank)

Control and Communications System (C&CS)

CONTROL ANO COMMUNICATIONS SYSTEMCONFIGURATION

The primary purpose of the C&CS is to automatically controland monitor the Morgantown Personal Rapid Transit(M-PRT) system. The C&CS controls vehicle movements ineach passenger station, along the main guideway, and at themaintenance facility, and provides graphics and other com­munications for passengers using the system. All communica­tions, commands, and station signals, and their management,are the responsibility of the C&CS.

monitoring includes comparing the time a vehicle arrives at apresence detector (PD) with the expected time of anival asdetermined by the station computer. Out-of-tolerance vehicleposition is displayed for the sy'stem operator on his console.

STATION I I I STATION I I I STATIONCONTRO, CONTROL ~ONTROl

rseesl IsceSI IseeSI

The C&CS automatically manages and controls the move­ment of vehicles operating between the five passenger sta­tions, (Towers, Medical Center, Engineering, Beechurst,Walnut) and the maintenance facility in accordance witheither a predetermined schedule or passenger-activateddemand. This includes controlling and monitoring vehiclemovements in the station areas, on the acceleration anddeceleration ramps, and throughout the interconnectingguideway.

The C&CS controls the position of each vehicle by a syn­chronous point follower system. The point follower systemconsists of moving slots, and a fixed time base circulating inthe central control and station control computers. The slotsare established, a vehicle is assigned a slot, and the vehiclemaintains the position in the slot during its trip. The vehicleis dispatched by the station computer in time to merge intoan open slot. An onboard vehicle clock will maintain an accu­rate reference for the vehicle, to compare distance traveledand speed, as measured' by an odometer in the vehicle.Periodic calibration loops will update any bias or randomodometer errors. The slots are allocated by the central com­puter and they are monitored by the station computers; slot

33

1

CfNTMlCONTROLleecs)

~~

1GulDEWAY ~ONTROl ElEMfNTS

,~"WW""CC'" 1/COMMU!V'CATlON5 SYSHMIveCSI

C&CS FUNCTIONAL DESCRIPTION

The Central Control and Communications Subsystem (CCCS)is responsible for overall control and monitoring of the tran­sit system operations. The CCCS equipment is located at themaintenance facility and is comprised of dual central com­puters, peripheral communications equipment, monitors,displays, and central software segment.

The Station/Guideway Control and Communications Subsys­tem (CCS) controls and monitors system operations at thefive passenger stations and the maintenance facility. TheCCS equipment is located at each passenger station, at themaintenance facility, and throughout the guideway network.Equipment associated with the CCS includes dual stationcomputers, control and monitor equipment, fare collection/destination selection equipment, vehicle boarding displays,guideway-mounted control and communications equipment,and station software. The functions of the stations and themaintenance facility are identical except for the lack of farecollection/destination selection equipment and vehicle board­ing displays at maintenance.

The C&CS software subsystem uses real-time operationalprograms to manage and control a fleet of vehicles betweenthe five passenger stations and the maintenance facility. Thesoftware subsystem is modular and is readily adaptable to anexpansion of the system.

34

The M-PRT software resides and operates in a distributedcomputation system composed of central, passenger station,and maintenance station programs. The computation systemcontrols all major operations required for the movement ofvehicles and the correlation of vehicle movement to passenger~

requested destinations.

The PRT is automatically managed by real-time operationalcomputer programs of the central computer. The centralsoftware coordinates and directs all activities of maintenanceand passenger station computers in the system, and respondsto passenger demands. The central software maintains currentinformation on the status of every vehicle in the PRT system,determines vehicle dispatch requirements for each station,manages empty vehicles and, under the control of the oper­ator, directs vehicles to maintenance if repair is required.

Passenger station real-time operational computer programsmanage and control all passenger information displays, pro­cessing of passenger destination requests, vehicle berthing,passenger loading and unloading, and vehicle dispatching.The station software monitors and controls each vehicle inthe station channels, on the ramps, and on the main guide­way. The station software coordinates with central, providingoperational data and accepting data and commands origi­nated at central.

C&CS FUNCTIONAL DIAGRAM

DATA DATA HANDLING TRANSM1TTE~ I!lNDUCTIVE COUPLING}TRANSMITTING AND INDUCTIVE

INPUTS UNIT-y RECEIVING MEDIUM 1+---0 COMMUNICATIONS

lGUIDEWAY LOOPS) UNIT

1 ~t I 0 tVEHICLE RECEIVER! VEHICLECONTROL 5q CONTROL UNIT DEMODULATOR CY"\ POSITION COLLISION

FUNCTIONS ,~ SENSOR AVOIDANCE DATA! INPUTS UNIT HANDLING

VEHICLE RF H AF TRANSCEIVER UNIT

COMMUNICATIONS UNIT IVOICE) '~"""FARE C~CT10N

UNIT rl STATION \

VCH'CLECONTROL &COMMUN'CAnONS SU",VSTeM 'VCCS, ~ ~FARE COLLECTION! DlSPLAYSDESTINATIONSELECTION UNlTS

CENTRAL CONTROL & COMMUNICATIONS SUBSYSTEM leees) ~

DES~T1ON SPE SWITCHRF TRANSCEIVERIMONITORS & r-- SYSTEM COMMUNICATION 1UNIT IVOICE}

DISPLAYS OPERATOR' CONTROL I+--. SELECTION

CONSOLECONTROL Y STATION GATE , .

1 KEYBOARDI I+- CONSOLE CONTROLCRT

--t1 VIDEO MONITORS VIDEO SURVEILLANCE I

i IPERIPHERAL COMPUTER STATION PUBLIC ADDRESS E IEQUIPMENT BUS SWITCH I· COMMUNICATIONSl ~I PLATFORM TELEPHONE

MODEM MODEM STATION STATIONCOMPUTER COMPUTER

CENTRAL 1+-+1 MODEM } TO/F,OM CENTRAL H MODEM I"'-~} TOI,"OM OTH'R"B" STRING "A" STRING

OTHERCOMPUTER

STATIONSCOMPUTER

1+-'1. MODEMl+-1+ STATIONS MODEM !"A" STRING I+--tol MODEM MODEM"8" STRING

l..--+l MODEM MODEM I

TYPICAL STATION/GUIDEWAYCONTROL & COMMUNICATIONSSUBSYSTEM 1S}GCCS)

35

C&CS SOFTWARE

The Operational Software is the subsystem within the C&CSwhich controls the system configuration, manages the move­ment of vehicles and passengers between stations, and con­trols the movement of vehicles on the guideway and in thestations. The operational software consists of three segmentswhich reside in separate computers at separate locations. ThePassenger Station Segment resides at each of the five passen­ger stations; the code for this segment is identical for eachstation, and unique parameters are contained in each database to accommodate the differences in station configura­tions. The Central and Maintenance Station segments resideat Central and Maintenance. Each segment is divided into twoprograms: executive and applications. Applications programsperform functions which control system operation from thepassenger and operator point of view. The Executive programcontrols the processing performed by the applications pro­grams, provides the software interface with the computingsystem and external environment, and controls the configura­tion of the operational resources. The following paragraphsdiscuss the functions performed by the total softwaresubsystem.

System Startup and Control. The software provides for load­ing of the computer network, for setting vehicle locations,and for initialization of variables to enable startup of the sys­tem. The software also controls the configuration of systemelements, displays system status to the operator, processesoperator command and data inputs, and records system oper­ational data.

Vehicle Management and Control. There are two modes ofsystem operation: schedule mode and demand mode. Sched·ule mode operation provides passenger service on the basis ofa predetermined schedule of vehicle destination assignmentrates, Demand mode operation provides passenger service in

36

direct response to passenger destination requests received bythe software when the passenger enters the station platformarea. In both modes, destination requests are assigned to anavailable vehicle with the correct dispatch direction, andpassenger loading is initiated. In demand mode, vehicleinventories for each station are based on the number ofpassengers waiting for service at any time.

Vehicle separation on the guideway is maintained by moni·taring the position and status of each vehicle and by control·ling the time at which vehicles are released from an origin­station load berth such that vehicles will merge with existingguideway traffic and travel down the guideway at intervals of15 seconds (or multiples thereof), Vehicles approaching theirdestination station are routed to the station demerge ramp,and to a selected channel within the station, then forwardwithin that channel to an unload berth. Vehicles are movedforward within a channel as the next·forward berth becomesavailable. After a vehicle arrives at the destination stationunload berth, the vehicle door is 'cycled to enable passengersto depart the vehicle and enter the station platform area.After a vehicle has moved forward within the channel to theload berth and after a destination has been assigned to thevehicle, the software illuminates a boarding display andcycles the vehicle door to enable passengers to board.

Anomaly Management. The software provides for reaction toanomalies which are detected by the software and to faultswhich are reported by a vehicle. In addition, the softwareresponds to operator initiation of anomaly reaction.Examples of anomaly readion are stopping vehicle move­ment and removing guideway powei'. Anomaly recovery isprovided to restart the system following an anomaly reaction.

MPRT OPERATIONAL SOFTWARE SUBSYSTEM ORGANIZATION

MPRT OPERATIONALSOFTWARE SUBSYSTEM

I ICENTRAL SOFTWARE PASSENGER STATION MAINTENANCE STATIONSEGMENT SOFTWARE SEGMENT SOFTWARE SEGMENT

EXEC-EXECUTIVE PROGRAM

CONFIGURATION MANAGEMENT

INPUT/OUTPUT

EXECUTIVE SERVICES

CAP - CENTRAL APPLICATIONSPROGRAM

COMMAND PROCESSING

DATA COLLECTION, RECORD­ING, & DISPLAY

COMMUNICATIONS PROCESSING

OPERATIONS MANAGEMENT

OPERATIONS MONITORING

EXEC-EXECUTIVE PROGRAM

CONFIGURATION MANAGEMENT

INPUT/OUTPUT

EXECUTIVE SERVICES

PSAP - PASSENGER STATIONAPPLICATIONS PROGRAM

COMMAND PROCESSING

DATA COLLECTION

COMMUNICATIONS PROCESSING

STATION MANAGEMENT

STATION MONITORING

VEHICLE & GUIDEWAY CONTROL

37

EXEC-EXECUTIVE PROGRAM

CONFIGURATION MANAGEMENT

INPUT/OUTPUT

EXECUTIVE SERVICES

MSAP - MAINTENANCE STATIONAPPLICATIONS PROGRAM

COMMAND PROCESSING

DATA COLLECTION

COMMUNICATiONS PROCESSING

STATION MANAGEMENT

STATION MONITORING

VEHICLE & GUIDEWAY CONTROL

OPERATING ALGORITHMS SYNCHRONOUS VEHICLE CONTROL/MONITORING

This section describes the primary operating algorithm asimplemented in the C&CS software. These algorithms areconveniently categorized as shown below. The first fouritems are used regardless of which operating mode, demandor schedule, is in use. Tke transition algorithm is used toredistribute vehicles when going from demand to schedulemode or between two dispatch schedules that are not spedfi~

cally designed to work together. The anomaly managementalgorithm is a combination of automatic and operator actionsdesigned to aid in the safe restart of the system following afailure or anomaly of any kind.

The basic principles of the synchronous control algorithmare:

1) Imaginary (virtual) points circulate around the mainguideway

2) These points are numbered and are 15 seconds apart3) Vehicles are dispatched to the guideway so that they

will closely follow a particular assigned moving point4) The software, using presence detectors, monitors each

vehicle relative to its assigned point and takes appro­priate action when necessary.

VIRTUAL POINT MOVEMENT

• SYNCHRONOUS VEHICLE CONTROL

POINT SPEEOS ME 6fTTO flEefl.SENT A NOMINALV.~'CL'

f'{j'NH MOv' M,. .,c tNTERVAcs

".co _~_ ...."

'O'NT NOS

"

"" --- "'""' --...-- .. -...- .,

m.

I I 1 •. ,0

\,lU .,"

• DEMAND MODE

• SCHEDULE MODE

• TRANSITION ALGORITHM

• CHANNEL MANANGEMENT

• ANQMALY MANAGEMENT

• VEHICLE ARRIVAL LOGIC

• VEHICLE DISPATCH LOGIC

POl"T NU"'.'." AR' R'C <CLOO 0. "'RAPPED ~ROuNO EAC~ Slo'

38

VEHICLE TRACKING VEHICLE DISPATCH LOGIC

Vehicle tracking is accomplished by monitoring the actualposition of the vehicle relative to its assigned moving or"virtual" point in the computer. Guideway mounted pres­ence detectors (PD's) are used to track the motion of eachvehicle in the system. Vehicles are reported "ahead of point"or "behind point" when they drift more than 1.1 secondsahead or behind their assigned points. Vehicles are declared"runaway" if the time between successive PD hits becomessmaller than a fixed criteria. Such vehicles are stopped byapplication of emergency brakes and rail power dump by thesystem operator.

In order to meet its assigned virtual point each vehicle leavinga station is commanded to start at a precise time calculatedto accomplish a successful merge with this assigned point onthe main guideway.

Central assigns each vehicle an available virtual point. Theassigned point must be unoccupied or expected to be unoccu­pied at the merge. If the point is occupied but the occupantis expected to switch off the guideway before the merge,the point may be assigned to the departing vehicle. A checkis made to be sure the occupying vehicle actually did switchoff the guideway before allowing the merging vehicle to clearthe station exit ramp.

VEHICL, MOviNG ," TilE "REAL" WllRLD

A, T,

GNI viRTuAL POINT A

RAMP~

MERGE

A' T.MAIN GNI

eo

,--.\10

VIRTUAl POINT MOVING 'N THE COMPUTER

VEIIICLE MAGNET

4SPEEDCOMMA,NOFROM GNI

'0

VEHICLE TO 6E OISPATCHEE\ LOAD BERTH

'f THE VEHICL" II1T5 A PD AFTER nlE VIRTUAL PO'NT REACHES THE SAME PD. THEVEHICLE IS "aEHIND PO'NT"

V'CE VERSA FOR "AHEAD OF POINT"VEHICLES AR! ASSIGNED AN 'AVA'LAB,e' V,RTVAL PO'NT

ON, Y ONE vEH'cee CAN OCCUPY A GIVEN POINT A' ANY GivEN r'ME,'AVAlLAij,E' MeANS fAR eNOuGII ijACK FOR A SvCC€SSFVl MERGE'" UNDCCVPEED, OR exPECTED UNOCCUP'£D AT T1_

v!HICl€S A~< RH<ASED AT T'M£ T T. SUCH THAT THE TR'? "ROM rH€WAD BeRTH TO MERG< -rAK!.S rHE T'M' Tl T,

39

VEHICLE ARRIVAL LOGIC CHANNEL MANAGEMENT

As vehicles approach their destination a switch commandloop is set to cause the vehicles to enter the station via thestation entrance ramp. A PD on the ramp must be hit inorder for the vehicle's virtual point to be "cleared" for use byanother vehicle downstream of the station.

Each station channel contains 2 or 3 arrival or unload berths,and one dispatch or load berth. This chart shows thesequence of action taken as each vehicle moves through astation channel. An arriving vehicle stops in the forwardmostavailable unload berth, opens its doors for passengers debark~

ing, and moves ahead. At the load berth the vehicle awaits itsnext assignment, cycles its doors for passenger loading, and isdispatched to the main guideway at the appropriate time asdetennined by guideway point occupancy and the currentmode of operation, demand or schedule.

[IJI'

vEHICe!; X TRAVEL'"''ON lOR N.M ~OENT AI

CHANNH ASS'GNM£NT SASED ON CHANNEl OCCUPANCY ANO OP~RAT'NG MOO.

I II II II 1-LDAO 6.RTHUNLOAD 6~RT>lS

-MA'" GIw

~c,POZ

R"'@',,,'f,' to, c:=:::;l SWITCH [.OOP

SW'TCHFD"

""HleLE x HETS SW'Te" PO

"TH" "'-"'-''0'' IS "ROPER DEST'''ATION FOR vEHIClE x. SOT SwITCH 'TOWARriTHE HAMP, If NOT SET SWITCH 'TOWARO' THE MA'" O/W

"RR,vmG V~HICC.SSTD. iN fORWARDMOST "'VA'~A6l~ UNLOAD S~RT~

VE~'CLES MOV~ fORWARD TO WAD BER1H ASBERTHS "H~AO BECOM~ CL~AR

WHoN v ..uCLE HITS PDZ, Cl.EAR VIRTUAL "OmT A. Il.E.I'{)INT A "N 'O/W"UNOCCUPtEDI

QN~ DOOR CYCLE IS PERfORMED fN AN UNLOAD BERTH. ANO ONE iN TH'LQAO BERTH !UtlLE,5TH£ V£H'CLE 'S ASS'G~~D TO MMNT(NANC~I

40

DEMAND MOOE ALGORITHM

The Phase II demand mode has been designed to provide thebest possible passenger service at all demand levels in termsof average and maximum passenger wait time. It providesefficient trip management through an optional vehicle redis­tribution algorithm, thereby reducing total fleet miles toserve a particular demand level. Demand mode also providesoperational flexibility during winter operations, uniquedemand situations, and maximizes perfonnance duringanomalies when portions of the system are temporarily shutdown.

MA,lOR FEATURES

DEMAND MODE MACRO LOGIC

This chart shows the overall logic used in demand mode.Vehicles are assigned to groups of passengers based on thenumber of people waiting for a particular destination, andthe length of time they have been waiting. The system oper­ator has control over two parameters, and by setting themappropriately the operator can control average and maximumpassenger wait time, vehicle occupancy or load factor, andfleet mileage required to serve the demand. These parametersare the group size at which a vehicle will be assigned. This iscalled the "vehicle capacity" and the wait time at which avehicle will be assigned. Thus a group, large enough to fill avehicle, will get immediate service, for which a smaller groupwill have to wait until the wait time has exceeded its presetvalue. This allows mote passengers to enter the system anduse the same vehicle. Even a single passenger will get goodservice, however, since it is anticipated that the wait timeparameter will not be set in excess of 5 minutes.

nOV'AS W'OE O',.,..,NO RANG, r~"OUGHVA"'AOL£ OO>nRo, eAAA"",~ns

CO~iR'" M"A"HE~S

MAX'MuM ",AfT _ SET '"OM '0 TO 600 SECON"" ~y 04'E"ATDRDEPENO'~G ON s=~'" QU'A~O UVEl AN" W'AT~"~, 'REv€NT',ONG WA>TS ~Y ,ND'VEOUAL pASS'NC,R! ON lOW DEMAND

O~'G'N/"EST'NA nON 'A'R,

VEH'Olf LO"omG _ SET "ROM 1 '0 2' PASSUmERSay O",RATORO"'NDEN(; ON SV,TEM DEMAND C£V!<. AV A'"ABl' 'LE,T 'ItE.ANO ~EStRED LOAD 'ACroRlfRIP ''''C''NeV

VEHle", R'01STR'auT'ON "ANM!M'N'

V'H'CC.. ARE D"T"'"LJTEo BASCO ON Nu..... R '" PASS'NQ'~SwA,;'NQAN~WA'T'NGT,"". ALe STATEON plAHOR"" G,v,N A M'N'''UM ENy,NToRv GOALOUR'NG cOW O'MAND eE~'DD',

"" OV, DES • MT'AL SYS" MS< Rv 'C,°u"'N GANOMALIES

41

O"RATORs>"wAlT "ME & CAPAClTYPMAMU""SMSmONOWANO L'vtc."nT SIZE. W,ATH'"

DEMAND MOPE MACRO LOGIC

,,,,,,, lOADI ArP"O'"'A"I G"oue,,,

VEHICLE REDISTRIBUTION ALGORITHM

Vehicles are redistributed in the system if a station is notcapable of handling the passenger demand with vehicles onhand or on-way (i.e" expected arrivals) or if a station's inven­tory of vehicles falls below a preset minimum level. The mini­mum level assures vehicle availability for entering passengersduring low demand periods.

PASS,~GE" AcTW"TED V'~ICC' "'c,srR'6urlON "'ouEST

_ " NO V'HIDe. AVAllA"C' W~'N PASS'''''"" "EOu.,T••COM'SElIG.. l.,

" CH'CKO~'WAY & "'SOON'O "'Hie,",fOR "",,,",ELE CANDEOAT'

" "NO.... "'CUESTVH"CL<

" v'H'ClE ""C>sTR"UT'ON TRWSTA~' ANY WA"T'NG ?ASS'NG'RS".GAROCOS. Of TH"" 'READY'STATUS

STAT'ON ,"N'rduM 'NV'NTORY VEH,C'" "<-oUEST

_IF,TAT'ON "AHORM iNVENTORY fAce. "flaW, VE"'CC£SR,QuesT V"H'CLE

_p"Ov'OES GUARANlEW V,"'CL' AVA"A''''TY OURlN<:iCOWO,"'ANO PeRIOO.

42

SCHEDULE MODE ALGORITHM

In schedule mode vehicles travel between origin-destinationpairs based on preset dispatch rates. A master schedUleconsists ofa series of subschedules to be run at specified timeintervals during the operating day. Each subschedule consistsof dispatch rates for each origin-destination pair, platformassignments, side channel use rates, and inventory require­ments. Each schedule must be balanced in order to preventvehicle shortages or excesses at each station platform. Thebalancing process is accomplished by the analyst who gener­ates the schedUle. Schedule mode is meant primarily for useduring very high, predictable, demand periods, where, if care­fully constructed, it can outperform demand mode by a smallmargin.

"'ASTER SCH,OU1.<

1STMTT'''''

I'UllSC"WucE N

$CH~OOCE "'''....0 ..r""CA1. Sl ""ON

-O'S'''TCH RAnsTOEAC~"AT'ON

G'N'~A"_PlAnORM ",S1GNM<N1SOo"AEO VE~ICCE

-Sloe C~ANN,," "AlES D>","TC~

-INV'N'OAV"<O",,, r ='GN"'NT, IjI'TMTT'''''

V'H'CL<

IVe~lC1.< <NlERS

O'''A,C~fDLOAD "'"T~ m"HTN<<T

A,,,nN,,,'NTS

SCH..'U'-" MUS<., OA1.ANC.O

TRANSITION ALGORITHM ANOMALY MANAGEMENT

The Transition Algorithm redistributes vehicles in the systemin response to a change of master schedule or a transitionfrom demand to schedule mode. The algorithm works asfollows:

1) Station* inventory requirements from 1st subscheduleare prorated if necessary

2) Station* surpluses/deficits are calculated, (stationinventories include "in station" + "on way" vehicles)

Surplus/deficit = station inventory - requirement

3) Stations with surpluses di~atch all extra vehicles tothe closest station with a deficit or to an "end" station

When a vehicle or wayside failure causes an interruption innormal service, an anomalous condition is said to exist. Thefirst action that occurs during an anomaly is automatic and istaken to protect passenger safety. Vehicles are stopped througha process known as Trailing Vehicle Reaction (TVR). Oncethe system is brought to a safe, stable state, system operatingprocedures specify that the operator segment the system tothe extent possible in order to continue as much passengerservice as possible. As soon as the maintenance crew clearsthe problem the system is restarted in affected areas. Demandmode is generally used during these periods because of itsinherent flexibility to work off any passenger demandaccumulated during the anomaly.

4) "End" stations redispatch the extra vehicles to theclosest downstream station with a deficit f"AI\.ING V'~'CLE R'ACToON ITVA]

5) Side channel requests are used when necessary to bal­ance the two sides of an offline station

_<tal'S V~~tC..ES ON NORMAL ""AK~;

_~vmo ,," "'0' <CA') W~'N ,""ss,eLE

_'~C'UTAHSR.STA"f

SEGM'~TSYSTEM W~'N 'OSS'OL'

_K'O.,,"U,MtJM D,O'SO'ON

•.'R,v'N1 r.Jw MC<U. MST "'AR"T STA "ON

SWITCH TDO'MANOMOO'

* Directional station • ~LLOWS OY"AMIC 5ERV'CO AOJU,,,,,NTS

_ HIGH "R'O"'T'f ·....-0"'-0""' OF WA,T1NG'ASS£NG'" AT 'NO 0' DOWN"M'

uS< S'fSTEMATIZED AECOv"'Y PROC'OU",S

!>ETEAMINES A sET Of VfH'ClE O""ATCHfS TO;

ACCOMPLiSH TAANsm(}/< 'AOM O~MANO fO SCHEOULE MOOE

I I IvEfl,e..,",STA'BUT'ON

TAANs<ToONALGOAITHM

O,"'RmVEHICL'O'STR,gUTlON fOR1ST SUBSCHmUlf

_ OPfAATOR OPTiON' FeA 0ISP~TCH 1~~leIT$

_ OOWNUN<s~EL' o<cmE APP"O,",Al£ ACT10N

ENO OFO<MANOMOO'

STAAT OfSCHWUlfMOOf

STAR' 0'MAST~R

SCHOOuCE Q

ONO 0'MASTERBCHfOU\.t A

ACW U'oD DUH'N~~HAN~" I-HOM ONE MASTEA <HEOUlf TO ANOTHEA MASTEA SCH<OW'"

SU"SCHfl>lJL' x DESlA'O V'H'CL'

SU"SCHEOUU Y T"ANS""'N O'ST",BUTlON "OA

SUBSCHEDUCE ZALGOAm.M lSTsuasc~HI\JlEO'

MASHR SC~ED. ",

43

Central Control and Communications Subsystem (CCCS)

CENTRAL CONTROL AND COMMUNICATIONSFUNCTIONAL DESCRIPTION

The system operators at central control monitor and directlycontrol system operations during startup, failures, shutdown,and restart. At aU other times, the central computer controlsand supervises vehicles in stations, on the guideway, and atthe maintenance facility. The system operators merely mon­itor transit system operations. All operator-initiated com­mands are routed from the control console through thecentral computer to the remote computer at each station.

44

Software routines allow the operator to restart the system(after an anomaly has forced the system into the non-nonnalstate), run selected vehicles at reduced performance levels(running vehicles at speeds lower than nonnal for use duringabnonnal or emergency conditions), assign vehicles to variouslocations (remotely control vehicle destinations, e,g"dispatch a faulty vehicle to maintenance), and perfonn othercontrol and override functions.

OPERATIONAL STATES AND MODES

The system operator is responsible for the overall manage­ment of system operation. He obtains status information athis console and initializes the system for startup, input ofoperating parameters, and selection of the operating stateand mode.

operator to control vehicle movement. The selection of themanual mode for a vehicle will preclude nonnal state opera­tion of other vehicles in that section of the guideway.

The Morgantown PRT system is operated in either of twostates: nonnal and non~norinal. These states include morethan one mode of operation as defined below.

","'CC, WITH,"u,""",,"'O10 M'"""."'"'

""."'0" Mu"..~o" V'""C,TO ....."''''AN''v," ""0'.0

/

V,"<O" CO""~""" "O""OT<""'<AC"

"utt~"..o,'0'''''0''

"utt~,,,.,,

'o.w".o<o'oe."'",,

NON·NORMAl STATE Of OnRATION

~E

"'"",",,'" >AmT,,",,"""00"WM.C ,,.,,'",,".

"0-'

-" ",tT" <"'T'o<, • "'"'C<'" 'TO""OO",,0'""'" '''''''''0. TO'" ''''"Q,.,.T<""0" '0 0'''. '"' "",m~.. '''0 T"' "UcT','",,'" ".'0"",,0 oY M.""" 'O","OL

0""'0. ''''''e><'' V,",,"'0 M"."""",, A"O Q""' <"AN"',

"CO~

The system is in the nonnal state when its functions are undertotal automatic controL Nonnal state operations include thedemand and scheduled modes. Transitions from the demandmode to the scheduled mode, or from the scheduled mode tothe demand mode, are initiated by the system operator. Thesystem is in the demand mode when the passenger selects hisdestination at the origin station and a vehicle is provided inaccordance with his request. The vehicle will then transportthe passenger non-stop to his destination. The demand modeis used primarily during off-peak traffic periods. The system isin the scheduled mode when the passenger is provided non­stop transportation in accordance with a predeterminedorigin/destination schedule that is based on expected trafficdemands. The scheduled mode is used primarily during peakperiods.

The system is in the non-nonnal state when its performance isless than nonnal because of a failure or other abnonnalcondition. Non-nonnal state operations include the reducedservice mode, the remote mode, and the manual mode. Thereduced service mode enables either the demand or scheduledmode to be continued in a non-normal state, but at a reducedperformance. Reduced performance may include larger inter­vals between the vehicles, elimination of passenger serviceat one station, or lower speeds on the guideway. The remotemode enables the central control operator to remotely controlvehicle movement. The manual mode enables system person~

nel to move the vehicles; means are provided for an on-board

45

CENTRAL SOFTWARE

The Central Segment software consists of the CentralExecutive and the Central Applications Program (CAP). TheExecutive program-controls the pf.ocessinz·pertormed by theApplication program an:d:--rrWvides 'the sottware interfacewith the computing system dud externai environment. CAPrecords system operational dilla, displays and logs systemstatus data, executes- opera;tor commpuds, maintains ttw.vehicle motion time base (vinual points) and coordinato:;s;-.-au(icommunicates with the stabon software to effect tWe:'Olstri­bution and movement of the vehicle fleet ttd~()u-ghout )l'i'esystem.

CAP is modular in structure to facilitate development, testing,and maintenance. The structure includes five module groupswhich organize the applications modules along functionallines.

The Command Processing Module group enables syste'fidtart..up, accepts operator inputs from the CRTkeyboq.r~ andexecutes operator commands.

• MIMIC ,display---'paiodically updated to reflect currentvehicle IDcations.

Thc, Communications Processing Module group accepts mes­~tlges from the Passenger and Maintenance stations applicationsprograms.

The Operations Mangement Module group provides fordist:>::Jtch of vehicles and for maintenance of the virtual pointsanct'subpoiats'which it uses to synchronize dispatches. It alsoprovIdes for m-a.'1agement of vehicle inventories in demandj}Jode, initIation of dispatch rate changes in schedule mode,'and reaction to anomalous conditions.

)'lfe Operations Monitoring ModUle group maintains the cur·rent status of each vehicle in the system, as reported by thestations.

CENTRAL APPLICATIONS PROGRAM ORGANIZATION

The Data Collection Recordiug-~ MHf Display MdQule groupprovides the following,

OM

C'~TnAL

"'OL>C""ONS~ROGRAM

lOPeRATtON" I"~."Tn"'NG

V,"'CC, POStT'ONMONm,",NG

V'~IO," STATUSMO~'TO"'NG

V'K'CL, AI'I{)MAC YMONnO.'NG

I

VEH'ClE HANOOV'R

","PATCHMA~AG'M'~T

v'RTuAL >OlNtMANAG'M'~T

ANOMALY REACTION

CO"'MtmICATjO~S I 1fROC"S1NG

M£SSAG£PROCeSS'NG

T

'YSTEM OP<RA fOROlS'LAYS

SAFE DATARECOI<OING

Ev'NT LDGG1NG

OATACOlL'CTJO~

I

ASS'ON VEH'CL'

lYS"M STMTU'

SYSH'M Of<E"ATORCOMMA~D'

SET Vf~tC"l-DCATtON

• 1)ata collection-includes output of runtim~ infO-ri"i"'j~iG-rf

such as vehicle mileage to magnetic tape.

• Safe data recording-provides periodic output ,of vehiclestatus infonnation to cartridge and fixed·head dists.

• Event logging~provides for printouts of vehicle locations,miles, and enabled hours.

• System operator displays-outputs system status andcurrent anomalies to the CRT, along witn the lastrequested display. Anomalies and displays are printedupon operator request.

SYS;,.~.sT,,"US

CONTROLM'M,e OIS"LAYS 'NV'~TORY

MA~AG'MEN'

$C~EOUL'

MOOIF'CATtON

46

CENTRAL CONTROL COMPUTER CONFIGURATION

The central computer configuration consists of two DEC PDPII/55's performing redundant processing, a set of peripheralswhich is shared by both computers, two sets of dedicatedperipherals (one for each computer), the MIMIC display indi­cating vehicle locations and anomalies, the electrificationcontrol panel enabling control of guideway power, SpecialPurpose Equipment (SPE) to accommodate non-standardcomputer interfaces, and the modems and boot switchesenabling communication v.:ith the station computers.

Central Processors and Main Frame Logic (DEC PDP II/55).The PDP II/55 computer is a 16-bit machine which operateswith a 300nsec cycle time. It contains 32K words of 300nsecbipolar memory, plus 32K of core memory with a 980nseccycle time. The mainframe contains:

• a MemoIY Management Unit to provide memory mappingas well as executive and user mode memory read/writeprotection.

• a power failure monitor

• both real time and programmable clocks which are used tosynchronize the system by use of the common linefrequency

• Device I/O Controllers for the standard peripherals, theSpecial Purpose Equipment, a UNIBUS switch to enablesharing of peripherals by the two mainframes, and aUNIBUS link between the two processors

Dedicated Peripherals. Two sets provide functions vital tosystem operation:

• Fixed Head Disk (RFII/RS11)-a 256K word disk with anaverage access time of 16.9 milliseconds, and a 16 micro­second per word data transfer rate

47

• Cartridge Disk (RKll/RK05)-this unit has a 1.2 millionword capacity, a 70 millisecond average access time, andan II microsecond per word. data transfer rate

• DEC-writer II-a 128 character set printer terminal with132 column print at 30 characters/sec

• Paper Tape Reader/Punch~a 300 characters/sec reader anda 50 characters/sec paper tape punch

• Electrostatic Line Printer~a direct Memory Access BlockMode printer with 500 lines/min and 100 characters/linecapability

• CRT Terminal-a modified Beehive II terminal with specialkey caps to optimize operator input. Data transfer is 240characters/sec.

Shared Peripherals. The following peripherals are switchedmanually and controlled only by the prime computer:

• a 9-track, 800 characters/inch, 10,000 characters/secmagnetic tape transport

• Line Printer~a 64 character set, 350 line/min, 80 columnimpact printer

• Card Reader~an 80-column, 284 card/min, punched cardreader

CENTRAL CONTROL COMPUTER CONFIGURATION(Continued)

Special Purpose Equipment (SPE). SPE at Central is providedto enable manual switching of station computers and to inter+face with operator control and display equipment. SpecificSPE interfaces are with:

• MIMIC-"provides graphic visability of vehicle location andstatus. This interface is controlled by the software to pro­vide automatic switchover in the event of computerfailures

• Electrification Cootrol-a relay output interface in eachcomputer is wire "OR"ed in the SPE. Either computercommanding a closure will remove guideway power fromthe associated section of the system

• Communications Link~the primary communication isthrough the UNIBUS link; to provide the necessaryarbitration in failure determination, a secondary link, con­sisting of 3 bits full duplex, is provided as part of the SPEMIMIC interface

• Modems-the modems are 2400 BAUD, synchronous seriallines which are routed through the SPE to enable eachstation computer to be independently switched to eitherCentral computer

• Remote Bootstrap-a remotely controlled ROM used tobootstrap the disk and modem lines to load the systemsoftware.

48

MPRT CENTRAL COMPUTER CONFIGURATION

/ "'''' / t'''"'' / ®® 7["" ,IDlEP'_AY CAT'ON MAG MAC, LlNE"RtNTER CA~P READER "~" ,TR'''GWNT~O" TMt TAPE

"A" STR'NG

UM WOOD I I 1.;>MW\lROCARTR'OGE f-- ---4 CARTRmGi:O'S~ ;, DISK

.1MIMIC }/ ",,'" / ~~lAV INH"'AC, <x~ANSION BOX

CONTROL L~CTRIF'CAnON COMMON "N'SU,

LA3" t--- ~ .. ",OD.CWRITE~ OECWR,TER

---.J

~AS~fA!j,~ J--- HlGHS""'DRo"O~RIPUNCH pR'MARY COMMU"'CAnONS I.>NK eAP£R TAO"

~EADERlPtJNCH

PD" 1 ,"',_gA COMPUTE~ SECONOARY COMMUNICAT'ONS L1N~ eD" 11.';"_aA COMPvH'R

~,K PA~lTY 6,PQlAA J1K PARITY S,POlARMfMORY MEMORY

256K WORO J2K PAR1TY CORE ~,~ PAlnTY CORt25ti~ WORe

"~ED I- MfMORV MEMORY ---4 "xeDHEAD mSK ~F."l·nM'CLOCK ReAL'l'ME CLOCK

'~OG~AMMABL< PROGRAMMASLEHoM DISK

REAl·TIM~ CLOCK HAl·T<MECI.QCK

Dtv,C' 110 DEVIcE "0

VERSA~ CONTROLU~S

I ICONTROLLERS

"' - VERSA~llNEPR'NTER LINePRiNTER

- ~ I MODEM MODEM II MOD"M MOD,M IB""H'Vf: r-

~ WOT SWITCH I ~SEEH'VE

KHsOMO HY60ARD

BOOTSW'TCH )~ BOOT SWITCH .( WOTSW'TCH

gHH'Vt: . t t, ,'f 'f L(BEEHivEMODEL" j- , , MODEL"ce, . , ",

TO MEDICAL CENTER saT'ON TGWALNl'T STATION

I MOD"M II MODEM I II MOOEM II MOO!,M I( flOor SW'~C") ~ (BOOT SwncH )

I MODEM I II MOO'M I i I NuLL MOO<M I I NUCl "GN" \ , I, I ~oor sWire,,) ~

( wOT SWHCH ) V WGT sw,re_'

BGOr SW''!CH ) BOOT SW,TCH ) BOGr SW'~CH )V

, , , 'f 'f, .t t , , ,, .rG TOW'"S 'TArlQN '0 'NGtNHR'NG STATION

49

m \OA'NnNANC, SlAT'ON TO OEOCHURST 'TA TlGN

CENTRAL CONTROL OPERATIONS

The central control room contains the equipment for moni­toring and controlling system operation. There are two mainconsoles, one for the system operator and one for the commu­nications operator, and a shift supervisor's station. Thus,operation of the system during peak traffic periods calls forthree people to be on duty; a system operator, a communica­tions operator, and a shift supervisor.

The system operator's console contains two keyboardterminals and related cathode ray tube (CRT) displays, aGuideway/Station Electrification Panel, and an intercom unitlinked to maintenance operations in the Maintenance ControlRoom, The keyboard and CRT displays permit the operatorto control the system whenever required, such as during start­up, restart, shutdown, anomaly recovery, and even duringtlQrmal operations. Each keyboard and CRT display is linkedto one computer string. The A string computer interfaceswith the left keyboard and the B string computer interfaceswith the right unit. Each keyboard and CRT display consistsof an alphanumeric and function coded keyboard, a 12~inch

cathode ray tube monitor, and associated electronics.

The MIMIC Display, which is a small-scale software-controlledreplica of the M-PRT guideway, is mounted slightly above eyelevel on the wall directly in front of the system operator'sconsole. Through a series of yellow lights, the display showsthe location of all vehicles between presence detectors in thesystem. Each light on the MIMIC Display corresponds to aPD. The light is illuminated when the loop associated withthat PD is occupied and is turned off as the vehicle passes onto the next loop.

50

Lights in each berth position indicate vehicle status: a red lightmeans that the vehicle is disabled, a yellow light indicates occu­pied and available. Vehicle-related anomalies cause the yellowMIMIC Display lights to flash at the PD locations of the anom­alous vehicles. A slow flash (60 per minute) indicates a minoranomaly, a fast flash (180 per minute) means a more seriousone.

SYSTEM OPERATOR'S CONTROL CONSOLE

The Systems Operator Control Console contains the followingControl and monitor panels.

1) Concourse Sign Control Panel & Display Panel Assy2) Electrification Control & Display Panel Assy3) Station Control & Monitor Control and Monitor Panel

Assy4) Two Keyboard Terminals and related Cathode Ray

Tube (CRT)5) Maintenance Radio6) Maintenance Intercom

The concourse sign control panel enables the system operator tocontrol the concourse displays in the five passenger stations.These signs give the passengers the open and closed condition ofeach station on the M-PRT system and the platfonn to use toboard the cars for their selected destination.

The Electrification Panel enables the system operator to controland monitor the Guideway Propulsion Power and 23kV powerto the complete M-PRT system. The 23kV high voltage power iscontrolled by the in-line and HV-l circuit breakers located onthe upper right hand side of the panel. An emergency clumpswitch that controls the in-line circuit breaker receives its powerfrom a 48 volt battery located in the Systems Operator Console.The station control and monitor panel controls and/or monitorsthe status of the secondary and emergency power sources whichconsists of:

1) Housekeeping power2) Uninterruptable Power Supply (UPS) outputs3) Guideway lighting4) UPS Bypassed5) UPS Fault6) Standby Generator "ON"7) Housekeeping Power "OFF"8) Temrerature & Equipment Blower9) Humidity

51

The station control and monitor panel also controls &monitors the following:

1) Station and Boiler House Fire Alanns2) Guideway Heating Boiler Controls3) Platfonn Heating Control4) Snow Mat Heating Control5) Guideway Power Rail Heating Control

The two keyboard terminals and CRT displays enable the sys­tem operator to address the Control computer and to monitorthe automatic operation of the system.

The maintenance radio provides the system operator with ameans of communication with the main tenance personnel in thefield and the vehicle recovery team.

The maintenance intercom provides the system operator ameans of communication with the maintenance personnelwithin the Maintenance and Engineering Maintenance facilities.

at £ s '\4;

COMMUNICATION OPERATOR'S CONSOLE

The communications operator is responsible for communica­tions to and from passengers in the PRT system, and to andfrom the public outside the PRT system. He does this fromthe communications operator's console, which has:

]) Station public address selector panel2) Control/monitor panel3) Vehicle radio control unit4) Public and passenger service phones5) Maintenance radio unit6) Video monitor display unit (closed-circuit TV)

The communications operator also enables or disables vehicles(to conserve energy and vehide wear) as required over thevehicle radio control unit, and is responsible for maintainingstation security by monitoring the TV displays that show allthe station platforms. These are fixed-focus non-multiplexingcameras mounted at strategic points in each station. Theoperator can address any station over the public addresssystem.

Passengers in PRT vehicles can summon the communicationsoperator over the same unit. Each vehicle can be separatelyaddressed or all vehicles can be addressed simultaneously.The means to open and close passenger gates remotely is alsoprovided on the communications console.

The telephone/elevator control panel assembly enables thecommunications operator to assist passengers by means of thestation elevator telephones.

52

VOICE COMMUNICATIONS NETWORK

ell "".".A"'"i11. ""'O~'"

"'cov'"v,.,,,,,,, ANC'v,",",'"

~o~o

""MA'NMAINT ,"O"M",'"

3~::,-

, _ I ""'t"l

ST""'",

~I~~f,:r:i:\v\ tV'ii',•

FRT VOICE COMMUNICATIONS NETWORK

~~~

'.'n...... ,o.

.""",",

There is a separate UHF radio system for the exclusive use ofmaintenance personnel. The recovery and maintenancevehicles are equipped with two-way radios, and hand-heldunits provide contact with central from anywhere in the sys­tem. Paging ability is also provided so that off-duty personnelcan be summoned anywhere in the Morgantown area.

Passengers at the station platforms can pick up a handset andbe in instant contact with central control. One-way commu­nications or paging to the station areas can be accomplishedby the PA system. Passengers in the vehicles can contactcentral or be contacted by central over a UHF radio system.Each vehicle has its own radio, which can be activated in anemergency.

The PRT system uses various methods for communicationfrom central control and maintenance control. Normal tele­phone communications are provided to each of these areas aswell as to the TIonnal office area. The central control areahas one unlisted number that has been given to local police,fire, and university security officials.

The UHF radios are hardwired to remote transceivers on topof the WVU Engineering Building. Separate control allowstwo-way communication over the maintenance frequency.Intercom units are also provided between central control,maintenance control, Engineering Maintenance facility andthe shop area of the maintenance building.

53

Station and Guideway Control and Communications Subsystem (S/GCCS)

STATION/GUIDEWAY CONTROL ANDCOMMUNICATIONS FUNCTIONAL DESCRIPTION

The S!GCCS equipment is located at each station in thesystem and at the maintenance facility and consists of thefollowing:

1) dual station computers and modems2) Data Handling Unit CDHD)3) Inductive Communications Unit4) Collision Avoidance System (CAS)5) operational service equipment for passenger

interface

The data link between the SjGCCS and the cces is a hard­wired, fully duplex cable transmission system carrying serialfrequency·shift-keyed (FSK) modulated digital data. Thecommunications modem, consisting of a transmitter andreceiver station, connects the station computer to the cabletransmission system. The station computers process inputdata from the CCCS to store the station operational soft·ware programs, update stored programs, or generate therequired station and vehicle control data messages. Becauseof the short distance between the CCCS computer and themaintenance SCCS computer, a communications modem isnot required.

54

In addition to the communication modems, the stationcomputers interface with the station data handling and dataacquisition circuits, the CAS, and the station platfonn farecollection/destination selection units and passenger boardingdisplays. Each of these interfaces acts as a computer input/output device under control of the station computers(Central Processing Unit).

The data interface between each SCCS and the vehicles onthe guideway is an inductive communications link thattransmits vital signals by tones and nonvital signals by FSKdigital data message transmissions. Inductive communicationsare accomplished by guideway·embedded loop antennas thatare connected to associated transmitter and receiving units inthe station equipment room, and by vehicle·borne receivingand transmitting antennas that couple signals to the vehicleVCCS electronics.

TO/FROMGUIDEWAYEQUIPMENT

STATION/GUIDEWAY CONTROL AND COMMUNICATiONS FUNCTIONAL DIAGRAM

TO/FROM CENTRAL CONTROLTO/FROM CENTRAL COMPUTER MOOEM I"A" STRING) ICOMMUNICATIONS CONSOLE)• •r-----y"-----------',_ -.- -,~ :.._~-------I I"" ST"ATiONPLATFORMEQ'ijiP -.---.---Y---Y-- fNDUCTiVE--

lST"ATiciN-'" MODEM . r1~OMPUTER CONTROLLED)l C

1

:l ~MMUNICATtONS II I COMPUTER L_.__-, I 1 STATION CCTV ~~TTRY/ STATION II UNIT I

I • I FARE I PUBLIC PLATFORM II iI CENTRAL I COLLECTION! I ADDRESS CAMERAS GATE PHONE CALIBRATIONI PROCESSING I~ INPUT! I I DESTINATION VEHICLE I CONTRO II TONE XMITTERI UNIT t"\ OUTPUT I I SELECTION BOARDING I I 36.3 KHZ I

II ICPU) UNITS DISPLAYS U;ATtON PLATFORM EQUIP. II("A"STRING) _} I II.. ...JI (HARDWIREOFROMCENTRALl I SPEED FSK ,II

1"-'----------1 L __ --- __ -1 -----------.11 TONE MASTER

REQUEST GEN OSCILLAT0t=JSERVICE ~

I ;S~~~i~H VEHICLE DESTINATION r ATA BUFFER -'SERIALDATA FSK/SPEED \

Il4- ... DOWNLINK REQUES! HANDLING STORAGE I TONE XMITTER ~

INTERFACE LOGIC CLOCK 129/121 KHZI < DATA 116 BITl lDOWNLlNK} SERIAL OAT FSK RECEIVER

I DATA XMITTED CLOCK I 104/96 KHZ I

I ,pOWNLI"" " I 1

I r - -- CONTROL STATtON STOP

1 DATA I TONE XMITTERSTROBE 36.3 KHZ I!

I COMMAND DATA (16 BIT) CONTROL DATA I "TONE IINTERFACE SWITC

UPLINK REQUEST (UPLINK) 1 I TRANSMITTER

I NEW DATA READY STROBE 28.3 KHZ II UPLINK I I r---::c::- I

SWITCH TONE

I I I ~ RECElV,"SINGLE CYCLE fSW. VERIFY) II

I READY RESET I '-= =.JDATA ~

I.<PRESENCE DATA 116 Bin ACQUISITION IGNAL I r VEHiCLE ~

INTERFACE ONDITIONAL DETECTION ICYCLE REQUEST LOGIC KTS ELECTRONICS

I ---- -- ENOOF YC E I· Ir.= STATION! I I t.= GAS III CENTRAL COMPUTER I 1"'-1 LOGICII ~~~iESSING INPUT! I ~ _ _ _ .....Q~H~D..h!!!GJLN!!.1 I 1

I I (CPU) OUTPUT i CAS lOOPDRIVERSL:: ~_'"~'·5TRlNGI I I I

I II_~II~EM I~L~RI ; COLLISION IAVOIDANCE UN!!.-JITO"~~~LCO~~~~~~ ~~ _

55

STATION COMPUTER CONFIGURATION

Two DEC computers are located at each of the six stations.A typical station computer configuration consists of two PDPII/40's perfonning redundant processing, a floppy disk andteletype for each computer, Special Purpose Equipment(SPE) for controlling the non-standard computer interfaces,and the modems and boot switches enabling each stationcomputer to communicate with one central computer.

Central Processor and Mainframe Logic (DEC PDP 11/40;'The PDP 11/40 computer is a 16~bit machine with 48K ofcore memory, having a 980nsec cycle time. The mainframecontains a Memory Management Unit to provide memorymapping as well as executive and user mode memory readlwrite protection; a power failure monitor; a programmablereal time clock; and all the Device I/O controllers for thestandard peripherals, the Special Purpose Equipment, and theUNIBUS Link between the two processors.

Peripherals. The station peripherals are:

• Teletype ~ an LT33~DC terminal with paper tape reader/punch capability. The teletype performs all functions at10 characters/sec

• Floppy Disk - a dual drive unit with 128K word capacityper drive, a 483 millisecond average access time, and a 36microsecond per word transfer rate

• Remote Bootstrap ~ a ROM which is remotely controlledfrom Central used to bootstrap the modem lines to loadsystem software

• Modems - the modems are 2400 BAUD synchronousserial line units

Special Purpose Equipment (SPEJ. The SPE is logic designedto provide dual system interface capability for simultaneousoperation and/or automatic switching of the two computerswith the system devices. The SPE interfaces with the follow­ing station electronic equipment: 56

• Data Handling Unit (DI-lU)· the DHU enables communica~

tion with the vehicles and control of the stop and switchtones. Two general device register interface controllers(DRll~C) are used - one for input, the second for output.The input functions the same as the DAD; the outputdata from only the plime processor is presented to the sys~

tern device. Selection of the prime computer is automaticthrough software control

• Data Acquisition Unit (DAU)· the DAD provides monitor­ing of Presence Detector hits, switch verify signals, andCAS disparities. A general device register interface COn­troller (DRII-C) is used in each processor to control dataflow. In dual mode, data is presented simultaneously toboth processors and both must respond before the nextdata word is presented. Handshake signals are monitoredby the SPE and discrepancies result in timeout signals.These timeout signals and other error data detennine whenSPE switching is required. The SPE can then be switchedto single string mode where both the data and handshakesignals are only presented to One processor

• Collision Avoidance System (CAS) ~ the CAS enablescontrol of safe tone loop signals; throUgh one or moreBus Output Interface modules (M1S02), each a l6-bitopen collector higll voltage driver. Data is only routedfrom the prime processor just as with the DHU output

• Destination Selection Unit (DSD) - the DSU presentspassenger requests from the entry gates. Data and hand­shake signal flow is the same as for the DAU

• Passenger Boarding Display (PBD) - the PBD informs thepassengers of the status of the channel and the boardingstatus and destination of the vehicle. Interface is through arelay output interface (M1801) and is wire "OR"ed fromboth processors.

MPRT TYPICAL STATION COMPUTER CONFIGURATION

TO CENTRAL.

•TO CENTRAL

r ,

t(

STATIONBOOT SWITCH

COMMUNICATIONS LINK

266K WORDFLOPPYDISK UNIT

I--POP 11140 COMPUTER PDP 11140 COMPUTERS

4BK PARITY GORE 48K PARITY GOREMEMORY MEMORY r----I

PROGRAMMABLE PROGRAMMABLERE AL-TIME GLOCK REAL-TIME CLOCK

DEVICE I/O CONTROllERS DEVICE 110 CONTROllERS

LT33-0c I STATUS! LT33-DCTELETYPE CONTROL TELETYPE

'"

2561\ WORDFLOPPYDISK UNIT

"B" OR "A" STRING

L+ •

, STATION SPE

t

"A" OR "s" STRING

t ,

I VEH1ClE CONTROL AND COMMUNICATIONS SUBSYSTEM NCCSI

IDATA j DATA IHANDLING I HANDLINGUNIT 10HUI I UNIT IDHUlDOWNLINK J UPLINK

.-J1L.(F~~_)( STOP~ LOOP

I

I''''''''"1BOARDINGDISPLAYIPSOI

GUIDEWAY SYSTEM

VEHICLE SYSTEM Fun

(

DESTINATIONSELECTIONUNIT IOSUI

~

I"" !ACQUISITIONUNIT 10AUI

I I

0]W'''U~· ..=VER1FY PRESENCElOOP DETECTOR

~

leo,,,,,,,IAVOIDANCESYSTEM{CAS]

v')0'"'SWITCH TONE

LOOP LOOP

vv

I

57

PASSENGER STATION SOFTWARE

The Passenger Station Segment software consists of thePassenger Station Executive Program and the Passenger StationApplications Program (PSAP). The Executive Programcontrols the processing perfonned by the ApplicationsProgram and provides the software interface with thecomputing system and external environment. PSAP controlsthe movement of individual vehicles on the main guidewaywithin the control zone of a single station, on station mergeand demerge ramps, and in station channels. This includesramp and channel switching and door control at load andunload berths. PSAP also accepts passenger destinationrequests, controls passenger boarding displays, and commu­icates with central to coordinate timing and vehicle move~

men!. PSAP also receives commands, reports station andvehicle status.

PSAP is modular in structure to facilitate development,testing, and maintenance. This structure includes six modulegroups which organize the applications modules alongfunctional lines.

The Station Management module group provides for theupdating of virtual points, reaction to vehicle and stationelectronics anomalies, dispatching and handover of vehicles,and the assignment of vehicles to provide passenger service.

The Station Monitoring module group monitors vehiclereported faults, detects other anomalous conditions of thevehicles, monitors all vehicle positions within the station con­trol zone, and verifies proper vehicle switching for vehiclesentering or bypassing a station.

The Vehicle and Guideway Control module group controlsvehicle switching on the guideway and within station rampsand channels, controls vehicle movement and door operationswithin the station channels, verifies proper vehicle mergingonto the main guideway, and controls the software CollisionAvoidance System (CAS).

~.

~~~;~'.,~ iW"'~~ ..J

""'CC'000' co",'a,GU'D"-AYMeRGE CO""O'

,,,co"'"O,

""""'"0"'" "",",,,",MO"'TQ""O "''''' '0""0'

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G'"'eA""" ''"'''0"

I om II 'O,,""ON

" ..PASSENGER STATION APPLlCA.TIONS PROGRAM ORGANIZATION

"A"O"ltA"'"

mv""'"CO''''ON

v,",,",o.~"'"'"

","G"Y''''''

Data Collection consists of one module which supports thecollection of vehicle trip and passenger request data forrecording and display by CAP.

The Command Processing module group supports processingfor commands and data originating from system operatorkeyboard and from CAP.

The Communications Processing module group accepts mes­sages from CAP, the Data Handling Unit (DHU), and theDestination Selection Unit (DSU) and initiates the appropriateprocessing of these messages. It also provides for the prepara~

tion of vehicle messages to be transmitted through the DHUand for the illumination of appropriate Passenger BoardingDisplays.

58

MAINTENANCE STATION SOFTWARE

The Maintenance Station Segment software consists of theMaintenance Station Executive Program and the MaintenanceStation Applications Program (MSAP). The ExecutiveProgram controls the processing perfonned by theApplications Program and provides the software interface withthe computing system and external environment. MSAPfunctions are similar to those of PSAP in providing vehiclecontrol and communications with central. In addition, vehiclecontrol is provided for a test loop at maintenance which isused for checking vehicle operations and performance. Thereis no passenger interface at maintenance.

MSAP is modular in structure to facilitate development,testing, and maintenance. This structure includes six modulegroups which organize the applications modules along func·tional lines. The composition of the six module groups issimilar to that described for PSAP. The differences are notedbelow.

In addition to the functions listed for the PSAP StationMonitoring module group, MSAP also monitors vehicleswitching on the Maintenance Test Loop.

The Vehicle and Guideway Control module group includescontrol of test loop switching and monitoring of mergepositions on the test loop in addition to the functions des­cribed for PSAP.

MAINTENAlIlCE STATION Al'PUCATIONS PROGRAM ORGANIZATION

.,"

M',,"'''''''',-,.,,"N, .."C.lIO>""00.....

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",,,cc,",,,,"""O """'"0''''''''",, "'''M'

The Command Processing module group supports processingof commands to control the looping of vehicles on the Main·tenance Test Loop, in addition to the other functionsdescribed.

The Communications Processing module group is not requiredto process DSU inputs or to output data to the PassengerBoarding Displays, since those devices are not included inthe Maintenance Station environment.

The Station Management module group provides the func­tions as described for PSAP except for the assignment ofvehicles to provide passenger service.

59

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VEHICLE CALIBRATION

Because of tire wear, rolling radius variations between tires,and other minor deviations, the vehicle odometer signals areperiodically updated as the vehicles travel the guideway.Vehicle corrections are made so vehicle position can be main­tained within the tolerance. Corrections are calculated by thevees from inputs provided by the calibration loop signalsalong the guideway.

A high-power integrated-circuit amplifier provides the currentdrive for each loop. Input signals to this amplifier from therelated transmitter unit are buffered in a unity-gain amplifier.Application is then made thru a gain-control potentiometer,to the high-power amplifier. This provides a balanced driveto the loop, thru an output transformer.

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Loop drivers provide the signal interface between each sta­tion's inductive communications transmitting unit and itsassociated loop antenna. A double push~pull circuit providesthe signal gain and current drive required for each loop. Inputsignals from the related transmitter unit are gain-adjusted atthe input stage of the loop driver and the differential outputsignals are applied through two open gain amplifiers toseparate push-pull current amplifiers. The output of eachpush-pull current amplifier is connected to the associated·loop antenna terminals via the station junction box. Acrossover distortion adjustment in each current gamamplifier helps ensure a smooth sinusoidal output.

The calibration tone generator transmits a signal to the VehicleCommunications Control System (VeeS) to provide speed anddistance reference. This nonvital signal is used by the veesas a reference for calibrating the vehicle's odometer. Vehiclespeed calibration is taken from the loop length and vehicleposition information from loop position. Calibration toneloops are 200 feet in length and are positioned approximatelyevery 800 feet along the guideway. Calibration tone units arecomprised of a calibration tone transmitter and its associatedloop driver. The output from a 36.3 kHz oscillator in the cali­bration tone transmitter is applied to the loop driver. Theloop driver output is connected to the associated calibrationtone transmitting loop antenna via the station junction box.

60

FSK AND SPEED TONE CONTROL

The FSK transmitter provides brake commands, speed com­mands, and identification requests. The FSK receiver is usedto receive vehicle-generated messages. The master oscillator,which is common to several FSK transmitters, provides twocontinuous sinusoidal outputs which arc detected in narrow­band filters by the FSK transmitters. The filter outputs areapplied to analog switches in the FSK transmitters, theswitches being turned on ano off by the serial data and clockfrom the DHU. When the serial data contains a logic "1 ", thecontrol1ogic switches 120 kHz carrier, during the gated clockperiod, to one input of a mixing_ amplifier, When the serialdata contains a logic "0", 121 kHz carrier is switched to themixing amplifier and the 129 kHz is turned off. In theabsence of a clock pulse, however, neither carrier is switched,no matter what the state of the serial data.

The speed command tone signal inputs are generated in one of6 possible speed tone circuit configurations, which providesignal outputs corresponding to common speeds of 44,33,22,8, 6, and 4 feet per second. The higher command speeds usecircuit configurations that provide signal outputs in a combina­tion of two of three possible tones alternately chopped at a50 Hz rate. The lower command speeds use circuit configura­tions that provide a single one of these same three tones whichis also chopped at a 50 Hz rate. In this manner, speed com­binations were selected so that any oscillator failure alwaysresults in a lower speed for safety.

will be recognized and acted upon by the vehicle only if it hasencountered a "high-speed enable" switch at the start of thatportion of the guideway. If the vehicle detects higher speedcommands without a high-speed enable, or detects a high·speed enable without higher speed commands, it slows to 4feet per second and gives notification of the discrepancyvia the FSK downlink.

The receiver of the FSK and speed tone unit receives serialFSK data via the associated FSK receiving loop antenna fromvehicles transmitting status messages. The FSK status datasignal is gated sinusoidal signal occurring at data bit rate of1000 Hz. The data content of the gated sinusoidal signal ischaracterized by a signal frequency of 104 kHz representing alogic "1" and a signal frequency of 96 kHz representing alogic "0". The signal received is applied to two amplifierstages and a band pass filter, which removes any extraneouscrosstalk signals appearing on the receiving loop antenna.Finally, it is applied to a limiting amplifier that shapes theinput signal before application to the 96 and 104 kHz pass

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61

The FSK data and speed tone signals have separate gain adjust­ments in the FSK transmitter, followed by an overall gainadjustment in the mixing amplifier; the composite output iswired to the input of the loop driver, which provides the cor­rect drive for the particular FSK-speed tone loop.

As an additional safety precaution, "high·speed enable"magnets are buried in those portions of the guideway whichactivate vehicle mounted read switches and higher speedcommands. As the vehicle progresses along the guideway thepresence of higher speed commands in a section of guideway

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The vehicle must be receiving a 4 fps commanded speed andthe stop tone in the VCCS in order to follow a tlxed decelera­tion profile. This allows the vehicle to apply brakes,decelerate, and come to a rest ±6 inches from the stationplatform loading/unloading gates. Once the vehicle hasstopped a "0" performance command sets the brakes in thefull normal position.

Station stop tone units are comprised of a CAL/STOP trans­mitter circuit and its associated loop driver. The station CALISTOP transmitter is controlled by a computer~generated com­mand data word that is decoded by the DHU to provide acontrol data and strobe signal input to the addressed unit.

STATION STOP TONE CONTROL

When a vehicle enters a station channel, it is commanded tostop or proceed by the presence or absence of a stop tone.This tone is a 36.3 kHz. unmodulated tone applied to the stoploops at the platforms.

62

COLLISION AVOIDANCE SYSTEM CONCEPT

The CAS is a redundant system utilizing two different logicpaths. One logic path interfaces with the station computer,and software accomplishes block control. The other logicpath (hardware) utilizes special purpose logic circuits toaccomplish maintenance, a microprocessor is used to imple­ment this "hardware" logic. Both logic paths must agree onblock-occupancy or safe tones are turned off and the systemoperator is notified. In practice, the entire guideway isdivided into CAS control zones. If a disparity occurs betweenthe logic paths, safe tones are turned off in only the affectedzone, thus minimizing the number of vehicles that will stopon emergency brakes. Other portions of the system notaffected by the zone disparity can continue to operatenonnally.

CAS SLOCK CONTROL CONCEH

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At merge locations a "normally-off" block exists in each legof the merge. As a vehicle approaches the merge, it will begranted priority based on first arrival, and its "nonnally·off"block will be turned on. If a vehicle is out of position as itapproaches the merge, and priority has already been grantedto a vehicle in the other leg, the "nonnally-off" block willremain off for the vehicle in violation, and a merge conflictwill be avoided.

"Normally"off' and "nonnally-on" blocks are specialpurpose blocks which OCCur at all switch points and mergepoints on the guideway, and "normally-on" blocks are usedin all other areas. In "nonnally-on" sections of the guideway,as a vehicle enters a block and activates a presence detector,the control electronics removes safe tone from the blockjust vacated. This provides an "off" block behind eachvehicle. at all times. As occupancy of each block occurs, areset signal is generated to restore safe tone two blocks tothe rear. At switch points the "nonnally-off' block is turnedon to allow a vehide to proceed as soon as the vehicle veri­fies a proper switch. If a switch failure occurs, the block willremam off causing the failed vehide to stop on emergencybrakes.

An independent Collision Avoidance System (CAS) is used toprevent collisions in the event of failure of the primaryvehicle controls. The CAS is a block control system whichtransmits a safe tone to the vehicle in a block if it is safe toproceed. Protection is provided by turning off safe tone inthe block immediately to the rear of a block that isoccupied, Another vehicle encroaching from the rear willencounter the "OFF" block and will apply emergencybrakes.

63

CAS FUNCTIONAL DESCRIPTION

As mentioned, a vehicle on the guideway must receive asafe tone or emergency brakes will be applied and thevehicle will stop. Safe tones are 10.2 kHz carriers modu­lated at 50 Hz. The modulated carrier allows the vehicleto proceed; absence of the carrier or its modulation willcause the vehicle to stop.

The CAS is redundant for block logic functions up to theinterface with the disparity checkers. One CAS logic pathenters the station computer where software computesthe proper block occupancy, and commands safe tOnes onor off. The other logic path is accomplished in speciallogic hardware, (microprocessor) which computes thesame occupancy, but provides an output only to thedisparity checker. Inputs to the two paths are provided byindependent presence detectors (PD) located on the guide­way at the beginning of each block. Presence detectorsignals are converted to appropriate logic levels by redun­dant PD electronics circuits. After processing by thestation computer, the safe tone command is routed to acontrol gate which passes the 50 Hz modulation signal tothe safe tone loop driver. The 50 Hz modulation keys theloop driver producing a 10.2 kHz signal chopped at a 50 Hzrate. The 10.2 kHz carrier frequency is always present atthe loop driver input, but is cut off until the modulationfrequency appears.

The 50 Hz safe tone modulation frequency is obtainedfrom a master oscillator in the Maintenance facility. This50 Hz frequency is first distributed to each station, then tothe various CAS control zones. Within a zone, the 50 Hzsignal passes through each disparity checker, then throughthe zone disparity latch, and finally appears as the modu­lation input to each control gate. When the correspondinghardware and software logic signals are compared by adisparity checker, the tracer signal is allowed to pass, oris cut off, depending on whether the two logic paths agree.If a disparity occurs, the 50 Hz tracer is interrupted, causing

64

the zone disparity latch to latch open, and the modulationis removed from the loop drivers in that zane. This causesloss of safe tone on the guideway, and vehicles in the zonewill stop on emergency brakes. The disparity latch can bereset by insertion and removal of the disparity overrideplug after the cause of disparity has been corrected. At thetime of disparity, the disparity latch circuit issues a signalto notify the system operator. Disparity monitor circuitsare provided to assist in troubleshooting, and switches areprovided to reset the monitors and the hardware blockoccupancy logic if required.

At switch points and merge points on the guideway, ad­ditional block control circuitry is required. A switchverification receiver detects the verification signal trans­mitted by a vehicle which has just completed switching.The detected signal is fed to redundant latch circuits for thesoftware and hardware logic. When the latch occurs inboth paths, and proper block occupancy has been com­puted, the "nOimally-off" safe tone at the switch is acti­vated allowing the vehicle to pass. The latches are resetwhen the vehicle triggers the next PD's clearing the switch­ing block.

At merges, a special purpose block control circuit receivesPD inputs from both legs of the merge. This circuit estab­lishes priority for a vehicle entering the merge, and sets aflip-flop which retains that priority until the vehicle hascleared the merge blocks. The "normally-off" safe tonein either leg of the merge is activated only when priorityhas been established for that leg. The priority logic func­tion is duplicated in the software path, as with other blocklogic, and computation of safe tone state must be in agree­ment with the hardware path or zone disparity will occur.

CAS FUNCTIONAL DIAGRAM

DUAL

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65

Vehicle System

VEHICLE SUBSYSTEMS

Each Morgantown PRT vehicle consists of ten subsystems.These ten subsystems, identified below, are described indetail on the following pages.

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MORGANTOWN PAT VEftlCLE FLlNcTlONAL SCHEMATIC

8) Propulsion-turns the rear wheels at the commandedrate.

6) Steering-allows the vehicle to follow a guiderailmounted on either side of the guideway.

4) Hydraulic-provides energy for braking and steering.

3) Chassis-the structural support and running gear.

2) Environmental Control Unit (ECU)-provides heatedor refrigerated air to the passengers as required.

5) Pneumatic-provides automatic vehicle leveling.

J) Passenger Module-the envelope that houses thepassengers.

7) Braking-provides redundant normal and emergencyrate stopping and a mechanical parking brake.

9) Electrical-picks up electrical power from the guide­way power rails and converts it to 355/120/61 VACand 26 VDC for vehicle functions.

10) Vehicle Control and Communications System(VCCS)-receives guideway and on-board commandsand commands the motor, brakes, switching and thedoors to perform as prescribed.

66

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Fluorescent lighting is inset in the ceiling for nonnal modulelighting. However, in case of a power failure, 24VDC lightsthat are powered by on-board batteries are automaticallyactivated. The doors afC also powered by 24VDC mecha­nisms, one for each door. The left door may be opened frominside the module when the vehicle is not moving. The rearwindow also serves as an emergency exit and, when opened,causes the vehicle to apply brakes and come to a stop. Eitherdoor may be opened from outside the vehicle by emergencyhandles on the rear corners of the vehicle.

The module windows are tinted to reduce glare, and are con~

structed from a special tempered safety glass. The largewindows offer excellent viewing and yet provide security forthe passengers. A UHF radio is provided for emergency voicecommunication to and from central control.

The passenger module is a fiberglass structure containinglights, doors, windows, and seats, all of which provide apleasant surrounding for passengers. There afC eight moldedfiberglass seats and four floor-to-ceiling stanchions forstanding passengers. The floor is carpeted to provide apleasing non-skid surface, and all interior access panels archeld closed with tamper-proof locks. A portable fire extin­guisher is also provided to handle potential flammablesbrought aboard by passengers.

""OW ST'""OO_'1Ou<'u"'

68

ENVIRONMENTAL CONTROL UNIT IECU)

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The ECD is mounted in the aft equipment compartment ofthe vehicle and provides cOJ:1ditioned air to the passengers.Cooling air is provided when the module air goes above7SOP, and heated air is provided when the module tempera­ture is below 65°F. The cooling capacity is approximatelyequivalent to two tons at lOOoF ambient. The heaters arcelectrical units (575VAC) with a heating capacity of ap­proximately 4.SkW.

There are two air source cntries into the module. Themajority of the air is drawn in through the grill in the aftend of the passenger compartment; the remainder (ap­proximately 20 percent), enters through a small grill on theoutside of the vehicle near the left rear wheel cutout. Airdrawn into the module is conditioned by the ECU. Condi­tioned air is exhausted into the passenger module throughthe light fixtures in the ceiling of the vehicle.

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69

CHASSIS

The chassis consists of the frame, axles, wheels, and suspen~

sian system. The frame is a weldment with four integral jackpads for ease in lifting the vehicle. The front bumper is animpact-collapsible type, designed to withstand impacts up to4 fps. The rear bumper is rigidly mounted to the frame. Theaxles arc specially designed from basic truck-type commercialunits. The front axle is a rigid box frame with steerable hubends from truck-type four-wheel drive units. The rear axledrives the vehicle through a heavy-duty differential with a7.17: 1 ratio. The rear wheels are also steerable with an axleyoke universal at each hub assembly.

Suspension is provided by air springs at each wheel withstandard shock absorbers. The air springs are self-inflatingand regulating to provide a constant sprung-to-unsprungseparation distance. This provides a constant floor height forease of entry and exit at station platfonns.

The wheels are heavy-duty 16.5, 8-stud, and the tires are16.5, by 9.5, lO-ply. Each tire has an innertube and linerthat provide two independent air chambers for punctureprotection.

AUXiliARY MECHANICAl POWER SVSUfIol

BRAKE suasVSHM

70

SUSPENSION SYSTEM

HYDRAU Lie SUBSYSTEM

HYDRAULIC SUBSVSTEM SCHEMATIC

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The subsystem incorporates four hydro-pneumatic accumu­lators: a Yz gallon accumulator reserved for the exclusiveuse of each brake system and 2 Y2 gallon accumulators forgeneral system use. Pressure switches in the braking systemswill apply brakes if pressure within the brake system dropsto 800 psig.

The MIL-H-5606 petroleum-based hydraulic fluid is filteredto 20 microns absolute as it leaves the pump. Fluid going tothe brakes is subsequently filtered to 15 microns absolute.Return fluid from the bias switch function is fIltered to 10microns absolute and fluid returning in the pump by-passline is filtered to 10 microns nominal.

The hydraulic subsystem supplies energy to the steering sub­system for bias switching and to the braking subsystem forbrake application. The hydraulic subsystem is powered froma 2 hp electric motor which drives a variable displacementpressure compensated pump. Operating pressure variesbetween 950 and 1000 psig for nonnal use. Under failureconditions, a relief valve limits pressure to 1250 psig.

The bias switch is powered by a cylinder which is controlledby a high~performance solenoid-{)perated four way valve.

71

PNEUMATIC SUBSYSTEM

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The pneumatic subsystem provides air to the top airspringswhich support the passenger module. The vehicle is sup­ported at the proper height and held level by four airsprings,one near each wheel. The forward two airsprings afC control­led by a height control valve and a pilot operated valve. Eachrear airspring is controlled by its own height control valve.These valves, through a control linkage, measure the distancebetween the sprung and unsprung portions of the chassis andmeter air in or out of the airsprings to maintain the floorheight and levelness.

Filtered air (25 microns nominal) is supplied to the electricmotor driven compressor. This air is spin dried and refiltered(5 micron nominal) and stored in a 10 gallon receiver. Beforegoing to the height control valves, the air is again spin dried,fIltered, and lubricated.

If the pressure in the forward airspring or both rear airspringsrises above a limit, the overload warning system is actuated.Under these conditions, a warning horn sounds and thevehicle cannot be dispatched until a sufficient number ofpassengers exit.

System pressure is controlled between 92 and 104 psig.Relief valves on the compressor and in the system preventpressure buildup under failure conditions. A low pressureswitch provides a warning if the pressure drops to 65 psig.

72

STEERING SYSTEM STEERING SYSTEM CONTROL

To negotiate 3D-foot-radius turns, the vehicle is equippedwith four-wheel steering. The steering is applied to the leftfront wheel hub and then to the other three wheels throughtransverse links and a fore-and-aft torque tube.

Steering forces of approximately 240 pounds are transmittedfrom the mechanical bias going to the guidewheel of theguide axle.

Upon command to switch bias, a steer left or steer rightcommand is issued by the VCCS. This command causes theBias Switch Actuator to move the bias link over cen terthereby reversing the torque applied to the guideaxle linkageby the bias spring. Successful switching is verified by a setof magnetic reed switches mounted near the bias link.

The vehicle will follow a guide rail or steering rail on eitherside of the vehicle depen~ling on whether the bias switchcylinder is positioned to the left or to the right.

STEERING CONTROl SCHEMATIC

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"'-ANn'.'CTION BEARINGS -- -----­,,. PLACES)

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73

BRAKE SYSTEM

The vehicle is equipped with a dual brake system, either ofwhich can stop the vehicle safely. Every component of thedual systems is redundant and independent up to the brakepads. All four wheels have disc brakes with a unique caliperat each wheel and a single rotor.

The calipers contain tandem piston actuators with indepen­dent hydraulic actuation. Either piston in the caliper assem­bly is able to actuate the brakes at full capacity, but, whenboth pistons are actuated, which is normal, the brakingresults are not additive. This is a unique design; however, thebrake pads, two with each caliper, are standard automotivepractice.

The parking brake calipers are mounted on the front wheelsand are spring-loaded assemblies that are held off byhydraulic pressure. If hydraulic pressure should decay toan unsafe pressure, the parking brakes would automaticallyactivate. The pressure can be dumped, and the parkingbrakes applied manually from the maintenance panel on thefront of the vehicle.

BRAKE SYSTEM SCHEMATIC

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4'·""N~"'" .,,,,,,CJ

OITA" ",ou_o,,",",""'U", 'W"C"" 'lAG'"

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~L~, ~! g P-..l , """,,, VA"V> 'C:J::;;Brake energy and control are provided by the hydraulic and

the electrical systems respectively. In the absence of eitheror both, hydraulic energy is provided from the accumulatorsand energy for control is provided from the batteries. In anextreme' case, when loss of power and failure of the batteriesmight occur, a special emergency braking system would beactivated. Two solenoid valves in the system would openbecause of the absence of DC voltage, the servo valves wouldbe bypassed, and all the energy in the accumulators dumpeddirectly into the brake calipers.

Braking signals come from the VCCS to the brake amplifiers.The brake amplifiers command the servo valves to respond,and the servo valves apply the proper pressure (25 to 1000psig) to the calipers. There are two braking modes: normaland emergency. In the normal mode, the VCCS provides ananalog voltage of 9± 10VDC to the brake amplifier and theselvo responds with 25 to 800 psig. The emergency mode iscreated by an absence of a 28VDC signal to the brakeamplifier, which causes the servo valve to release up to 1000psig to the calipers. Normal rate braking provides up to.062g deceleration and emergency rate braking is limitedto 0.45g deceleration.

74

PROPULSION SYSTEM

PROPULSION SYSTEM SCIiEMATIC

the commutator and a duct that accepts air from the con­troller cabinet blowers at the commutator end. Cooling aircools the motor controller first and then passes through themotor.

The tachometer drive units consist of motor shaft-mounteddiscs that spin through an optical transducer. The signalsare conditioned in the tachometer enclosure and are then fedto the VCCS and motor controller. The motor shaft isspline-mounted to the drive shaft and drives the rear wheels.

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The main 28VDC power supply and battery charger for thevehicle is located in the motor controller cabinet, Thisfurnishes all DC loads for the vehicle and is activatedwhenever power is applied to the vehicle. Cooling is providedby a small fan, independent of the main blowers, which willoperate only when the propulsion system is running.

The motor controller includes a three-phase full-wave SCRconverter for DC motor armature current. The controllerregulates the vehicle speed, as well as jerk and acceleration,in response to speed command inputs. Speed commands aredifferential inputs (0 to 10VDC) provided by the VCCS,the motor controller responds with from 0 to 3168 rpmrespectively. The SCR control contains the snubber circuits(to limit the rate of change of voltage to the SCRs), thecontroller turn-on circuits, the current rate limiters andamplifiers, and the brake generator circuits for firing theSCRs. The logic and control assembly contains the safetyinterlocks, the relay logic, the tach-digital to analog con­verter, the signal conditioning circuits, the controller turn·oncircuits, the field current regulator, and the power supplies.

These sensors warn the system operator, through fault down­linking, when the temperature rises beyond a safe limit.The system will be shut down automatically if thetemperature becomes critical.

The vehicle is driven by the propulsion system, whichconsists of a transformer, a motor controller, and a drivemotor. The transformer converts the 575VAC, three-phasepower to 355VAC, 61VAC, and 12DVAC. Temperaturesensors are buried in the transfonner windings, the SiliconControl Rectifier (SCR) heat sinks, and the drive motor.

The propulsion motor is a compound-wound DC motor ratedat 70 hp, at 2730 rpm, with 420VAC on the armature and25VDC on the shunt field. It has an internal fan opposite

75

ELECTRICAL SYSTEM

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ElECTRICAl5YSTEM FUNCTIONAl DIAGRAM

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II

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OC !'OWER DISTRlllunON SCHEMATIC

There are two DC buses for safety. Nonnally, both buses arefed from the DC power supply with the batteries floated onbus 1. All of the critical loads, Le., one-half the nonna! brakesystem, the steering control valve solenoid, the propulsioncut-off, the YCCS, and the emergency brakes, are fed frombus 1. A circuit breaker ties the two buses together so thata fault on the power line to bus 2 or on the bus itself willcause the bus-tie breaker to open. If this happens, the criticalloads are isolated from the fault and will be powered by thebattery, and a fault message will be sent to the systemoperator.

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The 575VAC serves as the primary of the main transfonner,as well as power for the hydraulic pump motor and theECU system. The 120VAC circuit powers the nonna!module lighting, the pneumatic air compresSOr motor,power collectors, heaters, the battery heater, and theauxiliary receptacle. The 28VDC system charges theemergency batteries (two 12 VDC batteries in series) andpowers the YCCS, the emergency module lights, the dooroperators, the brake amplifiers, and miscellaneous valves andcan trol relays.

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The electrical system receives the guideway 575VAC powerthrough either the left or right power collector and distri­butes several different voltages throughout the vehicle.The vehicle requires 575VAC, three phase, 120VAC, singlephase, and 26-28VDC. The main autotransfonner also out­puts 355VAC, three phase and 61 VAe, three phase for thepropulsion drive and control circuits respectively.

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76

VEHICLE CONTROL AND COMMUNICATIONS SYSTEM(VCCSI

The VCCS consists of 21 printed circuit assemblies (PCA)that respond to gllideway-inductive communications to regu­late vehicle position (e.g., apply brakes or motor commands)and generate control functions for the vehicle. To providethis function safelY, redundancy and fail-safe design princi­ples were used; seven of the peAs are redundant. Twoseparate, independent channels arc provided for all safety­critical functions: the vehicle motion, switching, and doorcommands. Both channels arc fed from separate antennas,and both must agree before the VCCS will command vehicleaction.

Door commands are issued via the FSK uplink but bothVCCS channels must provide door enable signals to thedoor controller before the doors will open. The door enablesignal is interlocked with the zero speed signal from thepropulsion system and a station stop tone. When eitherchannel of the VCCS is commanding a full scale normal brakecommand, the propulsion on/off controller interrupts powerto the propulsion system and the main contractor opens,removing power from the motor annature.

The redundant motor command outputs are compared andthe smaller of the two is selected to command the propulsionsystem. The brake commands from each of the VCCSchannels are brought directly to the respective brake ampli­fiers. Normal brakes will be automatically applied if thevehicle reports a loss of prime power propulsion zeroperformance, brake overtemperature, hydraulic accumulatorlow, exit not closed, or loss of both odometers. A powersupply out of tolerance, an overspeed, or loss of the guide­way safe tone will cause the emergency brakes to be applied.Either channel can set the emergency brakes, but once set,they cannot be reset until the fault is cleared and a resetcommand is issued. Switching commands are issued to thevehicle only when both channels detect a guideway switchsignal and a guideway mounted magnet enables the steeringcontroller. The VCCS will selld a switch verify messagedownlink when physical switching has been accomplished.

71

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'M,eG,Nty""TO""A<> COMMAND'

NOAMAL "ATE'"M, COMMANOS

VEH'C" "ucrSIeNA"""D CO""ANOS

MOR COMMAND;ANDV,"'FlCAHON

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VCCS FUNCTIONAL DIAGRAM

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*O~:UIO'WAY MOUm,Osecs COMMVNltA"GNS 'OU"

VCCS FUNCTIONAL SCHEMATIC

EMERBRAKECOMMAND

•

LOSS OFSAFETONE

OVERSPEEO

EMERBRAKECON­TROLLER

OCOOf TOL

SETIRESET E8

OVERSPEE

L1COMMANOSPEEDDECODER

VEHICLESPEEDDECODER

FSK RCVRFSK MESSAGE

An FSK MESSAGE {FSK RCVRI

~ '",0' STA!CAl TONE STA/CAL TN s~~ReVRANDTN DECODERDECODERS SWITCH TONE

SPEED TNS SPEED TONES HIGH SPEEDSAFE TN ENABLESWITCH TN HIGH SPEED ENABLElFROM+CAUSTA TN GUIDEWAY MAGNET)CO,

-,AFE TONE

l:r0DOMETER ICALODCALIBRATORCHNO.l

SAFE TONE BRAKE

'WtOANT, SWITCH TONE eMD BRAKE G MMAND COMMANDCHNO.l

RCVA AND SPEED TONES HIGH SPEED COMMAND NORMAL SPEED MOTORTN DECODER ENABLE SPEED SPEED ACTUAL MOTOR/BRAKE OVERSPEED VOTER MOTORSPEED TNS HIGH SPEED ENABLE lFROM", ~bECODER PROF1LERl SPEED CONTROLLER ~~ETECTOR NOH .~OMMANDSAfE TNS GUIDEWAY MAGNET I INHIBIT .. CHANNEl NO.1 SMALLERSWITCH TN NORMAL I PROfiLE PDS SIGNAL)CAUSTA TN STAICAL TONE STAICAL TN CAL TN STATION ERROR IFSK DECOOER $Til. - : ISTOP DOOR 1 1 MOTOR COMMAND

: ITN PROFIL£R ENABLE r-I I' CH NO.1 I

k DOOR

1:NABLE +5VCH NO.2

~ J~NO 15V ~;OW"ERPOSITION I ~15V >--iI>l~UPI'LYEA'lOR MONITOR

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1 SWITCH COMMAND CONTROLLER TO VEHICLE _I

~FSK INPUT PERFORMANCE LEVEL (CH NO.1) ANDr---...l STEERING SWITCH ~WORD 10 REQUEST r- SWITCH COMMAND -I CONTROLLER COMMANDS OF LOSS

1..- DECODER JCH NO.2) '" TO VEHICLE TOL OF

I L STEERING ENABLE SAFf-EMER BAM N IFROM GNI MAGNET) TONE IJ

TACH BRAKE"~O.2 '-- MOTOR COMM NO COMMANO

BRAKE COMMAND ~ CH NO.2

ODOMETER _15V POWERCALIBRATOR CAL 00 VEHICLE v--ftiriSUPPLY ..io.. PROPULSIONCHNO:2 SPEED +15V-+iMONlTOR 1"'- ON/OFF J

l . STATION CONTROllERIi -ISlop POS +5V 4-HIo-IPROFllER INHIBIT ERROR V ---' I .... ?'SABLE

I NORMAL ACTUAL MOTORfBRAKE __~ROPULSIONVPROFILE SPEED CONTROLLER .. IOVERSPEEDI- OWER

NORMAL I "M" N> CH NO.2 ------"'1 DETECTOR l ..... REMOTE !SPEED ... U ",EED r-" POWER

PROflLER __ VCCS .~R DISABLE ICOMMAND ARMING

J ROCESSJ_ STOP CH NO 1 CIRCUIT iVEHICLE vcesNEHICLE FAULT >.FAULTS FAULT MESSAGE VCCS COMMAND ~,!,

., MONITORING STOP CH NO_ 2 ARM Rf POWERvces FAULT __ CIFlCUIT RCVR ~:PROCESS • DOWN CIRCUIlID FSK MESSAGES

REQUEST FAULT .J, FSK AND \7----.jDOOR STATUS r- PFlOCE~ DOOR MEMORY 8: i ITRANSMITTER SWITCH VERIFYY

ODOR STATUS MONITOR STATUS FSK OUTPUT- I~ESSAGE WORD ,_

SWITCH STATUS SWITCH STATUS SWITCH VERIFY FORMADER I,~'TCHMONITOR GENERATOR VERIFY

SWITCH TONE (BOTH CHANNELSI---!'t

TACH 1

18

System Maintenance Concept

SYSTEM MAINTENANCE REQUI REMENTS DEVELOP CRITERIA

73 VEHICLES

1.56 MILLION MILES ANNUALLYAVERAGE VEHICLE SPEED 14 MPHAVERAGE UTILIZATION 30%13 HAS/DAY 260 DAYS/YEAR5\1, HRS/DAY 105 DAYSIYEAR

GUIDEWAY

8.65 MILES

5 PASSENGER STATIONS

1 CENTRAL CONTROL STATION

ANNUAL 0 & M COSTS

SYSTEM SAFETY REQUI REMENTS

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MANPOWERREQUIREMENTS

SUPPORTEQUIPMENT

SPARES &EXPENDABLES

MAINTENANCEFACILITIES

VENDOR/CONTRACTOROVERHAUL SUPPORT

OPERATION ANDMAINTENANCEMANUALS

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I'I:#EP(

---- - -

0& M MANUALS

79/(80 blank)