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FINAL REPORT FOR PUBLICATION
INTELFRETContract No.: RA-97-SC.1094
ProjectCoordinator: ERRI European Rail Research Institute
Partners:MRP Mannesmann Rexroth Pneumatiik GmbHKB Knorr-Bremse Systeme für SchienenfahrzeugeGmbH FYT Faiveley transport S.A.CST CS TransportSW SAB WABCO S.p.A.SCI SCI / Verkehr GmbHIfRA Institut für Regelungs- und Automatisierungstechnik,
Technische Universität Braunschweig,UV Université de Valenciennes et du Hainaut CambresisWBA NS Materieel Wagenbedrijf AmersfoortAEA-BRR AEA Technology Rail (formerly BRR)
PROJECT FUNDED BY THE EUROPEANCOMMISSION UNDER THE TRANSPORTRTD PROGRAMME OF THE 4thFRAMEWORK PROGRAMME
Project Duration: 1 August 1997 - 30 June 1999
Date: 31 January 2000
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11 TTaabbllee ooff ccoonntteennttss 1 TABLE OF CONTENTS..............................................................................................................2
2 PARTNERSHIP ............................................................................................................................4
3 EXECUTIVE SUMMARY...........................................................................................................6
4 OBJECTIVES OF THE PROJECT............................................................................................7
4.1 THE CONTEXT: INTELFRET OBJECTIVES IN A COMMON STRATEGIC RESEARCH FRAMEWORK FOR THE RAILWAY FREIGHT TRANSPORT...............................................................................................7 4.2 THE INTELFRET SPECIFIC MISSION...........................................................................................7 4.3 THE IMMEDIATE OBJECTIVES OF THE PROJECT.............................................................................8 4.4 THE STRATEGIC OBJECTIVES OF THE PROJECT .............................................................................8
4.4.1 To support the sustainable mobility of goods within Europe............................................8 4.4.2 To increase the interoperability of freight rail transport..................................................8 4.4.3 To increase the competitiveness of European industry.....................................................8 4.4.4 To improve environmental protection...............................................................................8 4.4.5 To increase the quality of life for Europe’s citizens .........................................................9
5 MEANS USED TO ACHIEVE THE PROJECT OBJECTIVES ...........................................10
5.1 SCIENTIFIC METHODS APPLIED ..................................................................................................10 5.1.1 The base method .............................................................................................................10 5.1.2 Set of functions and performances..................................................................................10 5.1.3 Set of evaluation model...................................................................................................10 5.1.4 Technologic assessment ..................................................................................................10 5.1.5 Closed loop analyse ........................................................................................................10 5.1.6 Safety Analyse.................................................................................................................11 5.1.7 Co-ordination and iterative co-operation actions ..........................................................12
5.2 SCIENTIFIC AND TECHNICAL COMPETENCE...............................................................................13
6 SCIENTIFIC AND TECHNICAL DESCRIPTION OF THE PROJECT.............................14
6.1 PROJECT PHASES.......................................................................................................................14 6.2 PROJECT ACHIEVEMENTS AND RESULTS ....................................................................................15
6.2.1 The freight transport market requirements .....................................................................15 6.3 THE EVALUATION MODEL..........................................................................................................16 6.4 INTELFRET FUNCTIONS..........................................................................................................20
6.4.1 Brake function (B)...........................................................................................................20 6.4.2 Coupling function (C ) ....................................................................................................21 6.4.3 Wagon monitoring and diagnosis (WMD)......................................................................21 6.4.4 Cargo monitoring function (CM)....................................................................................21 6.4.5 Position Location (PL)....................................................................................................22 6.4.6 Customer Information function (CI) ...............................................................................22 6.4.7 Information and Communication function (I&C) ...........................................................22 6.4.8 Co-operation of Components and Traction (CC&T) ......................................................23 6.4.9 Power supply (P) ............................................................................................................23
6.5 PERFORMANCE LEVELS FOR INTELFRET TRAINS....................................................................24 6.5.1 Definition and System Categories...................................................................................24 6.5.2 Communication in the train: Fundamentals ...................................................................27 6.5.3 System categories in train...............................................................................................27 6.5.4 Requirements and conditions..........................................................................................28 6.5.5 Tasks and primary applications......................................................................................29 6.5.6 Open system ....................................................................................................................30 6.5.7 Time requirements for communication ...........................................................................30 6.5.8 Integrity testing...............................................................................................................31 6.5.9 Parameters: ....................................................................................................................32 6.5.10 Modular train communication ........................................................................................32
6.6 SYSTEM CONCEPTION. INTELFRET TRAIN ARCHITECTURE.....................................................32
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6.6.1 Architecture of INTELFRET Locomotive. .....................................................................33 6.6.2 Architecture of the INTELFRET Wagon. .......................................................................34
6.7 DESCRIPTION OF SYSTEM COMPONENTS AND INTELFRET TECHNICAL FEASIBILITY ASSESSMENT ......................................................................................................................................36
6.7.1 Technical feasibility of INTELFRET sub-systems...........................................................36 6.7.2 The Automatic Coupling System .....................................................................................45 6.7.3 Monitoring and automation - the wagon sub-system......................................................53 6.7.4 Power Supply ..................................................................................................................64 6.7.5 USA solution ...................................................................................................................72 6.7.6 Knorr-Bremse EP 60.......................................................................................................75 6.7.7 Locomotive Equipment ...................................................................................................75 6.7.8 The train internal communication system.......................................................................76 6.7.9 The train External Communication Sub-System: Integration of INTELFRET within the ERTMS Control/Command conception.........................................................................................82 6.7.10 Co-operation of components. Technical analysis and feasibility of complete system....84 6.7.11 Modular Conception.......................................................................................................87 6.7.12 The INTELFRET Base System ........................................................................................87 6.7.13 The INTELFRET Overlaid System: Multiple Traction Control, Information, Diagnosis and Automation.............................................................................................................................88
6.8 ECONOMIC ANALYSIS FOR IMPLEMENTATION............................................................................89 6.8.1 Improvements due to integration of INTELFRET technologies in the railway transport chain 89 6.8.2 Economic analysis - Scenario 1....................................................................................103 6.8.3 Economic analysis - Scenario 2....................................................................................104
6.9 RECOMMENDATION FOR IMPLEMENTATION STRATEGY ..........................................................105 6.10 ASSESSMENT OF BENEFITS OF THE INTELFRET SYSTEM. RECOMMENDATIONS FOR IMPLEMENTATION .............................................................................................................................108
7 CONCLUSION..........................................................................................................................112
7.1 THE PROJECT REACHED ITS IMMEDIATE OBJECTIVES. ..............................................................112 7.2 THE REALISATION OF THE WHOLE RANGE OF INTELFRET FUNCTIONS ..................................112 7.3 THE KEY FACILITY THAT SERVES THE CO-OPERATION OF THE INTELFRET SUB-SYSTEMS.....112 7.4 THE BASE INTELFRET SYSTEM .......................................................................................112 7.5 THE BASE FUNCTIONS .............................................................................................................113 7.6 THE OVERLAID INTELFRET FUNCTIONS ...............................................................................113 7.7 PILOT IMPLEMENTATION .........................................................................................................114 7.8 IMPORTANT DIRECT EFFECTS...................................................................................................114 7.9 MAJOR AREAS OF BENEFITS.....................................................................................................114 7.10 RECOMMENDATIONS FOR A "PHASED" IMPLEMENTATION STRATEGY .................................115
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22 PPaarrttnneerrsshhiipp The European Rail Research Institute (ERRI) - Project co-ordinator grouped the railway competencies in a complex team employing highly qualified engineering from SNCF, DB, FS. Through ERRI organisation other railway specialists of the European Railway organisations contributed for ensuring the complete expertise of all profile questions raised by the project INTELFRET. The railway experts essentially contributed to all project achievements and ensured the implementation of the basic knowledge on the railway application framework. The major realisation were the set of INTELFRET functions, performance levels, assessment of global concept, safety assessment. Economic analysis, final assessment of the project implementation strategies has been realised by the railway specialists' team grouped by ERRI. ERRI also acted for the technical follow up and for the management of the project. British Rail Research (AEA Technology Rail) - Associated Contractor to ERRI provided best competencies in the safety analysis, definition and analysis of relevant safety cases and for investigating the application of telemetric means and of actuators within the different types of railway freight wagon constructions. SCI Verkehr - Associated Contractor to MRP provided expertise and profile works in the field of automation, system structure and architecture, functional analysis of complex systems. SCI leaded the firs approach to the technical and functional structure of the INTELFRET system. Knorr Bremse - Contractor acted for integration of the automatic coupling technology and for research and technical analysis of the power supply systems. They realised the implementation of technical knowledge for automatic coupling and power supply applicable to the INTELFRET system. Mannesmann Rexroth Pneumatik (MRP) - Contractor realised the expertise in the field of system integration within a complex data collection, data transmission and distributed intelligence conception framed by the INTELFRET architecture requirements specification. The co-operation of all components within this framework has been specified and the requirements for central intelligence (master locomotive software) and local intelligence (wagon distributed layers' software) have been identified and specified. SAB WABCO - Contractor provided the expertise in the field of braking technology. The contributed to the global system specification, to the safety check related to braking functions and realised the technology assessment and integration of braking in the condition of electronic control, check and monitoring. Faiveley Transport (FYT) - Contractor provided expertise in the field of automation, data transmission systems and interface protocol specifications. It realised the specification for data transmission systems and essentially contributed to shaping of the INTELFRET architecture specifications. Compagnie de Signaux -Transport (CST) - Contractor
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provided expertise in the field of system analysis. By their works the interface layers of all components and sub-systems have been identified and analysed aiming at reaching the interoperability requirements, technical migration and the co-operation of components on a open standard interface basis. Valuval University - Associated Contractor to FYT realised the system functional analysis, and the conception of the INTELFRET system architecture. Institut fuer Regelung und Automation of the university Braunschweig - Associated Contractor to Knorr Bremse provided the expertise for system modelling and realised the evaluation model for INTELFRET. They also provided input for evaluation of data quality requirements and data transmission requirements within the specification for the train internal transmission system. NS -Wagon Bedrijf Amersfoort - Associated Contractor to ERRI ensured the input for INTELFRET wagon architecture specification from a wagon manufacturer point of view and contributed to the establishment of wagon retrofitting policy.
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33 EExxeeccuuttiivvee SSuummmmaarryy The INTELFRET operational functions BRAKING, COUPLING, WAGON AUTOMATION - MONITORING - DIAGNOSIS, train internal and train external INFORMATION selected for maximum impact when improving the rail freight transport performance within the European freight transport market are scalable and flexible accommodated by the INTELFRET architecture which: • is based on co-operation of central intelligence (master locomotive) with distributed data acquisition and
processing (wagon and slave locomotive), • implements the whole range of INTELFRET functions, • is open for implementation of other functions, subject to business relevance. The train internal communication system is the key facility that serves the co-operation of the INTELFRET sub-systems and components. A range of current technologies capable to meet the train-internal communication FRS (Functional Requirements Specification) have been analysed and inventoried. The base system offers from the very beginning a wide range of opportunities to introduce important improvements in the performance and quality of the rail freight transport. The central vital functions (braking control and train integrity) have been checked for their capacity to be interfaced with the ERTMS Kernel. The INTELFRET base system considers two options, block train and individual wagon, and offers: • extension for long, heavy and rapid trains, • extension of the intelligent part of the wagons by implementing automated functions that enable increased
productivity and full inter-operability of individual wagons, and/or cargo monitoring, • use of Train Coupling and Sharing enabling combination of block trains and individual wagons. A core of sub-systems forms the INTELFRET base system: 1. the train-internal communication, 2. the master-locomotive central intelligence, 3. the wagon internal communication and data processing, 4. the wagon power-supply, 5. the inter-vehicle coupling of data-transmission signals and, depending on the constructive variants, the
coupling of central power supply circuit. The INTELFRET base system directly implements the functions: 1. automatic train set-up and train identity configuration, 2. automatic brake test, brake percentage computation, electronic brake control, and brake monitoring, 3. train integrity monitoring, 4. eventually, traction control of slave traction units distributed in the train. Add-ons would provide cargo monitoring and other functions. The economic analysis carried out estimated an extra direct cost for wagons and locomotives about 10%. The strategy for implementation of INTELFRET results is focused on: • on-board intelligence and train communication, which provides more cost-effective handling of trains and
wagons and supports inter-operability, • electronically controlled brakes, which gives opportunity to longer trains, • automatic coupling, which enables Train Coupling and Sharing, and • cargo monitoring, which offers advanced commercial services.
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44..11 TThhee CCoonntteexxtt:: IINNTTEELLFFRREETT oobbjjeeccttiivveess iinn aa ccoommmmoonn ssttrraatteeggiicc rreesseeaarrcchh ffrraammeewwoorrkk ffoorr tthhee rraaiillwwaayy ffrreeiigghhtt ttrraannssppoorrtt
During the last 25 years, the share of rail in freight transport in Europe has continuously been decreasing. This situation is mainly due to the improvement of the road competitiveness, even in long distance transportation, owing to better infrastructure and vehicles and to efficient interoperability. In the same time, rail freight transportation has not achieved comparable results. In fact, the costs of road transport in Europe have been cut by about 25% between 1970 and 1995. The quality of road services has been greatly improved by new infrastructure like fast motorways, reliable vehicles, tracking of freight with EDI systems and flexible management. The rail achievements have not been so significant, especially in terms of quality of services. Nevertheless, some experience of the last years in Europe and the successful restructure of American railroads demonstrates that the rail system is able to target and reach such objectives, provided a relevant policy is defined and applied. EUFRANET, INTELFRET and HISPEEDMIX projects have the same global objectives : • Reduce the transport cost by allowing a better use of classical and high speed rail
infrastructures and rolling stock, • Suggest more efficient standards for rolling stock, operating methods and infrastructure on
and to optimise the balance between infrastructure and rolling stock costs ; • Improve the quality of transport in terms of transportation time, accessibility, reliability,
information and safety. So, within this common framework the research of EUFRANET, INTELFRET and HISPEEDMIX aims at establishing and assessing a long-term, market-oriented, technically strong and financially achievable strategy for the development Rail Freight Transport in Europe.
44..22 TThhee IINNTTEELLFFRREETT ssppeecciiffiicc mmiissssiioonn The project focuses on use of “intelligent” telematic tools on-board of rail freight wagons and trains and on train-ground information exchange that should enable improvement of cost, safety, quality, reliability, customer information and consistent implementation of cost effective and competitive organisation of operational framework based on free access on infrastructure. The same “intelligent” telematic tools are also regarded for use in cost effective fleet and infrastructure management based on vehicle position location, identification, automatic diagnosis and improved flexibility of movement for freight trains.
44 OObbjjeeccttiivveess ooff tthhee pprroojjeecctt
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44..33 TThhee iimmmmeeddiiaattee oobbjjeeccttiivveess ooff tthhee pprroojjeecctt • The elaboration of INTELFRET system concept, functions and architecture, • Functional requirements for sub-systems and system components,
• Analysis and assessment of technical and economic feasibility,
• Recommendations for use of technology in the organisational framework aiming at supporting the free access to infrastructure and the improved management of freight transports on rail.
• Recommendations for consistent validation of technical solutions, economic use and standardisation.
These objectives have been reached at the project end and the evaluation of the study is based on comparison between the immediate objective proposed and the project outputs.
44..44 TThhee ssttrraatteeggiicc oobbjjeeccttiivveess ooff tthhee pprroojjeecctt
4.4.1 To support the sustainable mobility of goods within Europe by means of efficient utilisation of information and automation technology on rail freight vehicles and trains. The immediate objective is to respond more effectively to customer requirements so as to reduce the throughput time of goods transportation by rail, increase the mobility of vehicles (wagons and trains), reduce the cost of transportation and create new facilities for acquiring information which would be available for the users. Another objective is to support the organisational framework aiming at competition and free access on rail infrastructure, by means of intensive use of train-ground information exchange and of on-board telematics enabling automatic vehicle identification, automatic diagnosis of rolling conditions, flexibility of freight trains movement.
4.4.2 To increase the interoperability of freight rail transport by means of automation of labour intensive operatios mainly generating long technical stops of freight trains on border crossings and terminals. On long term, the integration into an innovative and coherent European system of modern transport technologies which have been developed through research carried out by industry, operators and users will significantly contribute to technical interoperability of freght trains..
4.4.3 To increase the competitiveness of European industry by demonstrating and validating modern European industrial research and innovations in the field of electronics, automation, telematics and vehicle construction, and by integrating this research into consumer markets.
4.4.4 To improve environmental protection by means of top quality monitoring of transports, especially cocerning dangerous goods. The present practice of potential dangers being detected by people would be gradually replaced by highly reliable and fail-safe automatic monitoring and control devices.
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4.4.5 To increase the quality of life for Europe’s citizens by means of improved safety for those working in the field of railway goods transportation and by increasing the availability, reliability and safety of this activity. The strategic will be reached during system implementation. As result of the INTELFRET study a strategy of implementation is proposed. The strategy provides a step by step implementation that is fully supported by the modular and open INTELFRTET conception. The base INTELFRET system, like first strategic implementation phase, creates the "base communication and electronic brake control system" and enables the scaleable implementation of next steps.
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55..11 SScciieennttiiffiicc mmeetthhooddss aapppplliieedd The project started from the existing improved and innovative technological basis and provides its systematic integration within a coherent European operational conception.
5.1.1 The base method used along the project performance is the analysis and adaptation of the current and emerging technology to the INTELFRET functions and performances within an open and scaleable architecture (INTELFRET conception - system) based on existing, verified and stable standards for information acquisition, processing and exchange.
5.1.2 Set of functions and performances are derived from the requirements of cost, quality, flexibility, reliability and information for the railway freight transport market. The requirements are highlighted in the study carried out within the project EUFRANET.
5.1.3 Set of evaluation model based on a multicriterial matrix analysis system integrating the weighted relevance of INTELFRET functions and performance levels has been produced in the initial phase in order to: - Translate the needs of end users, freight transport operators, regulatory framework, legal
and environmental framework within Functional Requirements Specification of the INTELFRET
- Maximise during the project phases the impact of INTELFRET system structure and the technical solutions inventoried for each sub-system and component on the key demands highlighted by the multicriterial evaluation model
- Consolidate the final recommendations for strategic implementation lines of the INTELFRET conception and ensure a sound migration during expected implementation period.
5.1.4 Technologic assessment has been used for consolidating the technical recommendations and to provide a sound basis for implementation phase.
5.1.5 Closed loop analyse of co-operation of subsystems and components within the INTELFRET flexible, scalable and open system architecture, providing standard information interfaces to the different layers: wagon internal layer, train internal communication layer, master locomotive layer and train external communication layer.
55 MMeeaannss uusseedd ttoo aacchhiieevvee tthhee pprroojjeecctt oobbjjeeccttiivveess
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The scientific method applied is illustrated by the following diagram:
Figure Scientific method approach
5.1.6 Safety Analyse has been carefully leaded in order to ensure that the operation of the INTELFRET trains is safe within the railway operational framework and according to regulations and prescriptions in force. Recommendations for safe operations have been issued and related to different implementation options derived from scalable and flexible shape of the system. The methods applied during the safety analysis id illustrated by the following diagram:
CUSTOMERNEEDS
Evaluation parametersPerformance lavels
Current operationalperformance
Functional definitionof operational
levels
Structural analysis
System functionsand architecture
Systems’ functionalspecifications and performance levels
N
Y
Functional definition of sub-systems, components and interfaces
Braking Coupling Moni-toring
Infor-ming
Commu-nicating
Co-operation of components / Locomotive “intelligent” sub-system
Technologyanalysis
Availability ofrail technology
Technology analysisof other transport
industries
Correspondance tooperationalframework
Pre-competitiveeconomicevaluationImplementation
scenarii
Recommendations: - implementation strategies-operational framework harmonisation
-technologic migration, harmonisation and standardisation
N
Y
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Figure Safety analysis method
5.1.7 Co-ordination and iterative co-operation actions with the projects EUFRANET and HISPEEDMIX has been implemented with the aim being to provide:
INTELFRETfunctional
specifications
CUSTOMERPerformance levels-availability-integrity-acuracy
Safety requirementsfor operation of
trains and wagons
Maintenancerequirements of
operators
Functionalsafety
analysis ofthe system
Specification ofsafety-critical
functions
Specification of safety non-critical
functions
Sub-systems and components functional specification
Sub-systems’ and components structuralanalysis
Fault-treeanalysis
Safety-criticalevents Safety non-critical
events
Analysis
Technology review
Assessment of systems’ safety structyure. Safety specific requirements (high availability or fail-safe)
Availability, accuracy and integrity parameters for safety non-critical functions
Analysis
Co-operation of componentsSpecifications for functioning in degraded modes
Capacity of implementation of simplified structuresTechnology review
Methods of solution:-high availability
-fail-safe construction-combined methods
Check ofresults
Check of results
Y
N
Y
N
YY
NN
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• a common strategic basis for market assessment, investigation and consolidation of customer needs, assessment of performance levels for specific functions of rail freight transport technology to be addressed by the INTELFRET project,
• application of a compatible methodology for evaluation of project results for final assessment of recommendations for implementation and use of the system.
The co-ordination among these projects was ensured by Mr Jens Olsen the EU scientific officer of the EC DG - TREN.
55..22 SScciieennttiiffiicc aanndd TTeecchhnniiccaall CCoommppeetteennccee Being the complex and interdisciplinary character of the project the Consortium formed for the project performance grouped the following competencies: - Railway freight operation, railway safety, railway information systems, operation process
analysis, railway management and economic matters - System science, system analysis, system architectures - Automation, telemetry - Data collection, transmission and processing, information systems and telecommunication - Industrial research and industrial systems integration in the profiles of traction
(locomotives), rolling stock (wagons), braking systems, coupling systems, power supply of rolling stock
- System modelling and evaluation The scientific and technical competence was fully covered by the specialists within the Consortium.
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66..11 PPrroojjeecctt PPhhaasseess According to the consequent implementation and control of project scientific and technical methods for reaching the objectives, INTELFRET was carried out in 4 main phases. They are: • Phase 1: was dedicated to market assessment, investigation of customer needs and
definition on this basis of operational requirements and of performance levels to be realised for specific functions. This phase was completed by WP 1 “Definition of requirements” and WP2 “Methodology definition”. These work-packages were common to INTELFRET, EUFRANET and HISPEEDMIX. They provided an initial co-operation and co-ordination with EUFRANET and HISPEEDMIX. This ensured the reference on a common strategic basis for rail freight transport in Europe and the use of a compatible methodology for evaluation. The contribution of INTELFRET to these two common workpackages was marked by the Deliverable D1 (P): “Definition of evaluation parameters” and Deliverable D2 (P): “Performance levels for INTELFRET”.
• Phase 2: was dedicated to a first technical approach to the system and used a "translation"
of the functional requirements and the corresponding performance levels into a functional system description and into an architecture concept providing a coherent system basis. At this project stage the INTELFRET system FRS was reached and the various interfaces were identified and specified. Such a way it was enabled the parallel work dedicated to subsequent sub-systems research and technologic assessment. This phase was completed by the work package WP4. The results of this phase are available in Deliverable D3 (P) (INTELFRET system definition and architecture).
• Phase 3: was dedicated to research into INTELFRET’s subsystems. The works focused
on the brake subsystem (WP5), the automatic couplers subsystem (WP6), the wagon automation and diagnosis subsystem (WP7), the power supply subsystem (WP8), and the train-internal and train-external subsystem (WP9). The works were carried out in parallel. For each subsystem, functional specifications and a safety analyse was drawn up. As a high degree of technical innovation was marked as result of specific research carried out by participants. Therefore the detailed documents produced within every sub-system's research are restricted. A synthesis of the subsystems’ functional specifications is provided in the Deliverable D4: Subsystems’ functional specifications. But the global results of phase 3 have been refined and consolidated in the Deliverable D5: Assessment of the global concept and safety of INTELFRET.
• Phase 4 was mainly dedicated to evaluation of results, an inventory of available technical
solutions, economic analysis of implementation scenarios and elaboration of recommendations for implementation strategy. This phase re-iterated the co-ordination and co-operation actions with the EUFRANET and HISPEEDMIX projects within the common Workpackage WP3 “Conclusions”. Specifically INTELFRET carried out the
66 SScciieennttiiffiicc aanndd tteecchhnniiccaall ddeessccrriippttiioonn ooff tthhee pprroojjeecctt
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Task 3.2 “INTELFRET Conclusions: Consolidation of results and evaluation of effects” with two activities: Activity 3.2.1. “Inventory and analysis of technical solutions” and Activity 3.2.2: “Economic analysis”. The results of works carried out by INTELFRET are concretised within the Deliverable D6(P): Technical feasibility & economic analysis.
66..22 PPrroojjeecctt aacchhiieevveemmeennttss aanndd rreessuullttss
6.2.1 The freight transport market requirements The quantification of the customers' requirements was considered from the EU project EUFRANET (co-ordinated with INTELFRET), specifically from the Deliverable D1 of EUFRANET: "Survey Report on users' needs and requirements". Bulk transports being one of the traditional and to some respect stable rail freight market segment, investigations on the other market segments showed that the impact on market penetration of the railway freight transport is maximised when the scores on modal split decision criteria are sufficiently satisfied. The following table highlights these criteria for two market segments that form together about 80% of transport market values: Intermediate Products Final Products Average Deviation Average Deviation Reliability 1.58 0.63 1.93 2.32 Tariffs 2.25 2.75 2.00 1.11 Information 4.67 1.88 4.07 2.21 Flexibility 4.50 1.73 4.27 1.92 Speed 4.25 2.93 5.10 2.36 Frequency 4.67 2.24 4.77 1.96 In the Freight Market Survey Analysis the reliability, transport costs, low risk of damage and information on transport status and condition are the most important decision criteria for market penetration. Information on transport, Flexibility, Frequency and Speed (transport duration) are decisive, but have a large deviation margin. Reliability although not ranked on the first decision place is less affected by deviation and has therefore a great weight in decision. In most markets the transport costs for the rail transport are competitive. The only exception is the combined transport where unpredictable pricing policy is mentioned. Transport time should be viewed in relation with reliability. The most important factor is to keep a schedule, even if that schedule is not the best. Suitability of transport capacity is another important criterion. For the rail transport the suitability has merely to be a flexibility to adapt the capacity of a transport unit (wagon) to a smaller size of shipment. Therefore this criterion is closely linked to flexibility of shipping conditions. Reliability is cited like the most important criterion. It contains several number of aspects. Most frequently they are related to schedule performance (punctuality) and low risk of damage. For the most market segments under development, this last requirement very important.
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For INTELFRET this analysis shows that it would be necessary a freight train operational conception based on improved performances on: Transport Reliability Transport Information Flexibility including modularity of trains and adaptive frequency of service Duration of transport, including increase of end-to-end speed Cost, flexibility of tariffs and associated documentation and sale of services The following diagram illustrates the framework of INTELFRET operational conception:
66..33 TThhee eevvaalluuaattiioonn mmooddeell The evaluation model provides a tool for a global deserving assessment (target system
evaluation) of different possible INTELFRET options based on freight wagon innovations and
to accomplish a ranking of them. An innovation in the sense of this model is any technical or
operational change that is intended to improve freight wagon traffic.
OPERATIONAL LEVELS: -BRAKING -COUPLING -MONITORING -MAINTAINING
AVIAVIAVI
TELECOMMUNICATIONTELECOMMUNICATIONNETWORKNETWORK
LOCAL AREANETWORK
G S M radio
communication
Short range radio
communication
Hostapplication
INFRASTRUCTUREOPERATION &MANAGEMENT
TRANSPORTOPERATOR
TRANSPORT CLIENTinteractive
information
GNSS CONSTELLATION
GNSSPOSITION
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At a first step, all innovations (options) which do not satisfy every single „must“-criteria are
sorted out. Therefore the “must” criteria correspond to vital requirements (like safety,
environment and legal requirements) which are generally considered when admitting the
operation of a technical innovation.
In a second step, all remaining innovations have to be evaluated in a more detailed way. By
means of
• the significance of the evaluation criteria and
• the relative fulfilment of each evaluation criterion,
a global evaluation value for each innovation is developed. Therefore, a target system is used.
The target system provides a structure to break down the evaluation criteria. In a matrix so-
called target area is divided into several target levels, i.e. the criteria are sorted in the table
columns in a kind of tree hierarchy. At first, the main target area is broken down into two
target levels (criteria regarding the view of the customer and criteria regarding the view of the
operator). These target levels can be refined iteratively. On each level, weighting factors have
to be fixed for a relative weighting of the criteria against each other. The resulting sum of
these factors must be 100% = 1 on every level. Finally, a global weighting factor can be
calculated for every criterion by a multiplication of the local weighting factors in the tree
hierarchy. The total sum of all global weighting factor will also result in 100% =1.
The „must“-criteria are also included in this table. They have to be fulfilled (this has already
been checked in the first step), but they can be fulfilled better or worse (just sufficiently or
generously), so they still form an important part in the ongoing evaluation procedure.
In the further steps it is determined to which degree each innovation (option) fits the criteria.
For this purpose, table …… is provided. For each criterion, a weighting value ∈ [1, 2, 3, 4, 5]
have to be given. The meaning of the values is as follows:
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weighting value according meaning in this model
1 innovation has a very negative influence on this criterion
2 innovation has a negative influence on this criterion
3 innovation has no influence on this criterion
4 innovation has a positive influence on this criterion
5 innovation has a very positive influence on this criterion
The products of the global weighting factors and the corresponding weighting values are
summed up over each innovation column. The larger the sum for an innovation, the better it
performed in the evaluation. Thus, the application of this model does not only result in a
ranking of the innovations in question, but also yields information about the relative
differences of the single innovations.
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criteria global weighting
factor developed in
the target matrix
weighting value
of innovation 1
weighting value
of innovation 2
weighting value
of innovation 3
1 structural design w1 i11 = 1,2,3,4, 5
i21 i31
2 dimension w2 i12 = 1,2,3,4, 5
i22 i32
3 interface w3 i13 = 1,2,3,4, 5
i23 i23
4 dynamic behaviour
w4 i14 = 1,2,3,4, 5
i24 i34
5 electromagnetic behaviour
w5 i15 = 1,2,3,4, 5
i25 i35
6 climatic conditions w6 i16 = 1,2,3,4, 5
i26 i36
7 materials w7 i17 = 1,2,3,4, 5
i27 i37
8 reliability w8 i18 = 1,2,3,4, 5
i28 i38
9 availability w9 i19 = 1,2,3,4, 5
i29 i39
10
maintainability w10 i110 = 1,2,3,4, 5
i210 i310
11
safety w11 i111 = 1,2,3,4, 5
i211 i311
12
reduction of shunting
w12 i112 = 1,2,3,4, 5
i212 i312
.... x initial costs /
investments wx i1x = 1,2,3,4,
5 i2x i3x
... n ... wn i1n = 1,2,3,4,
5 i2n i3n
sum = 1 w in n
n
⋅∑ 11
w in n
n
⋅∑ 21
w in n
n
⋅∑ 31
rank e.g. „rank 3“ e.g. „rank 1“ e.g. „rank 2“
The criteria reflecting the political and social dimensions, however, are of a different type and
have to be treated accordingly. Their purpose is twofold:
They offer a guideline for the railway operator which other aspects (except of direct costs and revenues) of the technological development in question have to be taken into consideration.
20
66..44 IINNTTEELLFFRREETT ffuunnccttiioonnss Starting from the customers’ requirements a first class of Intelligent Freight Train functions have been inventoried. The accomplishment of these functions can be in totality or partial. Some of the functions are essential -basic- functions (like brake, automatic coupling, train-internal information, cooperation of components, power supply). They form the skeleton of the INTELFRET functional specification. Other functions (like cargo monitoring, position location, wagon diagnosis) could be regarded like overlaid functions, which enable to the INTELFRET system to be tailored in a modular way. Other overlaid functions, which are not mentioned, could be added, subject of sufficient information capacity of the train-internal communication sub-system or of master computer system. The achievable capacity for such sub-systems will be assessed and investigated from a technological and operational point of view in a next project phase. Also in the next project’s phase the functions will be detailed and will be grouped in functional sub-systems having specific interactions. Accordingly the interfaces between sub-systems will be described. This analysis will provide an architecture survey of the system and an overall system definition. For the purpose of this projects’ phase the functions are selected and shortly described in order to indicate the actions affordable to improve customers’ satisfaction. Implementation of such functions are priority actions from the INTELFRET point of view. At the end of this chapter the synthetic presentation of a link between evaluation criteria (which do include and do detail the customers’ requirements) is provided.
6.4.1 Brake function (B) This function aims at improving the average performance of freight trains in terms of: flexibility, capacity to form long, heavy trains or to introduce in traffic small motive units on the basis of same individual vehicle performance (flexibility of train formation and running) speed performance on existing lines increase of productivity on shunting, train formation and train splitting decrease the throughput time of transports increase safety and reliability decrease operational costs The sub-functions of the Brake (B) are: Brake integrity and safety check (BIC). BIC is needed for: -initial brake safety check, on train formation, before departure -eventually intermediate safety checks required by different railway regulations, in specific situations (e.g. before descending a severe slope). Brake safety monitoring during trip (BM). BM addresses the function of safe control of braking condition during train’s trip, in different situations of braking position. This function could also comprise the “brake diagnosis” : in real time (e.g. on-line brake diagnosis) or in off-line condition. Brake control (BC). BC corresponds to the electric/electronic control of braking for the railway vehicles. The brake control function shall comprise the automation of the braking forces in order to avoid wheel slipping: parameters (e.g. effective axle load or weight of the entire vehicle, type and position of the brake, etc.) and brake control constraints (dynamic behaviour, reaction time, gradual efficiency, etc.) might be considered.
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6.4.2 Coupling function (C ) The coupling function refers to the automatic coupling of the INTELFRET vehicles. The coupling function corresponds to satisfaction of the following requirements: increased flexibility of the transport enhanced productivity and lower costs reduction of throughput time This function shall propose and describe the variants of the coupling: mechanical ( traction-only, push-pull mechanical coupling) electrical (for train-bus signals, for centralised power supply) pneumatic ( for main, secondary and servo- pipes) The function shall also refer to constraints like capacity to co-exist and to be interoperable with the existing classes of classical coupling.
6.4.3 Wagon monitoring and diagnosis (WMD) This function addresses the following requirements: increase of flexibility reliability safety reduction of costs This function addresses more sub-functions: Monitoring (e.g. on-line survey) of essential rolling and coupling conditions of the vehicle. The addressed items could be: suspensions, wheels, bearings, derailment alert, integrity of coupling springs and dampers (if provided), etc. Registration or communication of surveyed parameters which are out from the allowed limits. Alert when critical parameters (affecting the rolling safety, the train integrity or the train dynamic behaviour) are beyond the safety limits. Wagon identification (number, type, characteristics, operational constraints, propriety) Wagon automation function (WA) This function addresses the following requirements: increase of flexibility increase of reliability increase of productivity and low cost operation of charge/discharge process decrease of risk of damage This function comprises a large variety of individual functions, addressing utilities requested for automation of: Loading / unloading Opening / closure of valves, openings, doors etc. Positioning of fixing bolts for containers, swap-bodies, etc Actuation of settings for temperature, pressure, controlled atmosphere, etc. This function includes the opportunity to apply the INTELFRET conception to different classes of specialised wagons, requested by the transport market.
6.4.4 Cargo monitoring function (CM) The Cargo Monitoring function addresses, in a similar way as the WA function, those utilities requested for survey of transport condition and the survey of parameters requested in order to minimise the loss of goods and preserve their integrity during transport.
22
Consequently the cargo monitoring function mainly corresponds to requirements: increase of reliability increase of suitability of wagon to the shipment condition decrease of risk of damage satisfaction of customer’s information requirements A large variety of parameters could be addressed, depending on the wagon conception, destination and specialisation (accelerations, chocks, time delay from a given moment, position of cargo in the wagon, temperature, pressure, presence of gases in different concentrations, existence of leackeges, etc.) Mainly two functions shall be considered: positioning of threshold values of surveyed parameters for which the “fair” transport condition is allowed registration, or alert or “urgent inspection” request at parameter beyond of threshold. It might be observed that for transport of “dangerous goods” this class of function could be a safety critical one.
6.4.5 Position Location (PL) Even if not initially considered like a specific INTELFRET function, PL function appears to be very important for the customer point of view and for operational reasons. This function must enable the automatic report of vehicle position on the network, with a certain accuracy (time- and geography-related): at specific request (initiated by transport’s customer, wagon’s owner, infrastructure operator, transport operator, authorities charged by survey of specific transports -military, dangerous goods, chemical substances, very high value transports etc.) mandatory, in different critical points (e.g. frontiers, network entrance and leaving points, selected stations etc.)
6.4.6 Customer Information function (CI) This function refers to facilities to provide to transport customer the information he might need on: on-schedule performance departure, arrival, delays, new transport routes set during transport operation, etc integrity of the cargo, results of the cargo monitoring, alerts on deviated conditions etc. position (on request) temporal and spatial availability of an empty or ready to be delivered vehicle. The CI function makes distinction between the functions of an operational system and the INTELFRET conception. Obviously, no customer shall be in direct communication link with a freight train, but information accessible from and to the “intelligent” train must enable to form messages with the appropriate content for satisfaction of customer’s information needs.
6.4.7 Information and Communication function (I&C) This function is a basic intrinsic function of INTELFRET. It enables the other functions to co-exist and to be normally monitored by the master unit. This function describes the two main I&C functions of the INTELFRET: the train internal communication (TIC). This function comprises all communication and information exchange items necessary for ensuring the existence of other functions like Braking, Coupling, Monitoring, Automation, Client Information, etc. The performance levels
23
of this function shall identify the minimum requests in terms of information flows, links, integrity, accuracy, real-time characteristics, etc. and must distinguish between the safety information flows and others. The performance levels of this function determines the average performance levels of all other iINTELFRET functions. Therefore the main performance levels (requirements) for the INTELFRET are related to this function. the train external communication (TEC). This function corresponds to the information flows expected in train-ground communication and requested for the INTELFRET system.
6.4.8 Co-operation of Components and Traction (CC&T) This function is obviously one of the most important functions of INTELFRET. Two major sub-functions could be provisionally identified: The Cooperation of Components, in terms of compatibility and interoperability of different devices accessing the train internal communication network. This sub-function must provide the priorities in communication management and the constraints related to delays, real-time requirements, integrity of messages, addressability of different devices, maximum number of devices, major classes of errors and their consequence. Description of this function shall enable an approach to the classes of protocols needed to solve the communication tasks in the train internal communication sub-system. Performance levels associated to this function shall assess the minimum requirements necessary for accomplishment of the totality of INTELFRET functions. The Functional specification for a train communication system in Freight train (appendix 2) completely describes the performance requirements of this function. The Central Computer and Traction function shall assess the functional requirements of a central computer, associated to a “master” traction unit, in communication with its TIC and TEC and monitoring a limited number of “slave” Central Computers, belonging to multiple traction units present in an INTELFRET train. A distinction in functional requirements shall be provided in the two situations: the CCT is “master” or it is “Slave”. The performance levels shall identify the quality requirements of data processing system (real-time responses, integrity, accuracy, addressability) and shall also provide a summary description of man-machine interface functions. It will be considered that interfaces to the TIC and TEC shall be described when a sub-system analysis will be performed.
6.4.9 Power supply (P) The power supply function describes the requirements related to the electric power presence at INTELFRET devices, at least in two situations: The wagon and its associated devices is in an “active” train - the traction unit is present and a “central power supply” is envisaged. This situation includes the locomotive (traction unit) in active status (power supply = on). The wagon and its associated devices is “independent”. This situation includes also the locomotive in a “passive” status. The requirements correspond to back-up power for maintaining the memory of stored information and the capacity of “start-up” - sequence when the “central” power and information flow is on.
24
66..55 PPeerrffoorrmmaannccee lleevveellss ffoorr IINNTTEELLFFRREETT ttrraaiinnss In connection with electronic brake control, automatic coupler, and wagon & cargo automation, monitoring and information systems, the communication system becomes one of the most significant components for automation in freight trains and for further automation measures in train formation procedures. The communication system in the train is therefore the basis for being able to implement new electronic systems in freight traffic. The application to be regarded as primary in this connection is the electronically controlled brake. From the safety-relevant requirements of this, there also result critical conditions for the communication system.
6.5.1 Definition and System Categories The following contains a definition of terms and denotations. Vehicles Vehicles are characterised by: a distinct vehicle number and type designation fixed technical parameters such as IÜP, number of axles, tare weight, vmax, number of gateways in vehicle (Master/vehicle), type of gateways, drive capability ... fixed operational parameters such as braked weight, changeover weight, vmax-braking, RIV capability, ferry capability, load limit panel variable parameters such as present braked weight, present load, departure station, destination station, load information (e.g. dangerous goods category), maintenance information (kilometric performance, overhaul, ...)
6.5.1.1 Traction units Traction units are locomotives, power cars, motor coaches, driving trailers. They feature an interface to the traction-unit driver (source for driver input, MMI) and/or to the automatic vehicle control (e.g. automatic traction and braking control). The longitudinal guidance of a train (drive and brakes) is made possible via these interfaces. Traction units may have master capability (see below).
6.5.1.2 Wagons Wagons are vehicles which do not feature any operating interface for the longitudinal guidance of the train. They do not have any master capability. Master capability A vehicle is referred to as master-capable when it has all of the equipment in order to organise a communication system in the train (train bus) and is a traction unit.
6.5.1.3 Train A train consists of one or several coupled vehicles of which at least one end vehicle is a traction unit. The leading vehicle is the traction unit at one end of the train from where the longitudinal guidance of the train is performed and the communication equipment in the train are organised (train master). It defines the forward direction of travel of the train1. End-of-train is the relevant, other end of the train. Trains always consist of coupled vehicles and can
1 The change of the master should, however, be easy to accomplish for shunting operations or for a
push-pull train.
25
only be formed and split up in a stationary condition (or in the shunting mode). They are designated by means of a train number (6 digits). Vehicles between the train master and the end-of-train are referred to as intermediate vehicles and can be wagons or traction units. Masterfähiges Triebfahrzeug
Wagen
EndfahrzeugEndfahrzeugZwischenfahrzeuge
Zugmaster
Fahrtrichtung vorwärts
Zuganfang Zugschluß
Masterfähiges Triebfahrzeug: master-capable traction unit Wagen: wagon Endfahrzeug: end vehicle Zwischenfahrzeuge: intermediate vehicles Zugmaster: train master Zuganfang: front-of-train Zugschluß: end-of-train Fahrtrichtung vorwärts: forward direction of travel
6.5.1.4 Modular train A modular train consists of one or several trains (max. 16). A modular train comes into existence when a train B joins up with the end-of-train of a leading train/modular train A. The modular train master remains/becomes the train master of the leading train. Modular trains can be formed and split up in a stationary position and during running. They receive a modular train number (6 digits) of which the formation algorithm has not yet been determined (e.g. formed from the train number of the modular train master).
26
Zugmasterund Modulmaster
Zugmaster
Modul-Zug
Zug 2Zug 1
Zugmasterund Modulmaster
Modul-Zug
Zug 1
Zugmasterund Modulmaster
Zugmaster
Modul-Zug
Zug 2Zug 1 Zug 3
Fahrtrichtung vorwärts
Modul-Zug: modular train Zug 1: train 1 Zugmaster und Modulmaster: train master and modular master Modul-Zug: modular train Zug 1, Zug 2: train 1 / train 2 Zugmaster und Modulmaster: train master and modular master Zugmaster: train master Modul-Zug: modular train Zug 1, Zug 2, Zug 3: train 1 / train 2 / train 3 Zugmaster und Modulmaster: train master and modular master Zugmaster: train master Fahrtrichtung vorwärts: forward direction of travel
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6.5.2 Communication in the train: Fundamentals In order to set up distributed electronic systems in the train, communication between the electronic components is a fundamental pre-requisite. In this connection, two forms of communication have to be distinguished within the train: On the one hand, there is information exchange only within a vehicle and, on the other, there is information exchange between various vehicles in a train. Information exchange within a vehicle is performed via a vehicle bus2. Communication between system components of various vehicles is performed via the train bus3 and the vehicle buses of the vehicles involved. The transition between the vehicle bus and the train bus must be made possible by means of an appropriate coupling, e.g. in the form of a gateway.
elektr. Kuppelstelle
Gateway
Sys 1
Sys 2
Master Sys 1
Master Sys 2
Gateway
Sys 1
Sys 2
Gateway
Sys 1
Sys 2
Gateway
Sys 1
Sys 2
Gateway
Sys 1
Sys 2
Gateway
Sys 1
Sys 2
Gateway
Sys 1
Sys 2
Gateway
Sys 1
Sys 2
Zugbus
Fahrzeugbus
Zugmaster
elektr.Leitungsfahrzeug
52-1 63-1 57-2 76-2 45-0 11-4 4711
0 1 2 3 4 5 6 7Gateway
8
elektr. Leitungsfahrzeug: electr. conductor vehicle Zugmaster: train master elektr. Kuppelstelle: electr. coupling point Zugbus: train bus Fahrzeugbus: vehicle bus
6.5.3 System categories in train The total system consists of the following system categories: CG : Cross-vehicle level The cross-vehicle components comprise the electrical power supply (for a wire-bound system), the communication system (cross-vehicle communication system, possibly end-of-train device), the compressed air supply and the coupling points of the components mentioned. CL : Vehicle-specific equipment This is the equipment for control, monitoring, power generation and dissipation for system components in the vehicle. For this purpose, a link-up to the cross-vehicle communication system is necessary. A vehicle-specific electric power supply (battery, generator, ...) is to be provided and a vehicle-internal communication system can be contained. The electronic equipment is to be supplied fundamentally from a buffer battery. The equipment for electronic control can be connected directly or indirectly, e.g. via a
2 It is not excluded that a vehicle also has several vehicle buses (e.g. own vehicle bus system for
every bogie for reasons of redundancy) 3 "Bus system" here does not necessarily mean a wire-bound system.
28
gateway, to the cross-vehicle communication system. The vehicle-specific equipment also includes the control part of the fallback levels (e.g. for the brake). CC : Central control equipment The central control equipment represents the interface between the traction-unit driver or the automatic vehicle control equipment and the cross-vehicle communication system. Via the cross-vehicle communication system, it must act on the CL in all of the vehicles. From the CC, transmission of the brake-specific regulated quantities, for example, is made to the relevant CL. The CC performs initialisation of the communication system and keeps the configuration of the total system up to date (e.g. train inauguration, brake test, operative brake equipment, brake percentage, etc.). QT : End-of-train equipment The end-of-train equipment QT can be designed as a device on its own as a component part of a CL. In the latter case, it is sufficient if assemblies or parts ensure reliable functionality of a QT with respect to communication.
CG
CL CL CL CL CLCL/QT
CC
MMI locomotivefunctions
6.5.4 Requirements and conditions
6.5.4.1 Technology The technology selected must be durable, that means both with regard to the future availability of the components as well as with regard to the further development of the product. The compatibility between various versions of the equipment must be guaranteed. Train length, number and configuration of the subscribers The maximum train length aimed at is approx. 2250 m. Since it must be possible for the train to contain about 125 vehicle-specific electronic brake equipment units which are controlled from the locomotive at the head of the train, the requirement is that at least 127 vehicle-specific components (CL) can be connected to the cross-train communication system. In order to ensure the independence of brake components in a vehicle in special cases (e.g. each bogie of a locomotive), the requirement is that a vehicle may have more than one coupling point (e.g. gateway) to the communication system. It is, however, not permitted that several vehicles use a common coupling point (e.g. gateway).
6.5.4.2 Communication medium The transmission of information between the individual pieces of equipment in the system is performed via wire and the coupling between the wagons is performed by means of male/female connector systems. Other transmission methods to the coupling points (inductive, capacitive, radio, etc.) can however be offered by the manufacturer together with a presentation of the relevant advantages and disadvantages.
29
System approaches in which cross-train communication is exclusively based on radio communication will not be excluded here from the outset. However, further verification - especially with regard to the frequency ranges permitted in Europe - must be provided for security against manipulation from external interference systems, the security of data transmission and the exclusion of interference from comparable systems on other trains. The number of electrical conductors in the continuous train line can be selected at the discretion of the designer in the case of a wire-bound communication system. The UIC coupling cable is not required. When uncoupling wagons, the electric connectors (for wire-bound data bus) must be able to be released without manual assistance. In the long term, the objective is to perform coupling without any manual assistance whatsoever when the automatic coupler is introduced. This boundary condition should be taken into consideration.
6.5.4.3 Power supply The power supply of the freight wagon equipment can be taken from the locomotive or be autonomous. However, a buffer battery must be provided in any case for the supply of the electronic components in the vehicle. Every communication coupling in the vehicle is fitted with a battery which ensures autonomous communication capability for at least five hours. The system must function normally when the wagon is put into service after a stabling period of at least 5 months. If the communication system uses a buffer battery available in the vehicle together with other system components (e.g. electronic brake), the performance requirements must be agreed upon. The dimensioning of the power supply is to be agreed upon with the commissioning party so that consideration can be given to the possible consumers in the vehicle.
6.5.5 Tasks and primary applications The task areas of the communication system are as follows: 1. It provides other systems (applications) in the train with the possibility of cross-vehicle communication. 2. It makes use of its own equipment in order to determine configuration information for the train and make this (e.g. guard's journal) available to other systems and to file train-specific data (e.g. origin, destination, type of freight, etc.). 3. It performs continuous verification of the train integrity. Primary applications are the electronically controlled brake and the distributed drive control. To control the brake, the communication system must provide data rates of approx. 2 kBit/s. In addition, provision must be made for the possibility, apart from Controlling the locomotive at the head of the train, of transmitting the necessary information for the remote control of an additional 15 traction units. For the remote control of all locomotives, a data rate of approx. 2.5 kBit/s must be available. For network management tasks (train integrity, management of the communication system), brake and distributed drive, the rate of utilisation of the communication system should not exceed 30 to 40%.
30
6.5.6 Open system The system must provide the possibility of connecting appliances for every vehicle which are able to enter into dialogue with the network, for which purpose the number of appliances is unlimited a priori, and no time-/cost-consuming software adaptations to the communication system are necessary (straightforward configuration alterations are possible). The communication system should therefore enable a modular structure of the total system. In future, further appliances - apart from the electronically controlled brake and distributed traction control - can be connected up to the communication system, e.g.: a derailment indicator hot-box detection equipment impact indicators door opening and closing indicator load condition measuring devices (temperature, humidity, etc.) automatic twistlock engagement for containers and swap-bodies system for selective uncoupling with the automatic coupler cross-train diagnostics systems communication system for link-up to external infrastructure (operational equipment coordination, maintenance, etc.) wheel-slide protection The performance features of the communication system must be designed in such a manner that they can deal with the data traffic originating from these appliances without, of course, influencing the performance of the primary applications.
6.5.7 Time requirements for communication The control of service brake and rapid brake applications as well as release of the brake is the safety-critical boundary condition. This must take place simultaneously in all of the vehicles in the train. The latency time for a brake command must be less than 0.1 s (1). An exceedence of this time is permissible in case of faulty operating conditions, but it must not exceed 1 s (1) and this configuration must not occur frequently. Train inauguration and train configuration By means of an automatic train inauguration, the system must provide the possibility of determining the composition of the train automatically and at the request of the operator (this operator can be the locomotive driver or another person involved who, for example, is polling the locomotive by remote control). This train composition will contain the number of freight wagons and locomotives in the train, their respective numbers, their sequential order and their orientation. The train inauguration means that the following functions can be performed from the driver's cab (master) in operation: determination of the number of vehicles in the train capable of communication determination of the identity of the vehicles determination of the sequential order of the vehicles determination of the orientation of the vehicles determination of the end of the train set definition of the forward direction of the train initialisation of the communication system.
31
The time required for the train inauguration should be as low as possible (maximum 5 min). Apart from the train inauguration, the possibility should be provided of transferring tasks with regard to the train configuration to the communication system. The tasks to be realised are: master allocation in the train set (before the train inauguration) and rapid master transfer in the inaugurated train (e.g. push-pull trains, CargoSprinter); permanent storage of the vehicle information (vehicle weight, number of axles, length over buffers, etc.) in the vehicle-specific coupling units and to adopt this during a train initialisation in order to prepare a guard's journal from it and to identify train-specific parameters (train length, total weight, etc.); comparison of the guard's journal prepared automatically with any externally specified information concerning the train composition and to make this available to other systems if necessary. This information must be made available to others via an EDP file located in the locomotive. In addition, it must indicate the number of elements present but not yet identifiable. According to the demands of the respective operator and/or in accordance with the utilisation proposed, the file must be able to be processed via various interfaces (printer, radio transmission, etc.); ability to display the information concerning the train configuration to the traction-unit driver in a suitable manner; adoption of operational information available externally and permanent filing if required in the vehicle-specific appliances of the communication system (e.g. origin, destination, freight information, etc. at the end of the assignment, notification of the faults having occurred and classified for the operational and maintenance service, or reading of the faults stored, reconstruction of the guard's journal.
6.5.8 Integrity testing The communication system must ensure reliable identification of the end-of-train and permanently monitor the train integrity. With regard to end-of-train identification, the solution offered must be able to be employed under three configurations denoted with A, B and C: Configuration A : The end-of-train is marked by means of an end-of-train device applied manually such as the tail lamp employed on SNCF. In order to ensure the integrity of the train, the presence of this device must be continuously monitored by the system. Configuration B : The end-of-train is marked by means of two different methods, the results of which are identical. One of the methods must be automatic and originate from the communication system; the other is supplied by the operator. The form of the end-of-train information supplied by the operator is not stipulated, but it could, for example, be that the locomotive driver enters on the locomotive the number of the last wagon manually which was reported to him by the operational service. Configuration C : Reliable end-of-train identification is performed automatically. Verification of the train integrity must be performed cyclically (at least every second). If the communication system determines the loss of train integrity (train separation), the possibility of communication must still remain in the individual parts of the train (e.g. initiation of a brake application by certain subcomponents). For that reason, the communication system must have multi-master capability. Safety, environmental conditions and disturbance influences Safety-relevant functions - such as the electronically controlled brake - are realised on the basis of the communication system. That is why especially in this area there are particular
32
requirements to be made with regard to data security which are also capable of fulfilling the safety requirements of the brake system (see: electr. controlled brake). The system must adapt itself to its environment. It must therefore fulfil especially the standards and provisions in connection with this environment: The system must not contain any risks for persons. The system must not cause any disturbances of the railway-technical signalling equipment. The system must not cause any disturbances of the various appliances on board the freight wagons and locomotives. The system must not extend beyond the envelope of the vehicle on which it is located. The system should be secure against external manipulations and influences (electromagnetic compatibility, radio manipulation, interference from similar systems in other trains). The system is regarded as adapted to its environmental conditions when it does not experience any adverse effects from these. The environmental conditions are composed of: the climatic conditions, the mechanical vibrations which the system is subjected to, the electromagnetic environment which the system is subjected to, various kinds of contamination from the freight transported.
6.5.9 Parameters: temperature range (-25 °C to +85 °C) category T3 rain, snow, fog, frost railway-specific environmental conditions: vibrations, ballast projection, dust (copper and cast iron), electromagnetic radiation
6.5.10 Modular train communication The communication system must also provide a communication scheme for modular train operations. It is to be assumed in this connection that the communication interface between two modular trains is not wire-bound. (Approach: modular train formation without mechanical coupling). The total communication system - both with regard to topology, communication medium and coupling interfaces as well as with regard to the defined protocols, communication interfaces and functional specifications - should be disclosed and made available to any interested party within the framework of a standardisation procedure. In this manner, the market will be made available to several suppliers while maintaining complete compatibility between the various types of equipment offered and increasing compatibility between the various further developments will be ensured.
66..66 SSyysstteemm ccoonncceeppttiioonn.. IINNTTEELLFFRREETT TTrraaiinn aarrcchhiitteeccttuurree.. A fully equipped INTELFRET train is shown in figure below.
33
GSM-R ETCS
Slave Locomotive
Wagon
Standard AVI
Master Locomotive
Safety Central Sol Computer
Wagon Wagon
Mechanical coupling system Pneumatic coupling system Network coupling system (physical or radio link) Power supply coupling system (optional)
AVI : Automatic Vehicle IdentificationGSM-R : Railway GSM
Legend
Architecture of INTELFRET train. An INTELFRET train consists of the following elements, that are either INTELFRET specific or modified elements of ordinary trains : one or more INTELFRET locomotives, INTELFRET freight wagons, the INTELFRET train bus, INTELFRET Information and Communication subsystem, electronic braking system, train management and integrity subsystem, power management subsystem.
6.6.1 Architecture of INTELFRET Locomotive. In addition to a standard locomotive an INTELFRET Locomotive has to implement : the INTELFRET train bus additional to the locomotive bus, the Train Control Unit (module), the Central Braking Manager Unit (module), the Multiple Traction Controller (module), the Central On-Board Computer (module), Locomotive Brake Control (module), the Local Traction Control (module), the Man-Machine Interface (module) for driver's access to the different INTELFRET train functions.
34
MMIfor controling
the train
MMI for cargomonitoring andTrain diagnosis
TRAIN BUS
LOCOMOTIVE BUS
TRAINCONTROL
UNIT
PneumaticBRAKE(Train)
Electronicdistributor
valves
PNEUMATIC BRAKEof the LOCOMOTIVE
LOCALTRACTIONCONTROL
LOCOMOTIVEBRAKE
(Pneumatic /dynamique)
Remote controlled functions,Coupling management,Bus management,External communications (GSM-R),Diagnosis MASTER,
INTELFERT enhancement for Locomotive Standart Locomotive system
Electronicdrivers VALVES
CENTRALON BOARDCOMPUTER
MULTIPLETRACTION
CONTROLERCENTRALBRAKING
MANAGER
(*)
Power management,Train integrity,External communications (AVI),Diagnosis SLAVE,Cargo diagnosis and informations,
(*) Functions embebbed in CENTRAL ON BOARD COMPUTER
(**)
(**) Link removed with INTELFRET system
INTELFRET Locomotive architecture.
6.6.2 Architecture of the INTELFRET Wagon. The INTELFRET Wagon is connected to the Train Network. INTELFRET subsystems implemented in the wagon communicate either wagon internal through the wagon bus or train-wide through the train bus with their respective master function in the master locomotive.
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AVIExternalInterface
Diagnosis &Information
COUPLINGmanagement
TRAIN BUS
BRAKECONTROL
UNIT
SHUNTINGAUTOMATION
Speedsensor
Distancesensor
Cargosystem
WagonAutomation
Basic system
Optional systemWAGON BUS
Other
WAGON ONBOARD
COMPUTER
WAGON IDENTITY &
INFORMATIONS
POWERMANAGEMENT
- Doors,- Frigo,- Red lights,- Bol...
INTELFRET Wagon architecture.
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66..77 DDeessccrriippttiioonn ooff SSyysstteemm CCoommppoonneennttss aanndd IINNTTEELLFFRREETT TTeecchhnniiccaall FFeeaassiibbiilliittyy AAsssseessssmmeenntt
This section integrates the conclusions of the detailed analysis of the INTELFRET sub-systems. The feasibility of the full system and the modular conception are integrating the analysis of the global system are reflected within the "Assessment of the global concept and safety".
6.7.1 Technical feasibility of INTELFRET sub-systems
6.7.1.1 The braking sub-system The assessment of technical feasibility of the braking sub-system is based on the conception of the overlaid electronic control, check and monitoring of the UIC Pneumatic brake system combined with the train integrity monitoring with a specific EOT device. The feasibility is assessed:
⇒ At train level
⇒ At locomotive level (Master locomotive1-2)
⇒ At Wagon level
At the train level all the requirements are met by an INTELFRET train to obtain safe, reliable and increased braking performance. In this case the train has to be considered as an integrate system responding to new, more advanced operational requirements. At locomotive and wagon level the local brake equipment are designed and the particular standards to be respected to obtain during the common train operation all the requirements previously specified. Overlay brake definition Overlay brake solution can be defined as a subsystem able to overpose to the existing UIC solutions, with a minimum of installation problems, increasing the braking performance of the train and with a safety level not less than the level to day accepted.
Overlay brake operation - Overlay brake solution has to be direct to apply brake, i.e. this subsystem must be energised to obtain braking effort. In this way a lack of train communication takes away any operation of the overlay brake and the standard UIC brake is immediately ready to operate at each vehicle level, without: any automatic device any manual intervention any consumption of energy - The Brake pipe, when the overlay brake is operating correctly is acting to supply the traditional brake equipment on each vehicle and therefore keeps steady at nominal value of pressure all the auxiliary reservoirs of the train.
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In other words it means that in this case the Brake Pipe is acting as a Main Pipe, which is not installed in these vehicles, with an important reduction in air consumption (see note)4. - Brake commands (including automatic emergency braking) are transmitted long the train via wire and eventually other methods to obtain the requested brake effort from each vehicle, practically at the same time. For reliability reasons a redundant wire is recommended. - In the same way Brake Monitoring functions enable a complete control of the good operation of the system. A brake diagnosis in real time has to be included. According to the results of Brake Monitoring during the trip, provisions must be taken in order to control the operation of the brake subsystem. More in details if the amount of local failed brake equipment is less than a calculated value that is function of the category of the train, the trip can continue regularly. Over this value, but up to another calculated value local brake equipment operating correctly, the trip can continue at reduced speed. - Train integrity continuous test has to be done automatically during the trip to alert immediately the driver if there is a failure. The aspect of continuity of the brake information from the head to the end of the train is the most important feature of brake check and the interface with the EOT device is indispensable. - The energy necessary to the operation of the overlay brake subsystem is taken locally at level of each vehicle.
Overlay Brake Subsystem Schematic Diagram
The EP UIC Brake can be considered an overlay braking system, according to the system definition. In fact it is a subsystem able to superpose to the existing UIC solutions, increasing the braking performances. However this solution to operate well, during braking apply and release need not only a Brake Pipe, but also a Main Pipe. 4 Considering as theoretical example a train length of 2250 m., that means a 1” 1/4 brake pipe
approximately of 2600 m. and 1 bar pressure drop, we obtain an air consumption of 2600 dm3, which is a very important amount.
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More in details brake apply operation is obtained long the train exhausting locally the Brake pipe, while during brake release the Main Pipe supplies directly the input of each distributor, via its auxiliary reservoir. Consequently also the air consumption is high, considering all the amount of the exhaust of the BP.
EP UIC Brake Schematic Diagram
The main performances for INTELFRET application are shown as follows: During Brake Apply Initial Brake intervention simultaneously along all the train, which can be composed of at most 127 vehicles with a length of about 2.250 m.. Simultaneous, regular and gradual increasing of brake effort from the minimum value of shoes and pads approach to the maximum admitted value, according to the commands in a precise way. Pressure rise time in the brake actuators at the minimum admitted value (3s), for the passengers service, following the UIC specifications. During Brake Release Initial brake release simultaneously along all the train. Simultaneous, regular and gradual decreasing of brake effort. Pressure fall time in the brake actuators at the minimum admitted value (12s), for the passengers service, following UIC specifications. Emergency Brake The ECP Brake overlay subsystem is acting to obtain the maximum braking effort and consequently the minimum stop distance, under driver’s request or automatically via some on board safety devices. For safety reasons exhausting at the same time the brake pipe is strongly recommended. Of course The UIC braking action will operate later in comparison with the ECP brake effort, but it is a safe redundancy. Provisions to be taken in case of partial or total failure of the Overlay ECP Brake Subsystem
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The following conditions can happen, according to the information that can arrive, automatically and alerting the driver, at the master locomotive Central Braking Manager: ECP Brake Subsystem is efficient (a maximum percentage of a calculated value that is function of the category of the train of failed brake equipments long the train is admitted). The train can continue regularly its mission. ECP Brake Subsystem partially efficient (a maximum percentage of another calculated value of failed brake equipments long the train is admitted). The train can continue its service reducing the speed. ECP Brake Subsystem completely not efficient. The UIC brake is acting automatically. The train can continue its service reducing more the speed. In these conditions the braking contribution of the EOT device is indispensable.
6.7.1.2 Safety Aspects and Interface with EOT Device The requirement to obtain a safety level not less than today accepted with more severe performances has met the choice of the overlay ECP Brake subsystem, that is in case of lack of communication along the train the UIC brake subsystem must be ready to operate. Also the failures at each vehicle level must follow this criterium. The Brake Monitoring has the important task to inform immediately the CBM which takes in real time the suitable functional provisions (see point 5.1.5). The most important aspect is the continuous check of the Train Integrity and of the correct information exchange (transmitted and received) along the train without any interruption. In this way the EOT Device at the end of the train is indispensable. Some functions, as each vehicle identification, including the last one at the end of the train, are developed by the CBM via the communication subsystem. In any case the use of a separate physical device is recommended. In fact the EOT device has also the task to co-operate to the train braking, exhausting the Brake Pipe at the end of the train in predetermined emergency conditions.
6.7.1.3 The Master Locomotive Brake Control System (BCM) The master locomotive implements the BCM specification, within the on-board electronic brake controller. This controller has the missions: a. At train starting. The Brake Test functions to control the good operation of the braking subsystem along the
train, during the train composition and inauguration. b. During the trip. Not considering Brake Application and Release conditions that will be examined at the next
point, the following information must arrive in real time: 1. Train Integrity safety check
2. Brake Monitoring at level of each vehicle. c. During brake application and release.
The following functions must be developed: Transmitting via the train bus the brake command to all vehicles of the train (wagons and
slave locomotives) the driver’s brake request. The automatic brake control devices on board will operate in the same way, as the interface with ETCS, etc.. At the same time the brake request is transmitted via the locomotive bus to the locomotive itself, considering also the local electro-dynamic effort by the traction equipment.
Receiving the information concerning the Braking action obtained by each vehicle.
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Verifying if there is a sufficient feedback at level of number of vehicles correctly braking. Activating automatically emergency procedures in case the request at train braking level is not sufficient and, at the same time, alerting the driver.
d. In case of failure. Two events have to be mentioned:
Communication subsystem failure, generally a lack, and other failures with similar results. The CBM switches immediately to UIC Brake mode, alerting the driver that may continue his mission, reducing the speed. Failure of some brake equipment installed on some vehicles. The CBM must take suitable provisions as per point 5.1.3 alerting the driver.
6.7.1.4 MMI vs ECP overlay brake. The most important aspects involving MMI, if the overlay ECPbrake is introduced into service, are the following: Procedure to switch to the overlay ECP brake. The pneumatic driver’s brake valve has to be shifted in isolation position. In addition a suitable button has to be pressed. Afterwards the overlay ECP brake can operate electrically and pneumatically. More into details the Brake Pipe is supplied at steady pressure through a pressure regulating valve adjusted at 5,4 bar. It is sufficient for the driver to shift the lever in brake position to obtain the operation of the UIC mode. It is indispensable to avail a display in the driver’s cab showing the good operation of the overlay ECP brake, the Braking Request and the Alarms. It is necessary to point out that the Brake Pipe manometer during the operation in overlay ECP brake shows an almost steady value of 5,4 bar.
6.7.1.5 Existing Locomotives Retrofit Retrofitting the existing locomotives with the overlay ECP Brake is quite easy: Considering Pneumatics: this operation is quite similar for all the types of vehicles, especially for the freight wagons. Considering Electronics: we point out the reduced over all dimensions of the electronic control boxes and the easy connections via bus. At MMI level: the changes are negligible, not considering the display for Brake Monitoring and Train Integrity Control. The Power supply generator to feed overlay ECP brake long the train could not be necessary if a solution with local energy source at each vehicle is preferred. If, on the contrary, it is necessary to supply the train lines (wired or mixed solution) from the locomotives we point out the reduced over all dimension and weight of the generator. The installation of the coupler including electric connections locomotive/train could be more difficult and expensive.
6.7.1.6 Interface Aspects and Safety Considerations Concerning the Brake command the CBM interfaces MMI through TCU and MTC must be considered. It means that a possible failure of these interfaces involves a lack of Train Brake Control. Suitable provisions have to be taken to increase at maximum level the reliability of these devices, of the bus and of the interfaces, but it is evident that, for safety reasons, the Brake Monitoring functions have to arrive, through the COBC at MMI Display via a separate bus.
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The CBM, after processing the brake command information, transmits it to the train bus and to the locomotive bus, considering also in this case the entity of the Electrodynamic braking effort. It is quite evident that the reliability of this operation must be very high, but, concerning the safety aspects, it is necessary to avail the Braking Emergency command on the basis of the Brake Monitoring data.
6.7.1.7 Technical feasibility at Wagon Level On the basis of the system architecture the following functional requirements are examined into details: Interoperability Interface to any UIC distributor Easy installation Expandibility with new functions - flexibility to new needs Small over all dimensions and light weight Minimum power consumption High reliability Suitable to railway service within the operational constraints It is important to point out the necessity that each freight wagon is equipped with a continuous empty load device to enable to obtain a gradual braking effort according to the load. Of course one of this tasks of BM is to check the good efficiency of this function.
6.7.1.8 Interoperability Each vehicle, ECP brake equipped can take place in a train composed with other vehicles equipped with UIC pneumatic brake. Of course the resulting performance will respond to UIC standards. Each vehicle, equipped with a standard UIC brake can take place in a INTELFRET train. The resulting performances are, also in this case, responding to UIC standards.
6.7.1.9 Interface to UIC distributors The electropneumatic portion of ECP brake equipment is integrated on a flange installed within the distributor and its bracket. Of course, according to the types of distributors, fixings and pneumatic interfaces must be adapted, but, considering the functional aspects, there are no problems to mount and dismount its distributor during the life of the vehicle. In case of unified solutions, i.e. the mechanic and pneumatic interface is the same for different distributors, this important feature is still valid. For example, it is the case of interchangeability on the bracket between Sab Wabco and Oerlikon distributors:
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Interface Flange
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Example of installation of different types of distributors
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6.7.1.10 Easy installation The ECP brake portion can be supplied as assembly kit. In this way it is easy and with a minimum amount of changes to convert a vehicle equipped with a standard UIC brake to an ECP brake equipped vehicle and the rigging has not be greatly modified. Pneumatics needs no changes.
Overlay ECP Brake - Freight Wagon Layout
6.7.1.11 Expandibility with new functions. Flexibility to new needs The WOBC is not only able to process the basic functions including the development of information concerning the Train Integrity, the Brake Monitoring and the Power Management, but also to expand new functions as the WSP, overheated bearings monitoring and others.
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6.7.1.12 Small over all dimensions and light weight As conception the ECP brake is very small and its mass is lower than 75 Kg.
6.7.1.13 Minimum Power Consumption The average value of Power consumption can be evaluated at 15W, but it depends on different factors, including how many brake applications/hour and the total duration of each braking operation.
6.7.1.14 High reliability At least the requirements of reliability of chapter 3.1.4 have to be respected. The average life of the new equipment will be the same of the vehicle, i.e. 10÷30 years, as the standard UIC equipment already installed.
6.7.1.15 Suitable to railway service All the railway severe requirements have to be met concerning: vibrations shocks temperature range dust proof water proof environment
6.7.2 The Automatic Coupling System The technical feasibility of the Automatic Coupling for the INTELFRET trains has been analysed in detail in Deliverable D4, cestion "Automatic Coupling Sub-system.
6.7.2.1 The INTELFRET automatic coupling system The selection of the appropriate automatic coupling system for INTELFRET vehicles and train operation is based on the current UIC automatic coupling solutions that have been proved during long tests from the years 19970 until know. The recommendation made for INTELFRET specifies that some specific simplifications and considerations might be considered in order to keep the doors open for future expansion and interaction with existing systems. It is obvious that an INTELFRET train will have to interface with the fleet of conventional vehicles and trains even in regular revenue operation and can not be considered for dedicated service only.
This eliminates the AK69e / Intermat couplers and leaves the UIC-type draw coupler together with the other couplers under section 1.2. This reasoning exactly follows the line pursued by the UIC during the homologation process of the first draw coupler; compatibility with existing equipment is a prerequisite for all automatic couplers.
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A decision between the draw coupler concept and a combination type draw and buff coupler per section 1.2 - if necessary - can only be made under consideration of the future revenue operation and the resulting technical and economical implications. Among those the effects of train brake operation on in-train forces have to be included.
Technical feasibility is based on satisfaction of the UIC functional conditions tested by various individual prototype realisations and listed in the next sections (draw coupling and combination of draw and buff coupling. It has to be observed that feasibility takes into consideration the existing UIC leaflets(series UIC 522) and the UIC recommendations.
6.7.2.2 Draw coupler An automatic draw coupler for INTELFRET wagons must satisfy the technical conditions set out in UIC Leaflet 522-2 VE with the following amendments and adaptations:
Section 1.5 The draw coupler must allow the brake pipe and electric lines to be coupled automatically. The conditions to be met by the automatic electric coupler are specified in an annex to UIC leaflet 522-2 VE considering both ep brakes per UIC leaflet 541-5 as well as electronic freight brakes utilizing serial communication and head-end power supply. It describes the requirements for the brake systems and the train's internal information subsystems, and also discusses the possible demand for coupling a second air pipe as well (e.g. a main reservoir pipe).
Section 1.7 Can possibly be omitted (unloading on tipping plants).
Section 1.11 The weight of the draw couplers must not exceed 300 kg each.
Section 2.5 The actuating mechanism shall be of standard design. Operation must be possible both by remote control and manually from the side of the wagon. Electric monitoring of the functions "coupled / locked resp.", "unlocked" and "end of train" must be provided.
Section 2.6.1 Can possibly be omitted (uniform actuating procedures).
Section 2.6.2 Deviations from the actuating procedure are allowed for locomotives.
Section 2.7.1 For manual operation the handle must be able to assume the various positions .......
Section 2.7.2 Can be omitted (specific actuating procedures for passenger coaches).
Section 2.15 Can be omitted (see reworded Section 2.5).
Section 4.5 The draw coupler must account for the following loads: - minimum tensile strength 1500 KN - minimum yield point 750 KN
Section 6.2 The cut-out cocks must permit remote-controlled opening and closing. Electric monitoring of their status must be provided.
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Section 6.10 May need to be amended: Leakage from the hose coupling must not exceed the values specified in UIC Leaflet 547 - Section 3.2.2.
6.7.2.3 Combination type draw and buff coupler
1 a) The AK for Locomotives, freight wagons, service vehicles and special freight wagons must be of identical design.
Identical design for all vehicles does not mean that the couplers must be identical in each detail. However it is demanded that vehicles equipped with AK must couple directly with each other (mechanically, pneumatically and - if provided - electrically). There should not be any problems related to any combination of variations of the AK.
Furtheron it must be considered that the unloading of open freight wagons equipped with AK (gondola type) by means of wagon tippers (rotating and front-end tipping arrangements) is required. Restrictions due to certain goods (e.g. iron scraps) are possible.
Furtheron it must be considered, that flat wagons with standardised ERRI front unloader with opened front plate can be used in service under the same conditions as those of couplers AK69e/Intermat.
b) The complete coupling of two vehicles with AK - with the exceptions of clause 18 and 19 - must be effected without assistance and supervision - upon buffing together of the vehicles under specified conditions.
c) All activities for the operation of the AK in normal service must be carried out by one person only.
c) The coupler has to be of such design that it can be mounted on to vehicles which are prepared according to UIC 530-1 without further conversion actions.
2 a) The AK must be able to couple with the SA3-Couplers (Willison type) of the railways of the GUS(CIS) (the use of simple assisting devices is acceptable) and with AK 69e UNICOUPLER-type and INTERMAT type couplers at least mechanically.
3 a) During a transition period (change over phase) the direct manual coupling of vehicles - one with AK and one with traditional hooktype screw coupling - must be possible mechanically, pneumatically and if necessary also electrically. Specific additional devices (match coupler) my be used. This coupling operation may be carried out by a person standing between the vehicles.
3 b) All shunting operations under service conditions must be carried out by one person only.
3 c) The longitudinal slack between the couplers due to clearances between the coupler contours, slack of linkage bolts, tolerances of the wagon structure and the draft gear should be kept as small as possible.
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The maximum possible longitudinal slack should not be supersided. This slack results out of the calculations and tests to be performed to define the permissible longitudinal force, including the wear in service.
3 d) The principal conditions for the design of the match couplers are included
3 e) The AK and any match couplers must be designed and to be mounted to the vehicles in such a manner, that
• the side buffers will not hamper coupling or uncoupling in curves or passing through curves according to the conditions of clause 18.
• during train operation no jerks and loads will occur which cause higher risks as those, which are permitted for the existing couplers in relation to the various types of trains and speeds. An improved performance should be achieved.
4 Correct coupling must be securely achievable
- on straight track and in curves according to clause 18a at impact speeds between 2 km/h and at least 7 km/h.
- on curved track according to clause 18 c at walking speed (apprx. 5 km/h). The couplers must withstand impact speeds up to 12 km/h without damage (see also annex 1.2). For the AK and the GZK mixed coupler, predetermined breaking points under tensile load have to be defined.
5 The couplers shall not uncouple unintentionally.
6 a) The unlocking of AK coupled with each other must be possible from any side of the track by operation of only one mechanism with one hand or by remote control. For the protection of the staff the unlocking should not be more risky or difficult than that of the AK 69e or the INTERMAT coupler.
b) Unlocking and separation of the coupled couplers have to be possible also under a low drawload (of. appx. 10-20 kN) For this operation the necessary force may not be higher than the force which is required to uncouple a conventional screw coupler.
c) The uncoupled couplers shall never be in a position whenever operated according to the specified spots of the track where coupling must be possible (clause 18) - which may cause damages of the couplers themselves or of the vehicles in case faulty coupling occurs.
7 The locking mechanism of the couplers should be adjustable in such a manner that after unlocking the following conditions are achieved:
- The coupler heads resp. their locking mechanism shall stay unlocked until the vehicles will be separated.
- After separation of the vehicles the coupler heads should stay in a preselected operation mode, either ready to couple or permanently unlocked (buff position).
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Uncoupling of moving vehicles must be possible under a draftload = 0 (N) at vehicle speeds of up to 1,8 m/sec.
Putting the locking mechanism into permanently uncoupled (buff-) position, operation using both hands is permissible. Release of the buff-position shall be possible at vehicle speeds of up to 3 m/sec with one hand only.
The design of the locking mechanism and its operation shall include the activation and deactivation of the buff-position as well as the complete unloading procedure to be done automatically.
8 The actual position of the locking mechanism has to be visible from either side of the vehicle by means of a simple indicating device (tell-tale-device). The perceptibility has to be as good as on the UIC-Couplers AK 69e.
9 The design of the actuators of locking mechanism shall be possibly of a universal type for freight wagons, and that for each cartype with and without means to change from one wagon side to the other and with brakeman’s stand at the wagon end. Locomotives and self propelled vehicles may be equipped with modified versions. The handling procedure must be the same for all vehicles.
10 The components of the actuators of the locking mechanism shall be items of a kit-type design.
11 The handles of the actuators of the locking system shall be positioned as close as possible to the vehicle sides and to the vehicle ends.
12 The actuators of the locking mechanism have to allow for any coupler deflection including the corresponding coupler springstrokes which may occur under service conditions. For the time being the diagram:
Angular Deflection of the Coupler Body according to UIC-Codex 530-1, annex 9 is valid for freight wagons and locomotives. The partners of the agreement will check together to which extent the a.m. values may or have to be limited or modified.
13 It must be made sure that with the actuator of the locking mechanism in normal position it is possible to (climb) step upon and step down from the shunters step safely and without any risk of accidents also when the vehicle is moving. It should be considered that in future a larger shunters step will be used ( see 34). The design is to be oriented that the shunter’s step could be used safely also with the actuator of the locking mechanism both in the uncoupled and buff position at least when the vehicle is standing.
14 The design force of actuator of the locking mechanism must withstand forces of up to 1000 N applied to the handle without permanent deformation. The manual applied force may reach 150 N for unlocking (no draw load between the couplers, wagons to be pushed together eventually).
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15 The buff position shall not be released by any shunting impacts.
16 The presently available space for the operation of the conventional screw coupler (Berner rectangle) should be maintained as far as possible. A limited use of this space may be permissible after consideration by UIC. This consideration includes especially
- establishing of risk analysis
- provision of operating rules and handling manuals
- developing of special installations
- establishing of a handling system for mixed coupling between AK and conventional screw couplers.
17 The horizontal force of the recentering device of the coupler shall be such that it can be overridden by manual force. It must be possible that the coupler can be positioned in the deflected state, so that coupling in tight curves is possible. This may be achieved by a special design of the coupler or it’s suspension. This fixation should be released automatically after coupling, latest under deflection opposite to the preselected direction of the offset, e.g. when the vehicle will reach a straight portion of the track again. Safe vehicle running may not be influenced by this device.
18a) Under consideration of the gathering range specified in clause 21 it shall be possible to couple vehicles equipped with AK as follows:
- without manual assistance (see also annex 1.3) • on straight track • at the transition from straight to curved track with a minimum radius of 150 m • on curved track with a minimum radius of 150 m
- with manual assistance • in reverse curves with a minimum radius of 190 m without intermediate straight
track • in reverse curves with a minimum radius of 150 m with 6 m of straight track in
between. • vehicles acc. UIC 530-2, annex 6 c with regard to the revised UIC-code 522-1
(gathering range)
b) With coupled vehicles it shall be possible to pass through
- reverse curves with a minimum radius of 190 m without intermediate straight track.
- reverse curves with a minimum radius of 150 m with 6 m straight track in between.
c) Coupling in tighter curves and driving through such curves must be possible under the same conditions which apply for conventional screw couplings (fully extended length of the screw coupling minus one spindle turn) and if necessary by using auxiliary devices.
19a) It shall be possible to negotiate coupled vehicles, without any risk of unintended uncoupling, through the transition of shunting hills in a gravity yard with the profile as shown in annex 1.4.
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b) Uncoupling of the vehicles shall be possible at all positions on the shunting hill under consideration of clause 7. The force necessary for a reliable separation of the uncoupled AKs shall be possibly 0 N. At no position of the shunting hill this force shall not exceed 500 N (under normal conditions).
c) It shall be possible to push vehicles with unlocked couplers over all positions of the shunting hill without the risk of any damages occurring to the couplers.
20 The couplers have to be built and installed in such a manner that it is possible for coupled vehicles to pass a ramp leading onto a ferryboat with maximum inclination of the ramp of 3°30’ and a torsion of the same of 5° along 24 m length without any problems.
21 The horizontal gathering range of the couplers must be 190 mm minimum measured from either side of the centreline of the vehicle.
In this case the dimension of the coupler head must be within the free envelope constraint of AK69e/Intermat ahead of the front buffer sill according to UIC 530-1, enclosures 8 and 9.
22 The couplers shall reliably couple at a vertical offset of the centre-lines of the couplers of up to 120 mm.
23 The height of the couplerhead, measured from the centreline of the coupler to it’s upper edge shall be as small as possible. If possible, a height of appx. 200 mm shall not be exceeded.
24 The couplers shall be rated for the following loads:
- AK min. fracture load, tension (Rm) 1500 kN min. fracture load, compression (Rm) 2000 kN min. yield strength in draw direction (Rp0,2) 1000 kN min. yield strength in buff direction (Rp0,2) 1500 kN - Features and components of the AK which are to be used for coupling with
conventional screw-couplers only min. fracture load, tension (Rm) 850 kN min. yield strength in draw direction (Rp0,2) 500 kN
25a) The couplers shall be of simple, sturdy and unexpensive design. Their weight should be as low as possible.
Temperature range (-40°C up to + 70°C) and environmental conditions (frost, ice, snow, dust etc.) may not impair the operation of the AK as well as the operation of the mixed coupling more than as was observed for AK69e/Intermat (respectively AK) and the screw coupling (respectively mixed coupling).
b) The design of the coupler mechanism shall contain as few springs as possible. Fracture or degradation of a spring shall not cause an unintended separation of the couplers.
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26 Parts prone to wear shall be easily replaceable.
27 The height of the centre-line of the coupler above top of the rail, measured in uncoupled condition shall be
- at an empty vehicle max. 1045 mm - at complete laden vehicle min. 950 mm.
28a) The AK must be used together with sidebuffers during a transition period.
b) The AK shall be connected with the vehicle by means of a spring system.
29 The AK shall be designed, so that the draft gears according to UIC 524 can be maintained in service.
30 Design and installation of the automatic coupler shall be such, that the lateral and vertical force implications between coupled vehicles are kept to a minimum.
31a) Design of the coupler shall allow automatic coupling of brake pipe of the vehicles during mechanical coupling.
b) The air shut-off cocks of the main brake-pipe of a vehicle fitted with AK shall be accessible for opening and closing from either side of the vehicle without stepping in between the vehicles. The position of the actuation handles of the air shut-off valves shall be placed as far as possible on the vehicle side and on the vehicle end. The position of the air shut-off cocks shall be clearly recognisable from either side of the vehicle. According to UIC-Codex 541-1 a horizontal position of the recognition-feature is connected to „air shut-off cock open“ and a vertical position to „air shut-off cock closed“.
Handling of the operation of the air shut-off cocks shall be identical for all vehicles. The components of the actuators of the air shut-off cock shall be items of a kit-type design.
c) The main brake pipe of the AK shall not have any tighter bends between the seal of the coupling mouth piece and the air shut-off cock than the UIC-brake pipe connection and shall not contain any areas where moisture can accumulate. The free passage of air must be ensured for the full cross-section of 800 mm2 of the main brake pipe. Basic principal will be that the resistance of flow between and including the air shut-off cocks observed during draining from 5 bar to 3,5 bar from an emergency braking will not be worsened compared with the today’s connection between the main brake pipes.
d) Upon unintended train separation the main brake pipe may not be (sealed) closed automatically. The pipe must drain immediately automatically.
e) Changing of the mouth-piece seal of the brake-pipe coupler shall be possible without separation of the vehicles. If necessary, simple tools may be used.
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In coupled condition the mouth-pieces shall be centralised against each other to achieve minimal relative movement. Upon uncoupling , the mouth pieces may not be blown out by air pressure (6 bar).
f) The brake-pipe coupler shall provide a tight connection between minus pressure of 0.8 bar and a maximum pressure of 10 bar also under consideration of the limits of wear of the AK.
32 The coupler must allow the electric lines to be coupled automatically.
33 The conditions to be met by the automatic electric coupler are specified in an annex to UIC leaflet 522-2 VE considering both ep brakes per UIC leaflet 541-5 as well as electronic freight brakes utilizing serial communication and head-end power supply. It describes the requirements for the brake systems and the train's internal information subsystems, and also discusses the possible demand for coupling a second air pipe as well (e.g. a main reservoir pipe).
34 Design and installation of the actuators of mechanical locking device as well as of the air shut-off cock shall consider that the today’s left end shunter’s step of freight wagons (UIC-Codes 535-2) will be enlarged. Dimensions and position of the enlarged shunter’s step are given in the ERRI-report B 12/DT 335.
35 The use of automatic uncoupling installation for uncoupling in shunting yards is envisaged. For this, uncoupling as well as buff positioning and release must be possible.
36 The design of the AK must ensure flawless function over the life time as required for the existing draw hook. A service free operation of 6 years and a total service life of 24 to 30 years must be possible. The life cycle costs are to be defined.
37 The international and DB-AG issued rules shall be considered for the design of the AK and related to their application, as far as these are applicable to the AK and do not stand in contradiction to the conditions of this specification. If the application of further rules will be deemed necessary during the development-progress, a mutual agreement between the partners will be established.
6.7.3 Monitoring and automation - the wagon sub-system The functions analysed conclude on a number of transducers and actuators that will be interfaced with the wagon on-board controller. No specific assessment is made on a specific technology of sensors and actuators. The current technologies in this field are well developed. The selection of specific sensors can only be precised on a detailed wagon design. But, the range of sensors and actuators is specifically recommended by means of inventory and recommendation of specific condition to be met within the INTELFRET wagon design. These condition are retrieved in the following sections.
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6.7.3.1 Parameters to Monitor Accelerations Shocks Expired time Movement of cargo (position in the wagon) Temperature Pressure Specific gas concentrations Leakages
There are also recommended:
anti-theft devices humidity
If the cargo is considered to be hazardous, then there may be a need for monitoring of other specific parameters in order to ensure safe transit. All the monitoring functions can utilise a common process. This will require that each of the parameters is measured by a particular transducer, whose output either can be compared against limits of acceptability, or can provide a logical indication of whether the cargo is healthy or not. An important specification for any transducer is its response time, and this will depend on the requirements. For example, accelerations and shocks can both be measured by accelerometers. For some applications it may be necessary to process the transducer signal using root-mean square (RMS) averaging, whereas for shocks the peak values are required. Each parameter is monitored by the Wagon On-Board Computer (WOBC), which determines whether or not an alarm has to be sent to the Central On-Board Computer (COBC). Consequently there is usually an alarm variable associated with each measured parameter. Using the WOBC to identify alarm conditions drastically reduces the amount of data to be sent along the Train Bus. Where an alarm is critical to the safety of the train, the parameter data shall be sent to the COBC in order to allow an independent assessment of the safe state of the variable. This will clearly have an impact on the amount of data being sent down the train bus, but it will only be necessary in cases where hazardous cargo is being transported.
6.7.3.2 Parameters to Control The report on the views of customers and freight train operators has not raised specific functional requirements for control of the cargo environment, but suggestions have been made that the functionality shall include the control of the temperature of a refrigerated van. INTELFRET will not directly control the refrigeration, but it can specify the set temperature, and it can monitor the actual temperature of the cargo. This method of using INTELFRET to set the reference point and monitor the output can be applied to any single-value closed-loop control system.
6.7.3.3 Position Location The initial indications are that the customer considers Position Location to be a very important function, and it is partly for this reason that it is discussed separately. Depending on
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the circumstances the location can be considered as a function relating to the cargo, the wagon, or the train, but in all cases the customer will be primarily interested in the location of the cargo. Exactly what is then tracked will depend on how the cargo is being carried; since a detachable container, presents an entirely different situation from an open wagon. The INTELFRET position location consider the solutions of using the satellite position locators (realisations like SANDY in Germany and Dassault - Electronique in France) and the classical systems for location of trains currently used by the railways (classical AVI, position location of trains on track routes). Consider the situation of a container with valuable cargo, and of a customer who wishes to know its location throughout the journey. For as long as the container is on the wagon of a fully fitted INTELFRET train, the location information can be sent from the locomotive. However, if these conditions are not met, the only way is to have all the relevant equipment on the container. This can be achieved if the container is fitted with a Global Positioning System (GPS) combined with a means of communicating the information, e.g. cellular telephone (GSM). This could be entirely independent of the INTELFRET system. For obvious reasons, there is little point in GPS information for the container being sent down the INTELFRET Train Bus to the master locomotive, which will probably have its own installation of GPS.
6.7.3.4 Sensors for Cargo Monitoring The types of sensors to be used for cargo monitoring will not be constrained by the INTELFRET specification. However it is assumed that they will be of a type producing an electrical output which can be easily compared with pre-programmed limits. This can either be combined with the transducer or it can be undertaken in the Wagon On-Board Computer (WOBC). The argument for where to process the signals will be dependent on detail. If signal processing is undertaken by the transducer module then the communication and interpretation of the output is simpler. Effectively it then becomes a case of comparing a direct voltage or current output with pre-programmed limits.
6.7.3.5 Physical Arrangement of Wagon and Cargo The specification for cargo monitoring must include a physical interface which has to take into account the way that the cargo is carried. This section examines the different types of both wagon and cargo, the nature of the interface It is apparent that the physical interface between the cargo and the wagon is not fixed, and this diversity will present different requirements in the form of the cargo monitoring interface. For instance transducers may be attached directly to the cargo, or be in a container, or be part of the wagon. The following table lists all the different types of wagons that have been identified, and their typical cargoes. The table also includes the different methods of loading or material handling.
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Types of Wagon and Cargo
Types of Wagon Types of Cargo Loading/Unloading Flats side and end restraints steel hood
Large items, e.g. timber, steel
Crane lifted
Special Well Special cargo Crane lifted Nuclear flask nuclear material Crane lifted Container flats Containers Crane lifted Inter-modal Lorry trailers Special transfer Open Low side, high side sliding, tilting roof sheet cover non-standard open
Bulk granular (stone, waste)
Gravity fed
Hopper Open, covered
Bulk small granular (coal, limestone)
Gravity fed
Vans side door, end door curtain side refrigerated units
Pallets, boxes, wheeled containers
Fork lift, trolley, manual handling
Tank Liquid, powder Pipe fed Car Carrier Vehicles Drive on
Overall, the way that the cargo is loaded, and how it is contained in or on the wagon will have a direct effect on the selection of appropriate transducers. However, the list of parameters of interest that has been produced by the surveys indicates that the main interest is in monitoring the state of either vulnerable or hazardous goods. This applies to a limited range of the cargoes carried, and there is little interest in monitoring the state of bulk low value cargo, e.g. coal, stone. The conclusion is that cargo monitoring is unlikely to be required for bulk materials that are carried in open or hopper wagons. It is more likely to be required in containers, vans, refrigerated vans, special containers (including nuclear flasks), liquid and powder tanks, and car carriers. For container cargo, however, the wagon is merely a flat bed with only a mechanical interface to locate and anchor the container. It is concluded, therefore, that for monitoring of cargo within a container, there would need to be a special interface between the container and the wagon. It is considered to be not feasible to have an electrical interface, because of all the usual problems associated with alignment and protection of the electrical contacts.
6.7.3.6 Signal Interface for a Non-Container Wagon The Cargo System or Cargo Monitoring Unit (CMU) connects to the Wagon On-Board Computer (WOBC) via the wagon bus. The wagon bus will be a data bus through which the WOBC communicates with all the optional INTELFRET components. It is part of an architecture that will allow the expansion of functions on the wagon, as the INTELFRET system develops.
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Each transducer shall have an electrical connection directly to the CMU interface. Although there is scope for wide range of interfaces between transducers and the CMU, it is proposed that a simple electrical interface is used. This will facilitate simple expansion of the system to include additional transducers.
6.7.3.7 Transducer Input interface Input Level The output from each transducer shall be in the form of either direct analogue voltage or current, which will be linearly dependent on the physical parameter (temperature, pressure, etc.) being monitored. Defining the interface in this simple manner will allow expansion to accept new transducers measuring a variety of physical parameters. There shall be a limited range of selectable input ranges; the following are proposed:
0 V - 5 V, 0 V - 10 V, 0 mA - 20 mA The minimum level (Vlo) of the transducer range shall be chosen to be greater than 0 V or 0 mA so that zero is recognized as a fault. Similarly, the maximum level (Vhi) of the range shall be chosen to be less than the maximum voltage or current level so that the maximum level is recognized as a fault. Interpretation Table An interpretation table shall be defined for each transducer. This will include the normal working range of the transducer, maximum and minimum values, fatal alarm levels, and maintenance alarm levels. Interpretation of function requires a parameter θ (representing a physical parameter, say temperature) to be controlled to a value θsp. The transducer will produce an output Vo that will be linearly related to the measured parameter, and its value shall be tested with the limits: The normal working range for the transducer output Vlo to Vhi The interface input range is Vmin to Vmax. The upper and lower limits for maintenance are Vuplim and Vdnlim The upper and lower limits indicating a fault are Vupflt and Vdnflt Note that, in some cases it will not be necessary to use both the upper and lower limits. In this case the unused one can be set to Vmin or Vmax as appropriate. The progression of parameters will be as follows: Vmin < Vlo < Vdnflt < Vdnlim < Vo < Vuplim < Vupflt < Vhi < Vmax
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Interpretation Table
Transducer Output Condition
Vo < Vlo Signal out of range (monitoring fault)
Vo > Vhi Signal out of range (monitoring fault)
Vlo =< Vo <= Vhi Signal within range
Vo > Vuplim Maintenance alert
Vo < Vdnlim Maintenance alert
Vo > Vupflt Fault alarm
Vo < Vdnflt Fault alarm
Other Data:
θ = Temperature Parameter name
Vo = m* θ + K Transducer Scaling (m, K)
6.7.3.8 CMU to WOBC Interface This will use the Wagon Bus that is shared with the other wagon sub-systems. The functional requirement is that all the sub-systems fitted to the wagon shall be compatible with the Wagon Bus. For the functioning of INTELFRET it is not necessary to specify the Wagon Bus in any detail, since it is not an essential interface between wagons and locomotives. A proposal has been made that Wagon Bus should be based on an IEEE 488 standard, but at this stage it is considered to be preferable not to be prescriptive but instead to allow the preferred Wagon Bus to evolve as applications are developed.
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A - Cargo Monitoring Interface for Non-Container Wagons
Transducer 1
Transducer N
Cargo Monitoring Unit
Wagon Bus
Transducer 1
B - Cargo Monitoring Interface for Container Wagon
Transducer 1
Transducer N
Container InductiveCoupler Unit
Wagon InductiveCoupler Unit
CONTAINER
Wagon Bus
Transducer 2
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6.7.3.9 Signal Interface for a Container Wagon For effective monitoring of the cargo it will be necessary to fit the transducers either on or inside the container. Because the container can be detached from the wagon, an additional interface will be required. It has been noted already that automatic electrical coupling between the container and the wagon is likely to be difficult with regard to alignment, and this could be expected to lead to poor performance and reliability. There are several options for non-contact interfaces, including low-power radio, inductive coupling, infra-red, ultra-sound. The most suitable method is considered to be inductive coupling. Low-power radio is not as suitable because of the risk of interference in adjacent wagons, and also, for similar reasons, it would lead to complications when communication is required with several containers on the same wagon. Although the functional requirements do not depend on the form of energy transfer, this specification has assumed that the preferred method is to use inductive coupling. The transducers connect to the container-mounted Inductive Coupler Unit (ICU). It was concluded that the Interpretation Table should reside with the transducers, and so the container-mounted equipment performs the function of the Cargo Monitoring Unit. It couples with a wagon-mounted ICU which just acts as a gateway to the wagon bus. An alternative arrangement is to mount the CMU on the wagon and provide a special data link between the CMU and the container-mounted transducer interface. Because of the need to link the Interpretation Table with the transducers, this arrangement is considered to be less appropriate
6.7.3.10 Transducer Interface Regardless of which of the options is adopted, the interface between the transducers and the module in the Container is specified.
6.7.3.11 Interpretation of Transducer Signals on the Container The transducer signals are interpreted on the Container, and so only the alarm signals will need to be transmitted to the wagon. These can then be directly forwarded to the Wagon OBC without further processing through an ICU and a Wagon Bus gateway. The Interpretation Table will reside in the Container module, which functions as a CMU, and so provision shall need to be made to load and change the data. This procedure used to change the Interpretation Table values will be no different from that used in a non-container wagon. The following forms of data exchange between the Container and the Wagon CMU shall be required: 1. From the Container CMU to the Wagon OBC:
Transducer alarms Current Interpretation Table data 2. From the Wagon OBC to the Container CMU:
Request for all Transducer alarms/signals New Interpretation Table data
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6.7.3.12 Interpretation of Transducer Signals on the Wagon If the interpretation of the transducer signals is to take place on the Wagon, then the transducer signals will need to be transmitted to the wagon for interpretation in the CMU. These will need to be interpreted using the Interpretation Table before they can be forwarded to the Wagon OBC. Alternatively, the transducer signal interpretation could take place in the Wagon OBC. In either case the Interpretation Table will have to be downloaded from the Container ICU. This presents an option for changing the data in the table if circumstances require it. However, this will not affect the data in the table stored in Container ICU unless special provision has been made to update it. The following forms of data exchange between the Container and the Wagon CMU shall be required: 1. From the Container to the Wagon CMU:
Transducer signals Current Interpretation Table data 2. From the Wagon CMU to the Container:
Request for all Transducer signals Request for Interpretation Tables New Interpretation Table data
From the safety viewpoint this option is preferable because it confines the safety interpretation function to the wagon (where other safety functions co-exist)
6.7.3.13 ICU Mechanical Interface The container-mounted inductive coupler unit shall be located centrally on the underside of the container so that its position relative to the wagon is independent of orientation of the container. Enough ICUs shall be fitted on the wagon to accommodate the number of containers (which may be of different sizes) that can be loaded onto the wagon. The locations will be determined in relation to the mechanical locking pins.
6.7.3.14 ICU Container to Wagon Interface The data exchange specified requires that the ICU between the container and the wagon will need to handle messages, rather than simple analogue signals. Thus the interface will need to be in the form of a serial data link.
6.7.3.15 CMU to WOBC Interface This is defined by the Wagon Bus.
6.7.3.16 Cargo Actuation Systems Provision shall be made for INTELFRET to specify the control set-points for closed-loop control systems. An example is the temperature for a refrigeration unit, which may be varied from deep freeze (e.g. -20°C) to chill (e.g. +2°C).
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The container-mounted module shall include a number of variable DC outputs (say 0 V - 10 V) each capable of driving a resistive load (say 500 Ω). Alternatively current source (say 0 mA to 20 mA) may be provided. An interpretation table will define the parameter limits and scaling factor.
Actuator Set Point Interpretation
Parameter Condition
Temperature Parameter name
θsp Control set point
Vo = m * θsp + K Output scaling
Vlo Minimum value of signal (Vo)
Vhi Maximum value of signal (Vo)
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B - Cargo Monitoring Interface for Container Wagon (2nd Option)
Transducer 1
Transducer N
Transducer Interface
Inductive Coupler Unit
Inductive Coupler Unit
Cargo Monitoring Unit
CONTAINER
Wagon Bus
Transducer 2
A - Cargo Monitoring Interface for Container Wagon (1st Option)
Transducer 1
Transducer N
Cargo Monitoring Unit
Inductive Coupler Unit
Inductive Coupler Unit
Wagon Bus Gateway
CONTAINER
Wagon Bus
Transducer 2
6.7.3.17 Wagon diagnosis system The wagon diagnosis system is an optional system that would be used for providing on-line information on the wagon rolling conditions and on parameters that can be used for improving the maintenance system.
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The systems are realised such a way that the signals will be transmitted to the master locomotive. Because of different current operational regulations there was not possible to provide a direct action range consequently to the signals from the wagon diagnosis system. It will be a task of the operator to prescribe (conclude on) the use of these information. The parameters to be monitored were mainly associated with the rolling and coupling conditions of the vehicle:
suspension wheels (flats) bearings coupling spring integrity
The report on the Assessment of Functional Requirements and Performance Levels for INTELFRET also proposed some parameters that are important to the freight train operators. Most of the pertinent parameters are in the previous list, but the following additional ones were included:
derailment condition monitoring for maintenance fouling of gauge bad load distribution locked vehicles excessive shunting shocks
All the monitoring functions can utilize a common process. This will require that each of the parameters is measured by a particular transducer. The current technologies for transducers are well satisfying the conditions. The output of each value (output) either can be compared against limits of acceptability, or it can provide a logical indication of whether the wagon component is healthy or not. An important specification for any transducer is its response time, and this will depend on the detailed design requirements. For example, accelerations and shocks can both be measured by accelerometers. For some applications it may be necessary to process the transducer signal using root-mean square (RMS) averaging, whereas for shocks the peak values are required. The technologic feasibility recommends the use of the same interfaces (with same requirements) as for the case of wagon & cargo monitoring transducers.
6.7.4 Power Supply
6.7.4.1 Power supply architecture The power in each car is maintained through a rechargeable battery system (power storage). The purpose of the power generation is to provide the battery charging supply from locomotive or generator in the consist of each car. Power consuming devices are characteristic on their max. current, voltage and times at which the devices are active.
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The global architecture of the power supply is shown in the figure.
PowerStorage
PowerConsumption
PowerGeneration
PowerManagement
The more detailed architecture of the power supply depends on the architecture of the communication system. A communication system based on a wire trainline implies a central power supply. With a radio-based communication system it is highly recommended to use a decentral power supply. A mixed power supply will also be possible but more expensive.
6.7.4.2 Centralised power supply architecture The following components and functions are needed for the central power supply: • Locomotive Power Pack, • Trainline Power Management, • Car Power Management, • Battery, • Power Board, • External Power Supply
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NetworkCommunication
External PowerSupply
Battery
PowerConsuming
Devices
Power Board
PowerManagement
On/Off Control
ChargingDevice
VoltageControl
Power OnSignal
LocomotivePower Pack
TrainlinePower Distribution
TrainlinePower
Management
6.7.4.3 Decentral power supply For a decentral supply the following components and functions are necessary: • Generator • Car Power Board • Battery • Car Power Management • External Power Supply
NetworkCommunication
External PowerSupply
Battery
PowerConsuming
Devices
Generator
Power Supply
PowerManagement
On/Off Control
ChargingDevice
VoltageControl
Power OnSignal
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6.7.4.4 Mixed power supply The mixed power supply is a supply concept which combines the advantages of both described types of power supply architecture, but it is more expensive. The components of both architectures have to be installed on the freight car. For some special application the mixed power supply might have advantages, although the price is higher.
6.7.4.5 Power consumption Power consuming devices are the electronic components, sensors and actuators. The usual voltage for electronic(3.3V-12V) will be taken into account for the supply of the electronic components. The actuators in the car is intended to be 12 Vdc. Actuators are valves, small motors (INTELFRET-function related actuators). Current-fed sensors (4 - 20 mA) are normally used, which are directly supplied by the electronics. The energy consumption has to be limited to an amount of 15 W per car (average). Is there a higher power consumption, the current load is increased. A higher Train line-current causes a higher voltage drop. Power supply for actuators with higher power consumption (e.g. movement of doors) will cause higher max. currents. Taking into acount the short, where actuators are active the requirements for the capacity of the battery and recharging will increase not to much. Calculations (time - max. current) have to be made to cover these requirements.
6.7.4.6 Power management According to the power supply a high voltage drop results from the length of the individual trains and the therefore high energy consumption. Power management and power control is embedded into the vehicle's on-board computer systems and power management modules to guarantee the following aspects: • basic power level at each vehicle at any situation • distributed power supply according to battery loading of wagons • not overload power line • implement load scheduling and wake up The energy management also grants that there is enough energy for a repeated brake test at standstill.
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The power management allows a shunting operation. The electronic shall not be put to work in this operating status. A supply control in the central supply takes place in form of a central unit on the loco. Furthermore there is a own power management function integrated into the car. All inputs and outputs are controlled by a central power management unit. The outputs for external subsystems are managed by the same unit. Train line power can be manually shutdown either at the Train line power supply or by selecting „off“ mode. Some functions of the power management have to be design according to the architecture of the power supply system. The differences are: • A central energy management for battery recharge does not work with a decentral supply.
The functionality for a power management is to be located in the car itself. • The car-internal power management supplies the car with diverse energy levels according
to the operating status. An individual energy consumption is needed for the individual functions. The energy supply that is used to suffice these functions may be splitted into several operating level.
• On the loco a power management takes place only for the wired system. Information about
voltage and current are known. In case of a lack of energy there are to be made certain limitations according to the charging of the batteries. The distribution of the current is managed by the powerboard.
6.7.4.7 Existing solutions This chapter gives an overview about already existing systems.
6.7.4.8 Axle Generator with Integrated Speed Signal Output Description The axle generator with integrated speed signal output consists of the following main assembly groups: Rotor The rotor is mounted to the axle journal by means of a vehicle-specific adapter flange. Stator
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The stator winding is built into a special housing which replaces the existing axle bearing cover Electronics The electronic portion is encapsulated and is screwed to the housing. The complete axle generator is mounted in place of the existing axle cover on any axle. As soon as the vehicle starts moving a voltage and a speed dependent signal are generated. The axle generator is connected to the wiring of the vehicle via a connector.
6.7.4.9 Operation The axle generator operates according to the commutatorless induction principle. Owing to the permanent magnets in the rotor a separate electrical excitation and therefore a mechanical commutation are not necessary. The frequency of the generated 3-phase altering voltage is proportional to the wheel speed. In the electronic portion a DC voltage of maximally 31 V and a square shaped pulse signal with a pulse width of 0,5 ms is produced out of it.
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6.7.4.10 Features The axle generator is distinguished by the following features: • No wear, maintenance not necessary • Inputs and outputs are protected against reversed polarity and are short-circuit proof • Subsequent conversion is possible • Resistant against corrosion • Power supply and speed signal from a single device
6.7.4.11 Technical Data Skid revolutions: > 3600 1/min. Output voltage: 31 V maximum output performance: approx. 80 W Signal shape : rectangular pulse pulse width 0,5 ms 48 pulses / revolution pulse suppression with u < 10 1/min. Ambient temperature -40°C ... +85°C Weight approx. 15 kg.
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6.7.4.12 Diagram
.
6.7.4.13 Energy-supply Concept <EBAS> Construction In the project <EBAS> the voltage supply of the electronic portions for freight waggons is constructed as follows: • Energy storage by e. g. 2 x 4-Ah/24V lead-gel accumulators, maintenance not necessary • Repeated loading by the axle generator with 2800 mA maximum • Additional loading by motor vehicle with e.g. 185 V up to 260 V / 16 2/3 Hz up to 400 Hz. • Intelligent power management at the lowest unloading of the accumulators in operation,
and stand by and preparation of a high loading stream during the ride.
• Description of the modes of energy economization
U=f(n), I=f(n), R=9,8Ω
0,00
5,00
10,00
15,00
20,00
25,00
30,00
35,00
0 100 200 300 400 500 600 700 800
rotational speed n [rpm]
volt
age
U [
V]
0
0,5
1
1,5
2
2,5
3
3,5
4
curr
ent
I [A
]
I=f(n)
U=f(n)
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For the energy economization there are used the following operation states: • Stand-by mode • Only central box active, junction switched off • Central box and junction active, periphery without tension • Central box and junction active, periphery supplied but no valve steering • Central box and junction active, periphery supplied and valve steering
6.7.4.14 SAB WABCO The existing solutions for power supply on freight trains are split into two main areas of application and service: 1 United States (AAR World) 2 Europe (UIC world) In fact the need of better controlling the running of very long very long freight trains, that means allowing the increasing of their commercial speed, arose in USA many years ago.
6.7.5 USA solution At the beginning of 90’s the possibility of getting available electric power on board of freight wagons became a strong need, mainly to improve the braking performances. First and more important solution, considering the extended introduction into railway service, concerns wire power distribution from locomotive. The other one, with poor service results refers to local power sources (axle generators).
6.7.5.1 Wire Power Distribution The wire power distribution is obtained using following main components: DC, DC power supply on board of locomotive, wire obtained by pair + shield and vehicle/vehicle connectors. Of course the information’s concerning the brake system are converged on the same two wires. DC/DC Power supply Each locomotive is equipped with a DC/DC power supply, offering the following man features, according to new AAR standards: Rated continuous power 2.5 KW Efficiency > 90 % Input
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Normal operation range 40 to 100 Vdc No damage range 0 to 135 Vdc Reverse polarity protection Circuit breaker protection 60 A Output Main output 230 Vdc +/- 3.5 % Output current range 0.1 to 11 A Aux. out filtered protected 74 Vdc Output current range 0 to 0.5 A Protection features Input under voltage lockout Main output current limit 11.5 A Output over voltage shutdown 250 Vdc Input/output transient protection Low output conducted noise will not corrupt trainline communications Remote enable Input/output shunts for current monitoring Environmental conditions Free convection cooling Temperature operating range -40 to 70 °C Vibration/shocks Random vibrations 2 grms 10 to 1200 Hz Shocks 10 g 11 msec pulse Weight 40 pounds Dimensions 15.04“h, 10.82“w, 11.09“d Wire (cable) The power distribution is obtained by a 2/C 8 AWG 600 V cable from the head locomotive to the end of train. Main features according to the new AAR standard: Rated voltage 600 Vdc Characteristic impedance 50 ohm +/- 10 % Temperature range -45 to 65 °C Outside diameter 0.7“ to 0.75“ Dielectric proof test 6 KV ac (rms) for 3’ Impulse dielectric spark test (100 %) 18 KV dc Cable for car body wiring connections have meet the same requirements with the exception that a metal conduit, a flexible one, or an equivalent cubicle, can accommodate this cable, may be used.
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Inter car Connectors These device, very important to enable the train power distribution, have to meet the following main electrical specifications, according to the new AAR standards: • Insulation resistance test; 500 Vac, 1’, 500 Mohm • High potential test at 2200 Vdc 5’; max. accepted leakage current 5µA • Contacts voltage drop test at 20 A (assembled pair): <100 mV In addition connectors have to withstand to serve mechanical, thermal, environmental test according to the expected service conditions. Service Results Almost 800 freight wagon are equipped with the new ECP brake wired train solution and 200 locomotives are consequently predisposed to receive the suitable on board power supply. Eight train sets are in service and the results are satisfactory, considering the increasing of brake performance as well as referring to the safety and reliability aspects.
6.7.5.2 Local power Generation (axle generator on each freight wagon) Only 20 freight wagons have been equipped with an axle generator to supply the wagon on board brake system. The expected advantages of this solution were: • To avail an independent on board power supply • Train wiring and more particularly inter car connectors are not necessary On the other hand the following problems have been noticed: • The risk not to avail power at train composition and inauguration operations • Sufficient power surely available only when the train speed is over a minimum value • Poor reliability due mainly to the axle generator itself and is installation on the axle, where
mechanical and environmental solicitations are very hard. In any case we underline AAR’s decision to consider for future specifications also RF brake control solutions as an alternative to wired one, that means it is possible to foresee local power supply sources and wired solutions. The axle generator application, up to day not yet ready for a safe and reliable operation will be deeply investigated in the next years.
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6.7.5.3 New Systems New ECP brake applications, including also monitoring and diagnostics of other on board functions ( comprising some safety aspects) are under laboratory and pre-service test, but we have no evidence they are already in full service. We don’t more details but generally they use wired solutions and perhaps in some cases a mixed one with a train line together with axle generators.
6.7.5.4 Final Considerations The ECP brake application, and consequently is power supply source solution, is growing up in US with an impressive trend, due to the practical advantages obtained in long freight service. It doesn’t seem, at present, a strong interest of this market for more complete system as INTELFRET project.
6.7.6 Knorr-Bremse EP 60 Knorr-Bremse has installed and successfully tested a first generation electro-pneumatic brake control system. This system utilizes trainline power and communications to provide electrically-assisted pneumatic brake control. This paper describes the major components and functional operation of the EP-60 power supply system. Trainline power and communications are transmitted over a single set of wires. Power to the car equipment is provided from the trainline power supply via trainline wires. Power from the trainline is used to charge on-car batteries which in turn supply power for the brake control electronics and other car functions. The EP-60 Power Supply equipment consists of a intelligent Trainline Power Supply, Power Management Board and a Battery.
6.7.7 Locomotive Equipment
6.7.7.1 Trainline Power Supply The Trainline Power Supply converts the 75 Vdc from the locomotive into 230 Vdc trainline power for the car equipment. It also supplies 24 Vdc to the trainline for train sequencing. The TPS is controlled by a Trainline Power Controller which receives commands from the Trainline Communications Controller.
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6.7.7.2 Car Equipment Power Management Board The Power Management board contains a low voltage power supply, a processor with software, intelligent battery charger and the power line communications coupling circuitry. Trainline power is converted to 24 Vdc which is used to charge the battery. This is accomplished using a 2 step charging process. The 24 volts is also converted to 5 and 10 volts for powering the rest of the electronics. This board also supplies battery power to the external car sensor interface. Battery The battery provides 12 Vdc for driving the brake control solenoids and powering the electronic module when trainline power is lost. The battery is charged by the Power management board in the electronic module when trainline power is active. Trainline Cables and Connectors The EP-60 power and communications distribution system consists of trainline cables and connectors, car mounted junction boxes and car drop cable for interfacing the car to the EP trainline. The trainline cable consists of an under-car cable and an inter-car cable with trainline connectors at each end of the car. This cable consists of two (2) #8 AWG wires with shield.
6.7.7.3 Power Management Since trainline power is limited, an important feature of the EP-60 brake system is management of the power drawn from the trainline by each car. This power management is accomplished by “smart” charging of the batteries and by using the battery to handle the peak power demands during braking. In addition, battery power is conserved at each car by automatically shutting down the unit after trainline power is lost at a predetermined time or battery voltage level. An additional feature of the system provides the control of battery charging. This feature regulates the amount of power drawn from the trainline by selectively determining which cars are allowed to charge their batteries at any given time.
6.7.8 The train internal communication system "Communication sub-system" technology analysis and feasibility section provides a detailed analysis of the existing technologies compliant with the FRS for the train internal communication sub-system.
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Some main characteristics of these technologies are reflected here and the options for fitting the INTELFRET system are given.
6.7.8.1 PROFIBUS network Profibus has been developed from 1987 to 1991 by different firms with support of the German federal ministry for research and technology. Today it is standardised by CENELEC in EN50170. PROFIBUS was developed for automation purposes. Thus the number and configuration of knots is relatively limited. The intention was to develop a bus that is applicable from simple knots to complex control systems. As a result 3 main variants exist: FMS (Fieldbus Messaging Specification), DP (Decentralised Peripherals) and PA (Process Automation).
PROFIBUS/FMS is a powerful multimaster system and is often used as the backbone where other fieldbuses application are used on the sensor-actor- level. The DP is a strongly reduced variant of FMS and optimised for short reaction time. It is a pure master/slave systems. The PA type corresponds to the layer 1 in the OSI model of IEC1158-2.
6.7.8.2 CAN network CAN, the Controller Area Network was developed by Bosch and INTEL initially for application in the automotive filed. The most important objectives were therefore dependability and low costs. INTEL and Philips have implemented the protocol in controller chips first, meanwhile are CAN-Controller obtainable also from Simens, Motorola, NEC, Intermetall, SGS, Temic, Texas Instruments, Hitachi and others. Implementations by other manufacturers are being prepared. The CAN protocol allows an efficient transmission of digital input- and output- data as well as data of higher level communication (e. g. parameters). It disposes of an extensive fault-handling and a highly effective transmission rate (telegrams must not necessarily be inquired by a logic master). In extensive real-time installations, however, relatively high demands are being made on the project work (e. g. identifier allocation) in order to guarantee the real-time ability. This is being avoided by using available specifications CAN open. DeviceNet and SDS. Besides, meanwhile software tools are available which permit the design and parameterizing of CAN-networks graphically. Due to the decentralised bus access control CAN is permitting short response times. With large extensions, however, the attainable data rate is very limited. With large extensions, however, the attainable data rate is very limited. With careful configuring, CAN is suitable for geographically small real-time systems with distributed intelligence and high demands on reliability. In addition a plurality of application possibilities is resulting in systems where special protocol characteristics are especially shown to advantage.
6.7.8.3 LON network The LON-Bus is a serial fieldbus which is widely used in building automation and many other applications. The networks can range in size from two to ten thousands of devices. The available transceivers provide a physical communication interface between the microprocessors and the network. They are available for a variety of communications media and topologies. As media twisted pair cable, coax cable, power lines (AC and DC), RF and
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optical fibre can be used. For the following investigations the FTT-10A, the TPT/XF-1250 and the PLT-10A transceiver are taken into further consideration. For the FTT-10A and the TPT/XF-1250 differential Manchester coding is used. The PLT-10A uses modulation technology (100-450kHz band).
6.7.8.4 MVB network MVB (Multifunction Vehicle Bus) and WTB (Wired Train Bus) are components (levels) of the TCN System. TCN (Train Communication Network) is an international standard for applications in tramways, metros and passenger trains of UIC- railways, composed by the International Electrotechnical Commission (IEC), Technical Committee No. 9, Working Group 22. The manufacturers Adtranz, Ercole Marelli Trazione and Siemens have developed prototype components of TCN. The system will be used in new metro trains type H of Berlin and in intercity trains with tilting equipment IC-N of the DB for example. The performance range is: Data speed (theoretical): 1500 kbits/s Maximum distance: 2000 m (optical glass fibre) 200 m (shielded twisted wire) Attenuation: 6 dB/km (optical glass fibre) Max. number of members: 32 at every bus segment. Several bus segments may be coupled by repeaters. Response time depends on length of transmitted data frames, on the number of members (slaves) connected to the bus and on the length of the bus. Depending on these parameters also effective data speed is lower than the theoretical one, see table below: application- data/ frame
effective data speed theoretical response time- 16 members
theoretical response time- 64 members
[bit] [kbits/s] [ms] [ms]
16 320 1.6 6.2 64 794 2.6 10.3 256 1140 7.2 28.7 This table presumes that 50% of the total capacity is used by process data (see below) and bus length is 50 m; see [D. Blum, U. Kucharzyk "Ein Kommunikationsstandard für Schienenfahrzeuge"]. Data speed: 1000 kbits/s Maximum distance: 860 m (without repeater) Max. number of members: 32 WTB and MVB (optional) have redundant wiring to reduce the frequency of failures.
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Protection of transmitter and receiver and recognizing of short circuits are included in the line units of WTB. The solution optical glass fibre for MVB avoids the risk of electromagnetic disturbances.
6.7.8.5 FIP network The FIP network (Flux Information Process or Factory Instrumentation Protocol) is born in the years eighteen from a working group made by users, builders and laboratories. The aim was to gather the different points of view of companies and laboratories in order to get a low cost and high performance fieldbus. A WorldFIP network may consist of only one "segment", or of a number of "segments" linked together by "repeaters". The maximum permitted length of each segment depends on the data rate:
• 31.25kbits/s: 1900m • 1.0Mbits/s: 750m. It is the standard speed. • 2.5Mbits/s: 500m • 5 Mbits/s via optical fibre.
Each segment may have up to 32 devices connected to it. Up to 4 repeaters may be used in series. There may be up to 256 connected devices on any overall WorldFIP network. WorldFIP uses a combination of Frame-Check Sequence and Manchester Type 2 coding. The probability to have an undetected error in transmission is less than 10-18.
The EMC resistance can be improved by the use of optical fibber.
6.7.8.6 INTELFRET specificity for a train network Network Architecture Due to the train architecture itself the architecture of a wired network is linear (no ring neither star configuration). Every vehicle is a network subscriber. The master of the network is the locomotive where the driver is. This locomotive has to be set at the train head in order to ensure also the head of train presence (see chapter 0). The traction / brake command will be issued from this vehicle. If different trains are coupled together, the head locomotive will be the alone master.
Masterlocomotive Wagon
Slavelocomotive Wagons
End Of TrainDevice
Wagon Wagon Wagon Wagon
Train Bus
The use of repeaters involves specific rules for train composition. For example repeaters can be embedded on locomotives. This involves also to find repeaters within a specified distance so that every network segment is not too long. This architecture can be met with block trains
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(e.g. CargoSprinter or the Eurotunnel shuttles). An advantage of this architecture is that the train network is made of a connecting of several fixed bus where the impedance is still adapted at each end (see chapter 6.7.8.10). If such architecture is not met as for today’s common freight trains, the use of repeater is not allowed. This forbids the use of most fieldbus which can not be compliant without any repeater for the INTELFRET train specified length (2250 meters) and subscribers numbers (about 125 vehicles).
Masterlocomotive Wagon
Slavelocomotive Wagons
End Of TrainDevice
Wagon Wagon Wagon Wagon
repeater repeaterTrain Bus segment 1 Train Bus segment 2
6.7.8.7 Train integrity In case of wire network, the train integrity is assumed within every vehicle by receiving periodically messages from the first and the last vehicles. These messages can be simply:
• The brake / traction command from the master locomotive, which involves the master locomotive to be at the head of the train. This signal is defined within the work package 5 “brake”.
• An End Of Train beacon which is regularly sent from the last vehicle of the train. This function is assumed by a specific device which can be set on the coupler system or by the last wagon itself if it can recognise its last position.
An integrity loss can be detected by every vehicle owing to the following rules: For a non end vehicle: 1. The vehicle does not receive any more the brake / traction or the End of Train message.
This detection is activated after a time out. 2. The vehicle asks to its neighbours a confirmation. If it receives no answer, it deduces that
it is no more able to communicate and so there is no loss of train integrity. The goal here is that a communication problem inside a vehicle will not reduce the train availability (e.g. by activating the emergency brake).
3. If a neighbour confirmed the loss of the brake / traction or the End of Train message. Both vehicle will decide that there is an integrity loss and react in consequence.
For an end vehicle, the difficulty is that it is not possible to dissociate a communication problem with an integrity loss. The integrity state can be confirmed by a sensor or by a specific rule. The rule hereunder is proposed:
- For the last vehicle, if it still receives the beacon from the End of Train device, it decides there is a train integrity loss. Otherwise it decides it is a communication problem.
- For the first vehicle the safest behaviour is to always decide a loss of train integrity.
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6.7.8.8 Brake and multiple traction command This signal is specified. It gathers two vital needs: train integrity and traction / brake command.
6.7.8.9 End Of Train beacon
Name Class Way Frequency Criti- -cality
SI unit Range Safety
End Of Train beacon
M EOT → every
vehicles
High (≤ 1s)
High - 8 bits Cat
This message is sent in broadcast mode: It is read by every vehicles on the train.
6.7.8.10 Train serialisation The train serialisation can be considered as one of the most difficult technical points of INTELFRET. As a matter of fact most of the field bus are designed for fixed configuration or exceptional modifications. The serialisation need implies complex techniques which moreover decreases the system reliability. Train serialisation process has been explained in Deliverable D3, chapter 3.5.5. The processes hereunder have been defined:
- Current measurement process on the bus line. - Train bus opening on every vehicle so that they can communicate only with
their direct neighbours. Then a third possibility has been appeared with the radio transmission where there is no electrical link between the vehicle. It deals with a pulse propagation measurement time on the brake pipe. This process is also complex and requires a precise timing. It can not be done once on the whole train because of the air pulse attenuation. Thus it has to be done portion by portion which implies every vehicle to be able to generate a pulse on the brake pipe. This serialisation can also be implemented with wired bus train. Impedance Adaptation All the wired bus need to have impedance resistors at their both ends. Otherwise the bus signal is reflected at each end and so disturbs the communication. This implies to know at last which vehicle is the first and the last of the train. This can be done thanks to serialisation process or easier by recognizing specific conditions on these vehicles (e.g. cabin in service for the first vehicle and the presence of the End Of Train device for the last one). The train network in block trains is made of an association of already adapted bus (see chapter 0). Nothing is to be done.
6.7.8.11 Train distributed power supply The possibility to gather the bus lines with the power supply ones simplifies the train wiring and connecting and allows saving of money. Unfortunately very few field bus are able to be shared with power supply.
6.7.8.12 Train sharing and coupling concept The train coupling and sharing concept (TCS) implies change of train Masters. This possibility is allowed by all the fieldbus. A safe process is to make a train serialisation after every composition change.
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Masterlocomotive Wagon
Masterlocomotive WagonsWagon Wagon Wagon Wagon
Train Bus 1
Masterlocomotive Wagon
Slavelocomotive WagonsWagon Wagon Wagon Wagon
Train Bus
Train Bus 2+
=
EOTDevice
EOTDevice
EOTDevice
When several trains are coupled, only the last “End Of train Device” remains in service. The other one are inhibited by hand removal or automatic disconnection.
6.7.9 The train External Communication Sub-System: Integration of INTELFRET within the ERTMS Control/Command conception
The ERTMS is developed by European railways under guidance of the European Commission for the unification of the future train control system. It has been understood, that it should form the interoperability basis for communication and operational interpretation of the communicated information: • communication media • train communication installations (functions and connections) • communication performance and RAMS requirements • communication language and coding • train command data formats and operational interpretation of the commands With ETCS a common ATP (automatic train protection) system will exist. Therefore, a safe on-board computer supervises the driver actions on the basis of safe information about the track and train characteristics, free distance to run (given as a movement authority) and the train location and speed. The fundamental actor required for such protection is a safe commanding possibility of the emergency brake. As full impact of ETCS can be expected only from level 2 and 3, those will require a GSM-R coverage on all main line tracks of the participating railways.
6.7.9.1 General architecture The general ETCS internal architecture is shown in figure below. The minimal ETCS necessary equipment is indicated. No indication is given about the connection to external devices (antennas, train installations).
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Inter-lockingandotherfunctions
Euroradio
Fixed
networks
EuroradioETCS
Tracksideapplication
Its Ifix Igsm Itb
RIID
RBC
ETCS
On Board
Application
GSM/ PLMN
COMMUNICATION
ETCS
TRAINBORNETRACKSIDE ETCS
General ETCS/EURORADIO communication architecture
RBC
Driver
MMI TIU
On board kernel(Control command functions)
BaliseInterfaceSTMLoop
InterfaceGSM-R
Emergency Brake
Mul
tiple
Dev
ices
(max
63)
INTELFRET
ETCS Internal Components as Links for External Communication
6.7.9.2 Integration of INTELFRET and ETCS
The only permitted way of connecting INTELFRET to ETCS is with the TIU. In the ETCS specification the variable NID_XUSER describes the possible connect. Thus, the
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communication of the ETCS kernel with the TIU is described. The connection device is proprietary to the train producer. The following devices are in the scope of INTELFRET as well: • emergency brake device • service brake device • magnetic shoe system • traction control system • train integrity system Thus, INTELFRET trains supported by ERTMS / ETCS should integrate these functions with ERTMS/ETCS. It has to be mentioned that an additional interface is foreseen: an ETCS independent interface to the MMI that will allow to display non-ETCS data. There is no information available yet about this interface.
6.7.10 Co-operation of components. Technical analysis and feasibility of complete system
The assessment of the complete technical feasibility of the whole INTELFRET system is realised and the results are used for consolidating the assessment of the global concept and safety. The analysis is focused on the master locomotive on-board system (central computer) that will enable the coherent function of all systems within a modular conception defining a base system and overlaid INTELFRET functions A locomotive that should run and operate an intelligent freight train should have a specific minimum technological status. This locomotive should use electronic control systems for traction and brake control. This status makes it easy to add and integrate the necessary equipment to allow the “intelligent freight brake system”. Elder locomotives which do not have this equipment can be also modified, but the necessary engineering capacity and the costs can not be estimated here. This must also be seen under the aspect of multiple traction. From the safety side, the major input is the safe integration on the CBM in the driver’s brake valve. Besides all second and third connections via data busses to the CBM a separate untouchable hardware brake/non brake signal must come from the driver’s brake valve directly to the CBM. The locomotive safety loop must also act directly on the CBM. The final assessment provides the structure of the locomotive's equipment that integrates the INTELFRET controlling functions at a MASTER level. Taking into account that a locomotive can also be in a "slave" position within an INTELFRET train, the on-board system provides switchable function. The technological layout is exemplified on the Braking function, e.g. on the function that is highest demanding on complexity and safety.
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Schematic of INTELFRET Braking - Master locomotive
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Integration in the structure of an existing locomotive is given above (example of INTELFRET
technology integration).
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6.7.11 Modular Conception The INTELFRET complexity and its modular conception suggests that system's implementation should follow a step by step process. It was important to define from the technical and operational point of view what is the first step. Technical and safety operational constraints were the criteria to be first of all considered when defining a "base module" that can be considered also a "first step" implementation. In the same time the operation in commercial condition of this "base system" shall also provide sensible improvement of the performances of the freight transport technology, e.g. should be attractive from a commercial point of view. The technical constraints are mainly relating to the necessity to consolidate the operational requirements for safety sensible items that have been related previously. One of them, and by far, the most important, is the braking of very long and heavy trains. It has been assessed that such operation shall consider the INTELFRET long and heavy train formed by insertion within the train of "slave" locomotives that will be placed such away that the "train modules" correspond to the existing operational specifications for the freight trains. The economic constraints have considered mainly the improvement of "basic performances" referring to: • -throughput time of the freight train, save of time for train check, inauguration,
serialisation and preparation for start • -dynamic rolling behaviour of freight trains, increase of speed • -productivity of train operation • safety of operation. The modular conception of the INTELFRET system is supported by the following technical features: 1. The open INTELFRET architecture 2. The train internal communication system (recommended EBAS system) 3. The open interface specification for connection of INTELFET control, sensor and actuator
devices 4. The specification for modular INTELFRET software of the master locomotive; the "slave"
locomotive is a sub-class of the modular master locomotive 5. The "intelligence" distribution between the master and the wagon functions 6. Integration with the ERTMS / ETCS external communication system (GSM-R) 7. Capability to integrate also autonomous communication systems (when wagon is in a
stand alone status).
6.7.12 The INTELFRET Base System In order to realise the basic functions: • -Automatic train inauguration and serialisation • -Electronic control of braking • -Automatic Brake test, diagnosis and monitoring • -Train integrity check and monitoring, The INTELFRET basic system shall implement: 1. INTELFRET architecture on the master locomotive 2. INTELFRET architecture on the wagons of the INTELFRET train 3. EBAS train communication network
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4. INTELFRET software on the master locomotive 5. Power supply on the INTELFRET wagons 6. Electronic brake control devices as specified for the INTELFRET wagons
6.7.13 The INTELFRET Overlaid System: Multiple Traction Control, Information, Diagnosis and Automation
The basic INTELFRET system enables the overlay of all other INTELFRET functions and components. The core support of addition of other INTELFRET functions and components is the train internal communication system and its capacity to provide the protocols for data transmission along the train for control, data acquisition and data validation. The master software shall either add modules for new controls, evaluation of data, storage and communication of data, or shall implement the co-operation with overlaid processing devices. Both options are supported by the open architecture of the INTELFRET master system. The wagon controller enables the performance of local "intelligent" data processing in order to optimise the data transmission flow and to optimise the wagon diagnosis and monitoring functions. In the same time the wagon architecture enables the access of sensors, actuators and autonomous devices (like satellite position locators, AVI, autonomous wagon-ground communication, etc.) to the wagon local communication bus. The availability of the "gateway" conception for the wagon bus enables the connection of widest known range of devices based on standard data exchange procedures. There is no theoretic limit for overlaying functions on the base INTELFRET system. But, practical consideration of cost / performance and operational constraints shall govern the ranking of priorities for implementing the overlaid functions. The economic analysis of the INTELFRET implementation priorities shall put in evidence such evolution and the corresponding ranking of overlaid functions.
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66..88 EEccoonnoommiicc aannaallyyssiiss ffoorr iimmpplleemmeennttaattiioonn The economic analysis identifies quantitative and qualitative potential benefits of the introduction of new technologies of IINTELFRET system in the transport chain. The economic analysis will allow to evaluate actually traction and marshalling costs for specific forwarding operations and to determine a threshold of profitability for the installation of INTELFRET system. A cost calculation methodology is used for estimating the introduction for a future comparative analysis.
6.8.1 Improvements due to integration of INTELFRET technologies in the railway transport chain
The INTELFRET technologies have an impact on: . the utilisation of the infrastructure, . the organisation forms of terminals and marshalling yards, . the transport chain, . the management of the rolling stock. The following table gives an overview of some improvement brought about the transport chain for each technical components introduced in the Intelfret system.
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NEW TECHNIQUES PROBLEMS TO BE SOLVED IMPROVEMENTS Multiple unit remote control : the locomotive remote control allows to command directly from the master unit some slave locomotives with only one driver.
- infrastructure . saturation of some very important railway line sections leading to a lower commercial speed. - transport chain . high driving costs . limits on train capacity and frequency
. fast formation of long trains . decreasing on number of trains per section. . reducing the driving staff to one person . increasing on train capacity with long trains . decreasing of train frequency.
Automatic coupling : insures different type of transmissions = mechanical, pneumatic, electric, network. The order is given by the driver with the control command unit and the information conveys through the network transmission to the wagon.
- infrastructure . congestion of some very important railway line . limits on the length of the passing tracks - terminal & marshalling yards . no electrification of the yards implies a change of locomotives . necessity to horizontally marshal the wagons. These are lengthy and costly operations . loss of time in the composition of train - transport chain . limits on train capacity and frequency
. composition of long trains . very fast cutting of trains . reducing the marshalling cost . reducing the marshalling time . reducing the staff in the marshalling yards . composition of long trains
Train-ground - wagon communication : an external & internal communication system allows to the train to communicate with the external and many information can be reached such as . location : GPS . wagon identification : Alarm function . wagon monitoring & diagnosis
- infrastructure . lack of tracking capability (wagon identification) - terminal & marshalling yards . concentration of flows and handling operations leading to departures/arrivals taking place in a short period of time (peak hours) . lack of time and cost increasing for operations of train recognition . loss of time in the composition of train . loss of time during the recognition of transport capability - transport chain . lack of information on rolling stock during the
. specific equipment on the infrastructure to collect some information provided by the train . reaching information from the train in real time . managing the flows of wagons and traction unit . reducing staff in the stations . direct information transmission . automatic composition of trains . reducing the staff in the stations . reducing time from 1h to 10 mn . controlling the trough transport
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haulage . very complex organisational & co-operation requirements due to the number and diversity of parties involved (customers, operators, ...)
. reaching information from the train at a precise time
Electronic braking system based on communication network : the electronic braking information is given simultaneously to each wagon of less 0,1 s.
- terminal & marshalling yards . loss of time for braking test - transport chain . limits on the train length due to the rolling stock performances in terms of braking . limits on the train speed due to the rolling stock performances in terms of braking . limits on the train weight due to the rolling stock performances in terms of braking
. reducing time from 1h to 10 mn . reducing the staff in the stations . decreasing from 25 s to 1s the braking order from the locomotive to the end of the train . increasing of loading weight per axle
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6.8.1.1 Cost centres along the railway transport chain The following diagram gives a brief overview of the sequence of operations taking place all along the rail haulage. Three main cost centres can be distinguished : - The rail haulage in itself - The terminal/rail haulage interface where some very specific operations take place - Intermediate stops between the terminal of origin and the terminal of destination
TRANSPORT CHAIN
Origin TerminalDestination Terminal
Terminal Unloading &
loading operations
Terminal / Main haulage interface
O.
Terminal / Main haulage interface
D.
Terminal Unloading &
loading operations
Intermediate stops
Main haulage
COSTS CENTRES
Main haulage railway lines sections In case of intermediate stops (change of locomotives, line train, nodal point, etc.), the rail haulage can be made up of several smaller rail haulages, the train composition (locomotive and wagons) being modified during these intermediate stops. Intermediate stops along the main haulage In what concerns what we called intermediate stops, for types of intermediate stops can be distinguished : A change of locomotive that can be caused by a border crossing, different voltage levels, or the use of a non electrified railway line section. An "en route" stop of a liner train during which some sets of wagons are removed from the train and delivered to the local terminal or left there waiting for being picked up by other trains coming later, while other sets coming from this local terminal are added to the train. A stop at the nodal point of hub and spoke or gateway system where some marshalling and shunting operations take place (ex: CNC nodal point Villeneuve Saint Georges) A addition of relief locomotive that can be caused by the higher load weight of the train, or different slope on the railway line sections
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Terminal / main haulage interface The operations taking place along the Terminal/Rail haulage interface can be the following ones: - Because of non electrification of terminal rail tracks, the electric locomotive is replaced by a diesel locomotive which have to deliver to the terminal a such number of wagons. - If the terminal rail tracks are not enough to receive the whole train in one piece, the train is uncoupled in several batches of wagons. - After trains' arrivals and before trains' departures, the safety procedures take place inside the terminal which consist in checking the suitability of the ITU to the wagon, brake test, and the optimal composition of the train.
6.8.1.2 Inputs To carry out all the operations taking place in each cost centre, there is a need for inputs. Among the required inputs, we can distinguish: - The employees : responsible of communication, railway drivers, unskilled workers in charge of manoeuvres, maintenance workers, administrative workers, etc. - The material : wagons, locomotives, spare parts - The infrastructure : rail tracks, catenaries, signalling systems, communication structures, etc. Since the European 91/440 directive has been passed, the infrastructure (maintenance, new investments) is managed separately from the running operations. One company is in charge of the infrastructure. Its revenues come from state subsidies and the price paid by the railway companies for the use of the infrastructure. That is why we will consider the infrastructure separately from the other inputs. The average cost of each operation taking place in each cost centre depends on inputs. The following diagram gives a brief overview of how these inputs are integrated as direct charges in the cost of each operation.
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TRAIN COUPLING AND SHARINGMAIN HAULAGEINTERMEDIATE STOPS
CHANGE OF LOCOMOTIVETERMINAL/MAIN
HAULAGE INTERFACE
Cost / coupled train Cost/Locomotive changing operation Cost/coupled trainCost / operation Cost/train.km
Maintenance cost /km
Energy consumption/kmEnergy consumption/coupled train
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Maintenance cost /kmMaintenance cost/
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Capital cost/year
Maintenance cost /year
OUTPUT
Capital cost/year Capital cost / year
INPUTS
Operation costs/coupled train
Driving costs/kmDriving costs/coupled train
INTERMEDIATEOUTPUT
TERMINAL TO TERMINAL TRANSPORT COSTS
6.8.1.3 Cost calculation methodology Because of the aim of this work package, it seems useful first to describe conventional systems and their associated costs. This will be a reference point for studying different systems. From an accounting point of view, a different cost centre can be associated to each sequential operation. Within each cost centre, different inputs have to be considered. Most of the time, these inputs are dedicated means. That is to say that the employees and material costs associated to one cost centre are dedicated to the basic operations taking place in the framework of these cost centres. Nonetheless, one exception has to be considered : the wagons that are used all along the railway transport chain as well as in the terminals. It is better to study marginal costs than complete accounting cost prices because the latter include indirect expenses that have to be spread among the basic operation units according to more or less arbitrary rules. That is why indirect expenses such as overheads, administrative expenses, salesmen expenses, etc are not considered. Nonetheless, considering global average costs of input units for each operation taking place within each cost centre is useful to identify the "global weight" of each basic input unit within basic operation unit cost.
6.8.1.4 Circulation cost on the railway line sections As already defined the required inputs are the following ones :
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The locomotives that are used on long distances In France, the locomotives used on the electrified rail line sections are different types according to the current power that get through the catenaries. For each one, we have to consider the following costs : - maintenance costs - energy consumption's costs - capital charges calculated on a yearly basis taking into account interest charges and depreciation charges. We consider in cost calculation of the yearly capital costs that the life expectancy is 35 years for electric locomotives and 30 years for diesel locomotives. To calculate fixed and variable costs linked to the locomotives, we need to know how many locomotives are required a year. This depends on the following variables : - Border crossing or not - Presence on the route of different railway line sections with different voltage - Transport service patterns (frequency, operation form, departure and arrival times, sequence of departures and arrivals) - Rail track profile In most cases, a border crossing will require a change of locomotive and in some cases (because of different passing track lengths) a change from one locomotive to two locomotives. For example, while passing tracks are 750m long in France, they are 500m long in Spain or even shorter. That is why, a 750m long train coming from France and going to Spain has to be cut in two at the frontier. Two locomotives will then be required to carry all the wagons to the final destination. In the case of steep rail tracks in mountainous regions, a second locomotive will also be required. The operation forms will also have a great impact on the required number of locomotives to run all the offered services. The total number of locomotives required to run all the transport services will also highly depend on the peak hours and peak days given that, during these periods, many locomotives are required at the same time. We will consider in the cost calculation that a locomotive runs during the day, 18 hours for the traction of trains and is stopped for maintenance operations during 6 others hours.
6.8.1.5 The locomotive' drivers On electrified lines, we will find one driver per locomotive, except in some cases where the drivers have to be accompanied. This is the case when the driver does not know very well the railway line section. During a short training period he will drive next to someone that already knows the line until he is authorised to drive alone. On non electrified lines, there is often two drivers because of a lack of ground-train communication system. In this case, two drivers are required so that in case of an incident one of the drivers can leave the train to try to get some help and give the alert. According to regulations, the number of legal working days and hours will differ from one country to the other. This means that if you need one driver 365 days a year and 24 hours a
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day, you will need much more than just three drivers. That means that to know the right number of persons you need for a shift work 24h a day, 365 days a year, you have first to calculate the number of working days of a single driver. But because we are only interested in the "effective" working days during which the driver is on the locomotives, we will also have to take off from the number of legal working days all the days when the driver is not present on the locomotives (for training, illness and other reasons). In the French case, the number of "effective" working days is about 170 days. As an average, out of a legal 35 hours week, a driver will really work during 30 hours. He will drive during 18 hours and out of these 18 hours, there are 3 driving hours without any traction.
6.8.1.6 The infrastructure costs Infrastructure Costs will not be taken directly in account in the cost calculation of the main haulage. Nevertheless, we will study in different scenarios the improvements provided by the Intelfret system in reducing the number of hourly furrows used by trains. The reduction of the time window in creating long trains allows a more optimal usage of the infrastructure.
6.8.1.7 Cost calculation The following graph gives the detail of the cost calculation during the main haulage.
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Distance of a trip (km)Average speed (km/h)
Main haulage time (h) =t =(Distance of one trip/average speed)
Yearly time (h) =(Trip time * 312days)
Yearly distance (km) Number of trips per year=(Distance* nb of trips) =E(Yearly time/ Time per trip)
MATERIAL EMPLOYEES
Locomotive WagonNumber of traction hours per week (h)
Maintenance cost /km Maintenance cost /tons.km =(6*Time per trip)Energy consumtion cost /km Weight of wagons 15t/axles traction hours per week of one driver (h)
Electric locomotive's purchasing price =A wagon's purchasing price = B Number of drivers required per weekDiesel locomotive's purchasing price =A' Interest rate r"=6%
Interest rate r=6% Life expectancy n" Yearly working days per driver Life expectancy n
Running hours/day (h) = 18h Number of drivers required per yearNumber of wagons =[E(312/170days)+1]*nb per week
Number of electric locomotive Salary of one driver =SNumber of diesel locomotive Employers' taxes =T
Yearly capital cost Yearly capital cost Yearly salary' expenses of drivers = nb of locomotives * [Ar(1+r)n/(1+r)n-1]*(t/18) = nb of wagons * Br"(1+r")n"/(1+r")n"-1 = nb of drivers * S(1+T)
Yearly maintenance cost Yearly maintenance cost
Yearly energy consumption
Total yearly costs
Locomotive Wagons Drivers
Capital cost/tons Capital cost/tons salary' expenses of drivers /tonsmaintenance cost/tons maintenance cost/tons
Energy consumption/tons
=(Yearly costs / (nb of wagons*weight of wagons))
Total costs.tons
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6.8.1.8 Cost linked to the marshalling operations and the terminal /main haulage interface in the terminals.
The locomotives used to manoeuvres in the terminals There are three major types of locomotives used for manoeuvres : - Electric locomotives used for manoeuvres - Diesel locomotives, - Light rail motor tractor. The operation forms will also have a great impact on the required number of locomotives to run all the offered services. The total number of locomotives required to run all the transport services will also highly depend on the peak hours and peak days given that, during these periods, many locomotives are required at the same time. For cost calculation it is supposed that a locomotive runs during the day, 18 hours for the traction of trains and is stopped for maintenance operations during 6 others hours. The employees Like for drivers, in the case of shift works, because of the social legislation, there is a need to calculate the number of employees required to maintain this shift work throughout the year. This will depend on the number of "effective" working days. In a yard or terminal, low skill workers that undertake the totality of manoeuvres work a number of fixed days during one year. We will fix this number of yearly working days about 275 days. Each worker is present 8 hours every day. Similarly for technical inspectors that check the composition of trains and realise the braking test, the number of yearly working days will be about 275 days and the number of daily hour is 8 hours.
6.8.1.9 Cost calculation The following graph gives the detail of the cost calculation during the marshalling operations in the terminal.
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COST CALCULATION OF THE MARSHALLING OPERATIONS IN THE TERMINAL
Number of weekdays/year in terminal Number of opening hours per day = t
Locomotives Drivers Low skill workers Technical Inspectors
Electric locomotive's maintenance cost /h Number of drivers who work in same time =k Number of workers who work in same time Number of inspectors who work in same timeMotor tractor's maintenance cost/h traction hours per day of one driver (h) working hours per day of one worker (h) working hours per day of one worker (h)Electric locomotive's energy consumtion cost/hMotor tractor's energy consumtion cost/h Number of drivers required per week Number of workers required per week Number of inspectors required per week
=(nb of opening hours/ traction hours per driver)*kElectric locomotive's purchasing price =ALight rail motor tractor's purchasing price =B Yearly working days per driver Yearly working days per worker Yearly working days per inspectorInterest rate = rElectric locomotive's life expectancy = na Number of drivers required per year Number of workers required per year Number of inspectors required per yearMotor tractor's life expectancy = nb =(weekdays/working days)*nb of drivers per week
Capital cost additional material 1 (2%) Salary of one electric locomotive's driver =Sd Salary of low skill worker = Sw Salary of one inspector = SiCapital cost additional material 2 (2%) Salary of one motor tractor's driver Employers' taxes = Tw Employers' taxes = Ti
Employers' taxes = Td
Number of electric locomotives Number of electric locomotive's driversNumber of motor tractors Number of motor tractor's drivers
Yearly capital cost Yearly salary' expenses of drivers Yearly salary' expenses of workers Yearly salary' expenses of workers= nb of locomotives * Ar*(1+r)na/((1+r)na-1)*(t/18) = nb of drivers * Sd(1+Td) = nb of workers * Sw(1+Tw) = nb of inspectors * Si(1+Ti)
Yearly maintenance costYearly energy consumption
Locomotive Drivers Low skill workers Technical inspectorsCapital cost/trains Salary expensives/trains Salary expensives/trains Salary expensives/trainsmaintenance cost/trainsEnergy consumption/trains
=(Yearly costs / nb of shunted trains per years
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6.8.1.10 Case studies Basis hypothesis and parameters With the help of case studies, we will seek to establish a comparison between traction and marshalling costs of a conventional block train and the same costs for a block train fitted out with new technologies integrated in the Intelfret system. These new technologies are separately dealt with two distinct scenarios that correspond to different technicity levels. The first scenario corresponds to the Intelfret basis system. That is to say, block train is composed of a locomotive and wagons that have a communication system by the ground and they are fitted out with the electronic brake. The second scenario corresponds to a block train using the basis system (scenario 1) and this block train is fitted out with automatic coupling and the multiple unit remote control. This implies that the locomotive remote control allows to command directly from the master unit some slave locomotives with only one driver. In this scenario, we will study the possibility to compose long trains. In each scenario, the conventional block train is composed of : - an electric locomotive with a Direct 1500V current power supply, - and a such number of wagons that have the technical characteristics as follows. Technical characteristics of wagons In the two scenarios studied, we have to choose a typical wagon that can be considered as standard and that will be used for the composition of a block train. This typical wagon will be a length of 20m and will be able to support a theoretical weight of 15t by axle. In the following case, the wagon is composed of 4 axles and will therefore have a weight of loading about 40t. Composition of the train In the case of a block train, its composition depends on the average speed and its weight of loading. Because of braking reasons and power reasons, the conventional train is limited to a maximal length that varies according to the speed of the train and to a maximal weight of 1500 tons.
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The next table gives the composition of a conventional block train (with only one locomotive) in taking speed and weight constraints into account. Technical characteristics of a wagon Length 20 meters Weight 15 tons per axle 40 tons per wagon Composition of the conventional block train Train speed Maximum length Maximum weight Number of wagons 120 km/h 750 meters 1500 tons 37 140 km/h 550 meters 1500 tons 27 160 km/h 360 meters 1500 tons 13 Composition of the block train with Intelfret system (scenario 1) Train speed Length Weight Number of wagons 120 km/h 750 meters 1500 tons 37 140 km/h 750 meters 1500 tons 27 + 10 = 37 160 km/h 750 meters 1500 tons 13 + 14 = 37 Distance For each case study, the conventional block train runs between two terminals A and B and covers a distance of 750 km. The unit of traction cost will then be ton/km. The cost of traction will be calculated for different speeds of the train. (120, 140, 160 km/h). Scenario 1 In this case, we will study a block train with the Intelfret's basis system described in the previous paragraph. Concerning the main haulage, this train has not the same constraints of length that the conventional train had to respect. Indeed, for higher speeds, the train that is fitted out with electronic braking system can be long of 750m, whatever is its speed. Additional capital costs will be made profitable by a higher volume carried out. Concerning these operations in the terminal, the reducing of staff is going to reduce costs. Indeed, an alone technical inspector will be able to undertake a greatest number of test of braking in a same time. For the installation of this basis system, the additional capital cost has been established as follows :
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. + 2% on purchasing price of locomotives . + 10% on purchasing price of wagons. For confidentiality reasons, the indicated costs are not the real ones. They've been indexed on a 100 imaginary unit circulation cost of a train running with 120 km/h maximum speed. Given that these costs are just studied so as to identify the global weight of each input in the basic operation unit cost, this is not a problem. Like circulation costs, the marshalling costs have been indexed on a 100 imaginary unit marshalling cost. The totality of costs is presented in the paragraph 6. Scenario 2 In this scenario, the block train has the following system : - communication system by ground, - electronic brake, - automatic coupling, - and multi traction remote control. We will consider in a first time, two conventional trains that run on a same railway line section and use two distinct hourly furrows. The covered distance is 750 km and the two trains realise an outward journey per day. They leave respectively the origin terminal with a minimal gap period, approximately 10mn. In this case, this necessitates a driver for each train. In a second time, we consider an unique train composed of two locomotives which have the Intelfret system of automatic coupling and multi-traction. The covered distance is identical to the precedent and this train realises an outward journey per day. The running of this train requires an alone driver all along journey. For installation of the automatic coupling and the multi traction remote control, the additional capital cost has been established as follows : . + 2% of the purchasing price of locomotive with basis system, . + 10% of the purchasing price of wagon with basis system. Purchasing prices correspond to equipment prices that already have the Intelfret basis system. Concerning the main haulage, the reducing of costs will be on the reducing of number of drivers required because of the composition of long trains. The infrastructure utilisation is less important because an unique train only use one alone hourly furrow. Concerning the marshalling operations, the reducing of costs is due to the reducing of the number of low skill workers who work in the yards. The workers in charge of uncoupling some sets of wagons are not required because the coupling and uncoupling of wagons are automatic.
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6.8.2 Economic analysis - Scenario 1 Conventional block train Intelfret block train Speed km/h 120 140 160 120 140 160 Locomotives' capital cost 5 6 11 5 4 4 Locomotives' maintenance cost 7 10 20 7 7 7 Energy consumption 24 32 67 24 24 24 Wagons' capital cost 16 16 16 17 17 17 Wagons' maintenance cost 35 35 35 35 35 35 Drivers' salary expenses 13 12 25 13 9 9 Total 100 111 174 102 97 96
Cost distribution cost unit = tons.km
5% 6% 11% 5% 4% 4%7% 10%
20%
7% 7% 7%
24%32%
67%
24% 24% 24%
16%
16%
16%
17% 17% 17%
35%
35%
35%
35% 35% 35%
13%
12%
25%
13% 9% 9%
0%
20%
40%
60%
80%
100%
120%
140%
160%
180%
120 km/h 140 km/h 160 km/h 120 km/h 140 km/h 160 km/h
Drivers' salary expenses
Wagons' maintenance cost
Wagons' capital cost
Energy consumption
Locomotives' maintenance cost
Locomotives' capital cost
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6.8.3 Economic analysis - Scenario 2 Two conventional block trains Intelfret long train Speed km/h 120 140 160 120 140 160 Locomotives' capital cost 5,1 6 10,9 5,3 4,5 4 Locomotives' maintenance cost 3,5 4,8 9,9 3,5 3,5 3,5 Energy consumption 11,7 16,1 33,4 11,7 11,7 11,7 Wagons' capital cost 31,2 31,2 31,2 39,8 39,8 39,8 Wagons' maintenance cost 35,3 35,3 35,3 35,3 35,3 35,3 Drivers' salary expenses 13,1 12 24,9 6,6 4,4 4,4 Total 100 105,4 145,6 102,2 99,2 98,7
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66..99 RReeccoommmmeennddaattiioonn ffoorr IImmpplleemmeennttaattiioonn SSttrraatteeggyy The end of the Research Works in the project INTELFRET concluded on the technical feasibility of the INTELFRET system. Its modular conception enables the adoption of a step by step implementation, starting with the base system. The overlaid functions, aiming at satisfaction of various operational and customer tailored needs may be added both on the wagons' level and on the locomotive level. It is very important to notice that, for economic reasons, the base system offers from the very beginning a wide range of opportunities to introduce important improvements in the performance and quality of the rail freight transport. The open INTELFRET system and the modular characteristic enable the easy overlay of additional functions and the creation of "market" tailored technical configurations for the INTELFRET trains. The available technologies encompass a wide area of realisations that are compatible and interoperable when considering the open INTELFRET architecture, the functional specifications of sub-systems and components and the interface requirements. From this point of view the modularity and the step by step implementation strategy of the INTELFRET system is supported by a well defined range of current industrial technologies. These technologies that could be put in competition on the common specification and interoperability basis created by the INTELFRET Functional Specification Requirements. These considerations are reflected in the analysis made by BD and by SNCF on the benefits' areas and on the implementation strategies (Annex 2 and Annex 3) Following the conclusions of these analysis a three phases implementation strategy might be recommended: The First Phase comprises a Pilot Application that should solve some technical, economic and organisational problems. The pilot phase will implement the base system and will overlay "wagon intelligence" in order to realise a complete INTELFRET pilot system. The pilot operation will offer solution of technical problems such as: estimation of the reliability, availability and maintainability factors of the INTELFRET components and sub-systems in real operational framework conclusion on the technical variants that are best corresponding to the operational constraints in real conditions (example: wired or radio-communication for the train internal communication sub-system, central, local or mixed power supply for wagons, etc.). It should be mentioned that such conclusion would refer to a current technologic status and that some options might be re-considered in a next future.
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inter-connection of the train internal and train external information systems in order to enable that information provided and addressed to the INTELFRET is fully compatible with and accessible to/from the operational information systems. It would be also requested that pilot operation should create the framework for validation of economic analysis tools that are now proposed only from theoretic considerations. These tools might consider the operation costs and the maintenance costs of the specific INTELFRET technologies. By its nature (project study) the INTELFRET project could not offer a more exact approach to such items. The operation & organisation of the rail freight products and services should also be more exactly defined by a pilot application & operation phase. The analysis made by the specialists of DB and of SNCF suggests that here problems should need solutions in two areas: operation scenario block train operation scenario individual freight wagon The organisation and operation of terminals and marshalling yards that maximises the benefits and the quality of INTELFRET should be also determined. The second phase creates the commercial operation of the INTELFRET base sistem and offers the transition to extension of the system in two major directions: extension of the base system for long, heavy and rapid block trains extension of the "intelligent" fitting of wagons and implementation of automation of coupling loading and unloading systems that enable an impressive increase of productivity and quality of the "individual wagon" operation technology. use of the TCS - technologies (Train Coupling and Sharing) enabling combination of operational technologies "block train" and "individual wagon". The third phase focuses on commercial operation and extension of the INTELFRET technologies with the opportunity of creation of new transport products and services. This three phase implementation strategy is presented in the figure below.
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Integration inpilot application –realisation ofINTELFRETtrain
Detailed designof theINTELFRETbase system
Carry out pilotoperation of thebase system
Conclusion on the pilot operation of the INTELFRET base system:Cost / benefit structure; detailed economic analysis; detailed CBA; production conceptOptimisation of operational framework; adaptation of operation concepts
PHASE ONE:Pilot Application
COMMERCIAL OPERATION OFTHE BASE SYSTEM :
BLOCK TRAINSHEAVY, LONG, LONG DISTANCE
Preparation of External Information System:Freight Information ServicesAcquisition and Evaluation of InformationAdvanced Freight Management Systems
Wagon & Cargo Monitoring:Automation, MonitoringWagon diagnosisTracing & Tracking
COMMERCIAL OPERATION OF THE INTELFRET EXTENDED SYSTEM:INDIVIDUAL WAGON TECHNOLOGYBLOCK TRAIN TECHNOLOGYIMPROVED & EXTENDED INFORMATION; ADVANCED FREIGHTMANAGEMENT
AUTOMATICCOUPLING
COMMERCIAL OPERATION OF THE FULL SYSTEMAPPLICATION OF FULL RANGE OF REIGHT TRANSPORT TECHNOLOGIES
ACHIEVEMENT OF FULL RANGE BENEFITSEXTENSION OF THE SYSTEM
PHASETWO:Transitionto extendedsystem
PHASETHREE:Full operation
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66..1100 AAsssseessssmmeenntt ooff bbeenneeffiittss ooff tthhee IINNTTEELLFFRREETT ssyysstteemm.. RReeccoommmmeennddaattiioonnss ffoorr iimmpplleemmeennttaattiioonn
The Base System of an INTELFRET train should include the train communication system, a solution for the energy supply of the wagons and as the primary application the electronic controlled brake. These three systems represent, from our point of view, really the necessary base to introduce INTELFRET technologies into freight traffic.
Communication and electrical energy are the base for the realisation of any kind of distributed electronic systems. Therefore, these two systems must be part of the INTELFRET Base System. For the communication system and the energy supply, two principle possibilities could be thought about: a radio communication system combined with a wagon stand alone energy concept and on the other hand a wire based communication system, using a centralised power supply. Both solutions do have pros and cons, as shown in the deliverables and a decision could only be made on the basis of practical tests. The main application to define the conditions for the layout for the communication and energy system is the electronic controlled brake. This electronically controlled brake system has to be built in such a way, that the operation of an INTELFRET train, with a length up to 2 250 m, leads to the same or even better safety conditions compared to UIC pneumatically braked trains operated today. This means that such a train can be operated without additional risks coming from the longitudinal dynamics of the long train. Therefore, an INTELFRET train – with 2 250 m as agreed in the deliverables – must also have the electronically controlled brake. From a technical point of view it is highly recommended to develop this base system in a first step, to show all the positive impact of the system and to demonstrate that a safe and reliable operation of such a train is possible on the base of an electronic controlled brake. It is very important to mention that for economical reasons the so-called base system offers from the very beginning all possibilities to introduce these additional functions in an easy and complementary way. This means that the system has to be “open” for all mentioned further applications. Based on these first steps and functions, additional functions like the multiple traction, diagnostics and cargo-monitoring functions (on the base of an vehicle bus) and the automatic coupling and (uncoupling) function could be introduced, depending on the costs and benefits of the different level of equipment. The following four tables give an overview on the positive impacts of the single INTELFRET function. These impacts could be a basis to estimate benefits and could be the background for economical considerations to the system in the different cargo companies.
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Base System Train communication system Energy system Electronic controlled brake for 2 250 m trains
Train inauguration Serialisation and orientation Electronic Brake Electronic brake test Brake effort calculation Train integrity check
Benefits Scenario “single wagon” Scenario “block train”
List of wagons Train composition can be built automatically (? less errors in wagon list ~for shunting relevant) Time- saving ~ t.b.d. Interface to external IT possible
Communication of “global” signals (speed, length)
Other systems could use this information and would become less expensive (? synergies) Train integrity
Brake test Saving time during train composition (? 20 min?) (value for average length, only brake tests) Brake supervision during train operation possible (? increase safety?) Reduce human failures
Brake test not so often, so less time savings)
“Bremszettel” Brake document
Brake document can be built in an electronic way (? saving time (5 min?), saving resources, less errors, increase safety) It is possible to consider real data (e.g. weight) to calculate brake performance (? optimised operating conditions)
s.l.
Electronic brake Basis for operation longer trains (? saving tracks) Basis for operating trains as faster (? more trains on the same track?) Basis for operating the trains
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“smoother” (? less damage, less ware) Possibility to allow special brake functions like ABS (Gleitschutz) (? weniger Flachstellen? optimale Ausnutzung des Haftbeiwertes?)
Basis for new brake concepts (? open for future systems)
ZVS (ETCS) It will be possible to use information about train integrity as alternative to infrastructure based train integrity checks (? saving infrastructure costs?)
s.l.
Base System (2 250 m) + multiple traction
Train communication system Electronic controlled brake Multiple traction
Train inauguration Serialisation and orientation Electronic Brake Electronic brake test Brake effort calculation Train integrity check
Benefits Scenario “single wagon” Scenario “block train”
TCS becomes possible Saving tracks and drivers by building TCS-trains (? less personal and less track costs)
Longer trains become possible
“Oberstromproblem” lösbar
Heavier trains become possible
Lastgrenzen (Traktion) lösbar
Base System (2 250 m) + multiple traction + automatic coupling (uncoupling)
Train communication system Electronic controlled brake
Train inauguration Serialisation and orientation Electronic Brake Electronic brake test Brake effort calculation Train integrity check
Benefits Scenario “single wagon” Scenario “block train”
Time gains in shunting operations
One man operation for s.l.
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train configuration and splitting Base System (2 250 m) + diagnosis and cargo monitoring
Train communication system Electronic controlled brake
Train inauguration Serialisation and orientation Electronic Brake Electronic brake test Brake effort calculation Train integrity check
Benefits Scenario “single wagon” Scenario “block train”
Maintenance depends on real data and failures Ware and event-based, not time-based
Online-diagnosis of each wagon Wagon specific distance/speed (Laufleistung) data Early recognition of faults (? increase safety, increase availability due to optimised maintenance)
s.l. (Wagon specific data are for fixed trains not so relevant)
Supervise cargo parameters
Tracking and tracing of wagons (do not equip every wagon, only locomotive ? saving costs) Supervise transport (? customer)
(for fixed trains not so relevant, locomotive has to be equipped at all)
Interface to Cargo IT will be possible
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77 CCoonncclluussiioonn
77..11 TThhee pprroojjeecctt rreeaacchheedd iittss iimmmmeeddiiaattee oobbjjeeccttiivveess.. • The elaboration of INTELFRET system concept, functions and architecture, • Functional requirements for sub-systems and system components,
• Analysis and assessment of technical and economic feasibility,
• Recommendations for use of technology in the organisational framework aiming at supporting the free access to infrastructure and the improved management of freight transports on rail.
• Recommendations for consistent validation of technical solutions, economic use and standardisation by means of pilot application and of demonstration of overlaid monitoring, diagnosis, automation and information systems.
77..22 TThhee rreeaalliissaattiioonn ooff tthhee wwhhoollee rraannggee ooff IINNTTEELLFFRREETT ffuunnccttiioonnss is based on co-operation of the central (master locomotive) intelligence with the distributed data acquisition and processing (wagon and slave locomotive sub-systems) within the INTELFRET conception on open architecture The system is also open for implementation of other functions, subject of their operational relevance. The central vital functions (braking control and train integrity monitoring) have been checked for their capacity to be interfaced with the ERTMS Kernel.
77..33 TThhee kkeeyy ffaacciilliittyy tthhaatt sseerrvveess tthhee ccoo--ooppeerraattiioonn ooff tthhee IINNTTEELLFFRREETT ssuubb--ssyysstteemmss
and components is the train internal communication system. A range of current technologies capable to meet the train-internal communication FRS (Functional Requirements Specification) are analysed and inventoried. The final choice of the technology will need practical and operational tests. The study revealed that a choice has to be decided by means of such practical tests between a radio-supported and a wired-supported physical train-internal communication layer. Both layers have their advantages and constraints.
77..44 TThhee BBAASSEE IINNTTEELLFFRREETT SSYYSSTTEEMM is formed by a core bunch of sub-systems and components.They are: • the train-internal communication sub-system • the master-locomotive central "intelligent" subsystem • the wagon internal communication and data processing sub-system • the wagon power-supply
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• the inter-vehicle coupling of data-transmission signals and, depending on the constructive variants, the coupling of central power supply circuit.
The BASE INTELFRET system should directly enable the realisation of functions: • automatic train inauguration and train identity configuration • automatic brake test, brake percentage computation, electronic brake control,
brake monitoring and brake actuation during trip • train integrity check and train integrity monitoring (automatic train-end
surveillance) during trip • traction control of slave traction units inserted in the INTELFRET train.
77..55 TThhee bbaassee ffuunnccttiioonnss correspond to the highest ranked improvements that the INTELFRET concept is asked to bring to the freight transport on rails. These improvements are: • important shortage of time for train formation, train check and train composition
detection before trip • freight train dynamics during trip (increase of speed when preserving average
braking distance, capability to run longer and heavier trains) • safety • information quality on train composition • flexibility in train formation. The listed improvements have also the greatest impact on the rail freight market penetration, on shortage of costs and increase of productivity.
77..66 TThhee oovveerrllaaiidd IINNTTEELLFFRREETT ffuunnccttiioonnss could be accommodated on the BASE SYSTEM, given the open access interfaces and gateway access conception, both on wagon INTELFRET architecture and on train-external communication conception. The overlaid information, automation, diagnosis and cargo monitoring functions can be implemented fully, or partially, one-by-one or in combinations, depending on the operational needs, the market relevance and the customer-tailored transport associated service products. Referring to the automation, information, diagnosis and cargo monitoring functions, some constraints revealed in the project study relate to: • possible limitation of information flux on the train-internal communication level,
taking into account that cargo monitoring and information functions are not on the priority of the communication sequences. Some solutions to this eventual problem have been analysed. They are based on the capacity of the wagon data-processing system to essentially contribute to de-congestion of the central communication
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system, by means of local (wagon) processing & decision support and intermediate storage of data.
• capacity of existing (and emerging) freight rail transport operational information
systems to directly integrate the information provided by the INTELFRET trains. • It should be remembered that the external information systems were beyond the
objectives of this study. Nevertheless, in order to obtain maximum efficiency from the extended information capacity of INTELFRET, the problem of external information systems has to be addressed and correspondingly solved.
77..77 PPiilloott iimmpplleemmeennttaattiioonn will follow as a consequence of successful end of the project study. This pilot application has the objectives: • to realise by means of research, detailed design and prototype production, the
INTELFRET operational train • to realise the relevant tests and operational sequences that would enable pertinent
conclusion on the viable technologies to be applied and on the operational specific aspects that enable maximisation of use and effects
• to provide the adequate practical analysis tools that might be used for justification of large scale implementation steps.
Accordingly the Railways and the Industries participating to INTELFRET decided to start with priority the implementation of the INTELFRET base system within the industry-railways project FEBIS It has been also proposed to the EU the R & D project INTELFRET2 in order to put the basis of extended information facilities enabling the full use and implementation of the INTELFRET overlaid system. The proposal will fit to the 5th R&D Community Framework Programme, in the second Call for Proposals.
77..88 IImmppoorrttaanntt ddiirreecctt eeffffeeccttss when operating the INTELFRET trains have been revealed by the economic analysis. The analysis considered that the increase in cost of the INTELFRET wagons and locomotives represent an average of ~10% of the existing classical rolling stock cost. This cost has been communicated by the industries participating to INTELFRET, like pre-competitive cost. It was beyond of the project's study to evaluate the maintenance & life-cycle cost. A qualitative estimation could only assess that the expected increase of maintenance costs due to the higher equipment complexity could be compensated by the automatic diagnosis and monitoring information that would sensible rationalise the maintenance demands.
77..99 MMaajjoorr aarreeaass ooff bbeenneeffiittss have been confirmed by the the economic analysis. These are:
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• sensible improvement of productivity of material and of staff • shortage of throughput time for the freight trains, hence increased end-to-end
transport speed • increase of the transport quality in terms of reliability, flexibility, information. The qualitative analysis of impact on the current freight transport technologies showed that INTELFRET marks benefits both in the "block train" technology and in the "individual wagon" technology. The implementation flexibility of the INTELFRET functions, starting with the BASE system enable to satisfy in a maximised relation the requirements that are different and, to some respect, contradictory in the two technologies. Like example, the automatic couple will mostly correspond to individual wagon and to TCS (train Coupling and Sharing) operation technologies. The individual wagon operation will most probable require the full wagon automation, information and cargo monitoring system.
77..1100 RReeccoommmmeennddaattiioonnss ffoorr aa ""pphhaasseedd"" iimmpplleemmeennttaattiioonn ssttrraatteeggyy were derived from ranking of effects and of priorities justified by the impact on the market. Correspondingly, three phase implementation process would be supported by the conclusion of this study:
1.The first phase comprises the pilot application and experimental operation (small scale application) of the INTELFRET conception. This first phase would have the mission to provide practical responses on some technical (ex. type of the physical link for train internal communication system) organisation (ex. co-operation with the information systems for freight, adaptation of operational rules) and economic (costs, benefits, life-cycle considerations) problems The first phase will create with priority the INTELFRET BASE system and will use a range of extended functions for soundly responding to practical technical and operational questions. 2.The second phase will extend the use of the INTELFRET BASE system and will step-by step create the customer-tailored extended INTELFRET products when implementing the automation, information, diagnosis and monitoring functions. This second phase would mainly respond to the problems of extended information systems, improvement of organisation aspects and creation of new transport and transport associated products (transport related information products).
3.The third phase corresponds to the full commercial operation of the full INTELFRET system.
The three implementation phases could not be framed in specific time - intervals. The inter-penetration of phases is also obvious. It is today a certitude that the major rail freight operators in Europe and the involved industries are decided to start the INTELFRET implementation no later than the year 2000.
