Integration Course for Gr B officers (Tele to

Sig)
(INSS1/0038 June 09 to Sep 0))
IRISET/SC
• The contract of “Survey, Design, Supply, Installation and
Commissioning of Car-Borne Equipment(for EMUs/MEMUs)
and Line side equipment for Auxiliary Warning System
(AWS)/Train Protection Warning System(TPWS) in Madras
Beach/Mardas Central(MSB/MMC) – Gummidipindi
(GPD)Section on Southern Railway was awarded to M/s.US&S,
Bangalore for an amount of Rs.46,77,38,876.00 and the LOA
was signed on 25-02-2005.
Sl.no Item Qty
•
1 Section length 48 Km
2 No of stations covered 17 Stns
2 Number of signals to be interfaced 150
3 Number of LEU’s 108
4 Number of Balises 317
5 Number of EMU /MEMU cabs wired 82
6 Number of On board equipments for training 2
institutes(IRISET /Carshed-Avadi)
No Stations
1 Gummidipundi
2 Kavaraipettai
3 Ponneri
4 Anupampattu
5 Minjur
6 Nandiambakkam H
7 Attipattu
8 Attipattu Pudhunagar
9 Ennore
10 Kathivakkam
11 Wimco Nagar
12 Tiruvottiyur
13 V.O.C. Nagar
14 Tondiarpet
15 Korrukkupet
16 Basin Bridge
17 Chennai Central
• 1) CSTE/MAS witnessed the trials on 25-05-2006
• 2) AM/ Signal witnessed the trials on 30- 07-2006
• 3) RDSO officials witnessed the loaded trials on 11-08-2007.
• 4) CRS application submitted on 16-08-2007
• 5) CRS/SBC inspected TPWS trials on 17-10- 2007.
• 6) CRS sanction received on 22-01-2008.

• 7) GM/S.Rly inspected the trials 30-04- 2008.

• 8) Commissioned by MOSR on 02-05-2008.

• The TPWS Project on Southern Railway is implementation of
ERTMS/ETCS (European Rail Traffic Management System) /
European Train Control system Application Level-1 from CHENNAI
CENTRAL to GUMMUDIPOONDI stations of MADRAS division.
The project includes installation of 82 On Boards on motor coaches
& two On-boards at IRISET for training purposes. The trackside
works include installation and wiring of LEUs and the interfacing
with signal aspects and linking them to the balises installed on the
track. ERTMS/ETCS has been classified into application level, in
short, level 0, 1, 2 & 3 – depending on the way the information is
transmitted from track to On Board
Aids the motorman of EMU / MEMU by various information as under
on the panel of Driver Machine Interface fixed in front of him.

•Permitted speed and Actual speed

•Target distance and Target speed

•Modes of operation (Unfitted, Full supervision, Staff responsible etc.)

•Over speed indication by visible/audible warning in two stages.

•Service and Emergency brake indication

•Facility to operate train under special conditions as per Railway rules

• Allows safe movement of trains under its supervision

• Automatic Train Protection and prevent collision

• Assures higher level of safety during train operation

• Facility to run the train at maximum permitted speed by

providing the indication to the driver 500 M in
advance of signal and higher average speed of train

• Facilitates normal operation of train in dense foggy condition

where visibility is near zero
 TPWS System

Track Side Sub System On Board Sub System

1. OBC -
2. BTM
1, LEUs (Line side Electronic Unit) 3. Antenna
2. Balises 4. SDMI
3.Connecting cables. 5. Wheel Sensor
6. Brake interface relays
& solenoid valves
» processor module, having 2 out of 2 architecture,

» one PIND board - used for the input over voltage and
surge protection

» one PFSK board - used for output over voltage /surge

protection.
» The signal aspects are interfaced to LEUs using one
Front Contact (FC) of ECR/ECPRs of each aspect.
» In one LEU module, 10 FC of ECR can be wired as
input & to each LEU four separate balises can be
connected as output.
» The LEU module works on 48V DC, which is
supplied by a 110v AC/48v DC converter.

» 110v AC/24v DC converter supplies the 24v DC

required for ECR front contact sensing. 110v AC
is extended from signal supply available in the
signal location.

» A set of telegrams is stored in LEUs, which are

communicated to the OBC (On Board Computer)
through balise depending upon the aspect of the
signals.

» All the informations are passed from trackside to

the On board in form of telegram. There are a
total of 38 packets for track to train transmission.
BALISE (cont..)

•Balise is composed of two loops (one for transmission &

another for reception) along with other circuitry.

•The entire assembly is hermitically sealed. Balises are fixed

on the sleeper through which all the trackside information
(telegrams stored in LEU) are transmitted to OBC using
magnetic transponder technology.

•In this technology, the balise becomes active due to the

magnetic waves (at 27 MHz) received from the on board
antenna fitted at the bottom of the cab. Once active, it
transmits the necessary telegram to On Board through Air gap
using FSK modulation with 4.234 MHz centre frequency &
deviation of 282.24 KHz.
BALISE (cont..)

• The balises connected to the signals & placed at the foot of the
signal are called switchable balises.

• For the main line, additional balises are placed usually at 500 m
in rear of the signals ,these balises are called infill balises,
which are provided to transmit the information regarding
change of aspect in advance there by increasing the line
capacity.

• There are some balises, which are not connected to the

signals. These balises are called fixed balises.
 BALISE (cont..)
• Telegrams are normally stored in LEU. One Telegram is stored
in balise also, which is called the default balise telegram, which
will be transmitted to on-board in case LEU output is not
reaching the balise (due to defective LEU or cable cut between
LEU to balise).

• The default balise telegram will result in train coming to a stop.

All the balises are linked using packet No.5 (Linking information)
in which the Id of the next balise & the distance to that balise is
fed.

• This linking information helps in odometric correction & in

finding out missing balises. In case of missing switchable balise
“SB” (Service Brakes) will be applied. In case of missing infill
balise there will be no action.
ON BOARD COMPUTER FUNCTION

•Processing track messages

for Braking management /Display and controls with driver

•Odometry(Speed sensing)
for Speed and position control

Record data
•

1. OBC - On Board Computer

2. BTM - Balise Transmission module

3. Antenna

4. SDMI - Simplified Driver Machine Interface

5. Wheel Sensor

6. Brake interface relays & solenoid valves

•OBC is based on 2-out of-2 architecture.
•OBC is composed of 8-types of boards/cards
•Out of which 3- cards i.e. CCTE; ACSDV & CODOUH cards
are duplicated to achieve 2-out of-2 architecture.
•One I/O board called in short MTORE,
•2-nos of processor cards called the CCTE board,
•2-nos of wheel sensor interface & processing cards (CODOUH )
•2-nos of power supply board called ACSDV board,
•One memory card for storing the configuration details (CBOP board),
•One memory board for storing train data called CBAT card,
•One card having a set of relays called COR6U board &
• ON BOARD COMPUTER (OBC) contn.

•One memory board for storing train data (CBAT card),

•One card having a set of relays (COR6U board) &
•One safe output board (CIMRE board)for generating the
vital output i.e. the brake command outputs.

•All the above cards are wired in a rack.

•The input to ACSDV card is 24VDC. Each ACSDV card is fed

through one 110Vdc to 24Vdc dc-dc converter.

•Hence for each OBC we require 2 nos of 110VDC to 24VDC

dc-dc converters.
• BTM (Balise Transmission Module)

Function:
Interface between OBC and Antenna
Generates 27 MHZ to energise the Balise.

Hardware architecture:

ALBT: Power supply

BTMU: Reception and Processing unit
BCON: Connection and watchdog module
TX: 27 Mhz frequency Amplifier.

BTM generates 27MHz signal for transmission through

antenna. It also decodes the messages received from trackside
through antenna & sends it to OBC. OBC takes the input from BTM
& speed sensor, analyses the data & generates signals for
application of Service Brake / Emergency Brake depending the
requirement
Antenna fitted at the bottom of the cab,

Function:
Transmit 27Mhz to power up the Balise
Receives telegram from the Balise.

Hardware architecture:

TXAN: Balise radiation module

DTAN: Receiving module
CNAN: Cable connection module.
 •

Brake interface relays

Function:

Service brake interfaces and emergency brake

interfaces

Architecture:

Relay, F470 type of LEACH /France make

Coil voltage 110V DC & Contact 4 NO/NC

 •Emergency brake solenoid valve

•MR feed cut-off solenoid valve

Coil voltage 110V DC

Power 6 watts

Both valves are

normally open
FUNCTION

•Speed estimation
•Calculate the distance travelled
•Direction of movement
•Slip and slide detection thereby correct evaluation
of distance travelled

The wheel sensor used for the system is supplied by

M/s Medha systems, Hyderabad. The existing wheel sensor used in
Railways is also of the same make. For the TPWS requirement,
suitable modifications have been carried out by adding one more
additional output to the existing wheel sensor. This is done to obtain
the directional information from the wheel sensor
 Electrical isolation is achieved by turning the Isolation rotary
switch to isolate TPWS from Brake interface incase of TPWS failure
to move the train with OBC switched off.

In this position the circuit between the EB safety relay &

solenoid is cut off. This switch also cuts off the supply between SB
safety relay and holding & application relay. Through a set of
contacts of rotary isolation switch traction supply is made
permanently through & 110Vdc is directly extended to BP solenoid
to keep it energized. In case failure of solenoids, pneumatic
isolation can be achieved using cocks
 • Dynamic speed profile

Speed

EBI

5 Kmph
SBI
5 Kmph

5 Kmph MRSP
Start of BCA
5 Kmph

Permitted speed

Speed restriction Maximum speed

Danger point

Distance

EOA
THANK YOU