Components Train Conformity Check System (TCCS ) Generic Product Catalog

Transcription

1 Components Train Conformity Check System (TCCS ) Generic Product Catalog

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3 Table of Contents Introduction 4 Main Features 4 TCCS TM System Composition 5 TCCS TM System Operating Mode 6 Functions 7 Composition and Displacement 7 Rolling Stock Profile Acquisition and Analysis 8 Rolling Stock Thermographic Acquisition and Analysis 10 Self-diagnosis, self-checks and filters 12 High-resolution Image Acquisition 13 Tag Reader RFID (Radio Frequency IDentification) 14 Interfacing with the Train Control Systems 14 Laser Scanner 25 Thermographic sensor 27 Visible Camera (VIS) 30 Spider 3 Camera 31 Infra-red Lighting System (LIR-S) (VIS) 32 Maintainability and Maintenance Operator Safety 15 Software 16 Operator Interface (HMI) 17 HMI Panel 17 Transit alarm management 18 Composition and train list management 18 Configuration management 18 Image displaying 18 Undercarriage Temperature Analysis System 20 Wheel sensor 22 Wheel Sensor Processing Board 24

4 Generic Product Catalog Introduction TCCS (Train Conformity Check System) automatically detects irregular conditions that affect rolling stock in transit. Main Features TCCS system analyses the data acquired from its subsystems to detect possible defects and hazardous conditions such as: violation of three-dimensional profile limits; overheating of rolling stock components; fire on board; suspension and failure of critical components under supervision by the TCCS system. TCCS system implements the detection functions on the trains in transit over the Measure Zone the acquisition and monitoring devices, on both tracks and in both directions are installed. TCCS can however be configured for partial operation (unidirectional/bidirectional). TCCS will communicate any abnormal condition to the Operators in the Control Centre, thus allowing them to adopt immediate mitigation measures. TCCS can also be interfaced with the signalling system to automatically protect the train and other infrastructure from damages. Measure Zone 3D Laser Scanner (bottom) Thermographic Scan Subsystem (bottom) Column visible via cameras and illuminators Thermographic Scan Subsystem (top) 3D Laser Scanner (top) Track Sensors Announcement Sensors Rack Bottom Rack Top Announcement Sensors Same acquisition system on both track sides Measure Zone 4 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

5 Train Conformity Check System (TCCS TM ) TCCS TM System Composition TCCS system components are positioned as follows: Measure Zone, located along the tracks, fitted with: mechanical supporting structures, placed at both sides of the double track line for a length of about 20 metres; all sensors and relevant signal conditioning and control electronics, partly anchored to tracks and partly supported by proper structures located at runway sides; power supply distribution devices. The Measure Zone, depending on the characteristics of the installation site, can be protected by a suitable cover for suppressing the reflections of sun s rays on the trains in transit, which could cause false alarms during thermographic analysis. Announcement Zones, located along the tracks, fitted with: System activation sensor, located at few hundred metres on both tracks and in both directions. Shelter, located at the Measure Zone, which houses: processing devices; communication and interface devices; power supply system. Control Centre (CC), located in the adjacent station, which houses: database and control system; Operator workstations. The TCCS TM System can integrate the subsystems below: Tracking subsystem: it performs the Composition and Displacement function; 3D Laser Scan subsystem: it performs the Rolling Stock Profile Acquisition and Analysis function; Thermographic Scan subsystem: it performs the Rolling Stock Thermographic Acquisition and Analysis function; High Resolution Imaging subsystem: it performs the High-Resolution Image Acquisition function; Radio Frequency IDentification (RFID): it identifies the vehicles equipped with tags. TCCS System Layout Operators (Traffic and Maintenance) Long protected tunnel Control Centre (CC) Shelter Measure Zone Announcement Zone Station at which the train can stop, if required 5

6 Generic Product Catalog TCCS TM System Operating Mode The System Operating Cycle follows the transit of a train, in particular it presents the states listed below: Waiting for the train: system state when no train is in transit, the system is set in stand-by mode, optical sensors are inactive, acquisition from remote announcement sensors is active. Train announced: when the train transits over the remote announcement sensors, the system activates the sensors and sets up to acquire data. Train in transit: when the train transits in the Measure Zone, the synchronism unit provides the signals to assign a reference time value to all data acquired by sensors. The system starts the acquisition and processing procedure during the transit of the first axles of the train and complete it soon after the train transit, in due time for communicating alarms (if any). Transited train: the system closes the acquisition procedure and completes the alarm and image processing procedure. The operating cycle goes back to the state waiting for the train. The TCCS System carries out the processing operations as mentioned below: identifies the train univocally by means of: time/ date, track and direction of transit. Moreover, the System may associate the transit with the number (if any) of the train entered by the Operator or received from the Traffic Management system; identifies and classifies the vehicles according to standard types; generates alarms (if any) in case anomalous situations are detected, comparing the values obtained from the sensor measurements with the corresponding threshold values associated with the vehicle classification. Both the geometrical measurements and the thermal measurements corresponding to the train body or a visible load, the coordinates corresponding to the measured data are converted into a system of coordinates referring to the tracks, in order to compare the same, by means of subsequent processing operations, with the threshold values established for generating the alarms. In general, several threshold values are configured for the various alarms, e.g. Alert; Alarms; stores and sends to the Control Centre all the alarms generated by the TCCS System s processing operations. These alarms are available in the Control Centre terminal in a Web interface; furthermore, the transit data and the thermographic images, as well as the gauge images and the highresolution image, are available, at the Operator Interface, for all trains transited; the acquired data, the alarms and the significant processing results are stored into a disk where they are available for reference by the Operators; the Operators are allowed to access the stored data both through the Control Centre workstation and the maintenance console located in the Shelter and from any one Web workstation enabled to access the TCCS System. 6 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

7 Train Conformity Check System (TCCS TM ) Functions Below are the main functions performed by the TCCS TM System: Composition and Displacement; Rolling Stock Profile Acquisition and Analysis; Rolling Stock Acquisition and Thermographic Analysis; High-Resolution Image Acquisition; Managing the alarms and diagnostics originated from external systems and/or generated by the TCCS System; Interfacing with the Traffic Command and Control Systems; Operator Interface through Web workstations; Image and transit data storing. Composition and Displacement This function detects the train approach to the Measure Zone by means of the Transit Announcement Sensors placed along the line installed at a distance from the Measure Zone to activate the sensors acquisition functions (i.e. train geometry and gauge measurements, thermographic measurements and high-resolution images) before the train starts occupying the Measure Zone. In particular, by acquiring the signals from the wheel sensors, the System detects the rolling stock axles that will run across the Measure Zone and will determine, the direction of running as well as the train motion s progress in the course of time and the geometry for the entire train. The subsystem operation is based on inductive Wheel Sensors fitted onto the track. The wheel sensing sub-system ensures the following: activation / deactivation of other subsystems; train detection and measurement of approach speed; train number and transit time assignment; calculation of train direction, train speed, axle count, axle spatial distribution and train composition; system synchronization, measurement of axles distances and rolling stock kinematical tracking. The TCCS System features a Rolling Stock Database where the physical characteristics (i.e. axle distances and physical dimensions) of all types vehicles (both the known ones and the recognizable ones) running across the Measure Zone of the concerned line are stored. The Composition and Displacement (CD) function compares the vehicle axle distances with the ones available in the TCCS System s Rolling Stock Database and also allows to: divide the train into individual vehicles; assign each train axle to the vehicle to which it belongs; identify the bogies (if available) and assign them to the vehicle to which they belong and, also, associate them to the corresponding axles; assign to each vehicle a type from the Rolling Stock Database. The function will fully process any train movement, by determining its composition in less than 15 seconds after the transit is over. In addition to the classification into types, the system also assign a vehicle class (to which the alarm generation rules are associated) to every single rolling stock unit. In the event that a vehicles run across, which are not found in the types known to the Rolling Stock Database, the TCCS system in any case assign a vehicle class to such a vehicle, which allows the latter to be correctly processed in accordance with the general rules. 7

8 Generic Product Catalog Rolling Stock Profile Acquisition and Analysis The TCCS System detects the Rolling Stock Gauge by means of Laser Scanners. To identify any excessive Rolling Stock Profile, the TCCS System: uses the position and displacement information out of the Composition and Displacement function so as to re-proportionate the image and, therefore, compensate for the speed changes (if any) occurred during the acquisition, thus obtaining a proportionate image of the train in transit and therefore the vehicles that constitute the train; uses the information about the splitting-up into vehicles, produced by the Composition and Displacement function according to the segmentation calculation to isolate the image portion corresponding to every vehicle; segment the final image so as to include the entire train; use the information about the type of each vehicle to apply the specific analysis criteria. For each type of vehicle it is possible to define the alarm criteria and the threshold values to be applied; compare the positions of the detected points with the corresponding Maximum Loading Gauges. The definition for the Maximum Loading Gauges follows the rules below: the Gauges shall be defined on a plane perpendicular to the track in terms of distances from the axle based on the height on the upper surface of the rail; they generally depend on the distance of the profiles, i.e. of the corresponding point detected with respect to the axles of the train along the direction of running. The TCCS System uses two thresholds that can be configured, which correspond to two alarm levels, respectively, i.e. alert: the signal is notified only to the Operator; alarm: the alarm will be notified to the Operator and will also be sent automatically to the traffic management system, in order for appropriate measures to be taken. The System with the information of the type of vehicle and the acquired 3D profile can, apply the limit profiles and the alarm generation rules specific to the concerned type of vehicle. This makes it possible to properly manage the different cases and exceptions, for instance: the instances of vehicles that, when running as a departure from the established gauge limits, might otherwise generate improper alarms; the instances of vehicles that, due to their own construction features, generate frequent alarms (i.e.: passenger trains with curtains fluttering) which despite being out of gauge as a matter of fact, not requires the alarm generation since they are normally not considered to be a hazard source. The System knows the positions of the axles and of the intermediate bogie pins referring to the acquired 3D profile. This information allows to manage the gauge reduction prescriptions to be applied to the wagon sections included between the bogies and beyond the bogies. The acquisition technique by means of Laser Scanners allows to deal with the explicit quite often found at the possible installation sites: the two tracks are generally not co-planar to each other (i.e. two different upper surfaces of the rail are found); the upper surfaces of the rails for both tracks are, as a rule, not perfectly vertical or parallel, either. Please also consider that, owing to the continuous stress caused by the running trains, the track will exhibit some subsidence that will, in the course of time, modify the track dimensions and slope relative to the horizontal axis. The TCCS System compares the acquired 3D gauges with the reference Maximum Loading Gauges and generates an alarm due to excessive rolling stock (or load) profile when the application of the filtering criteria exceeds the threshold values (preset and able to be configured) according to the filtering standard. 8 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

9 Train Conformity Check System (TCCS TM ) The search for gauge excess is based on the application of gauges fully integral to the track, to be compared with the acquired rolling stock profile. Therefore, the System shall know the exact position of the track; otherwise, it would apply gauges wrongly positioned relative to the track itself and, therefore, relative to the train s actual gauge (i.e. too high, too low or rotated), thus generating false alarms and/or no alarm at all. The TCCS System is capable of acquiring, during the configuration, the exact position of the track and so can consider this position in the gauge analysis. When regular preventive maintenance operations are carried out, the displacements, if any (e.g. subsidence, sloping), can be automatically detected by the scanners themselves to a very high degree of accuracy, thus allowing the System to be easily calibrated again, by modifying the parameters and without taking any action as regards the physical sensor pointing. Please consider that in a system based on a different technology (e.g. the ray barriers that trace the gauge envelope), the same operation might require mechanical adjustments on the geometrical positions of the individual detecting devices (this operation would require highly skilled personnel and would interfere with the running trains). The proper functionality and the accurate measurements are guaranteed by the following: Self-diagnosis: each scanner generates, upon each single acquisition cycle, a set of diagnostic data obtained by means of internal sensors (i.e. internal temperature, laser temperature, laser status, polygon motion status, correct rotation speed, block actuation, Firmware anomalies, etc.). These data are monitored by the TCCS System in order to ensure the correct operation of the sensors; Self-calibration: each scanner implements an internal self-calibration device (measurement offset check and correction) that is activated upon each scan and that compensates for slight accuracy deviations and, also, detects the measuring system malfunctions; Filter: the scanners feature a software filter that eliminates the acquisition of the individual points generated by punctual peculiarities of the target, which might, following the acquisition parameter self-check, turn out to be characterised by measurement uncertainty (and which might, in particular, generate false alarms); Analysis: the TCCS System carries out, on the gauge image acquired for each train, a check for consistency, in terms of availability of an adequate number of acquired points. Top rail level up-track Top rail level down-track 9

10 Generic Product Catalog Rolling Stock Thermographic Acquisition and Analysis The TCCS System is able to detect the areas featuring anomalous temperatures on the surfaces of the rolling stock and of their loads, by making use of Linear Infrared Thermographs. To identify the areas featuring anomalous temperatures, if any, the thermographic system carries out the operations below: acquires the vertical measuring scans and place them side by side, in order to obtain a thermographic image of the running train; uses the position and displacement information originating from the appropriate function to reproportionate the image, so as to compensate for the oversampling and the speed changes (if any) occurred during the acquisitions and, therefore, obtain a proportionate thermal image of the train in transit (and, thus, of the individual vehicles that make up the same); uses the information about the splitting-up into vehicles, produced by the Composition and Displacement function according to the segmentation calculation results to isolate the image portion corresponding to every vehicle; identifies, within the final image, the reference lines (i.e. the vehicle head and tail, the axle positions, etc.) needed to the zone-specific thermographic analysis system; uses the information about the type of each vehicle to select the reference map that will make it possible to apply different alarm thresholds according to the vehicle areas. This information is contained in the Rolling Stock Database which defines, for each type of vehicle, the thermographic zones (geometrical areas) as well as the temperature threshold values to be applied to them; compares the temperatures measured by the Infrared Linear Scanner (IRS) at each point of the vehicle surface with the ones relative to the alarm thresholds defined for each zone that represent the alarm map for the concerned type of vehicle; releases alarms (classified according to the zone and the intensity) in case the alarm thresholds defined in the reference map for the individual construction types are exceeded by the values measured by the thermographs. The TCCS System makes use of a preset threshold value able to be configured, which corresponds to the alarm level. The analysis of the thermometric image acquired by the infrared sensor is made by verifying configurable rules aimed at distinguishing the thermally significant (and, yet, not anomalous) operating conditions (i.e. false alarms) from the real alarm conditions. These rules may be either hierarchical or variously associated with specific classes or types of vehicles. The thermographic alarms are generated by dividing the image into portions ( cells ) featuring randomly created shapes and, also, by verifying that the set limits have been exceeded inside each cell. Such limits are related to the temperatures (thermal threshold values) and also to the shapes of the heat spots found. The procedure makes use of a highly versatile system, the configuration of which is based on three different elements, i.e. a grid, which provides the image s geometrical division into zones; a map, which contains the alarm thresholds (i.e. temperatures) and the filtering rules for each zone; a cascaded selection algorithm, which allows the operator to select the correct map-and-grid pair to be used for the vehicle being analyzed. The grid files contain the division into geometrical areas ( cells ) of the image being analyzed. This division is functional to the application of temperature threshold values and/or filtering rules peculiar to every single cel. Each zone is created as a group consisting of a random number of rectangular regions. The creation of such regions entails no limits or constraints (concerning, for instance, the regions connections or overlapping). Thus, the cell can be drawn as one likes best, even by following complex lines and plots. The grid zones are defined by making use of normalized coordinates that do not depend on the actual size of the image to which the grid will be applied. 10 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

11 Train Conformity Check System (TCCS TM ) The image provides an example of grid definition (the green lines delimit the analysis regions). The following zones are defined in the example: roof band (1); vehicle side band (2); body and running gear band (3); wheels (4) (also including the brakes and axle-boxes). The same figure also shows: the lowest horizontal line representing the rail; the four segments marking the wheel position on the upper surface of the rail. All of the zones are correctly re-positioned on the acquired thermographic image, in the horizontal direction to the actual position of the vehicle axles and in a vertical direction to the shooting angle, by considering the different shooting geometry between the even trains and the odd ones. The System is set for implementing other configurable rules, e.g. based on the timetable, the seasons, etc. The cascaded selection algorithm allows to define the detail level for every single analyzed image (vehicle) in accordance with a decreasing accuracy logic. Thus, user is not bound to the full definition, i.e. to the same detail level, for each vehicle. Therefore, user/operator able to define, for instance, the use of a specific grid only for a few peculiar types of vehicles featuring special characteristics (e.g. mufflers, rheostats), while continuing to apply general, less strict rules to the remaining cases. The maximum processing time needed to complete the train analysis and, if necessary, generate thermographic alarms, for any one train will be less than 45 seconds after the train s last rolling stock unit has exited the Measure Zone. The thermographic and gauge analyses are performed simultaneously on independent CPUs. In a particular map, the number of configured zones and their functional meaning shall correspond to the one of the associated grid. Therefore, reference is made to a map-grid pair. Different maps may correspond to the same grid, i.e. to a specific subdivision into zones of the image; therefore, different thresholds and filtering rules can be associated to vehicles featuring a similar lay-out of the main members. The filtering rules applicable to each zone make it possible to establish the following: the minimum area (pixel); the minimum area as a cell size percentage; the minimum height; the minimum width; the permitted elongation range (h/w ratio). 11

12 Generic Product Catalog Self-diagnosis, self-checks and filters The processing unit available on the thermographic sensor carries out a number of efficiency checks on its own operation, as well as integrity checks on its own status. The optical chamber and processing unit temperatures are measured: this would verify the correct operation of the internal temperature control system. The infrared sensor operation parameters (i.e. bias, dark voltage, high and low correction voltage, etc.) are set upon the System start-up and are managed in an independent way by a micro controller-based unit that ensures greatest speed and stability without being dependent on the main processing unit. The implemented modular software architecture allows real-time verification of the correct execution of all phases during a train transit. Upon each transit and in order to guarantee greater measurement accuracy a sensor dark current reset procedure is performed: this operation resets the original zero value of the dark voltage by compensating for the minor accuracy deviations. To do this, the device makes use of a shutter placed behind the lens and close the same to make sure that the sensor, during this phase, not be hit by any radiation. A few measures can be taken to cope with extraordinary situations and also ensure the optimum availability of the thermograph: a watch-dog device is available on the processing unit, which is controlled by the main application capable of resetting the unit itself automatically in case of blocks due to software and, also, of restoring the thermograph s perfect operating conditions immediately; the processing unit can in turn reset the sensor control microcontroller (in case it detects any out-of-control inconsistency) and quickly normalize again the proper conditions. A system for checking the acquisition chain integrity is available to the thermographic components, too. A thermographic target (made up of a hot body) is made available to each thermographic sensor, within the latter s field of control. Thanks to the installation structure itself and to the thermographic sensor installation mode, the solar radiation can t enter in the thermographic sensor lens. However, the sunshine might, under special conditions, hit the train surfaces that might occasionally face in a direction to reflect the solar rays into the sensor s optical devices, thus simulating thermographic emission and so a rolling stock hot area. In such instances and if the measures listed below are not taken false alarms might be generated. The measures to be taken to eliminate the false alarms are listed below: using an optic filter to cut off the solar radiation components that might affect the measurements; terminating the sensor s field of vision onto special screens placed onto the opposite tower; using a train shadowing structure designed on the basis of the position and arrangement of the specific installation. To this end, ASTS have a complete ray-tracking model available, which makes it possible to determine the extent and position of the shadowing panels for every time of the year during which the sun will be shining, at any one latitude and with any one track arrangement. Every time a train rolls by, the System automatically verifies that the target position corresponds to the situation recorded upon the correct installation and, also, that the temperature is plausible. This check allows detection of any theoretical malfunction of the thermographic image acquisition and processing chain, as well as any possible sensor pointing misalignment. Special measures can be taken to filter the sun reflections. 12 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

13 Train Conformity Check System (TCCS TM ) High-resolution Image Acquisition The TCCS System can detect high-resolution images by means of linear, high-resolution black-and-white cameras. To process the high-resolution images, the High Resolution Imaging Subsystem carries out the operations mentioned below: acquires the vertical measuring scans and place them side by side, in order to obtain an image of the running train; uses the position and displacement information originating from the appropriate function to reproportionate the image, so as to compensate for the oversampling and the speed changes (if any) occurred during the acquisition and, therefore, obtain a proportionate image of the train in transit (and, thus, of the vehicles that make up the same); uses the piece of information about the splittingup into vehicles, produced by the Composition and Displacement function according to the segmentation calculation results to isolate the image portion corresponding to every vehicle; identifies, within the final image, the reference lines (i.e. the vehicle head and tail, the axle positions, etc.); uses the information about the type of each vehicle to select the reference map that would select the areas of concern for each type of vehicle required for analysis and display. This information is contained in the Rolling Stock Database which defines, for each type of vehicle, the areas of concern to be displayed. The System is able to automatically select and display the areas of concern for every single type of vehicle. This procedure makes use of a highly versatile system, the configuration of which is based on three different elements: a grid, which contains the geometric division of the image into zones; a map, which contains the filtering rules for each zone; a cascaded selection algorithm, which makes it possible to select the correct map-grid pair to be used for the vehicle being analyzed. The grid files contain the division into geometrical areas ( cells ) of the image being analyzed. This division is functional to the application of filtering rules peculiar to every single cell. Each zone is created as a group consisting of a random number of rectangular regions. The creation of such regions entails no limits or constraints (concerning, for instance, the regions connections or overlapping). Thus, the cell can be drawn as one likes best, even by following complex lines and plots. The grid zones are defined by making use of normalized coordinates that do not depend on the actual size of the image to which the grid is applied. In a particular map, the number of configured zones and their functional meaning shall correspond to the one of the associated grid. Therefore, reference is made to a map-grid pair. Different maps may correspond to the same grid, i.e. to a specific subdivision into zones of the image; therefore, different thresholds and filtering rules can be associated to vehicles featuring a similar lay-out of the main members. 13

14 Generic Product Catalog The System can operate both during the day and at night, by making use of solid-state NIR (Near-InfraRed) lighting that avoid any disturbance to the drivers. The high-resolution images are used by the remote Operators to check the generated alarms, without having to stop the trains. The images are stored in order to be used both off-line and on-line. The visible system can be configured and is able to automatically select the most important vehicle components according to the Customer s specific requirements, e.g. brake blocks; couplers; suspension springs; uncoupling levers; anti-friction wedges and bogie bolster area ends; doorway steps; bearing end caps; bogie side frame; brake hose. High Resolution Imaging Subsystem produces a very high resolution image (approximately 70 MB) for every single car. Depending on the available band and in order to minimize the transmission time these images are compressed by 90%, so that images with an average size of 7 MB can be obtained. Considering, for instance, a bandwidth of 20 Mbps, all of this leads to a delay of approximately 3 seconds: provisions are available for making adjustments depending on the available bandwidth. This doesn t concern the selected highlighted portions required to view automatically, which are available as high-resolution images. The proper functionality and the accurate measurements are guaranteed by the following: self-diagnosis: each camera produces a set of diagnostic data, which are monitored by the TCCS System in order to perform the self-diagnosis and ensure the correct operation of the cameras. Tag Reader RFID (Radio Frequency IDentification) The System acquires the Tag identification from the vehicles and locomotives that make up a train. The acquired data is subsequently associated by the System with the presented alarms and the train geometry. This allows to keep a history log and also perform analyses, in the course of time, of the various wagons and locomotives that have run across the Measure Zone. The acquisition system consists of three devices: a Tag (ID Tag); a Tag-Reader; a processor for interfacing to the Reader. Tag The Tag is a device that contains a unique factory-set identifier (ID number) and features such sturdiness characteristics that allow the device to be operated under heavy-duty conditions (degree of protection: IP67). Tag-Reader The Tag-Reader is a device used for Tag radio-frequency identification. It has been expressly developed for the railway applications and, therefore, complies (in the same manner as the Tags) with all of the electric and mechanical requirements established for these types of applications. Interfacing with the Train Control Systems The main purpose of interfacing is to acquire the train number, in order to automatically identify the transit instances both on the Operator Interface and in the archive. The Train Control System can, if set to do so, send directly the train numbers of the approaching trains to the Measure Zones where the TCCS portal, is located. In case of unavailable connection with the Train Control System, the TCCS System s Operator Interface allows the Operator to enter manually the train number. The unavailability of the connection does not affect the correct operation of the System; yet, it will be notified as a diagnostic status on the Operator Interface. In case of connection failure, the Operator s failure to enter the train number will not adversely affect the proper operation of the System: the latter in any case identifies and archives the train by registering the time and date of transit. The Operator Interface will make it possible to enter or rectify the train number even at a later time. The purpose of interfacing is to send the alarms in order to allow the Traffic Management System to stop the train. Train geometry could be transmitted to the Command and Control Centre. 14 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

15 Train Conformity Check System (TCCS TM ) Maintainability and Maintenance Operator Safety This chapter summarizes the criteria applied to the project with regard to the System Maintainability and the Maintenance Operator Safety. The TCCS System has been designed in such a manner that it doesn t interfere with the ordinary maintenance operations carried out on the railway systems laying adjacent or close to the System itself. Both the thermographic sensors and the laser scanners lie outside the TE zone and the towers feature wide clearance space with respect to the line. Moreover, the TCCS System has been designed and manufactured in such a way that the optic radiation emissions of any one radiating component aren t dangerous, pursuant to the laws and regulations in force, to the passengers, the drive personnel, the railway maintenance operators and to anyone standing on or by the railway track and far from the latter, i.e. in the vicinity of the installation site. The light radiation generated by the TCCS System s laser scanners is invisible to the drive personnel. Please note that the thermographs emit no radiation, due to their being passive devices. The TCCS System s elements (if any) featuring such a high temperature that might cause injury to the skin through direct contact will be adequately protected in order to prevent them from being directly accessible to anyone standing near the Measure Zone or carrying out maintenance operations. The TCCS System has been designed in such a manner that it can be started up even through a remote workstation. The TCCS System has been designed and manufactured in such a manner that the ordinary maintenance operations and the component replacement can be carried out easily and safely by the maintenance personnel. More precisely, the sensors can be accessed, for the purpose of carrying maintenance work on them, by means of fixed footbridges, in order to allow the check and replacement operations to be easily carried out, when necessary, even when the line is operated as usual. The processing equipment is housed inside a Shelter at the Measure Zone ; this cabin is wide enough to allow the maintenance personnel to work safely and securely, far from bad weather. The TCCS System has been designed and manufactured in such a manner that any System component installed overhead doesn t come off accidentally and cause damage and lead to dangerous conditions to the running trains. More precisely, the thermographic sensors and the laser scanners are enclosed inside cabinets and, therefore, cannot fall onto the railway track even when replacement operations, if any, are carried out (the latter operations can therefore be carried out during the normal train operations). The TCCS System has been designed such a manner that the System components to be calibrated have been previously factory-adjusted (prior to the installation or following the repairs made at the factory) and also equipped, if necessary, with self-calibration devices. Thanks to the developed solutions, replacing a sensor requires no subsequent geometric re-alignment of the sensor itself, owing to the repeatability of the coupling between the sensor seat and the sensor itself. The TCCS System s geometric alignment, i.e. any and every action to be taken in connection with adjusting or modifying the optical detection device pointing during the installation, shall take place in accordance with special procedures documented and supported by appropriate tools. The TCCS System features specific procedures documented and supported by appropriate tools to check and, if necessary, perform the System s geometrical reconfiguration in connection with the track displacement (e.g. natural subsidence, maintenance work due to the packing of sleepers, levelling operations, cleaning of the ballast). These procedures will entail simple configuration parameter adjustments and will require no any action as regards the sensor pointing. All of the materials used in the System are fireproof and do not release any toxic gas. All of the materials used in the system feature no sharp parts, to avoid accidents during the installation and maintenance phases. Cables and connectors of the types currently used in similar railway applications shall be used for the System applications. The TCCS System does not interfere with the train running conditions, the power supply systems or the train control systems. 15

16 Generic Product Catalog Software The TCCS System s Software application has been developed in accordance with the portability, interoperability, scalability and compatibility requirements. Reliability: the Software has been designed to manage the anomalous conditions without generating any blocking conditions. Maintainability: the quality requirements applying to maintainability can be summarised as follows: Analysability: the software has been designed to minimize the effort required for troubleshooting (i.e. diagnosing the causes of malfunctions or faults, and identifying the parts to be modified); Testability: very easy software testing and validation, following the modifications (if any) made to the software itself; Modifiability: easy modification and removal of defects, minimization of the effort required for adjusting the software to the operating environment changes; Stability: minimized risk of unacceptable effects produced by the modifications made to the software; Portability: the software has been developed according to the Java environment (i.e. a virtual JAVA device portable with respect to the platform) and, therefore, can be operated in various environments where the virtual Java machine has been installed. The software makes optimum use of Java portability, thus making it possible to implement the Operator Interface through Applets in the Web pages intended for being displayed by the various browsers running on fully different devices. Some parts have been developed according to language C (for the specific parts that require very high performance levels); Modularity: the software has been designed in accordance with top modularity criteria; Configurability and Scalability: the TCCS System s software is data-oriented, which requires application program configurability and verification procedures. The architecture provides great flexibility when assigning the processes to one or several devices within the network, thus enhancing the development both in terms of processed data and their functions; Interoperability: the interoperability within the TCCS System is guaranteed by standard technologies and communication protocols. 16 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

17 Train Conformity Check System (TCCS TM ) Operator Interface (HMI) The Operator Interface has been derived from the experience gained in the operations of several TCCS installations. The Operator Interface is based on the WEB technology. Access can be gained by using an ordinary PC equipped with a standard browser. The Operator Interface is fully configurable. Several Operator roles may be provided for, e.g. movement operator; System maintenance operator. Other roles may get access, provided they are qualified to do so, to the displaying only mode through any one PC enabled to reach the TCCS System in the network. The system manages the Operator s identity and the access is protected by personal passwords. The Operator Interface provides a main mimic panel page that shows the following: the list of trains transited, with indications of the presence and kind (i.e. alert / alarm) of alarms, if any (the list of trains transited makes it possible to select a train to display its relevant data); the composition of the currently selected train, with indications of the presence, degree and type (i.e. thermographic / 3D gauges / images) of alarms, if any; the speed, length, running track and direction of the currently selected train; a mimic panel representing the train on the tracks of the Measure Zone, animated by the selection of the rolling stock unit within the make-up; summarizing information about the system s selfdiagnosis status. The alarms are accompanied by audible signals and must be recognized by the Traffic Operator by means of the special window. The alarm recognition can be made only by the authorised Operator. The selection of a train and, therefore, of a vehicles allows the Operator to highlight the high-resolution thermographic and gauge images of all train sides, with graphic evidence of the position, shape and size of the item (if any) that triggered the alarm. Moreover, the Operator Interface makes it possible to access more comprehensive self-diagnosis information, i.e. more precisely: self-diagnosis concerning the train transit acquisition and processing; self-diagnosis concerning the status of the TCCS System components; self-diagnosis concerning the interfaces with the external systems; notes associated with the alarms, which can be used, for instance, to classify the alarms according to detailed types. Furthermore, the Operator may record the following: notes associated with the trains transited, in order to point out significant events; notes associated with the alarms, which can be used, for instance, to classify the alarms themselves according to detailed types (e.g. door open, load displaced, etc.) for statistical purposes. The Operator Interface also includes a section, intended for the maintenance operator, used to configure the alarm thresholds relative to the thermographic and profile analyses. All of the operations carried out by the Operator upon the log-in/log-off, the alarm recognition and the introduction of notes, are permanently recorded into the database over a time period consistent with the HW physical dimensioning. The System features a Back-up function which ensures that the data are not be lost in case of storing medium HW malfunctions. The stored information can be acquired by the Operators by means of special reports made available by the System. HMI Panel It consists of: last transit data information: it shows, in the top right-hand portion of the screen, the final statement of the data concerning the last transit (i.e. time of transit, track, direction of running, number of axles, speed and alarms detected, if any); list of trains/transits: this is a list of the last trains that travelled by. It provides concise information, i.e. the time of transit, track and the alarms (if any). By selecting a particular transit of interest, the Transit Detail frame (see below) displays the detailed data of such transit, i.e. the train geometry, sensor data, alarm details, system diagnosis during the transit, etc. Moreover, a transit history log function is available to the Operator, which allows to access the data concerning older transits in a similar way to the current transits; transit details: the bottom left-hand portion of the screen displays the details of the transit selected as described above; schematic representation of the selected transit: the top left-hand portion of the screen will provide a graphic representation of the transit makeup, with a different image depending on the type of vehicle and showing colours depending on the anomaly found. 17

18 Generic Product Catalog The interface allows the Operator to: Display the list of transits in the installation site; Highlight any alarm with visual and acoustic (if required) signals; Display alarm details; Manage alarmed transits recognition; Manage data, measures and image (high resolution images, 3D laser scan images, Thermographic images) of the rail car selected; Keep trace of the operator notes and comments on alarmed transits; Displays the diagnostic status; Activate/deactivate each subsystem. Transit alarm management The system carries out a number of inspections and checks for integrity of all rolling stock units of the travelling train, in order to detect thermal or out-of-gauge alarms (if any). The detected alarms, will be promptly displayed by the Operator Interface next to the transit in the list of trains/transits and also, to the alarmed train, in the transit detail frame. Composition and train list management This function can be activated through the main menu of the mimic panel, which allows the Operator to recall the train list management for displaying and, if necessary, modifying the expected trains and their respective geometry. Configuration management The configuration function, available to the Maintenance Operator, makes it possible to display and modify, the configuration parameters and system threshold values. Image displaying This function allows the Operator to display the detailed images and the schematics concerning a given transit, by means of special displaying devices. Below are the types of images that could be displayed: gauge images; thermographic images; high-resolution images; summarizing schematic images. The operator can then display the detailed image (i.e. thermal or gauge image), by clicking on the icon representing the alarm, and recognize the alarm. Information in the HMI screen Schematic display of the selected transit General information of the last transit Transit details Train List (List of the transits) 18 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

19 Train Conformity Check System (TCCS TM ) Information in the Gauge screen Information in the Visible screen 19

20 Generic Product Catalog Undercarriage Temperature Analysis System The undercarriage temperature analysis system is capable of detecting the thermal anomalies (if any) of a train running across and, also, notifying them to the Operator in real time. Fires are the most dangerous incidents from among the ones that may occur in an underground environment. In such cases, the fire spread may cause significant injury and damage to the parsons and the installations, respectively. Therefore, suitable prevention measures shall be taken in order to promptly cope with any possible dangerous event. The System automatically alerts the Operators and the latter inspects the concerned vehicle: the Operators attendance somewhat mitigate the risk and improve, from a prevention viewpoint, the underground vehicle running safety. Furthermore, the proposed TCCS System provides significant support to the maintenance operations as regards the preventive and corrective maintenance, as well as the maintenance planning. Preventive and corrective maintenance: the system makes it possible to detect anomalous temperatures in the undercarriage equipment. The statistical analysis of such data allows the Operator to verify beforehand whether the train needs being maintained. Maintenance planning: the system allows to assess the rate of failure affecting the undercarriage components for the different types of train, by means of statistical data analysis, in order to better plan the maintenance work. All of the above leads to less maintenance cost while ensuring the safe running of the trains. The System can be configured for any one type of train. To identify the installation point, a site risk analysis shall be performed. It consists of the following subsystems: Tracking subsystem; Thermographic Scan subsystem; Tag reader RFID (Radio Frequency IDentificator). To identify the vehicles (and, accordingly, the train), the vehicles shall be equipped with Tags, so as to allow the system to univocally recognize each vehicle. The Wheel Sensors detect the train transit and activate the data acquisition; moreover, they detect the axle transit time distribution, thus making it possible to determine the train position, type and speed even when the train speed changes during the transit. The infrared scanner scans the undercarriage of all vehicles: it measures the temperature and acquires linear thermographic images. The data processing server correlates the linear thermographic images with the information obtained from the wheel sensors, thus obtaining a thermographic map of the train undercarriage. The very high level of system configurability makes it possible to analyse several undercarriage components, by dividing the thermographic map into zones and applying the most suitable threshold to the identified zones. The critical temperatures can be identified by applying alarm thresholds, so as to prevent possible accidents and, therefore, ensure the safe running of the train in transit. The undercarriage temperature analysis system controls and monitors several components, i.e. Static Converter; Chopper Tank; Brake Discs; Reducer; Batteries; Air Compressor; Motor. Components Monitored by the System Static Converter Chopper Tank Brake Discs Reducer Batteries Air Compressor Motor 20 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

21 Train Conformity Check System (TCCS TM ) The undercarriage temperature analysis system, for each transit, records several items, i.e. the date and speed relative to each transit, the train geometry (i.e. the number and type of vehicle, axles, etc.) and the thermal images of the undercarriage. Moreover, it records, upon each alert/alarm notification, the alarmed/alerted component (brake discs, axle-boxes, etc.), the temperature and the Operator s note (if any). By using these data, the System performs statistical analyses; the Operator can, by selecting a time period, display the alarmed transits by percent values for the individual train, vehicle and item monitored. The statistical analysis helps the Operator to identify any need for maintenance of the components of the undercarriage and/or the train examined as a whole. Operator Interface: Example of alarmed vehicle Brake disc: temperature above the threshold value 21

22 Generic Product Catalog Wheel sensor The wheel sensor is used to detect the direction of running and the number of axles of a travelling train, by analyzing the emitted signals. Wheel sensors feature very good electromagnetic compatibility referring to magnetic interference fields and line currents. The wheel sensor of the electromagnetic type is made up of two fully independent reading heads. The wheel sensor is connected, by means of a suitable high-insulation cable, with a dedicated processing board housed on a rack in the Shelter cabinets. Each wheel sensor head incorporates a magnetic circuit that will, when energized by the current produced by the processing board, generate a magnetic field. When the wheel of each train axle goes through the magnetic field, it will change the coil current (and voltage). The rate of changes will be detected by the processing board which will subsequently generate pulses corresponding to the wheels running, in the form of digital outputs. The wheel sensor is secured to the base of the rail by means of a special clamp, by tightening down two bolts. Fastening vice 22 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

23 Train Conformity Check System (TCCS TM ) General features Product name: Wheel Sensor Power Supply Operating voltage [VDC]: 8 to 33 Output Signal Sensor current: steady (automatic control). Current upon occupancy: sensor current change (damping due to the train wheels) Drop off detection Wheel sensor (2 heads) Mechanical features Sensor dimensions (l x h x d) [mm]: 270 x 60 x 70 Distance between holes [mm]: 145 Hole diameter [mm]: 12 Measurable wheel diameter [mm]: Measurable speed [km/h]: Correct assessment for intermediate speed. Connecting cable: plug-in cable (standard length of 5, 10 and 25 m). Connector flange Easy installation, vice adjustable to all track profiles (S41, S45,S49,UIC60, R65, etc.). The track does not need drilling. The automatic adjustment can be made by means of the connecting cable at a distance. Protection sheath Environmental and climatic features Working temperature [ C]: -40 to +85 IP degree: IP 68-8 kpa/60 min Humidity [%]: UV-ray resistant Cable with connector Special features Can be applied with an electromagnetic brake. Low sensibility above top of the rail (SOK). High compatibility to the magnetic interference fields and track current. Plug-in connections to the Wheel Sensors. Easy installation (adjustable vice). Applications (examples) Railway applications (long-distance lines); the European Railways make use of the electromagnetic brake. The above technical features may be changed with no advance notice. 23

24 Generic Product Catalog Wheel Sensor Processing Board The purpose of the wheel sensor processing board is to power the wheel sensor and continuously monitor the signal generated by the wheel sensor itself. General features Product name: Wheel Sensor Processing Board Power Supply Voltage [VDC]: Power consumption at +19 VDC [ma]: 225 Power consumption at +72 VDC [ma]: 60 Isulation voltage [VAC]: 2500 Output Signal Types of signals (optocouplers): Traversing of wheel sensor system 1 or 2 Traversing of wheel sensor in direction 1 or 2 Ammount of traversings (axles) Diagnostics data Voltage limit [VDC]: 72 Mac. switching current DC [ma]: 10 Direction signal duration: 0 ms - 60 s Signal extension system: 0 ms - 60 s Alternative signal delay: 0 ms - 60 s Insulation voltage [VAC]: 2500 Serial output: RS232 (TTL) When the signal generated by the wheel sensor exceeds the established threshold value, the processing board will output a digital wheel sensor occupation signal, i.e. a train axle presence signal. Each processing board is capable of managing the dual-head wheel sensor signals and is also equipped with buttons used to simulate the occupied status for each wheel sensor. The board provides status and self-diagnostic information at the Digital output and on the LEDs available on the front panel. Moreover, it features a serial interface for diagnostic purposes. Mechanical features Board dimensions (l x h) [mm]: 100 x 160 Width [U]: 4 Height [U]: 3 Environmental and climatic features Working temperature [ C]: -25 to +70 Humidity [%]: 100%, yet with no condensate and ice formation over the entire temperature range. Regulations and Norms Electromagnetic compatibility: EN Mechanical stress: 3M2 En The board has been designed in accordance with the SINELEC Standards and the EN 50126, EN 50128, EN and SIL/SSAS 4 Standards. Applications (examples) Urban mass transit and long-distance railway transport. 24 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

25 Train Conformity Check System (TCCS TM ) Laser Scanner The Laser Scanner is used to detect the out-of-gauge rolling stock profiles, the open doors and shutters as well as the load displacement on flat wagons (low-sided open wagons). It is installed on the side of the track (and above the six-foot way) onto special structures in the Measure Zone. The Laser Scanner, developed by IPM (Fraunhofer Institute for Physical Measurements Freiburg im Brisgau, Germany) in collaboration with Ansaldo STS, features the main characteristics below: distance measurements with no contact; wide distance measuring range; ability to operate with a great number of surface types (even low-reflectance surfaces); very good scanning frequency, high measurement frequency, space resolution and accuracy performance; wide range of working temperatures; compact and sturdy construction; eyesight-safe with no need for specific precautions Laser Safety class 1. The laser distance-measuring system is essentially made up of the items below: an emitting subsystem: it incorporates the emitter board with the laser diode and a collimator (these components are fitted into a housing shielded against radio-frequency disturbance); a lens system: it includes an optic filter, a lens and two aligning mirrors that focus and aim the laser beam at the lower part of the polygon mirror; a rotating polygon mirror: it is used to reflect the laser beam emitted to the target (i.e. the rolling stock units of the trains transited). The polygon mirror rotation allows the laser beam to scan an angle of 70 degrees (traverse movement). The polygon mirror consists of two sections featuring different size and, yet, perfectly aligned: the lower section (i, the smaller one) reflects the laser beam, whereas the higher section (which is much larger) collects the reflected light and directs the same to the detector; a detection subsystem: it is made up of an optic filter and a lens used to focus the reflected light to the APD (Avalanche Photo Diode) detector. To avoid any interference between the emitted beam and the reflected light, the transmitting and receiving optics are fully separated from each other. Furthermore, the emitted beam path and the reflected light path are fully separated from each other, too. The laser distance-measuring system is supplied complete with the control electronics and the power supply section. The measurement standard adopted for the Laser Scanner is based on the phase shift method. This method allows us to make measurements within a range of a few centimetres to 10 metres, with a sampling rate of approximately 1 MHz. The proposed scanner emits a collimated, high-frequency modulated and traversed laser beam that is sent towards the rolling stock units to be detected. The rolling stock reflected light is acquired by a special high-sensibility detector. The comparison between the emitted beam modulation phases and the reflected light phases makes it possible to determine the target distance. 25

26 Generic Product Catalog General features Product name: Laser Scanner Power Supply Operating voltage [VDC]: 24 (230 VAC option) Supply power requirements (typical) Operation [W]: 130 max. Stand-by mode [W]: 14 Heater (optional item) [W]: Mechanical features Shell material: anodized aluminium Weight [kg]: 17 Interfaces Gigabit Ethernet optics: Standard Camera Link Scanner status indication: 6 LED Electric interface (camera link standard physical layer): RS232 Environmental and climatic features Working temperature [ C]: -20 to +55 Storing temperature [ C]: -20 to +70 IP degree: IP 67 Laser features Measuring principle: Phase shift method Measuring range, min. distance [m]: 1.3 Measuring range, max. distance [m]: 10 Measuring range, max. distance, unambiguous [m]: 18 Sampling rate [MHz]: 1 Measurement error in the distance range of 1.5 m to 10 m [mm]: 10 Acquisition angle [ ]: 70 Scanning frequency [Hz]: Angular resolution (with interpolation) [ ]: 0.01 Target remission [%]: Type of laser: cw Laser wavelength (typical) [nm]: 1500 Optical output power (typical) [mw]: 200 Laser safety class (full sensor): 1 Time accuracy [μs]: 100 Regulations and Norms EN , EN ,EN , EN , EN , EN , EN The above technical features may be changed with no advance notice. 26 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

27 Train Conformity Check System (TCCS TM ) Thermographic sensor The thermographic sensor detects the areas featuring anomalous temperatures of the rolling stock surfaces (e.g. side panels and upper portions) and of their respective loads. It is fitted on the side of the track (and above the six-foot way), on special structures in the Measure Zone. This device consists of a linear infra-red scanner featuring high geometric resolution, high sampling rate and a wide temperature range, based on a sensitive sensor in the MWIR wavelength band (3 to 5 micron). The device is capable of generating thermal maps for the vehicles travelling at different speeds. Considering the linear, non-matrix-based nature of the sensor, the individual acquired lines (synchronized to the travelling vehicle speed) shall be aligned and joined; moreover, you can subsequently eliminate any distortion, by re-sampling the acquisition obtained through a fixed acquisition frequency, with the correct parameters relative to the actual transit instant speed supplied by the system s CD function. Thus, we obtain geometrically undistorted thermal images that will be subsequently analyzed to search for thermal anomalies (if any) concerning the various components of the travelling vehicle. Both the management and the transmission take place through an Ethernet optic-fibre connection. The distributed general synchronisation signal will be received by the IRS sensor through digital signals. The system is essentially made up of three main components: the acquisition component; the processing and control component; the auxiliary systems. Its basic element consists of a linear infra-red sensor made of lead selenide (PbSe), made up of 256 pixels and sealed inside a 28-pin package that also includes the following: the read-out electronics with a high-performance multiplexer capable of delivering an analog data output to a high level of accuracy and speed, to be digitalized by means of synchronization and clock signals; a temperature control system made up of Peltier cells, in order to keep the infra-red sensor at a constant temperature (approximately 5 C) and obtain a strong, non-noisy signal. A darkness signal reset shutter is placed in front of the sensor, followed by an infra-red lens onto which an optical filter can be fitted. The shutter, actuated by a stepper servomotor located nearby, is controlled by the processing unit and can be opened and closed in less than one second. It is of the full closing type and features a crown made of anodised aluminum and blades made of machined dull black steel. All of these components are housed inside a camera (referred to as optical camera) made of a polycarbonate insulating material, in order to guarantee superior measurement stability. The infra-red scanner performs at the top level able to be reached by the devices fitted with sensors and operating at the ambient temperature. The greatest attention paid in implementing the temperature control, ensures low noise and measurement stability. The infra-red sensor ensures a native response uniformity equal to ±15% on all pixels, as well as a linearity level greater than 95%. The adjustment and calibration operations for the full infra-red measuring system guarantee a uniform response on the pixels greater than +/- 3% as well as a linearity level equal to 97%. A special factory-set calibration procedure makes it possible to achieve a temperature accuracy of 5% (min. +/- 6 C) with a target stable emission equal to The IRS sensor is set to operate according to two modes: simple temperature range: this mode allows to achieve very high horizontal space definition with a measured temperature range equal to C; full temperature range: this mode allows to achieve a halved horizontal space definition with a full measured temperature range equal to C. The optical/geometrical performance reaches top levels: the availability of 256 pixels divide the angle of vision to a very accurate degree. The first component is used to pick the thermal radiation from the target, so as to provide the processing unit with a signal able to be interpreted. 27

28 Generic Product Catalog By making use of a lens featuring a focal range of 13 mm (angle of vision: 65 ), you will obtain the vertical space resolution table: Angle ( ) Distance (mm) F.O.V. (mm) Resolution (mm) The infra-red sensor read-out maximum frequency is equal to 2 Ms/s. The integration time for every single measurement may range between 10 microseconds and 200 milliseconds. The IRS sensor makes it possible to acquire 2 or 4 Klines/s. The longitudinal (horizontal) space maximum resolution at 2 Klines/s will depend on the travelling vehicle speed and is shown in the table below. Speed (km/h) Resolution (mm) Full range resolution (mm) All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

29 Train Conformity Check System (TCCS TM ) General features Product name: Thermographic Sensor Power Supply Operating voltage [VDC]: 24 Supply current [A]: 6 Max. power consumption [VA]: 145 Electronics max. consumption [VA]: 70 Electronics consumption (stand-by mode) [VA]: 35 Cooling devices: Peltier cells Active cooling consumption [VA]: 75 Mechanical features Size (l x h x d) [mm]: 250 x 235 x 350 Weight [kg]: 22 Container material: Aluminum Inspection window material: Sapphire glass Environmental and climatic features Working temperature [ C]: -25 to +55 IP degree: IP 67 Computer Embedded Form Factor: pc104+ CPU: Atom N450 Operating system: Centos 5.5 (kernel 2.6) Connections IP connection (Harting IP67 connector): 2 x FO multimode 62.5/125 µm Synchronism input (Harting IP67 connector): 1 x FO multimode 62.5/125 µm Power supply connection (Harting IP67 connector) [mm 2 Cu]: 5 x 1.5 Regulations and Norms CEI EN , CEI EN , CEI EN , CEI EN , CEI EN , CEI EN , CEI EN , RoHS (2002/95/CE) The above technical features may be changed with no advance notice. Optical features Electromagnetic sensibility range [µm]: 3-5 Number of pixels: 256 Field of vision (F.O.V.): 65 Measured temperature range [ C]: ( C, fast acquisition) Accuracy: 5% (absolute min. ± 6 C) Max. acquisition frequency: 2000 lines/s (4000 lines/s short thermal range) Resolution (at 2 m, 150 km/h) [mm]: 10 x 10 29

30 Generic Product Catalog Visible Camera (VIS) It generates high-resolution images of vehicles travelling at different speeds, by making use of a linear high-definition sensor. General features Product name: Visible Camera Power Supply Operating voltage [VDC]: 24 (+20/-10%) Supply current [A]: 3 (25 C, 24VDC) Maximum power consumption [VA]: 75 Mechanical features Size (l x h x d) [mm]: 250 x 235 x 350 Weight [kg]: 16 Case materials: Aluminium, Borofloat glass Environmental and climatic features Working temperature [ C]: -25 to +60 Humidity [%]: 0-95 IP degree: IP 67 Optical characteristics Sensibility range [µm]: Pixels Number: 2048 Field of view (F.O.V.) [ ]: 15/60 Maximum lines/s [linee/s]: Connections IP Connection: 4 x FO multimode 62,5/125 µm Thermal diagnostics [mm 2 Cu] : 2 x 1 Sync: 2 x FO multimode 62,5/125 µm Power connections [mm 2 Cu] : 4 x 1.5 Regulations and Norms CEI EN , CEI EN , CEI EN , CEI EN , CEI EN , RoHS (2002/95/CE) 30 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.

31 Train Conformity Check System (TCCS TM ) Spider 3 Camera The Spider 3 camera acquires highresolution black-and-white images. It is fitted on the side of the track (and above the six-foot way), on special structures in the Measure Zone. General features Product name: Spyder 3 Camera Power Supply Operating voltage [VDC]: Power Dissipation [W]: <9 Mechanical features Size (l x h x d) [mm]: 72 x 60 x 65 Weight [g]: < 300 Environmental and climatic features Working temperature [ C]: -0 to +65 Optical characteristics Resolution [pixels]: 1024 / 2048 / 4096 x 2 Data Rate [MHz]: 40 or 80 1k and 2k 80 (4k) Max. Line Rate [khz]: 68 / 36 / 18 Pixel Size [µm]: 14 x 14 (1k and 2k) 10 x 10 (4k) Data Format: 8 or 12 bit, user selectable Output: Gigabit Ethernet Lens Mount: M24 x 1 (1k and 2k) M58 x 0.75 (4k) Responsivity: up to 2064 DN / 0 db, 12 bit Dynamic Range: up to 1400 : 1 Nominal Gain Range [db]: ±10 Control: RJ-45, 15-pin mini-dsub Data: RJ-45 Power: Hirose 6-pin Regulations and Norms CE, RoHS 31

32 Generic Product Catalog Infra-red Lighting System (LIR-S) (VIS) It optimizes the image acquisition with a linear camera, by presenting an oblong illumination field and a Strobe input for synchronization. General features Product name: Infra-red Lighting System (LIR-S) Power Supply Operating voltage [VDC]: Supply current [A]: 4 (25 C, 24VDC) Maximum power consumption [VA]: 100 Cooling: passive cooling Mechanical features Size (l x h x d) [mm]: 135 x 125 x 500 Weight [kg]: 8 Case materials: Aluminium, Methacrylate Environmental and climatic features Working temperature [ C]: -25 to +60 Humidity [%]: 0-95 IP degree: IP 67 Optical characteristics Emission wavelength [nm]: 850 Horizontal angle of emission [ ]: ± 2 Output power [W]: 30 max. Laser class: 1 Connections Thermal diagnostics [mm 2 Cu] : 2 x 1 Power connections [mm 2 Cu] : 4 x 1.5 Regulations and Norms CEI EN , CEI EN , CEI EN , CEI EN , CEI EN , CEI EN , RoHS (2002/95/CE) 32 All Rights Reserved. Passing and copying of this document or part of it, use and communication of its contents is not permitted without authorization. Ansaldo STS.