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A smart approach for secure control of railway transportation systems

December 2017
International Journal of Pure and Applied Mathematics 117(15):1215-1221

Authors:

Christo Ananth

Samarkand State University named after Sharof Rashidov

Nagarajan Kanagamani

Nehru Institute of Engineering and Technology

Vinod Kumar V

Nehru Institute of Engineering and Technology

A novel method for secure transportation of railway systems has been proposed in this project. In existing methods, most of the methods are manual resulting in a lot of human errors. This project proposes a system which can be controlled automatically without any outside help. This project has a model concerning two train sections and a gate section. The railway sections are used to show the movement of trains and a gate section is used to show the happenings in the railway crossings. The scope of this project is to monitor the train sections to prevent collisions between two trains or between humans and trains and to avoid accidents in the railway crossings. Also an additional approach towards effective power utilization has been discussed. Five topics are discussed in this project : 1) Detection of obstacles in front of the train;2) Detection of cracks and movements in the tracks;3) Detection of human presence inside the train and controlling the electrical devices accordingly 4) Updating the location of train and sharing it with other trains automatically 5) Controlling the gate section during railway crossing. This project can be used to avoid accidents in the railway tracks.

Image of Train 2 Section

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mage of Vibration Sensor

…

Image of Gate Section

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Figures - uploaded by Christo Ananth

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Content uploaded by Christo Ananth

Content may be subject to copyright.

A SMART APPROACH FOR SECURE

CONTROL OF RAILWAY

TRANSPORTATION SYSTEMS

Christo Ananth1, K.Nagarajan2, Vinod Kumar.V.3

Assistant Professor, Department of Electronics & Communication Engineering, Francis Xavier Engineering College,

Tirunelveli, India1

Assistant Professor, Department of Electronics & Communication Engineering, Nehru Institute of Engineering and

Technology, Coimbatore, India2

Assistant Professor, Department of Electronics & Communication Engineering, Nehru Institute of Engineering and

Technology, Coimbatore, India3

Abstract: A novel method for secure transportation of

railway systems has been proposed in this project. In

existing methods, most of the methods are manual resulting

in a lot of human errors. This project proposes a system

which can be controlled automatically without any outside

help. This project has a model concerning two train

sections and a gate section. The railway sections are used to

show the movement of trains and a gate section is used to

show the happenings in the railway crossings. The scope of

this project is to monitor the train sections to prevent

collisions between two trains or between humans and trains

and to avoid accidents in the railway crossings. Also an

additional approach towards effective power utilization has

been discussed. Five topics are discussed in this project : 1)

Detection of obstacles in front of the train;2) Detection of

cracks and movements in the tracks;3) Detection of human

presence inside the train and controlling the electrical

devices accordingly 4) Updating the location of train and

sharing it with other trains automatically 5) Controlling the

gate section during railway crossing. This project can be

used to avoid accidents in the railway tracks.

Keywords: PIR Sensor, UART, Ultrasonic Sensor , SMAC

Protocol, SCU.

I.INTRODUCTION

Railway train control systems are used to

protect and manage the operation of trains over the

railway infrastructure, including wayside signaling

systems and train onboard controllers with

components that communicate with each other. Train

control systems are typical safety critical systems

since they prevent collisions between trains and

ensure the safety of train operations in general.

Here we implement a train collision

avoidance system in which at the first level choose

SMAC protocol for communication which has more

coverage distance than Zigbee and is sufficient for

two or more trains to communicate with each other.

Hence here we design a system which can

be used by both trains to communicate with each

other. We design automated switching section in

trains which can be used for choosing tracks in multi

track lines. Also automated road cross safety system is

also implemented.

As the train approaches the railway crossing

area the gate section closes automatically displaying

a red light to warn passersby. Vibration sensor is

used to predict the cracks

As the train approaches the railway crossing area the

gate section closes automatically displaying a red

light to warn passersby . Vibration sensor is used to

predict the cracks and movements in the tracks.

Ultrasonic sensors are used to detect the presence of

obstacles in front of the train, causing the train to stop

when it comes near the obstacles. PIR sensor is used

to detect the presence of humans inside the train and

turns off the electrical devices when there is no

humans present utilizing power effectively.

II.

RELATED METHODS

Haifeng Wang et al. [1] proposed an

innovative topology based model for modelling

railway control systems. The method addresses the

problems of having to rely too much on designers’

experience and of incurring excessive cost of

validation and verification in the development of

railway train control systems. Four topics are

discussed in the paper: 1) the definition of basic

topological units for modelling railway networks,

based on the essential characteristics of these units;

2) the concept of a train movement authority

topological space; 3) the interpretation of the train

control logic as a topological space construct; and 4)

topological space theorems for train control system

verification. Advantages of this paper include higher

levels of integrity in the design and implementation

of such systems. The proposed model is less complex

than the traditional approach and is more precise in

terms of train control computation theorems.

International Journal of Pure and Applied Mathematics

Volume 117 No. 15 2017, 1215-1221

ISSN: 1311-8080 (printed version); ISSN: 1314-3395 (on-line version)

url: http://www.ijpam.eu

Special Issue ijpam.eu

1215

However moving block train control systems have

not been discussed in this paper. Also there is no

method to test this practically.

Thierry Lecomte et al. [2] present some recent

applications of the B formal method to

thedevelopment of safety critical systems, namely

platform screen door controllers. These SIL3/SIL41

compliant systems have their functional

specification based on a formal model. This model

has been proved, guaranteeing a correct by

construction behaviour of the system in absence of

failure of its components. The constructive process

used during system specification and design leads to

a high quality system. The methodology we have

developed appears to be efficient and well suited to

address projects requiring high level of safety and

short development time. The B formal method was

not initially considered by RATP, but is now well

accepted. The writing of some extra documents

were required to help RATP engineers to fully

understand, verify and qualify our deliverables.

Reuse of existing models for similar projects proved

to be efficient Advantages of this paper include

efficiency and well suited to address projects

requiring high level of safety and short development

time. However manual translation from B models to

the target language is error prone and requires

specific verification process. Also functional and

dysfunctional models are disjoint and also error

prone. M. Cacciola et al.[3] proposed a Finite

Element Method based approach for modelling a fast

and accurate evaluation of the defect in railways

tracks. They exploit the measure of normal

component, with respect to the scanned surface, of

magnetic field. Whilst the scientific literature

proposes a lot of solutions for detecting sub

superficial defects, an open problem is related to the

geometrical complexity of the structure and the

relevant difficulty of crack detection. The proposed

model is able to recognize deep and surface cracks

even if their orientations are vertical to the

longitudinal direction of the sensor. The modelled

system is strongly versatile and the choice of

electrical parameters affects the design of new probes

for this kind of inspection. The modelled system is

strongly versatile and the choice of electrical

parameters affects the design of new probes for this

kind of inspection. In particular, they propose a

solution exploiting a rotating electromagnetic field

with very encouraging results. The proposed model is

able to recognize deep and surface cracks even if

their orientations are vertical to the longitudinal

direction of the sensor.

Advantages of this paper include

providing a good overall accuracy in discriminating

defect presence. The same approach should find

useful applications like: Detection of third-layer

cracks, above all concerning rivets within the

framework of aging aircrafts' inspection, or micro-

crack and micro-voids detection in welding process.

However it can only detect the cracks after it has

reached a certain magnitude giving very less time.

Satoshi Takahashi et al.[4] researched a

paper for tracking people's locations in workplaces as

part of a ubiquitous network system for providing

context-aware services in daily activities using sensor

network. Since the installation of such a sensor is

desired any place within its target domain with few

limitations, it must operate by battery for a relatively

long time, e.g., one month. To satisfy this

requirement, they designed a battery operated sensor

node based on ZigBee technology and extended its

operation period by developing a flexible sleep

control protocol and a high-accuracy time

synchronization mechanism between sensor nodes to

reduce power consumption. Advantages of this paper

include sending data to and fro between trains. The

power consumption is very less when compared with

the MEMS sensor. However The range of operation

is limited by its operating conditions, suitable for in-

door monitoring. ZigBee provides routing functions,

in a cost of data loss during streaming.

III.

PROPOSED METHOD

A model-based development and verification

approach for railway train control systems and

demonstrated a framework for constructing and

verifying route-based tramway control systems.

Ultrasonic sensor is used to detect the obstacles. PIR

sensor is used to detect human presence in the train

and controls electrical devices accordingly. Vibration

sensor is used to detect the cracks and movements in

the tracks. Efficient communication takes place

between trains through SMAC protocol. IR sensor is

used to detect the presence of humans near the

railway crossings. RF transceiver is used to send the

location of trains to the gate section and the gate,

LED's are controlled accordingly.

This project is divided into 3

sections - 2 train sections and a gate section. Both

train sections can also be fit in the same train. The

train 1 section consists of ultrasonic sensor and PIR

sensor. The train 2 section consists of vibration

sensor, buzzer and RF transmitter. The gate section

consists of IR sensor and RF receiver. All the

sections consist of a power supply, LCD display and

a 5x1 switch.

TRAIN 1 SECTION

The Train 1 section consists of a

Microcontroller, Ultrasonic sensor, PIR sensor, 5x1

switch, LCD display, UART, SMAC protocol, SCU

and buzzer. The Ultrasonic sensor is used to detect

any obstacles in front of the train. It alerts the Loco

pilot and stops the train if the train comes near the

International Journal of Pure and Applied Mathematics Special Issue

1216

SMAC

PROTOCOL

POWER SUPPLY

ATMEL

AT89S52

SCU

UART

LCD

DISPLAY

PIR

SENSOR

BUZZER

GREEN

RED LIGHT

ATMEL

AT89S52

RELAY

obstacle. The PIR sensor is used to detect h\the

presence of humans inside the train and control the

electrical devices accordingly. By placing these

sensors in appropriate places, power can be supplied

in areas where humans are present and not waste

energy in unpopulated areas. The switches are used to

control the sensors and power supply. The LCD

display shows the output from Ultrasonic sensor and

PIR sensor. The UART and SMAC protocol is used

to share data with other trains.Fig.1. Shows the block

diagram of Train 1 Section.

Fig.1. Block Diagram of Train 1 Section

B.TRAIN 2 SECTION

The Train 2 section consists of a

Microcontroller, Vibration sensor, RF Transmitter,

5x1 switch, LCD display, UART, SMAC protocol,

SCU and buzzer. The Vibration sensor is used to

detect if there is any cracks or movements in the

tracks and warns through the buzzer. The RF

Transmitter is used to update the location of the train

to the gate section. The rest of the devices are used

just as they are used in Train 1 section. Fig.2. shows

the block diagram of train 2 section.

GATE SECTION

The Gate section consists of a Microcontroller, 2

IR sensors, RF Receiver, LED's, Relay and a DC

motor. The IR sensors are used to detect the presence

of humans in front of the railway crossings. The RF

Receiver is updated about the location of the trains.

The LED's are used to display the red and green

signal to the people. The DC motor is used to control

the gate and the Relay is used to run the motor.Fig.3.

Shows the block diagram of gate section.

Fig.2. Block Diagram of Train 2Section

Fig.3. Block Diagram of Gate Section

SMAC

PROTOCOL

ATMEL

AT89S52

POWER SUPPLY

5x1

SWITCHES

16x2 LCD

DISPLAY

UART

VIBRATION

SENSOR

TRANSMITTER

SCU

BUZZER

5x1 SWITCHES

ULTRASON

SENSOR

LCD

DC MOTOR

IR SENSOR

International Journal of Pure and Applied Mathematics Special Issue

1217

IV.

RESULTS AND DISCUSSION

TRAIN 1 SECTION

Fig.4. shows the circuit for train 1 section. It

consists of an ultrasonic sensor, a PIR sensor, a

power supply, a LCD display, a 5*1 switch and a

relay. The ultrasonic sensor is used here to detect the

presence of human and controls the motor

accordingly. According to our observations, the

motor starts when the distance is between 50 to 100

cm. Any other distance will not make the motor

run.Fig.5. Shows the image of ultrasonic sensor.

Fig.4. Image of Train 1 Section

TABLE I

READINGS OF ULTRASONIC SENSOR

S.No

Distance from the

sensor

Condition of the

motor w.r.t distance

from ultrasonic

sensor

NOT RUNNING

RUNNING

120

NOT RUNNING

Fig.6. Image of PIR Sensor

Fig.6. shows the image of PIR

Sensor. PIR sensor is used here to detect the presence

of human and displays whether the electrical devices

are ON or OFF in the LCD display.

According to our observations, the PIR

sensor immediately detects the presence of human as

soon as the power supply is on and displays the ON

in the LCD display. As most of the times a human is

standing nearby, the PIR sensor shows ON for most

of the time.

Fig.5. Image of Ultrasonic Sensor

The ultrasonic sensor can detect the

presence of obstacles at a distance between 50-100

cm. As it detects an obstacle the motor starts running.

The PIR sensor detects the presence of humans and

displays whether the light is ON in the LCD display.

International Journal of Pure and Applied Mathematics Special Issue

1218

The 5*1 switch is used to control the sensor. The

power supply is used to run the motor.

TRAIN 2 SECTION

Fig.7. Image of Train 2 Section

Fig.7. shows the setup for Train 2 section.

This section consists of a vibration sensor, a RF

transmitter, a LCD display, a 5X1 switch, a relay, a

buzzer.

Fig.8.Image of Vibration Sensor

Fig.8. shows the image of

Vibration sensor. The vibration sensor is used to

detect the cracks and movements in the railway

tracks preventing any accidents which happen due to

faulty tracks. According to our observations, a slight

vibration caused manually around the surroundings

of the sensor can be detected. As this vibration is

detected the buzzer goes on indicating a slight

movement.

stop. The vibration sensor detects the cracks and

movements in the tracks. It gives a warning via the

buzzer if there is any pressure on it. The RF

transmitter is used to send the location of a train to

another train or gate. This avoids any collisions

between trains if they move in the same track.

GATE SECTION

Fig.9. shows the output result of gate section.

The gate section consists of a RF receiver, 2 IR

sensors, a red and green light, a LCD display, and a

relay. The RF receiver is used to receive the

information sent by the trains containing their

locations and it controls the gate accordingly. The IR

sensor is used to detect the presence of humans near

the gate and controls the light accordingly.Fig.10.

shows the image of PIR sensor.

The RF receiver gets the location of the trains

and if the train comes near the railway crossing the

gate closes automatically. The IR sensor detects the

presence of human near the gate and shows the red

light warning the passersby.

Fig.9. Image of Gate Section

The RF transmitter is used to send

the data between the trains telling about its location

to others. Here the train 1 sends the information to

train 2 and if they are in the same track then the trains

Fig.10.Image of PIR sensor

International Journal of Pure and Applied Mathematics Special Issue

1219

For the reason of showing two

trains we have fixed these sensors in two different

trains. We can connect all these sensors in a single

train. The UART and SMAC protocol is used to

share the locations of the trains between them

avoiding accidents if there are trains in the same

track. The SCU is used to change the analog signals

into digital signals. Mainly the Ultrasonic sensor

produces analog signals which is converted to digital

for further purposes.

CONCLUSION

The method proposed in this paper is a

topology-based technique for the specification,

development, and verification of safety critical train

control systems. The application of this methodology

will contribute to achieving ever higher levels of

integrity in the design and implementation of such

systems. This method will avoid all the human errors

resulting in the decrease of accidents happening in

the tracks. There is no need for a central hub due to

direct communication between trains. Also there is

no need of stationing manual help to constantly

review the tracks. The loco-pilots can concentrate

more on the driving aspect than constantly looking

for dangers. Power is utilized effectively.

In the future, the number of devices used

can be lowered so that less power is utilized. Also a

much more effective wireless transceiver can be used

to increase bandwidth.

REFERENCES

[1] Chen Lei, Roberts Clive, Schmid Felix, Wang

Haifen, ‘A Topology-Based Model for Railway Train

Control Systems', IEEE Transactions on Intelligent

Transportation Systems, Vol. 14, No. 2.PP 256-

262,2013

[2] Lecomte Thierry, Pouzancre Guilhem, Thierry

Servat, 'Formal Methods in Safety-Critical Railway

Systems' in Proc. 10th Brasilian Symp. Formal

Methods, Ouro Preto, Brazil,2007

[3] Cacciola. M, Calcagno. S, Megali. G, Morabito.

F, Versaci. M, 'Rotating Electromagnetic Field for

Crack Detection in Railway Tracks' in PIERS

ONLINE, VOL. 6, NO. 3.PP-65-78,2010

[4] Miyamae Masakazu, Noma Haruo, Takahashi

Satoshi, Wong Jefferey ' A ZigBee-based Sensor

Node for Tracking People’s Locations' in IEEE

Transactions on Measurements and Instrumentations

Analysis, Vol. 70, No. 8.pp-79-86,2010

[5] Haramina Hrvoje, Mandic Milivoj, Niksic

Mladen 'New Method for Energy-Efficient Train

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Gazette, Vol.19, No.4.,pp:589-596,2012

[6] Feng Xiaoyun, Lu Qiheng ' Optimal control

strategy for energy saving in trains under the four-

aspect fixed autoblock system' in Journal of Modern

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[7] Dhanasekar Manicka, Zhang Zuoyan, 'Dynamics

of Railway Wagons Subjected to Braking Torques on

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[8] Wang. F. Y, 'Parallel control and management for

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architectures, and applications,' IEEE Trans.

Intell.Transp. Syst., vol. 11, no. 3. 2010

[9] Hwang. J.G., Jo. H. J., Yoon. Y. K, 'Analysis of

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[10] Hommel. G and Zimmerman. A, 'Towards

modeling and evaluation of ETCS real-time

communication and operation,' J. Syst. Software

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The main problem about a railway analysis is detection of cracks in the structure. If these deficiencies are not controlled at early stages they might cause huge economical problems affecting the rail network (unexpected requisition of spare parts, handling of incident and/or accidents). Within this framework, the early and continuous use of Non Destructive Tests can be useful. In this context, Eddy Current Testing is increasing in importance and popularity. Particularly, in this paper we exploit the measure of normal component, with respect to the scanned surface, of magnetic field. Whilst the scientific literature proposes a lot of solutions for detecting sub-superficial defects, an open problem is related to the geometrical complexity of the structure and the relevant dificulty of crack detection. In this paper, we propose a Finite Element Method based approach for modelling a fast and accurate evaluation of the defect in railways tracks. The modelled system is strongly versatile and the choice of electrical parameters affect the design of new probes for this kind of inspection. In particular, we propose a solution exploiting a rotating electromagnetic field with very encouraging results: The proposed model is able to recognize deep and surface cracks even if their orientations is vertical to the longitudinal direction of the sensor.

Dynamics of railway wagons subjected to braking torques on defective tracks

Article

Full-text available

Jan 2012
VEHICLE SYST DYN

It is well known that track defects cause profound effects to the dynamics of railway wagons; normally such problems are examined for cases of wagons running at a constant speed. Brake/traction torques affect the speed profile due to the wheel–rail contact characteristics but most of the wagon–track interaction models do not explicitly consider them in simulation. The authors have recently published a model for the dynamics of wagons subject to braking/traction torques on a perfect track by explicitly considering the pitch degree of freedom for wheelsets. The model is extended for cases of lateral and vertical track geometry defects and worn railhead and wheel profiles. This paper presents the results of the analyses carried out using the model extended to the dynamics of wagons containing less ideal wheel profiles running on tracks with geometry defects and worn rails.

Formal Methods in Safety-Critical Railway Systems

Conference Paper

Full-text available

Aug 2007

In this article we would like to present some recent applications of the B formal method to the development of safety critical systems, namely platform screen door controllers. These SIL3/SIL4 1 compliant systems have their functional specification based on a formal model. This model has been proved, guaranteeing a correct by construction behaviour of the system in absence of failure of its components. The constructive process used during system specification and design leads to a high quality system which has been qualified 2 by French authorities.

A ZigBee-based sensor node for tracking people's locations

Conference Paper

Full-text available

May 2008

A sensor network system has been developed for tracking people's locations in workplaces as part of a ubiquitous network system for providing context-aware services in daily activities. Since the installation of such a sensor is desired any place within its target domain with few limitations, it must operate by battery for a relatively long time, e.g., one month. To satisfy this requirement, we designed a battery-operated sensor node based on ZigBee technology and extended its operation period by developing a flexible sleep control protocol and a high-accuracy time synchronization mechanism between sensor nodes to reduce power consumption. From simulations based on actual data collected, we confirmed that a sensor node located in a hospital's medical ward can work over 21 days using four AA Ni-H batteries.

Analysis of the Formal Specification Application for Train Control Systems

Article

Mar 2009

Many critical control systems are developed using formal methods. When software applied to such systems is developed, the employment of formal methods in the software requirements specification and verification will provide increased assurance for such applications. Earlier errors of overlooked requirement specification can be detected using the formal specification method. Also, the testing and full verification to examine all reachable states using model checking to undertake formal verification are able to be completed. In this paper, we proposed an eclectic approach to incorporate Z(Zed) formal language and 'Statemate MAGNUM', formal method tools using Statechart. Also we applied the proposed method to train control systems for the formal requirement specification and analyzed the specification results.

A Topology-Based Model for Railway Train Control Systems

Article

Jun 2013

An innovative topology-based method for modeling railway train control systems is proposed in this paper. The method addresses the problems of having to rely too much on designers' experience and of incurring excessive cost of validation and verification in the development of railway train control systems. Four topics are discussed in the paper: 1) the definition of basic topological units for modeling railway networks, based on the essential characteristics of these units; 2) the concept of a train movement authority topological space; 3) the interpretation of the train control logic as a topological space construct; and 4) topological space theorems for train control system verification. A case study is also presented, where the approach was applied in the simulation model of a typical railway network, and the results show good performance, which meets the system requirements.

Optimal control strategy for energy saving in trains under the four-aspect fixed autoblock system

Article

Jul 2011

This paper deals with both the leading train and the following train in a train tracking under a four-aspect fixed autoblock system in order to study the optimum operating strategy for energy saving. After analyzing the working principle of the four-aspect fixed autoblock system, an energy-saving control model is created based on the dynamics equation of the trains. In addition to safety, energy consumption and time error are the main concerns of the model. Based on this model, dy-namic speed constraints of the following train are proposed, defined by the leading train dynamically. At the same time, the static speed constraints defined by the line conditions are also taken into account. The parallel genetic algorithm is used to search the optimum operating strategy. In order to simplify the solving process, the external punishment function is adopted to transform this problem with constraints to the one without constraints. By using the real number coding and the strategy of di-viding ramps into three parts, the convergence of GA is accelerated and the length of chromosomes is shortened. The simula-tion result from a four-aspect fixed autoblock system simulation platform shows that the method can reduce the energy con-sumption effectively in the premise of ensuring safety and punctuality.

Towards modeling and evaluation of ETCS real-time communication and operation

Article

Jul 2005
J SYST SOFTWARE

The future European Train Control System (ETCS) will be based on mobile communication and overcome fixed blocks. It is introduced in order to increase track utilization and interoperability throughout Europe while reducing trackside equipment cost. Data processing on board the train and in radio block centers as well as the radio communication link are crucial factors for the safe and efficient operation. Their real-time behavior under inevitable link failures needs to be modeled and evaluated. The paper presents a stochastic Petri net model of communication failure and recover behavior. A second model for the exchange of location and movement authority data packets between trains and radio block centers is presented and analyzed. Performance evaluation of the model shows the significant impact of packet delays and losses on the reliable operation of high-speed trains.

Parallel Control and Management for Intelligent Transportation Systems: Concepts, Architectures, and Applications

Article