Surveillance concepts from a maintenance perspective. BaneBranchen May 21st, 10:45

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1 Surveillance concepts from a maintenance perspective BaneBranchen May 21st, 10:45

2 Introduction Siemens in Denmark Almost empl. Mobility 150 empl., ¼ in maintenance. In DK: ATC, STM-DK, Remote controlling, RS (EG, S-tog, Desiro), S-bane, etc. Maintenance perspective! I am not R&D therefore there might be some questions which I can not answer. Who is the audience? What will I tell you about? Questions Page Jesper K. Nilson

3 Different ways of performing maintenance Preventive: Time based. Based on cycles / km. Corrective / run-to failure: Reported by operator. Reported by the system itself. Need some kind of system surveillance Predictive (Condition based): Based on system surveillance. Requirement for predictive maintenance: In time shall not be a corrective measure (short time for a MMI, longer time in advance for point machines). Page Jesper K. Nilson

4 Vision for perfect Maintenance A system with full availability. All preventive maintenances are performed according to plan. No corrective maintenance. Predictive maintenance based on system surveillance. Optimizations on preventive maintenance based on system input. System availability high secured by redundancy on weak spots or parts with major impact. Typical indicators for predictive maintenance: Temperature levels. Duration of a specific action. Server surveillance (power supply, disk usage, core temp, reboot etc.). Network load. System usage. Failure in one part of redundant systems. Page Jesper K. Nilson

5 The two cases from Copenhagen S-bane Siemens is one of the major suppliers for the Copenhagen S-bane: S-Trains in consortium with Alstom. Powersupply. Traincontrol wayside and OB (HKT). Present OCS DIC-S. Signalling Programme CBTC system incl. Interlocking systems, CBTC, TMS, Network and facility systems. Page Jesper K. Nilson

6 DIC-S The first case used is the existing OCS for the S-bane called DIC-S, which was taken into use in the period 2003 to There is almost no automatic surveillance in this solution and predictive maintenance is performed on the basis of service reports and historic statistical data. Page Jesper K. Nilson

7 DIC-S Principles Interface to 72 interlocking systems via 72 RTU s. OCS: 8 redundant servers. 8 operator MMI. Internal network. F j e r n s t y r i n g s s y s t e m C e n t r a l / D r i f t s s y s t e m B e t j e n i n g s p l a d s 1 t i l 1 2 B e t j e n i n g s p l a d s 1 3 & 1 4 V I C O S L A N A D M C O M 1 / C O M 2 R e c o r d S e r v e r O n l i n e k ø r e p l a n V I C O S L A N O f f l i n e k ø r e p l a n F r o n t e n d 3 F r o n t e n d 2 F i r e w a l l F r o n t e n d 1 F i r e w a l l D a t a w a r e - h o u s e A b o n n e n t e r M B i t / s M B i t / s B S W A N Page Jesper K. Nilson

8 DIC-S Surveillance concepts Primary system input for Maintenance purpose: KONF Cockpit Status of all main components and sub-stations. RTU status / log Alarmliste Betjeningsprotokol (Operator / System logs) Weekly report (log) Weekly reporting on server disk usage, memory, automatic restarts, coredumps and sub-station availability Page Jesper K. Nilson

9 DIC-S Examples of fault handling Fault: RTU (Sub-station) not online The operator will see missing indications (blue icons) on screen and orders can t be given. The operator might look into Alarmliste for supplementary input. The operator will contact Siemens Service Engineer, which will look into KONF and analyze the reason for the fault. Typical transmission network or RTU itself. Fault: Saved by redundancy Not reported automatically to a Service technician. This will be visible when looking at alarmlist, KONF or the weekly report. Page Jesper K. Nilson

10 DIC-S Conclusion on maintenance based on surveillance A very detailed knowledge of the system is needed to analyze log files and in best case forecast any predictive maintenance. Besides the limited amount of time based preventive maintenance all performed maintenance is corrective. The system redundancy will reduce number of the faults. The system was designed almost 12 years ago and has very clear interfaces to transmission, interlocking, train protection which will reduce the amount of information to OCS. Page Jesper K. Nilson

11 The new S-bane The second case is the new OCS for the S-bane implemented within the Signalling Programme, which will be taken into use in the period 2014 to This is "born" with a surveillance concept and has been ordered including a 25 year Service Agreement. This will increase the predictive maintenance, decrease the corrective measures and thereby increase the availability of the system. Page Jesper K. Nilson

12 The new S-bane Principles Page Jesper K. Nilson

13 The new S-bane Principles Page Jesper K. Nilson

14 The new S-bane Indication input (examples) Interlocking TrainGuard MT (Trackside) TrainGuard MT (On board) Odometer failure Pulse generator disturbed Airlink (radio link trackside to train) CPU overload (5 or 15 min. load average) (Redundant) Accesspoint is not responding Harddisk fill level exceeded Ring Access Switch Uplink Port [3] is down Point Failure during self check Operation time exceeded for reaching end position Signals OCS (VICOS 100) Bus MMI Power Supply UPS battery low voltage detected Technical object buildings Aircondition LEGEND System elements (examples) Indicator input (system state / fault) App. 320 different system states and faults multiplied with the number of units Page Jesper K. Nilson

15 The new S-bane Incident surveillance concept TCC S&D Local Diagnostic Servers IL Hillerød IL Hellerup O&M Coordinator Workplace S&D Service S&D Central Server S&D Service IL Hundige IL Ballerup IL Lersøen IL København H Terminal Server (Web View) S&D Service DWH Sicas TGMT Airlink Sicas TGMT Airlink Interlocking Hillerød Interlocking Hellerup IL København H IL Hundige IL Ballerup IL Lersøen AP AP AP AP OBCU OBCU Page Jesper K. Nilson

16 The new S-bane Conclusion on maintenance based on surveillance The new S-bane sub-systems are better integrated and more complex than the present DIC-S systems. The safety related sub-systems has increased. The information level from the system are extended substantially the real issue is to analyze the data and make the right decisions. This is supported by the system itself and will be improved over the years. This will increase the overall system availability and reduce the maintenance costs. Page Jesper K. Nilson

17 Thank you for your attention! Page Jesper K. Nilson

18 Questions? Page Jesper K. Nilson