Automatic Train Operation The mandatory improvement For ...€¦ · SYSTEM Incremental approach...
Transcript of Automatic Train Operation The mandatory improvement For ...€¦ · SYSTEM Incremental approach...
Automatic Train OperationThe mandatory improvement
For ETCS application
September 2012
Bob BARNARD, Benoît BIENFAIT, Patrick ZOETARDT
Why Mandatory ?
• ETCS provides safety & worldwide interoperabilityBUT… major challenges for Main Line Operators =
− to improve the performance and capacity of lines− to reduce operating cost
• Automatic Train Operation (ATO) is proven in Urban application
− Main Line application is more complex− ETCS designers did not consider ATO− There is a great variety of train and infrastructure fitment …
… A flexible, incremental, scalable and interoperable “ATO over ETCS”
will face the challenge and help make profits
Agenda
Main Lines requirement and constraints
ATO over ETCS
Incremental approach
Interoperability
Energy saving
Main Line requirements
• Efficiently manage varied service patterns & mixed-traffic
− punctuality of trains− impact of disruptions minimised − increased resilience of the network to disturbances
• Save energy
− optimise speed curves− not running faster than necessary− and by avoiding conflicts
• Increase Transport Capacity (on high density portion of track)
− Optimal & stable journey times and station operation times − Reduced number of trains required to meet capacity demand
• Reduce the mechanical wear
Main Line Operational Constraints
• Variety
− Independent operators (trains and infrastructure)
− Different train classes
− Large and complex track layouts
• Open tracks
− Trains may go anywhere in Europe
− Exclusion of people is not always achievable
• Roll-out takes many years
− Most journeys on different infrastructure fitments
− Commercial operation during on-track engineering work
Agenda
Main Lines requirement and constraints
ATO over ETCS
Incremental approach
Interoperability
Energy saving
ETCS as a train protection for ATO
• ETCS designed for train protection on national main lines and high speed railway networks
− ETCS specifications did not consider ATO needs
• Network Rail Feasibility study (2011)
− Demonstration of technical feasibility of ATO with ETCS− With “proven in service” equipment (ETCS SRS 2.3.0d)− Both high-density urban lines and typical main lines− Basis for specification of a future interoperable ATO standard
• Tested features
− ATO speed control and Headway performance level− Real time update from Traffic Management System− Energy saving− Door control and Unsupervised Reversal
NetworkRail Feasibility study - Technical Demonstration
Radio Block Centre Train simulator On-board ATO
Some results
EVC
DMIs
Results
• Train driven very close to the ETCS supervision curves (FS mode)
• 2 minutes headway through stations achieved by ETCS/ATO
− Performance by optimized fixed block in ETCS Level 2− Level 3 ETCS may further improve performance in the future
• Fully-automatic operation with ATO technically possible,
− Nevertheless ETCS specifications transfer responsibility to driver in some situations
• E. g. manual intervention needed when train reverses
(End of Mission and Start of Mission)
− Study showed approaches compatible with main line operation
• European TEN-T project started to develop ATO standards
Agenda
Main Lines requirement and constraints
ATO over ETCS
Incremental approach
Interoperability
Energy saving
A flexible system
• Diversity of trains and infrastructure equipment
− On-board ATO adapts itself to current infrastructure fitment− Trackside equipment manages different train fitment
• Scalability required for realistic migration to full ATO features
• Conclusion:
ATO products must support an incremental approach
SYSTEM
Incremental approach
TRACK SIDE TRAIN BORNE MAIN FUNCTIONSATO
Maximum permitted speed control
ETCS Level 1 or 2 EVC
Speed control vs ETCS speed
curves
ETCS
Accurate stoppingSelective OpeningPSD controlAdditional
ATO data
ETCS Level 1 or 2
EVCStationEntry
Management
Optimum Speed Profile Automatic ClosingAutomatic Turn-backAdditional
ATO data
ETCS Level 1 or 2Traffic
Management System
EVCOptimalSpeedProfile
Maximum permitted speed control
ETCS permitted speed
Speed driven by ATO
Driver controls the trainto stop at station platform
Trackside: ETCS only
Speed
Station entry management
ETCS permitted speed
Speed driven by ATO
ATO controls the trainto stop at station platform
Trackside: ETCS + ATO balises
Speed
Optimal speed profile
ETCS permitted speed
ATO optimizes speedfor energy saving
ATO controls the trainto stop at station platform
Trackside: ETCS + ATO balises + ATO functions in TMS
Speed
Agenda
Main Lines requirement and constraints
ATO over ETCS
Incremental approach
Interoperability
Energy saving
How does ETCS provide « Interoperability » ?
• Split of responsibilities between operation stakeholders
− Infrastructure Manager responsible for data stored in ETCS infrastructure systems
− Train Owner responsible for performance data stored in ETCS on-board equipment
• Technically
− Trackside system sends track description according to “ETCS language” and ETCS rules
− ETCS on-board systems implement ETCS-specified behaviour, according to messages received from the ETCS infrastructure on the route.
ATO « Interoperability » as extension of ETCS !
• Responsibilities:
− Infrastructure Manager : correctness + accuracy of ATO description of the track network.
− Train Owner : correctness + accuracy of ATO train data, performance characteristics and Energy Management
− Traffic Manager : planned and actual traffic schedules
• Technically: specifications extrapolated from ETCS principles
− ATO language− Specifications including constraints− Safety of ATO+ETCS to be considered
Agenda
Main Lines requirement and constraints
ATO over ETCS
Incremental approach
Interoperability
Energy saving
Energy saving
• How ?
− Avoid conflicts and unnecessary stopping (Traffic Management)− Optimum speed profile (Train Operation)
• Time tables include spare time
− Usually 90% of the trains arrive too early at the stations − Spare time better used in reducing energy consumption− Ask train to arrive at a timing point at the required time
• GreenRail Program (EcoDriving strategies)
− Optimised driving style :
• Respects travel time & Minimises energy consumption
− Demonstration of energy saving:
• -12% versus manual driving / -20% versus tight running
Conclusions
Main Lines requirement and constraints
ATO over ETCS
Incremental approach
Interoperability
Energy saving
Conclusions
• ATO for Main Lines is mandatory
− to increase transport capacity− to minimise energy consumption− to optimize varied service patterns on mixed-traffic network
• ATO over ETCS is technically feasible
• ATO design
− must be flexible and incremental to manage diversity of trains and infrastructure fitment
− must consider interoperability by clear definition of operation stakeholders responsibilities
Automatic Train OperationThe mandatory improvement
For ETCS application
Thank you
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