URBALIS Fluence. Train-centric CBTC solution. Jacques Poré March 2016

Transcription

1 Train-centric CBTC solution Jacques Poré March 2016

2 Introduction and overview Key concepts Main advantages Conclusion 2

3 Lessons learnt Technological evolutions (from analogic to digital, from Hardware-based to Software-based solutions) tend to degrade reaction times : Headways are impacted (90s in CBTC vs 70s in analogic) New features tend to increase the complexity of the communication flows, which inflates the validation / safety demonstration / data preparation activities, and costs Traffic increase (growing numbers of passengers per hour per direction-pphpd) requires extreme availability and performance but complexity goes in the opposite direction 3

4 Introduction and overview Key concepts Main advantages Conclusion 4

5 Traffic securing principle (1/7) The train receives its mission from the ATS New destination D Current EoA* Next movement received from ATS : Mission to D Direction of travel Infrastructure Controller Train T1 * EoA: End of (Movement) Authority 5

6 Traffic securing principle (2/7) The train computes the track resources needed for its movement and requests their booking to the Infrastructure Controller(s) Examples of track resources : track portion (rails), point blades, platforms, PSD areas, fouling, flanking New destination D Current EoA* Train T1 Direction of travel Infrastructure Controller Request Track resources * EoA: End of (Movement) Authority 6

7 Traffic securing principle (3/7) Infrastructure Controller : sets and locks track resources and records booking of all track resources advises Train T1 that it has the resources New destination Current EoA Train T1 Track resources set, locked & booked Direction of travel Track resources set & locked. All track resources booked Infrastructure Controller T1 T1 * EoA: End of (Movement) Authority 7

8 Traffic securing principle (4/7) Train 1 requests from other trains the authorization to use track resources Train Tx New destination Current EoA Train T1 Track resources set, locked & booked Direction of travel Track resources set & locked. All track resources booked Infrastructure Controller T1 T1 8

9 Traffic securing principle (5/7) Taking into account available track resources and other trains position. The train extends its movement authority EoA extension Train T1 Direction of travel Mobile Track resources set& locked. All track resources booked Infrastructure Controller T1 T1 * EoA: End of (Movement) Authority 9

10 Traffic securing principle (6/7) The train moves over booked and authorized resources EoA extension Train T1 Direction of travel Track resources set & locked. All track resources booked Infrastructure Controller T1 T1 10

11 Traffic securing principle (7/7) The train the Infrastructure Controller to release the track resources as soon as it does not need them anymore This reduces the train footprint EoA extension Train T1 Direction of travel Release resources Infrastructure Controller Track resources release 11

12 Track securing principle CBTC simplification through a train-oriented architecture Traditional Wayside-centric CBTC system Train-centric CBTC system ATS ATS Object Controller Route request Interlocking Block status, overlap release Train movement Zone Controller Train Train movement Location Train Several information paths and models to be reconciled Location EoA Infrastructure Controller Track resource request / release One consistent information path - No need to synchronize IXL and ATC - Homogeneous traffic securing design principles - Design can be focused on headway, flexible operation, and robustness performance. 12

13 Train spacing Train spacing trough direct train-to-train communication Wayside-centric CBTC system Train-centric CBTC system Location request EoA Location report & commitment EoA Preceeding Vehicule Following Vehicule Preceeding Vehicule Following Vehicule Location report Zone Controller End of Authority Cyclic communication with ATC Zone Controller - Cyclic on-board ATC / wayside ATC communication - Zone Controller computes all movement authorities and send them to each train Train-to-Train communication - Better response time - Ability to use non-continuous coverage (safety based on commitments) 13

14 Introduction and overview Key concepts Main advantages Conclusion 14

15 Operational performance : reduced headway and operation flexibility Reduced Headway: Improved operation flexibility : Face to face Back to back Turn back Coupling Operational flexibility in case of partial services or degraded situations 15

16 Operational performance Headway reduction pushes the moving block concept to its full potential Fixed Block Moving/Virtual Block with traditional interlocking URBALIS Fluence 16

17 Operational performance Turnback example Wayside-centric CBTC system Train-centric CBTC system T2 must wait for the entire route to be cleared - T2 can start its movement earlier - Blade can be moved earlier

18 Introduction and overview Key concepts Main advantages Conclusion 18

19 Main benefits synthesis Operational performance Reduced acquisition costs (CAPEX) Decrease of operation and maintenance costs (OPEX) 19

20 Deployment in progress in Lille (France) World s first UTO to UTO revamping will double transport capacity Faster response by direct train-to-train communication allows 66 seconds headway while doubling train length Optimal investment and Life Cycle Cost Customer: Lille Métropole (LMCU) Type: Renovation Line length: 13.5 km Nb of stations: 18 Nb of trains: 53 trains + 27 new trains 20

21 Questions?