Architectures of Automatic Train Operation for the mainline railway

Transcription

1 Architectures of Automatic Operation for the mainline railway RailTech Intelligent Rail Summit, 28 November 2017 systransis Ltd 2017

2 Speed(v) Time (t) Speed (v) Non-optimised v-s Time (t) Non-optimised v-s Optimised v-s (c) running trajectory 3 (a) running trajectory 1 (non-optimised case) Distance (s) Δt Distance (s) Speed (v) Time (t) Speed (v) Non-optimised v-s Time (t) Optimised v-s Non-optimised v-s Optimised v-s (d) running trajectory 4 (b) running trajectory 2 Distance (s) Δt Distance (s) Δt Speed (v) Non-optimised v-s Time (t) Optimised v-s (e) running trajectory 5 Distance (s) Systransis Ltd Part of Siemens Switzerland, own legal entity. We use our know-how of operational railway processes and the most advanced IT concepts to support our clients business processes sustainably and for the long term. We offer low-risk implementations of innovations into high-quality, marketable products. We have a tight collaboration with the current railway and IT research. Tunnel Safety Centralised traffic Management Automatic Operation Other Railway + IT Solutions Network-wide Dispatching System Emergency management Telecomm systems Non-optimised t-s Non-optimised t-s Optimised t-s Tunnel control Control of doors, lighting, ventilation,... Interlocking TAG ARS RBC Wayside monitoring Traction current control Non-optimised t-s Optimised t-s Non-optimised t-s Optimised t-s Non-optimised t-s Optimised t-s Field elements Track-side elements / trains Page 2

3 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 3

4 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 4

5 Current railway optimisation A railway system consists of three essential elements: Infrastructure Infrastructure management Manufacturer trackside system Operating rules and procedures (Optimisation) Rolling stock operator Manufacturer trainborn system Infrastructure Traffic Management Infrastructure Onboard Operation Data Data Preparation Preparation Supervision Supervision Dispatcher Dispatcher Rescheduling Rescheduling Driver Driver Adjust train speed Inner Outer Page 5

6 Current railway optimisation in the outer Enhance the outer : Traffic Management System (TMS) Strength: rail network-wide optimisation Infrastructure Traffic Management Onboard Operation Data Preparation Supervision Traffic management optimisation Dispatcher Rescheduling Driver Inner Outer Weakness: no direct improvement in train driving performance Page 6

7 Current railway optimisation in the inner Enhance the inner with train automation: Automatic Operation (ATO) Driver Advisory System (DAS) Strength: improve local train driving performance Weakness: no direct networkwide optimisation (e.g. conflict detection and resolution) Infrastructure Traffic Management Advisory information Driver Onboard Operation Especially for applying ATO on mainline railway Data Preparation Supervision Dispatcher Rescheduling automation Production command Inner Outer Page 7

8 Our vision in future mainline railway optimisation Integration of TMS + ATO. Infrastructure Traffic Management Advisory information Onboard Operation Algorithm integration Driver Data Preparation Supervision Traffic management optimisation Dispatcher Rescheduling operation optimisation Production command Inner Outer Special knowledge shared for different players in the process. Page 8

9 Challenge 1 Integration (technical level) What are the detailed functions of TMS and ATO separately? What are the bidirectional communication data TMS and ATO? How to build a demonstrator to prove the proposal? Page 9

10 Challenge 2 Optimisation Goals Increasing capacity Saving energy Improving riding comfort Improving accuracy of plan execution Page 10 How to evaluate these optimisation goals? How to adapt to different optimisation intentions? Different operating situation Different automation level How to resolve the contradiction in these goals? Where the difficulties are: Not only for multifunction, but also for flexibility.

11 Challenge 3 Benefits vs. Costs Infrastructure Traffic Management Advisory information Onboard Operation Algorithm integration Driver Data Preparation Supervision Traffic management optimisation Dispatcher Rescheduling operation optimisation Production command Inner Outer More control outer + Less control inner? Less control outer + More control inner? More control outer + More control inner? Page 11

12 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 12

13 Integrated optimisation model - Overview Traffic Management Centre Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner Outer DSS: Decision Support System DAS-C: Driver Advisory System Central ATO: Automatic Operation DAS-O: Driver Advisory System Onboard Page 13

14 Integrated optimisation model Interface specification needed Traffic Management Centre Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner Outer TMS Onboard Unit ATO-Trackside IF 131 IF 130 IF 126 ATO-Onboard Page 14

15 Integrated optimisation model Two possibilities between TMS and ATO-Trackside Traffic Management Centre TMS ATO-Onboard Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner ATO-Trackside Outer Onboard Unit Or Traffic Management Centre TMS ATO-Onboard Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention ATO-Trackside Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory Outer DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner Onboard Unit TMS Onboard Unit ATO-Trackside IF 131 IF 130 IF 126 ATO-Onboard Page 15

16 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 16

17 Integrated optimisation model TMS Traffic Management Centre Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner Outer Generating the optimal train running trajectory is regarded as a conflict resolution in addition to train reordering/rerouting/retiming. It improves the traffic flow by avoiding unscheduled stops of train. Page 17

18 Flexibility in choosing the optimal train running trajectory (Example) Speed Speed Non-optimised v-s Optimised v-s Non-optimised t-s Optimised t-s Position Non-optimised v-s Optimised v-s Non-optimised t-s Optimised t-s Position The four optimal trajectories can resolve the conflict by using the same travel time but consuming different energy. Δt Δt Time Time Speed Non-optimised v-s Speed Non-optimised v-s Which trajectory is the best??? Optimised v-s Non-optimised t-s Position Optimised v-s Non-optimised t-s Position Optimised t-s Optimised t-s Δt Δt Time Time Page 18

19 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 19

20 Integrated optimisation model ATO Traffic Management Centre ATO- Onboard Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner Onboard Unit Outer The train control command is an important output of train operation in addition to train speed information and it is the key to realising train automation. Page 20

21 control command The train control command refers to a specific intensity of tractive force or braking force, which influences the train states in speed, distance, time and acceleration or deceleration. Traction / Powering Which command is the best? 100% 75% 50% Tractive control command T i 25% Coasting 25% Regenerative braking control command B i 50% Regenerative Braking 75% 100% 25% Page 21 Braking Dissipative braking control command MB i 50% Mechanical Braking 75% 100%

22 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 22

23 Communication between traffic management and train operation At time t i Network traffic data Decision-making procedure in traffic management TMS Onboard Unit Conflict detection Decide the best trajectory and generate a series of target points sending to train automation Real-time feedback of train dynamics information to traffic management ATO-Trackside IF 131 IF 130 IF 126 ATO-Onboard local data Decision-making procedure in train automation Decide the best train control command and implement on the train At time t i+1 Influence traffic network data Page 23

24 Highlights Motivation Integrated optimisation model Traffic Management System (TMS) Automatic Operation (ATO) Bidirectional communication between TMS and ATO Discussion Page 24

25 Discussion 1: What is ATO for mainline railway? Grade of Automation (Updated) Page 25

26 Discussion 1: What is ATO for mainline railway? TMS Onboard Unit? ATO-Trackside IF 131 IF 130 IF 126? ATO-Onboard Page 26

27 Discussion 1: What is ATO for mainline railway? Traffic Management Centre TMS ATO-Onboard Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner ATO-Trackside Outer Onboard Unit TMS Onboard Unit ATO-Trackside IF 131 IF 130 IF 126 ATO-Onboard Page 27

28 Discussion 2: The importance of traffic prediction Traffic Management Centre Onboard Operation Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner Outer Conflict prediction Conflict detection High precision Traffic network decomposition Computing power Page 28

29 Discussion 2: The importance of traffic prediction Traffic Management Centre TMS ATO-Onboard Onboard Operation Prediction Data Preparation Supervision Conflict detection DSS for dispatcher DAS-C (Central) reordering/ rerouting/retiming advice Dispatcher Optimal train trajectory for conflict prevention Rescheduling re-ordering/ rerouting/ retiming Targets in the train trajectory DAS-O (Onboard) control command advice speed advice ATO Driver Adjust train speed automatically Improved train control command Inner ATO-Trackside Outer Onboard Unit Conflict prediction Conflict detection High precision Traffic network decomposition Computing power Page 29

30 Conclusion Past / Now Future Infrastructure manager: Efficient Traffic Management Real-time rescheduling Delay management Disruption management Driver advisory system Operator: Efficient Control Driver advisory system Automatic Operation automation + traffic management Increase capacity + Improve quality IT support with improved optimisation algorithm Page 30

31 Thank you for your attention Senior System Engineer Systransis Ltd. Riedstrasse 1, 6343 Rotkreuz, Switzerland Tel.: Fax: Page 31