Why not a Last Clear signal Aspect (LCA)?

Transcription

1 Why not a Last Clear signal Aspect (LCA)? 1/28

2 Former Driver Advisory System (DAS) Planned timetable Telephone between dispatcher and stations Real timetable and forecast Pencils and eraser RGCF & SNCF 2/28

3 SBB Pacing trains is already an old story SNCF 3/28

4 Denmark Germany Netherlands Sweden Switzerland ADL Admirail CATO DSM GreenSpeed RoutLint ZLR 4/28

5 Computer Aided Train Operation (CATO): DAS??? ATO 5/28

6 Little remain: main driving phases Most Restrictive static Speed Profile (MRSP) Cruising Coasting speed Acceleration Braking 6/28 distance

7 Running in time: Highly dependent on the experience of the driver Normal driving style: appropriate use of the performance margin to coast at the appropriate places, to brake essentially with the regenerative brakes Objectives: arrival on time energy savings, wear & tear savings, passenger comfort increase V s 7/28

8 V V 1 > V 1 Running late in case of catching up: Highly dependent on the experience,on the knowledge and on the driving style of the driver First catching up: s < V 1 V 1 << V 1 V1 8/28

9 V Red expected: Running late in case of catching up: The intermediate phase << V 1 Slow speed phase: V 1 s << V 1 V 1 << V 1 V 1 9/28

10 V Running late in case of catching up: The speeding up phase offensive driving style: V 1 A very quickly new catching up V 1 s V A slow new catching up V1 V no stress driving style: 2 s V 1 10/28

11 V Running late in case of catching up: The help of the last clear signal aspect before braking V 1 First catching up: V1 s > V 1 V 1 < V 1 V1 11/28

12 V Running late in case of catching up: The help of the last clear signal aspect during the intermediate phase < V 1 flashing green (or yellow) expected Slow speed phase: V 1 s yellow (or red) expected < V 1 V 1 12/28

13 V Running late in case of catching up: The help of the last clear signal aspect before speeding up Last clear aspect driving style: V 1 s V 1 13/28

14 2 wires from SNCF BAL Automatic 4 -aspect signaling system relay coil 2 wires for blinking unit from Signalisation ferroviaire R. Rétivau (SNCF) /28

15 THEORETICAL last clear aspect adv./cons. in case of train succession Effect of a last clear indication on ATP without release loop or beacon AWS or ATP with release loop or beacon Free flow / Timetable stability Energy consumption Stress of the driver Very good Very good (Good for EMU) Very good Good Good (No for EMU) Good from Simple ways to pace trains D. Emery (EPFL) ICIRT-2013 (Pékin) 15/28

16 Line length: Approximately 60 km (Lausanne Genève) 16/28

17 Speed Speed profiles, number of intermediate stops, and mean distance between them: ICN(0, 60km), IC(0, 60km), IR(2, 20km), Freight(0, ), RE(7, 9km), Freight D(0, ) Distance 17/28

18 Max Speed, BrakingWeightPercentage: ICN(160km/h, N180%), IC/IR(140km/h, R135%), Freight(100km/h, A115%), RE(140km/h, R135%), Freight D(80km/h, D) Distance ICN IC IR G RE G(D) Time 18/28

19 IC First, ICN offensive ICN Speed IC 1 > First + 10 supplementary brakings Distance 19/28

20 IC First, ICN no stress t ICN O = t REF ICN IC Speed 0 1 First + 1 supplementary braking Distance 20/28

21 IC First, ICN LCA t ICN O < t ICN LCA < t ICN NS Speed ICN IC 0 (O+25 sec O+51 sec) t ICN O < t ICN LCA < t ICN NS (O+25 sec O+51 sec) First + 2 supplementary brakings 1 Distance 2 21/28

22 RE First, G offensive RE First + 9 supplementary brakings Speed G Distance 22/28

23 RE First, G no stress A115% RE : 46:38LCA 45:55 D 46:08 O RE 1+2 supplementary brakings Speed G Distance 23/28

24 RE First, G LCA t G NS <(!!) t G O < t G LCA (NS+13 sec NS+43 sec) A115% RE : 46:38LCA 45:55 D 46:08 O First + 5 supplementary brakings C C C C C Speed G C C = Coasting C C C C Distance 24/28

25 Last clear signal aspect An cipa on Energy savings, Less stress Last clear signal aspect Driving style standardiza on Optimization of the capacity use? Thank you for your attention 25/28

26 CONTACT & BIBLIOGRAPHY Daniel Emery Tél , WEB: T. Albrecht, TUD, "The influence of anticipating train driving on the dispatching process in railway situation", Proc. of the 2 nd International Seminar on Railway Operation Research, Hannover, 2007 T. Albrecht, TUD, "Understanding Energy-Efficient Driving as Predictive Control", Presentation Document, Faculty of Transportation and Traffic Sciences, Dresden University of Technology, about 2007 D. Emery, EPFL, "Simple ways to pace trains", Proc. of the 2013 IEEE International Conference on Intelligent Rail Transportation, Beijing, 2013 EPFL, DB Netz, TUD, UoNott, TRV, Assessment of State-of-Art of Driver Advice Systems, Optimal Networks for Train Integration Management across Europe (ON-TIME), Task 6.1 ( D. Emery, EPFL, "Towards a versatile European Driver Advisory System", Proc. of the 2014 Computers in Railway XIV Conference (Comprail), Rome, June 2014 (to be published), /28