last clear signal aspect strc11 v8web.ppt
TRANSCRIPT
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1/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
Why not a Last Clear signal Aspect (LCA) ?
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2/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
© RGCF & SNCF
Former Driver Advisory System (DAS)
Telephonebetween dispatcher
and stations
Pencils and… eraser
Plannedtimetable
Real timetableand forecast
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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3/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
Pacing trains is already an old story
© SBB© SNCF
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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4/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
DenmarkGermanyNetherlandsSwedenSwitzerland
ADLAdmirailCATODSMGreenSpeedRoutLintZLR
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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5/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
Computer‐Aided Train Operation
(CATO):DAS ???→ ATO
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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6/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
distance
Most Restrictive static Speed Profile (MRSP)
spee
dLittle remain: main driving phases
Acceleration
CruisingCoasting
Braking
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7/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
V
s
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
Running in‐time:Highly dependent on the experience of the driver
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8/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
s
V
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
Running late in case of catching up:Highly dependent on the experience, on the
knowledge and on the driving style of the driver
V2 V1
V2 > V1
V2 << V1V1V2
V2 < V1
V2 V1
First catching up:
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9/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
s
V
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
Running late in case of catching up:The “intermediate” phase
Slow speed phase:
V1V2
Redexpected:
V2 << V1
V1V2
V2 << V1
V1
V2 << V1
V2
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10/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
Running late in case of catching up:The speeding up phase
s
V
s
V “no stress” driving style:
V1
V2 ↑↑V2
A very quickly new catching upV2 V1
V2 →↑V1V2
A slow new catching up
V2 V1
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION “offensive” driving style:
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11/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
s
V V2 ≈ V1
V1V2
First catching up:
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
V2 V1
V2 > V1
V2 < V1V1V2
Running late in case of catching up:The help of the last clear signal aspect
before braking
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12/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
s
V
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION Slow speed phase:
Running late in case of catching up:The help of the last clear signal aspect
during the “intermediate” phase
V1V2
V2 < V1yellow (or red)
expected
V1
V2 < V1flashing green (or yellow)
expectedV2
V2 →↑
V2
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13/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
s
V“Last clear aspect” driving style:
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
V2 V1
V2 →
Running late in case of catching up:The help of the last clear signal aspect
before speeding up
V2 →V2 V1
V2 →↑V2
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14/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
2 wires from … relay coil
2 wires for …
blinking unit
SNCF – BAL Automatic “4”-aspect signaling system
from “Signalisation ferroviaire” – R. Rétivau (SNCF) – 1987
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15/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
Very good
ATP withoutrelease loopor beacon
AWS or ATPwith release
loop or beacon
Very good(Good for EMU)
Very good
Good
Good(No for EMU)
Good
Free flow /Timetable stability
Energy consumption
Stress of the driver
Effect of a“last clear” indication
on …
THEORETICAL“last clear aspect” adv./cons.in case of train succession
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
from “Simple ways to pace trains” – D. Emery (EPFL) ICIRT-2013 (Pékin)
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16/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
Line length:Approximately 60 km (Lausanne‐Genève)
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17/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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, ‐‐)Speed
Distance
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18/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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)
ICN IC Time
Distance
GIR RE G(D)
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19/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
0
1 ‐> 6
7
IC First, ICN “offensive”
First + 10 supplementary brakings
Speed
Distance
10
8‐9ICICN
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20/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
IC First, ICN “no stress”
0
tICN‐O = tREF
First + 1 supplementary braking
Speed
Distance
ICICN
1
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21/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
IC 0
1
2
First + 2 supplementary brakings
Speed
Distance
tICN‐O < tICN‐LCA < tICN‐NS(O+25 sec O+51 sec)
ICN
IC First, ICN “LCA”
tICN‐O < tICN‐LCA < tICN‐NS(O+25 sec O+51 sec)
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22/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
RE
RE First, G “offensive”
First + 9 supplementary brakings
0 1 2 34
6
75
G
8‐9
Speed
Distance
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23/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
RE
RE First, G “no stress”
0 1
2
G
1+2 supplementary brakings
Speed
Distance
A115%‐RE : 46:38LCA45:55‐D 46:08‐O
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24/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
0 2 4G
RE First, G “LCA”
First + 5 supplementary brakings
5
C C C
CC C
13
C
C C
C
Speed
Distance
tG‐NS <(!!) tG‐O < tG‐LCA(NS+13 sec NS+43 sec)
A115%‐RE : 46:38LCA45:55‐D 46:08‐O
C = Coasting
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25/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
Thank you for your attention
Last clear signal aspect →An cipa on →Energy savings, Less stress
Last clear signal aspect →Driving style standardiza on →Optimization of the capacity use ?
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSION
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26/[email protected] – STRC 2014
LITEP Group École Polytechnique Fédérale de Lausanne
INTRODUCTION – DASDRIVING STYLE«LAST CLEAR ASPECT»SIMULATIONSCONCLUSIONCONTACT & BIBLIOGRAPHY
T. Albrecht, TUD, "The influence of anticipating train driving on the dispatching process in railway situation",Proc. of the 2nd 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 (http://www.ontime-project.eu/), 2013
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), 2014
Daniel Emery – [email protected]él. +41 21 693 39 52, WEB: http://personnes.epfl.ch/daniel.emery