Increase of recovery in ERTMS lines with new ATO Paloma Cucala Antonio Fernandez paloma.cucala@comillas.edu antonio.fernandez@comillas.edu
Operation of trains vs energy efficiency TIMETABLE, DRIVING, TRAFFIC REGULATION Metro lines: ATO, that executes efficient driving commands Control centre that optimizes the traffic regulation and energy efficiency, and sends commands to each train in the line Long distance, high speed: Manual driving Manual driving + DAS Automatic regulation of constant speed (preselected by the driver). No delay recover Efficient ATO with local information (no regulation commands from the control centre)
ATO over ERTMS FUTURE in ERTMS lines The new ATO over ERTMS lines: AoE. Automatic driving and train regulation. Objectives of the AoE: to improve Punctuality, capacity, energy efficiency ERTMS User Group, in conjunction with UNISIG: to develop a suite of specifications for AoE Addendum to the current Baseline 3 specifications, to provide an interoperable ATO solution
AoE: on-board and trackside Based on two systems: the ATP system (ETCS) and the ATO system. Both ETCS and ATO systems include on-board and trackside sub-systems Figure from ERTMS users group
AoE communication ATO-track side ATO-OB (on board) communication Journey profile (JP), Segment profile (SP), status report Journey Profile (JP): list of expected segment profiles, list of Timing Points Segment Profile (SP): max speed limits, tunnels, track gradients, curves, neutral sections, etc. ATO-TS request JP SP Timing Points ATO-OB (10:00:00) Departure (10:20:30) (10:53:40) (11:44:00) Passing times Arrival
ATO commands: timing points ATO trackside sends the JP (Timing Points) to ATO-OB The ATO-OB has to fulfill the expected passing time at the next TP considering: Comfort, Energy efficiency The ATO-TS (track side) has manage the traffic and re-schedule according to the real-time disturbances: Punctuality, Capacity, Energy efficiency ATO-TS ATO-OB JP Re-schedule New optimal driving New Timing Points (10:00:00) (10:20:30) (10:55:40) (11:45:00) (10:53:40) (11:44:00)
ATO-on board ENERGY EFFICIENCY in AoE ATO-OB (on-board). New on-board control to optimize the ATO driving: Constraints: required passing times at TP Objectives: passenger comfort and energy consumption This algorithm is not specified, it will be a design of each specific application: opportunity to minimize energy consumption It will be needed to simulate the drivings in order to select the best/optimal solution Minimize the expected energy consumption of each candidate driving profile, taking into account the regenerated energy that can be recovered according to a defined receptivity factor.
ATO-on board ENERGY EFFICIENCY in AoE. ATO-OB New on-board control to optimize the ATO driving: Min(EConsumed - λ*eregenerated) λ : Total used regenerated energy/total regenerated energy (average value) It depends on: AC/DC, SSEE position, traffic density, electrical losses ATO-OB (10:00:00) (10:20:30) (10:53:40) (11:44:00)
ATO-trackside ENERGY EFFICIENCY in AoE ATO-TS (trackside): Timetable design or re-schedule 1. Timetable of one train: design of the optimal times at each Timing Point to be sent to the train (to permit the ecodriving of the AoE-OB) IMPORTANCE of the ATO model considered at the ATO-TS ATO-TS Design of train timetable: Timing Points Optimisation model: it has to include a model of the ATO-OB (10:00:00) Departure (10:20:30) (10:53:40) (11:44:00) Passing times Arrival
ATO-trackside 2. Timetable design /re-schedule of all the trains: Prevent/reduce unscheduled stops due to a preceding delayed train (running on the same or converging tracks) ATO-TS Re-schedule JP ATO-OB New Timing Point for Train 2 (10:55:40) Delayed train Train 2 ATO-OB will avoid stop/speed reduction: execute a new efficient driving (10:53:40) (11:44:00)
ATO-trackside 2. Timetable design /re-schedule of all the trains: Prevent/reduce unscheduled stops due to a preceding delayed train (running on the same or converging tracks) ATO-TS JP Re-schedule Converging tracks ATO-OB New Timing Point for Train 2 (10:55:40) (10:53:40) (11:17:40) (11:15:40) Train 1 Delayed
ATO-trackside: regenerated energy ENERGY EFFICIENCY in AoE. ATO-TS (trackside) 3. Timetable design /re-schedule of all the trains: Improve the use of regenerated energy between trains
ATO-trackside: regenerated energy 3. Timetable design /re-schedule of all the trains: Improve the use of regenerated energy between trains: Synchronization of speed up and braking periods of 2 trains in a timetable ARRIVAL/DEPARTURE Traction Speed Braking Speed Off-line: optimization model to maximize these coincidence periods On-line: recalculation of departure/arrival times to improve the synchronization
Synchronization of speed up and braking Electrical model of the power network and the traffic Optimization model: Max(Eused) used = λi timesynchroniz ed E
Synchronization of speed up and braking Calculated Schedule Platform Trains Event LV1 S1 C1 PE1 VR1 AR1 M1 M2 AR2 VR2 PE2 C2 S2 LV2 N1 N2 N3 N4 N5 N6 N7 Arrival 23:20:56 23:22:44 23:24:09 23:26:30 23:27:55 23:29:27 23:30:49 23:04:34 23:05:37 23:06:48 23:07:57 23:09:15 23:11:05 23:13:15 Departure 23:21:15 23:23:14 23:25:28 23:27:02 23:28:31 23:29:58 23:31:00 23:04:53 23:05:56 23:07:07 23:08:16 23:10:14 23:11:49 23:13:34 Arrival 23:28:29 23:30:27 23:31:55 23:33:23 23:34:49 23:36:10 23:37:29 23:10:39 23:12:14 23:13:44 23:15:16 23:16:49 23:18:49 23:20:40 Departure 23:28:56 23:31:00 23:32:19 23:33:56 23:35:16 23:36:38 23:38:03 23:11:28 23:12:50 23:14:24 23:15:48 23:17:59 23:19:14 23:21:00 Arrival 23:35:58 23:38:12 23:39:24 23:40:59 23:42:33 23:43:46 23:45:03 23:18:49 23:19:58 23:21:25 23:22:42 23:24:13 23:25:20 23:27:21 Departure 23:36:43 23:38:31 23:39:55 23:41:40 23:42:52 23:44:12 23:45:15 23:19:14 23:20:31 23:21:50 23:23:14 23:24:32 23:25:53 23:28:31 Arrival 23:43:17 23:45:56 23:47:32 23:48:55 23:50:24 23:51:55 23:53:31 23:26:18 23:27:40 23:28:56 23:30:05 23:31:25 23:33:28 23:35:23 Departure 23:44:26 23:46:37 23:47:51 23:49:31 23:50:59 23:52:40 23:53:42 23:26:56 23:28:04 23:29:15 23:30:24 23:32:38 23:33:55 23:35:45 Arrival 23:50:59 23:53:10 23:54:37 23:56:04 23:57:26 23:58:45 23:59:55 23:33:28 23:34:30 23:35:41 23:37:12 23:38:53 23:40:20 23:42:05 Departure 23:51:38 23:53:42 23:54:59 23:56:35 23:57:51 23:59:04 23:59:54 23:33:47 23:34:49 23:36:20 23:37:54 23:39:32 23:40:39 23:43:17 Arrival 23:58:21 24:01:00 24:02:16 24:03:37 24:05:31 24:06:45 24:07:55 23:40:59 23:42:19 23:43:42 23:44:51 23:46:32 23:47:58 23:49:56 Departure 23:59:30 24:01:21 24:02:35 24:04:40 24:05:50 24:07:04 24:08:23 23:41:33 23:42:50 23:44:01 23:45:31 23:47:07 23:48:30 23:51:02 Arrival 24:06:05 24:07:55 24:09:07 24:10:47 24:12:10 24:13:32 24:14:43 23:48:16 23:50:13 23:51:24 23:52:33 23:54:07 23:56:17 23:58:02 Departure 24:06:24 24:08:14 24:09:43 24:11:19 24:12:36 24:13:51 24:14:42 23:49:29 23:50:32 23:51:43 23:53:06 23:55:28 23:56:36 23:58:21
Synchronization of speed up and braking During the trip: if track gradient is high, synchronization of a train travelling uphill (traction) with a train travelling downhill (braking) Design of new passing times to force that synchronization (off-line vs real time) Braking Traction
Conclusions The new ATO over ERTMS is an opportunity to improve Punctuality, transport capacity But also: energy efficiency, energy recovery New efficient models have to be developed for the on-board and the track side functions according to the AoE specification
Thank you Paloma Cucala