D15.2 | TMS and ATO/C-DAS Timetable Test and Simulation Environment |

This deliverable D15.2 ‘TMS and ATO/C-DAS timetable test & simulation environment’ is the result of the developments carried out in FP1-MOTIONAL WP15 on ‘Linking TMS to ATO/C-DAS for optimized operations’ based on Tasks 15.3-15.5. This deliverable fills a gap in the state of the art and practice by considering in detail the interactions between the main system components of TMS – ATO-TS – ATO-OB, including C-DAS. WP15 focused on the TMS-ATO operations, processes, feedback control loops, algorithms, data interfaces and human factors to improve operations.

TMS-ATO railway operations can be viewed as a system revolving around three main objects: the Real-Time Traffic Plan (RTTP), the Train Path Envelope (TPE), and the Train Trajectory (TT), focusing on the railway network, railway corridor and single train, respectively. Functional requirements were defined for each of these three objects. The RTTP is the real-time traffic plan that coordinates all operations on the railway network at Timing Points (TPs). It contains the exact train routes, timings at stopping and passing points, and the orders over the (switch) sections. The RTTP is kept up to date in the TMS using functions of traffic state monitoring, traffic state prediction, conflict detection and conflict resolution. The interaction with ATO/C-DAS can be used to improve the accuracy of these functions. Several such components have been developed: the RTTP Updater, Traffic Regulator, TMS–C-DAS Enhanced Operation, and ATO Train Forecast and Operational Plan Update. The TPE is the sequence of TPs with time windows that the ATO-TS sends to the ATO-OB within a journey profile, which is used in the train trajectory generation algorithm. The TPE may enrich the RTTP with extra TPs. A TPE Generator has been developed that computes a TPE for each train by considering multiple driving strategies and the interactions between adjacent TPEs that may generate extra TPs to avoid conflicts.

Four TMS-ATO operational variants have been defined depending on a passive or active role of the ATO-TS and ATO-OB. An active ATO-TS includes a TPE generator that monitors and optimizes TPEs from TMS and ATO-OB updates. An active ATO-OB has a train trajectory generation algorithm onboard. Depending on the combination of passive/active ATO-TS and ATO-OB different feedback control loops arise, with the most flexible configuration the active ATO-TS and ATO-OB resulting in a distributed TMS-ATO solution. An Integration Layer (IL) has been developed based on the Conceptual Data Model (CDM) that provides an enhanced publish/subscribe paradigm for processing messages between the TMS and ATO-TS. In addition, a Journey Profile generator has been developed based on the IL that translates an RTTP into Journey Profiles and Segment Profiles.

A Human-In-The-Loop (HITL) simulation environment has been enhanced with the TPE Generator and a new ATO-OB, to test full TMS/ATO-TS/ATO-OB operation, including feedback control loops and human factors (HF) using HMIs for drivers and traffic management/control operators. HF research requirements and a toolkit have been developed to study train drivers and traffic management/control operators within a TMS–ATO environment. Also, Human Readiness Levels (HRLs) are defined to assess the level of maturity of technology to its readiness for human use.

The annex contains the results of TRL 4 validation in a lab environment of the functions developed.