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Autonomous technology for trams
- 1. AUTONOMOUS TECHNOLOGY FOR TRAMS: WHAT FOR?HOW FAR IT WILL GO? MathieuMELENCHON SystemEngineeringManager
- 2. AUTONOMOUS TECHNOLOGY FOR TRAMS WHY DID WE START TO LOOK AT IT? 2CONFIDENCE MOVES THE WORLD The race for the autonomisation of automobiles has increased the intelligence of driving systems Technologies rolled out for metro are efficient in a controlled environment, but Tram systems are deeply integrated into the surrounding environment Could the technological proliferation happening in the automotive industry, mixed with the metro technology become the driver for the autonomous tram ?
- 3. An open system running through a developed urban area, interacting directly with all users of the road and public areas, relying on line-of-sight driving THE TRAM MAIN CHARACTERISTICS 3CONFIDENCE MOVES THE WORLD Casablanca Dubai Bordeaux 10,000pphpd CAPACITY 18-20km/h COMMERCIALSPEED 15to30M€/km INVESTMENTCOST 60-70km/h MAXIMUMSPEED
- 4. AUTONOMOUS PRIVATE VEHICLES :CURRENT ADVANCES THE SITUATION NOW AND IN A NEAR FUTURE 4CONFIDENCE MOVES THE WORLD Level 0: No automation Level 1: Driver Assistance Level 2: Partial Automation Level 3: Conditional Automation Level 4: High Automation Level 5: Full Automation No Data H: Highway TJ: Traffic Jam C: City (autonomy in urban environments) Complete autonomy could be achieved by 2030 at the earliest but “upgrading the infrastructure” might take longer… SAE(SocietyofAutomotiveEngineers) AutomationLevels
- 5. If we look at the effects of metro automation combined with how the automotive industry justifies the investment in the autonomous technologies, it is tempting to expect: AUTONOMOUS TECHNOLOGIES APRIORI,WHICH BENEFITS AND IMPROVEMENTS TO EXPECT FOR THE TRAM? 5CONFIDENCE MOVES THE WORLD Safety improvement Operation savings Energy savings Quality of Service improvements: Frequency and capacity Journey time Regularity Flexibility
- 6. All complex systems in the transport world must be validated and certified Changes must be made to the regulations and legislation governing tram systems Define who would be accountable for an accident Prevention of cybercrime Safety versus service availability AUTONOMOUS TECHNOLOGIES THE ACTUALCHALLENGES OF AN AUTONOMOUS TRAM 6CONFIDENCE MOVES THE WORLD Safety:
- 7. Ability to anticipate dangers, to avoid emergency braking Handle of degraded modes Benefits compared to the investment costs AUTONOMOUS TECHNOLOGIES THE ACTUALCHALLENGES OF AN AUTONOMOUS TRAM 7CONFIDENCE MOVES THE WORLD Operation challenges: The cost of technology and its return on Investment
- 8. One of SYSTRA’s goals is to develop a standard of tramway automation levels (LoA), providing a common framework to the ecosystem actors AUTONOMOUS TECHNOLOGIES POSSIBLE FUTURE STANDARDS TO DEFINE LEVELS OF AUTOMATION FOR TRAMS 8CONFIDENCE MOVES THE WORLD Technology is available and would require an adjustment Technology is available but would require significant improvement Technology is not available LoA0 LoA0 + LoA1 LoA2 LoA3 LoA4 Ensure Safe movement of trains (IXL/ATP) - Ensure safe separation of trains STAFF STAFF - Ensure safe route - Ensure safe speed Drive the train - Control acceleration and braking - Stop the train (e.g. station) - Determine speed profile (considering TLS input) SYSTEM Passengers' exchange - Doors opening/closing SYSTEM SYSTEM - Monitor train's departure from station SYSTEM SYSTEM - Prevent collision with passengers during train entry in station SYSTEM SYSTEM SYSTEM Protection in case of disruption - Perform unattended evacuation - Protection passengers on tracks (collision, electrocution) Supervize Guideway - Detect obstacles (non-railway) on tracks - Detect persons on tracks Prevent collisions with non-railway objects or persons - Speed profile takes into account non-railway objects or persons SYSTEM - Prevent pasengers injuries on platforms - Prevent collision with cars (e.g. level crossing) - Prevent collision with pedestrians/bikes (e.g. level crossing) - Prevent collision with staff on tracks - Prevent collision with other obstacles on the tracks Protection against non-rail hazards - Manage events such as Fire/Smoke, Flood and Terrorism Centralized Operation STAFF - Operate the line (control and monitoring) STAFF STAFF STAFF STAFFSTAFF SYSTEM SYSTEM STAFF STAFF assisted out of the clearance gauge + Active DAS w/i the clearance gauge STAFF STAFF+SYSTEMSTAFF STAFF STAFF STAFF or SEGREGATED LANE STAFF or SEGREGATED LANE STAFF or SEGREGATED LANE SYSTEM STAFF STAFF STAFF assisted (Improved DAS) STAFF assisted out of the clearance gauge + Active DAS w/i the clearance gauge STAFF STAFF STAFF STAFF (Attendant) SYSTEM STAFF STAFF STAFF STAFF STAFF STAFF SYSTEM STAFF STAFF SYSTEM SYSTEM SYSTEM Level of Automation SYSTEM SYSTEM STAFF (Points control/command by system) SYSTEM SYSTEM SYSTEM
- 9. To summarize: LoA0: No Automation LoA0+: The System Controls Speed LoA1: The System Helps The Driver Drive Better LoA2: The Driver Helps The System To Drive LoA3: The Driver Becomes An On-board Assistant, Only Intervenes When Necessary LoA4: The Tramcar Drives Itself, With No Staff On-board AUTONOMOUS TECHNOLOGIES POSSIBLE FUTURE STANDARDS TO DEFINE LEVELS OF AUTOMATION FOR TRAMS 9CONFIDENCE MOVES THE WORLD
- 10. LOA1 to LOA2: Driving assistance given to the tram driver for a more economical and safer trip. Frankfurthasexperimentedwithdifferentsensortechnology, twoanti-collisionssystemsthatcouldbeconsideredhas afirststeptoLAO1&potentiallytoL0A2: AUTONOMOUS TECHNOLOGIES FOR TRAMS WHAT SEEMS REACHABLE IN THE NEAR FUTURE? 10CONFIDENCE MOVES THE WORLD Image courtesy of Bosch Image courtesy of Bombardier
- 11. LOA3 to LOA4 for specific location: Total autonomy within the depot Autonomy in terminal areas in addition to an autonomous depot AUTONOMOUS TECHNOLOGIES FOR TRAMS WHAT SEEMS REACHABLE IN THE NEAR FUTURE? 11CONFIDENCE MOVES THE WORLD ImagecourtesyofAlstom AlstomandtheRATPhavecompletedanautonomoustramstablingexperiment intheRATP’sT7depotinVitry-sur-Seine. More connectivity between the tram and its infrastructure:
- 13. SYSTRAHASISSUEDAWHITEPAPERADDRESSINGTHEAUTONOMISATION FORTHEDIFFERENTGUIDEDRAILWAYMODES CONFIDENCE MOVES THE WORLD 13 Tram and LRT: exploring the concept introduced today Train: analyzing the current and future possible implementation for freight, conventional intercity trains and high speed trains Metro/MRT: studying how automation could evolve to autonomy TO DISCOVER OUR PRELIMINARY WORKS AND PROPOSALS: bit.ly/autonomisation
Editor's Notes
- Se presenter A statement: • Since few years, Autonomous private vehicles are mentioned and discussed every day or at least every week in the media. Attracted by the potential markets, a gigantic, worldwide ecosystem has sprung up from the “value chain” of autonomous vehicles. • This ecosystem includes of course car makers but, computer giants such as Google, Baidu, Microsoft and Apple, specialists in artificial intelligence such as Nvidia, Argo AI, Waymo and Intel And many specialised high-tech firms focusing on sensors / camera…Technologies are emerging and continuously improved : artificial intelligence / cameras, 3D vision / real-time intelligent mapping / sensors / Lidar and radar • In the urban transportation world, technologies used to run a metro automatic are considered mature BUT not sufficient for Tram, since it runs in a “non controlled environment” Some questions: • What is the real progress for these new technologies ? • How can ongoing technological research enable significant progress in the tram/LRT system? • What benefits are expected? • What are the shared challenges, and differences between road and tram transport mode? • What is the short and medium vision for the Tram systems of the future? SHORT / MEDIUM : 10 years
- What is a tram: • A guided transport, featuring a vehicle that runs exclusively along physical rails with variable levels of guideway protection (inaccessible reserved track, semi-reserved track, pedestrian zones…) Drive on-sight principle: • The driver is at all times in charge of the vehicle. They adapt their speed and driving rhythm to suit what they can see (obstacles on the track, other tramcars, traffic signs etc.). Headway between tram sets is controlled visually. Some figures: 10’000 Passenger per Hour and per direction / Commercial speed: around 20km/h or 12 miles/h / Max speed: below 70km/h or 43 miles/h / Cost: about 20-30m€ or 17-27m£
- Définition: • SAE Level 0 Automation: The driver fully controls all functions of the vehicle (brakes, acceleration, steering), although there are assistance systems, e.g. non-adaptive cruise control • SAE Level 1 Automation : The automatic system monitors the driving environment and can take over a specific mode of the vehicle’s lateral or longitudinal control. The driver stays in control of all other dynamic aspects of driving, e.g. adaptive cruise control (reduces speed if the preceding vehicle does so) • SAE Level 2 Automation : One or more assistance systems monitors the driving environment and can take over lateral or longitudinal control in specific circumstances. Driving may be automated, e.g. Highway Assist : on a motorway, under supervision of the driver, who must be ready to take control instantaneously. The vehicle can change lanes, without the driver touching the steering wheel, • SAE Level 3 Automation: The system supervises the environment. It handles all aspects of dynamic driving in a specific context, but may ask the driver to take over. The driver no longer needs to constantly monitor driving, but must be ready to take the wheel quickly at the system’s request, e.g. autonomous driving on motorways (Highway Pilot) • SAE Level 4 Automation: (“Eyes Off”, “Hands Off” or “Mind Off”, with no driver attention). This means autonomous driving, unsupervised by the driver, in limited use cases. Compared to the lower levels, the driver does not have to pay attention all the time. Technically, this requires the vehicle to be able to handle all situations, on its own, in predetermined use cases (e.g. certain roads and functions), e.g. autonomous driving along a motorway (Highway Pilot) • SAE Level 5 Automation: The vehicle drives autonomously, in all circumstances (roads) and conditions (weather), with no human intervention. TABLE DONE BY SYSTRA, based on advertisement and communication of the different actors
- • Safety improvement: Raising the level of automation for an autonomous vehicle means increasing the use of data from the outside environment, enabling the system to drive the vehicle dynamically. • Cost saving: Operation savings: in western country, the driver “cost” represents 50% of the operation cost) Energy savings: Regulated accelerating and cruising can provide savings of 5% to 15% however, savings made by energy recovery from regenerative braking will be limited, due to the unpredictability of light rail transit and the distances between trains and stations. • Quality of service improvement: Frequency and capacity improvements: theoretically, autonomous trams could run with shorter headway, increasing the frequency and capacity of the line Improvement in journey time: optimized driving could lead to a decrease of the journey time Improvement in regularity: driving behavior would be identical with an automatic system erasing the “driver behavior” Improvement in flexibility: it makes service changes much easier, at shorter notice and much lower costs (managing exceptional events for instance). This also makes it much easier to modify the overall service, following changes in demand.
- • The need for Safety case: Most of the authority for safety in guided public transport require for an original device with no technical standards or precedent already in service, the safety objectives must be presented and justified according to the risks associated with any failure or malfunction of the device. (French STPG at least) This means that any “driver-replacement system” for a train or a light rail transit must have been approved and undergone a certification process, to determine the safety integrity level of the products or systems used. In practice, such a certification, conducted by the manufacturer, is covered by a generic safety case. It must be validated by an Independent Safety Assessor (ISA) who has assessed the safety level of the product (equipment and/or software) with reference to the CENELEC standards, to determine their SIL (safety integrity level) (SIL: SIL 1, SIL2, SIL3, SIL4). • Change of regulation: For autonomous vehicles, this also involves the specific highway code for each country, as well as continent-wide conventions, such as the Vienna and Geneva conventions for Europe. These encompass a vast range of topics, including rules for driving and the presence of a driver, civil liability and insurance, data protection, and safety regulations. In particular, these regulations must protect against citizens from hacking and breaches of privacy, as well as determine who is responsible for any accident. • Cyber crime: Even if the technology for more autonomous trains or tramcars has not yet been defined, these modes will most probably have to deal with the same problem as soon as the communications between the vehicle and its surroundings require the mobile unit to choose an action, or as soon as trains or tramcars are “remote controlled” (such as remote-controlled trains). • Safety versus availability of services: A protocol attempting to cover all possible incidents between a light rail transit and its surroundings would probably hinder service, by making the tramcar slow down or stop more often and by lowering the overall speed.
- • Ability to anticipate dangers, to avoid emergency braking The machine will need sophisticated levels of judgement and analysis, at least equivalent to those of a driver, to take appropriate action and avoid the use of the emergency brakes. Emergency brake is a significant cause of injuries on French tram network • Handle of the degraded mode: Tram Systems have to deal with disruptions that require service in a degraded mode. They may be caused by the breakdown of an internal or external service component. Among possible examples, On light rail transit: - Broken down or defective traffic lights at a crossroads; - A door of the tramcar breaks down during service. - A door of the tramcar stays (blocked) open, at a station platform; This type of incident is caused by passengers who force or block the door to “get on at all costs,” when the platform is crowded. Such incidents are not rare. on the RATP LRT network in the Paris region, the driver’s instructions are as follows: stop the tramcar, follow the orders of the local command centre, switch on the warning lights and sound the gong, while driving by line of sight across the crossroads at no more than 10 km/h. The absence of a driver or other staff on board could necessitate changing the door-closing system on rolling stock. • Cost of technology: The benefits of tram systems are systematically compared to the investment costs. When new technology is added to the investment, the direct and indirect gains must be worth the extra investment for the operator, over the entire lifecycle. A value analysis must be conducted for each case, based on the context (retrofit on an existing line, level of accidents, labour costs) and the operator’s needs.
- As per the Automotive Industry and the Automatic Metro System, SYSTRA goal was to initiate an internal discussion on what could be a standard of tramway automation levels (LoA) and estimate the “effort to reach these different levels
- LoA0: No Automation This is the usual situation, with no tram-borne equipment to help the driver. LoA0+: The System Controls Speed Main principles: The system should identify the maximum safe speed and the maximum permitted speed (the response time for speed control systems to stay within the safe speed limit). It should prevent the tramcar from going over this speed, and make sure it respects lineside signalling. Speed control systems have yet to be defined. The speed governors used for metros will have to be adapted, to prevent activating the emergency brakes: Stop accelerating, brake “slightly” Normal service braking If there is no response, emergency braking LoA1: The System Helps The Driver Drive Better Main principles: This level comprises LoA0+ with added features to: improve “passengers’ comfort” while controlling the power consumption of the light rail transit system. The system will inform the driver about the authorised speedTo improve the “driver’s comfort” by adding a driver assistance device (passive, with no effect on vehicle speed), to warn the driver of stationary or moving objects within the danger zone, that threaten to collide with the tramcar. The detection distance must integrate the reaction time and tramcar speed, leaving enough room for drivers to avoid accidents LoA2: The Driver Helps The System To Drive Main principles: The system includes collision-avoidance functions. The system warns the driver that there is the risk of a collision. If they do not react within a predetermined time lapse, the system applies appropriate braking force. At this level, the system commands and controls the speed of the tramcar, according to the target speed which integrates external events as they happen (e.g. failure by a road vehicle to respect traffic lights, prompting braking and then acceleration). The target speed can adapt to the position and situation of the following train. The action (braking) may be activated by the driver (following an alarm from the anti-collision system), or by the system itself. When the danger has passed and the speed control system switches on, the system takes over again. The system commands and controls stopping in stations, and is thus able to confirm that safety conditions are suitable for entering a station. LoA3: The Driver Becomes An On-board Assistant, Only Intervenes When Necessary This level presupposes that the systems are sufficiently well established to be fully optimised in terms of performance and safety. LoA4: The Tramcar Drives Itself, With No Staff On-board The system is totally automated / autonomised, with no staff on board.
- Design and development will be needed to adapt autonomous vehicle technology to light rail transit. Despite the huge differences between the benefits and challenges, SYSTRA remains convinced that these technologies can be used to improve operation and LRT driving: LOA1 to LOA2: Just as with the autonomous car, gradual rise in driving aid technologies which address the concerns of the operators (avoidance of collisions, overspeed protection, driving with low visibility, problem of training or turn-over of Operating staff....) BOSH / BOMBARDIER /
- LOA4: from simple automatic storage to a perimeter which encompasses other functions: sandblasting, washer, preparation and taking vehicles out of service); RATP Depot SAFETY IMPROVEMENT at Terminus + Operation saving (optimized turn back)
- Questions raised for the tram mode, could be raised for the other transport mode knowing that their characteristics vary greatly, in terms of driving, integration into the surroundings, kinematics, and the driver’s roles and responsibilities. This chart give us quickely the complexity …. Level of interaction / speed