METHOD AND SYSTEM FOR MANAGING GUIDED VEHICLE TRAFFIC WITHIN A RAILWAY NETWORK

Abstract

A method and system for managing guided vehicle traffic over a railway network include a first ATS system regulating guided vehicle traffic over a first regulation domain and a second ATS system regulating guided vehicle traffic over a second regulation domain. The first and second regulation domains have a common boundary. The first ATS system sends, to the second ATS system, configuration and circulation data for a part of the first regulation domain, for regulating guided vehicle traffic on the part according to a set of regulation data from the second ATS system. The second ATS system determines, from received configuration and circulation data, regulation data for an extended regulation domain including the second regulation domain and the part and for sending to the first ATS system the set of regulation data regulating the guided vehicle traffic on the part of the regulation domain of the first ATS system.

Claims

1. A system for managing traffic of guided vehicles within a railway network, the system comprising: a first ATS system configured for regulating the traffic of the guided vehicles over a first regulation domain; a second ATS system configured for regulating the traffic of the guided vehicles over a second regulation domain, the first and second regulation domains having a common boundary and at least one track connecting a first position located within the first regulation domain to a second position located within the second regulation domain; said first ATS system configured for sending, to said second ATS system, configuration and circulation data for a part of the first regulation domain, and for regulating the traffic of the guided vehicles on the part according to a set of regulation data received from said second ATS system; and said second ATS system configured for determining, at least from said configuration and circulation data, regulation data for an extended regulation domain including the second regulation domain and the part, and for sending to said first ATS system said set of said regulation data configured for regulating the traffic of the guided vehicles on the part of the regulation domain of said first ATS system.

2. The system according to claim 1, which further comprises at least one of an extension of the part from the common boundary to said first position or a determination of the regulation data by said second ATS system based on said received configuration and circulation data, an own reference timetable, an own nominal timetable, its current configuration and circulation data, and its own traffic regulation criteria.

3. The system according to claim 1, wherein said configuration data includes, for each guided vehicle having to move on the track, data being at least one of: at least one allowed travel time between two positions on the track within the part of the first regulation domain; or a minimum dwell time at a platform of a station located on the track within the part of the first regulation domain; or a minimum headway value between a guided vehicle and another guided vehicle directly preceding or following the guided vehicle on the track within the part of the first regulation domain.

4. The system according to claim 1, wherein the circulation data includes, for each guided vehicle having to move on the track, data being at least one of: an arrival time at a platform and a departure time from the platform; or a travel time between the platform and the boundary.

5. The system according to claim 1, wherein said set of regulation data includes, for each guided vehicle having to move on the track, data being at least one of: a time value for a run profile defining running of a guided vehicle between a platform and the boundary or a travel time from the platform to the boundary; or a setpoint value for a dwell time at the platform; or a time of arrival at the boundary.

6. The system according to claim 1, wherein said set of regulation data is free of any data defining a position of an interlocking within the part of the first regulation domain.

7. The system according to claim 1, wherein a convergent junction point is installed at the second position and guided vehicles move from the first regulation domain towards the second regulation domain.

8. The system according to claim 1, wherein a divergent junction point is installed at the first position and guided vehicles move from the second regulation domain towards the first regulation domain.

9. A method for managing traffic of guided vehicles over a railway network, the method comprising: providing a first ATS system for regulating the traffic of the guided vehicles over a first regulation domain; providing a second ATS system for regulating the traffic of guided vehicles over a second regulation domain; sending configuration and circulation data for a part of the first regulation domain to the second ATS system, providing the first and second regulation domains with a common boundary and at least one track connecting a first position located within the first regulation domain to a second position located within the second regulation domain; receiving the configuration and circulation data at the second ATS system; using the second ATS system to determine from the received configuration and circulation data regulation data for an extended regulation domain including the second regulation domain and the part; using the second ATS system to send to the first ATS system a set of regulation data configured for regulating the traffic of the guided vehicles on the part of the regulation domain of the first ATS system; and using the first ATS system to regulate the traffic of the guided vehicles on the part according to the set of regulation data received from the second ATS system.

10. The method according to claim 9, which further comprises at least one of extending the part from the common boundary to the first position or using the second ATS system to determine the regulation data from the received configuration and circulation data, a reference timetable of the second ATS system, a nominal timetable of the second ATS system, the configuration and circulation data of the second ATS system for the second regulation domain, and its own traffic regulation criteria.

11. The method according to claim 9, which further comprises providing the configuration data with data, for each guided vehicle having to move on the track, being at least one of: at least one allowed travel time between two positions on the track within the part of the first regulation domain; or a minimum dwell time at a platform of a station located on the track within the part of the first regulation domain; or a minimum headway value between the guided vehicle and another guided vehicle directly preceding or following the guided vehicle on the track within the part of the first regulation domain.

12. The method according to claim 9, which further comprises providing the circulation data with data, for each guided vehicle having to move on the track, being at least one of: an arrival time at a platform and a departure time from the platform; or a travel time between the platform and the boundary.

13. The method according to claim 9, which further comprises providing the set of regulation data with data, for each guided vehicle having to move on the track, being at least one of: a time value for a run profile defining running of a guided vehicle between a platform and the boundary or a travel time from the platform to the boundary; or a setpoint value for a dwell time at the platform; or a time of arrival at the boundary.

14. The method according to claim 9, which further comprises providing the set of regulation data free of any data defining a position of an interlocking within the part of the first regulation domain.

15. The method according to claim 9, which further comprises installing at least one of a convergent junction point at the second position or a divergent junction point at the first position.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0077] FIG. 1 is a schematic representation of a system according to the invention;

[0078] FIG. 2 is a flowchart of a preferred method according to the invention;

[0079] FIG. 3 is a schematic illustration of an upstream extension of a regulation domain of an ATS system;

[0080] FIG. 4 is a schematic illustration of a downstream extension of a regulation domain of an ATS system; and

[0081] FIG. 5 is a schematic representation of a railway network divided into different regulation domains according to prior techniques.

DETAILED DESCRIPTION OF THE INVENTION

[0082] Referring now to the figures of the drawings in detail and first, particularly, to FIG. 1 thereof, there is seen a portion of a railway network divided into geographical areas corresponding to regulation domains and in which the guided vehicle traffic or flow on each regulation domain is managed by an ATS system. Preferentially, the regulation domain of at least one ATS system according to the invention includes at least two tracks, wherein the tracks connect together at a downstream and/or upstream junction point.

[0083] An ATS system according to the invention includes a processor, a memory, and communication devices. The memory, or an external database may include a set of traffic regulation criteria, a nominal timetable, a reference timetable based on the nominal timetable, and one or several algorithms based on the traffic regulation criteria. The ATS system is configured for applying the one or several algorithms to acquired or received traffic data (typically circulation and configuration data) for continuously or periodically updating its reference timetable and determining regulation data that are then applied at least within its regulation domain for controlling the guided vehicle traffic at least within the regulation domain. As further explained below in preferred embodiments, the present invention proposes indeed that at least one ATS system, among ATS systems having respective regulation domains which share a common boundary, is configured for extending its regulation domain by acquiring or receiving traffic data for a part of the regulation domain of another ATS system among the ATS systems having regulation domains which share the common boundary, determining regulation data for the part, sending the regulation data to the another ATS system, the latter being configured for applying the received regulation data when regulating guided vehicle traffic within its regulation domain. The received regulation data have thus to be applied by the another ATS system even if it contradicts its own traffic regulation criteria. The another ATS system is preferentially configured for optimizing the guided vehicle traffic or flow within its regulation domain as a function of the received regulation data, notably by updating its reference timetable, i.e. by determining the so-called optimized timetable. For such an update, the received regulation data are considered as fixed parameters when determining updated guided vehicle circulations or flows, and the ATS system automatically determines then the optimized timetable that will maximize the number of its traffic regulation criteria that are satisfied.

[0084] According to FIG. 1, a first ATS system ATS_1 regulates the traffic of guided vehicles over a first regulation domain R1. The latter may include one or several stations 10A, 10B, 10C. A second ATS system ATS_2 regulates the traffic of guided vehicle over a second regulation domain R2. The latter may include one or several platforms 20. The first and the second regulation domains R1, R2 have a common boundary B. At least one track T connects a first position located within the first regulation domain R1 to a second position located within the second regulation domain R2. According to the present invention, the first ATS system ATS_1 is configured for sending to the second ATS system ATS_2 configuration and circulation data for a part E1 of the first regulation domain R1. The part E1 extends in particular from the boundary B towards the first station that a guided vehicle crossing the boundary B for entering the first regulation domain would cross, preferentially including the first station. The second ATS system ATS_2 receives the configuration and circulation data and is configured for determining, from the latter, regulation data for an extended regulation domain including the second regulation domain R2 and the part E1. Then, the second ATS system ATS_2 is configured for sending back to the first ATS system ATS_1 a set of the determined regulation data, wherein the set includes regulation data configured for regulating the traffic of guided vehicles over the part E1. After reception of the set of regulation data, the first ATS system ATS 1 is configured for using the regulation data included within the set as imposed constraints for regulating the traffic of guided vehicles over its regulation domain R1, and therefore over the part E1. According to FIG. 1, guided vehicles may move from platform 10C towards platform 20, in such a case the second ATS system ATS_2 proceeds to an upstream extension of its regulation domain by including the part E1 in its regulation. If one considers then guided vehicles moving from platform 20 towards platform 10C, then the extension of the regulation domain of the second ATS system ATS_2 with the part E1 would correspond to a downstream extension of its regulation domain.

[0085] In the following, we will describe a preferred embodiment of the invention, wherein at least one ATS system includes a junction point within its regulation domain. Indeed, one advantage of the present invention is to enable an automatic traffic flow regulation at a junction point, so that guided vehicle traffic at the junction becomes more efficient and congestion problems are minimized. The junction point is typically a place where multiple railway lines interconnect, meet, and/or cross, requiring thus a physical connection between tracks of the multiple railway lines, and wherein the traffic regulation at the junction point involves at least two different ATS systems having regulation domains which share a common boundary or border, namely a junction ATS system in charge of the junction point, i.e. configured for handling traffic regulation at the junction point, and a directly neighboring ATS system in charge of regulating traffic for at least one of the multiple railway line which extends through the common boundary and connects with the other railway lines at the junction point. The solution proposed by the present invention is notably based on a functional interface between the at least two different ATS systems.

[0086] The junction point is considered as a point (or place) connecting at least three lines, wherein at least two lines—the so-called branches—are characterized by a flow of guided vehicles having the same first motion direction with respect to the junction point—i.e. the junction point is defined as a reference point for the motion direction, which devices that the guided vehicles are moving either towards or away from the junction point, or in other words that they are either entering or leaving the junction point or area—, and wherein a single line, the so-called main line, among the three lines is characterized by a flow of guided vehicle having a second motion direction with respect to the junction point, wherein the second motion direction is opposite to the first motion direction with respect to the junction point—that is if guided vehicles moving according to the first motion direction are moving towards the junction point, then guided vehicles moving according to the second motion direction are moving away from the junction point, and vice versa for guided vehicle moving away from the junction point according to the first motion direction. In other words, guided vehicles moving on the main line are leaving the junction if guided vehicle moving on the branches are entering the junction, and vice versa.

[0087] In order to illustrate the present invention, we will describe hereafter a specific case wherein a convergent junction point is directly followed by a divergent junction point as shown in FIG. 5.

[0088] The system according to the present invention includes preferentially a functional interface configured for providing an extension of the regulation domain of the ATS_3, in particular an upstream and/or a downstream extension of its regulation domain. For the upstream extension of its regulation domain, the functional interface is an interface between the ATS_3 and each of the upstream ATS systems that regulates traffic on a branch 11, 21, upstream the convergent junction point CP, i.e. ATS_1 and ATS_2 according to FIG. 1. For the downstream extension of its regulation domain, the functional interface is an interface between the ATS_3 and the ATS_4. In the specific case of FIG. 5, the functional interface interfaces the ATS_3 with both each upstream ATS systems ATS_1 and ATS_2, and with the downstream ATS system ATS_4.

[0089] The upstream extension configuration of the functional interface is dedicated to the management of guided vehicle traffic flows at a single convergent junction point CP and is configured for ensuring that:

[0090] a decision taken by the ATS_3 for managing the convergent junction is optimized with respect to its traffic regulation criteria, i.e. always satisfies the maximum number of traffic regulation criteria of the ATS_3;

[0091] a decision taken by the ATS_3 for managing the convergent junction will not lead to a guided vehicle inadvertently stopping on tracks between one of the upstream stations 10, 20 on the first or second upstream branch 11, 21 and the convergent junction station 30.

[0092] The downstream extension configuration of the functional interface is dedicated to the management of guided vehicle traffic flows at a track section including a convergent junction point CP directly followed by a divergent junction point DP and is configured for ensuring that:

[0093] a decision taken by the ATS_3 for managing the convergent junction is optimized with respect to its traffic regulation criteria, i.e. always satisfies the maximum number of traffic regulation criteria of the ATS_3;

[0094] a decision taken by the ATS_3 for managing the convergent junction will not generate a traffic congestion on the mainline ML between the two convergent junction point CP and the divergent junction point DP.

[0095] Advantageously, the upstream extension configuration of the functional interface enables a smooth flow of guided vehicles on the mainline ML downstream of the convergent junction point CP with respect to the flow of guided vehicles on each upstream branch 11, 21.

[0096] According to the present invention, the upstream extension configuration of the functional interface enables the ATS_3 to extend its regulation domain to a portion of each of the upstream branches 11, 21. This makes the ATS_3 capable of regulating at the same time traffic flow for a small portion of each of the upstream branches 11, 21 upstream of the convergent junction point CP and for a portion of the mainline ML downstream of the convergent junction point CP. Thanks to the upstream extension configuration of the functional interface, the ATS_3 may communicate with each upstream ATS system and exchange traffic regulation information for handling guided vehicle traffic on each portion of the upstream branches 11,21 and on the portion of the mainline ML that belong to its regulation domain.

[0097] In particular, according to the present invention and as illustrated by FIG. 2, the ATS_3 is configured for:

[0098] receiving 202 configuration and circulation data sent 201 by each upstream ATS system, namely ATS_1 and ATS_2, wherein the configuration and circulation data are configured for enabling the ATS_3 to extend its regulated domain, for each of the upstream branches 11, 21, up to the first station 10, 20 that is located upstream of the convergent junction point CP, the first station being preferentially included in the extension of its regulated domain, creating therefore an (upstream) extended regulation domain, the extended regulation domain including the “nominal or original” regulation domain of the ATS_3 plus the extension, i.e. the extended part up to the first upstream station of each upstream branches 11, 21;

[0099] determining 203, on the basis of its own traffic regulation criteria only, regulation data for regulating traffic flow within the extended regulation domain, disregarding therefore traffic regulation criteria of each of the upstream ATS systems ATS_1 and ATS_2, the latter having for instance traffic regulation criteria that might be different from the ATS_3 traffic regulation criteria;

[0100] sending 204 to each upstream ATS system, i.e. ATS_1 and ATS_2 according to FIG. 1, a set of the regulation data including routing data that impact the flow of guided vehicles or the regulation of the flow of guided vehicle within the extended part of its extended regulation domain, each upstream ATS system ATS_1, ATS_2 receiving thus a set of regulation data impacting the flow of guided vehicle within its own regulation domain only;

[0101] regulating 205 traffic flow within its nominal regulation domain according to the previously determined regulation data, wherein each upstream ATS system (ATS_1 and ATS_2) is configured for applying the routing data provided by the ATS_3 when regulating the flow of guided vehicles on its own regulation domain even if it contradicts with its own traffic regulation criteria, each upstream ATS, i.e. ATS_1 and ATS_2, regulating the guided vehicle traffic flow on its regulation domain as a best effort in respect to its traffic regulation criteria, i.e. by maximizing the number of traffic regulation criteria satisfied by its regulation of the guided vehicle traffic flow on its own regulation domain while applying the routing data provided by the ATS_3.

[0102] According to the present invention, the configuration and circulation data which enable the ATS_3 to extend its regulation domain up to, and optionally including, the first station 10, 20 upstream of the convergent junction point CP on each upstream branch 11, 21 depend on each particular ATS system impacted by the extension and how the particular ATS system has been deployed. Preferentially, the circulation data are sent by each upstream ATS system at a predetermined frequency. Preferentially, the configuration data are sent by each upstream ATS system on an event-driven basis.

[0103] According to the present invention, the configuration data sent by an upstream ATS system ATS_1, ATS_2 to the ATS_3 include at least the following data:

[0104] for each guided vehicle having a route which follows an upstream branch within a regulation domain of an upstream ATS system ATS_1, ATS_2 and is crossing the boundary between the regulation domain of the considered upstream ATS system ATS_1, ATS_2 and the regulation domain (i.e. nominal regulation domain) of the ATS_3:

[0105] one or several allowed travel times, and optionally, for each of the latter, an updated allowed travel time if a temporary speed restriction is applied to a portion of track within the extension. Preferentially, if such a temporary speed restriction is applied to the portion of track, then the upstream ATS system is configured for automatically updating the allowed travel time by automatically sending the updated allowed travel time to the ATS_3. In particular, the upstream ATS system might send a single allowed travel time, which is, in such a case, defined as a minimum travel time between a position within its regulation domain and the boundary. Alternately, the upstream ATS system may send a set of travel times, which are defined as the possible/allowed travel times between the position and the boundary;

[0106] for each upstream branch 11, 21 along which the guided vehicle might move or is planned to move (according to its defined route or schedule) for crossing the boundary, a minimum dwell time at a platform of the first upstream station 10, 20 of the considered upstream branch, wherein the platform is the first upstream station platform wherein the guided vehicle is going to pass or stop.

[0107] Preferentially, the upstream ATS system is configured for automatically sending updated configuration data if an operator command would apply a temporal constraint to the guided vehicle, the temporal constraint impacting a motion of the guided vehicle at a position falling within the extension defined within the upstream ATS system regulation domain. For instance, a temporal constraint issued by an operator command and applying to the platform of the first upstream station 10, 20 of the considered upstream branch 11, 21 and/or applying to an interstation, i.e. portion of track, going from the platform of the first upstream station 10, 20 of the considered upstream branch 11, 21 to the boundary between the regulation domains of the considered upstream ATS system and the ATS_3 may automatically trigger the determination of the updated allowed minimum travel time, and/or of an updated minimum dwell time at the platform, and/or of an updated run profile, that is or are then automatically sent to the ATS_3.

[0108] for each couple or pair of successive guided vehicles having a route which is crossing or going to cross the boundary between the regulation domain of the considered upstream ATS system ATS_1, ATS_2 and the regulation domain (i.e. nominal regulation domain) of the ATS_3:

[0109] a minimum headway value that has to be satisfied or respected on the interstation going from the platform of the first upstream station on the considered upstream branch until the boundary between the regulation domains of the considered upstream ATS system and the ATS_3.

[0110] According to the present invention, the circulation data sent by an upstream ATS system ATS_1, ATS_2 to the ATS_3 include at least the following data:

[0111] for each guided vehicle having a route which is crossing the boundary between the regulation domain of the considered upstream ATS system ATS_1, ATS_2 and the regulation domain (i.e. nominal regulation domain) of the ATS_3:

[0112] an arrival time and a departure time defined for the platform of the first upstream station of the upstream branch 11, 21 followed by the route, wherein the arrival time and departure time have been defined, determined or stored by the considered upstream ATS system ATS_1, ATS_2 and satisfy the traffic regulation criteria of the considered upstream ATS system;

[0113] a travel time from the platform of the first upstream station of the upstream branch 11, 21 followed by the route to the boundary between the regulation domain of the considered ATS system ATS_1, ATS_2 and the ATS_3, wherein the travel time has been defined, determined or stored by the considered upstream ATS system ATS_1, ATS_2 and satisfies the traffic regulation criteria of the considered upstream ATS system.

[0114] According to the present invention, the regulation data include routing data that are configured for impacting the guided vehicle traffic flow within the extended part of the extended regulation domain of the ATS_3, the extended part being a part of the regulation domain of each upstream ATS system ATS_1, ATS_2 which includes at least one upstream branch that connects with the convergent junction point CP, the regulation data, and consequently routing data, depending on each particular ATS system impacted by the extension and how the particular ATS system has been deployed.

[0115] According to the present invention, the routing data sent by the ATS_3 to each upstream ATS system ATS_1, ATS_2 include at least the following data:

[0116] for each guided vehicle having a route which follows an upstream branch within a regulation domain of an upstream ATS system ATS_1, ATS_2 and is crossing the boundary between the regulation domain of the considered upstream ATS system ATS_1, ATS_2 and the (nominal) regulation domain of the ATS_3:

[0117] a time value for a run profile or a travel time to be set for the guided vehicle for travelling from the platform of the first upstream station 10, 20 on the considered upstream branch 11, 21 to the boundary between the regulation domains of the considered upstream ATS system and the ATS_3;

[0118] a setpoint value for a dwell time at the platform of the first upstream station 10, 20 on the upstream branch 11, 21 of the considered upstream ATS system ATS_1, ATS_2.

[0119] Preferentially, the routing data that impact the guided vehicle motion in the extended part of the ATS_3 regulation domain are free of any setpoint value configured for defining a position of an interlocking mechanism located within the extended part. Indeed, according to the present invention, while the guided vehicle running conditions (e.g. its speed as a function of its position, a travel time between two locations of the railway network) and its dwell times might be impacted according to the previously described method, each ATS system (upstream, convergent or divergent ATS system) remains independent with respect to guided vehicle route settings (i.e. the setting of the route that will be effectively followed by the guided vehicle for reaching a specific location on the railway network) once the guided vehicle running conditions and dwell times are defined or established.

[0120] An illustration of the upstream extension configuration of the functional interface might be provided by the following scenario, based on FIG. 3: A first train T1 that is the next train having a route which crosses the convergent junction point CP in a reference timetable of the ATS_3 is a train coming from the upstream branch 11—let's call it branch B—the traffic of which is regulated, upstream, by the ATS_1. Due to traffic congestion on the railway network, the first train T1 is late and is currently arriving at the first upstream station 10 on branch B 11.

[0121] Trains on the upstream branch 21—let's call it branch A—regulated by the ATS_2 are on time and one train, called second train T2, is arriving at the convergent junction station 30 and another, called third train T3, is arriving at the first upstream station 20 on branch A 21.

[0122] In this scenario, the ATS_3, having received, according to the present invention, all the configuration and train circulation data from both upstream ATS systems ATS_1 and ATS_2, becomes able to take the following decisions, based on its own traffic regulation criteria: [0123] 1. Let the first train T1 on branch B pass first at the convergent junction point CP, as required for satisfying the traffic regulation criteria of the ATS_3. Then, after taking the decisions, the ATS_3 sends a set of regulation data including routing data for the first train T1, wherein the routing data are configured for shortening its dwell time and speeding up its travel time towards the boundary between the regulation domains of the ATS_1 and ATS_3. [0124] 2. Hold up the second train T2 on branch A 21 at the platform of the convergent junction station 30 until the first train T1 on branch B 11 passes the convergent junction station 30 and delay the third train T3 on branch A 21 by a time value that satisfies a minimum allowed headway with the second train T2. Then, after taking the decisions, the ATS_3 sends to the ATS_2 a set of regulation data including routing data for the third train T3, wherein the routing data are configured for adapting the dwell time and travel time of the third train T3 towards the boundary between the regulation domains of the ATS_2 and ATS_3 so as to respect the minimum headway with the second train.

[0125] After sending to the upstream ATS systems ATS_1 and ATS_2 their respective routing data, the ATS_1 will adapt the traffic flow of trains within its regulation domain so that the routing data it received are satisfied, and the same will apply to the ATS_2 which will adapt for instance all traffic flows upstream of the first upstream station 20 on branch A 21 taking into account the new regulation data for the third train T3. As a result, no train will inadvertently stop on the tracks between the first upstream train stations on each upstream branch 11, 21 and the convergent junction station 30.

[0126] According to the present invention, the downstream extension configuration of the functional interface is configured for enabling and securing a smooth flow of guided vehicles moving on the mainline ML downstream of the convergent junction point CP towards the divergent junction point DP by enabling a sending from the ATS_4 to the ATS_3 of detailed traffic information, i.e. guided vehicle flow information, for an area extending outside of the ATS_3 regulation domain, the area extending from the mainline ML, including preferentially at least a part of the latter, down to, and preferentially including, the divergent junction station 40, wherein the guided vehicle flow on this area is, according to prior techniques, only regulated by the ATS_4 that is a divergent junction ATS system having a common boundary with the ATS_3. The area is the extended part of the regulation domain of the ATS_3 for the downstream extension configuration of the functional interface, the extended part together with its regulation domain forming a (downstream) extended regulation domain. When the functional interface includes both the upstream and downstream extension configurations, then the regulation domain of the ATS_3 is extended upstream and downstream by respectively the upstream extended part and the downstream extended part, forming therefore an extended regulation domain including the “nominal” regulation domain of the ATS_3, the upstream extended part and the downstream extended part.

[0127] The downstream extension configuration of the functional interface enables notably the ATS_3 to extend its regulation domain to the downstream extended part which includes a portion of the main line ML, the divergent junction point DP, and preferentially also the divergent junction station 40. Thanks to the downstream extension configuration of the functional interface, the ATS_3 may communicate with the ATS_4 and exchange traffic regulation information for handling guided vehicle traffic on the downstream extended part of the railway network.

[0128] As usual, the ATS_3 is the system that determines and regulates the flow of guided vehicles, e.g. a circulation order of the guided vehicles, on the mainline ML. Thanks to the downstream extension configuration and compared to existing ATS systems, the ATS_3 is further configured for:

[0129] receiving 202 configuration and circulation data from the ATS_4, wherein the configuration and circulation data are configured for enabling the ATS_3 to extend its regulation domain down to, and preferentially including, the divergent junction station 40;

[0130] determining 203, on the basis of its own traffic regulation criteria only, regulation data for regulating traffic flow within the extended regulation domain, disregarding therefore traffic regulation criteria of the ATS_4 for the downstream extended part;

[0131] sending 204 to the ATS_4 a set of the regulation data including a list defining an order according to which guided vehicles have to pass the boundary between the regulation domains of the ATS_3 and the ATS_4, the order classifying for instance the guided vehicles as a function of the time at which they have to cross the boundary;

[0132] regulating 205 traffic flow within its nominal regulation domain according to the previously determined regulation data, wherein the ATS_4 is configured for using the list and applying the order to its timetable reference when regulating the flow of guided vehicles on its own regulation domain, the flow being regulated as a best effort in respect to its traffic regulation criteria, i.e. by maximizing the number of traffic regulation criteria satisfied by its regulation of the guided vehicle traffic flow on its own regulation domain while applying the list, and thus order, to its timetable reference.

[0133] According to the present invention, the configuration and circulation data which enables the ATS_3 to extend its regulation domain down to, and optionally including, the divergent junction station 40 depend on each particular ATS system impacted by the extension and how the particular ATS system has been deployed. Preferentially, the circulation data are sent by the ATS_4 at a predetermined frequency. Preferentially, the configuration data are sent by the ATS_4 on an event-driven basis, e.g. in case of a temporal constraint impacting the traffic on an extension.

[0134] According to the present invention, the configuration data sent by the ATS_4 to the ATS_3 include at least the following data:

[0135] for each guided vehicle the route of which is crossing the boundary between the regulation domain of the ATS_3 and the regulation domain of the ATS_4:

[0136] one or several allowed travel times, and optionally, for each of the latter, an updated allowed travel time if a temporary speed restriction is applied to a portion of track within the extension. Preferentially, if such a temporary speed restriction is applied to the portion of track, then the downstream ATS system is configured for automatically updating the allowed minimum travel time by automatically sending the updated allowed minimum travel time to the ATS_3. In particular, the downstream ATS system might send a single allowed travel time, which is, in such a case, defined as a minimum travel time, i.e. a minimum value for the travel time between a position within its regulation domain and the boundary. Alternately, the upstream ATS system may send a set of travel times, which are defined as the possible/allowed travel times between the position within the regulation domain of the downstream ATS system and the boundary;

[0137] a minimum dwell time at a platform of the divergent junction station 40.

[0138] Preferentially, the downstream ATS system ATS_4 is configured for automatically sending updated configuration data if an operator command would apply a temporal constraint to the guided vehicle, the temporal constraint impacting a motion of the guided vehicle at a position falling within the extension defined within the downstream ATS system regulation domain. For instance, a temporal constraint issued by operator command and applying to the platform of the divergent junction station 40 and/or applying to an interstation going from the boundary between the regulation domains of the ATS_3 and ATS_4 to the platform of the divergent junction station 40 may automatically trigger the determination of the updated allowed minimum travel time, and/or of an updated minimum dwell time at the platform, and/or of an updated run profile, that is or are then automatically sent to the ATS_3 by the ATS_4.

[0139] for each couple or pair of successive guided vehicles having a route which is going to cross the boundary between the regulation domains of the ATS_3 and ATS_4:

[0140] a minimum headway value that has to be satisfied or respected on the interstation going from the boundary between the regulation domain of ATS_3 and the regulation domain of the ATS_4 to the platform of the divergent junction station 40.

[0141] According to the present invention, the circulation data sent by the divergent junction ATS system ATS_4 to the ATS_3 include at least the following data:

[0142] for each guided vehicle having a route which is crossing the boundary between the regulation domain of the ATS_4 and the regulation domain of the ATS_3:

[0143] an arrival time at, and a departure time from, the platform of the divergent junction station 40, wherein the arrival and departure times have been defined, determined or stored by the ATS_4 and satisfy the traffic regulation criteria of the ATS_4;

[0144] a travel time from the boundary between the regulation domains of the ATS_3 and ATS_4 to the platforms of the divergent junction station 40, wherein the travel time has been defined, determined or stored by the ATS_4 and satisfies the traffic regulation criteria of the ATS_4.

[0145] According to the present invention, the regulation data may include the routing data and/or the list. The list is preferentially sent within the regulation data in the case of the downstream extension and the routing data are preferentially sent in the case of the upstream extension. The list includes the order according to which guided vehicles have to cross the boundary between the regulation domain of the ATS_4 and the regulation domain of the ATS_3, i.e. it defines which guided vehicle is the first to cross the boundary, then which one is in second position, which one in third position, etc., and according to which time.

[0146] Preferentially, the list sent by the ATS_3 to the ATS_4 includes:

[0147] for each guided vehicle crossing the boundary between the regulation domain of the ATS_3 and the regulation domain of the ATS_4:

[0148] a time of arrival at the boundary as determined, stored or defined by the ATS_3, wherein the time of arrival has been determined, e.g. by the ATS_3, by applying its own traffic regulation criteria.

[0149] An illustration of the downstream extension configuration of the functional interface might be provided by the following scenario, based on FIG. 4: A first train T1 that is the next train having a route which crosses the convergent junction point CP according to a reference timetable of the ATS_3 is a train coming from branch A 21, and having a route which follows then the downstream branch 42, called hereafter branch C. The first train T1 is currently at the platform of the convergent junction station 30. At the same time, a second train T2 coming from branch B 11 is arriving at the platform of the convergent junction station 30. The route of this second train follows then the downstream branch 41, called hereafter branch D. Unfortunately, due to traffic congestion, the previous train which came from branch A 21 and that crossed the convergent junction point CP, let's call it “third train” T3, is blocked on branch C 42 at the platform of the divergent junction station 40 downstream.

[0150] In this scenario, the ATS_3, having received, according to the present invention, all the configuration and train circulation data from the downstream ATS system ATS_4, becomes able to take the following decisions, based on its own traffic regulation criteria: [0151] 1. Let the second train T2 currently occupying branch B 11 pass first at the convergent junction point CP, because the branch D 41 is not congested downstream. Let also this second train T2 respect its schedule defined in the reference timetable of the ATS_3 without any further delays by not modifying the schedule defined in the reference timetable; [0152] 2. Hold up the first train T1 on branch A 21 at the platform of the convergent junction station 30 until it receives circulation data from the ATS_4 indicating that the third train T3 on branch C 42 at the divergent junction station 40 is leaving or will soon leave the platform, notably at a time allowing the first train T1 to depart from the convergent junction 30 and travel free of any disturbance until reaching the divergent junction station 40. Consequently, the ATS_3 automatically adapts the dwell time and the travel time towards the boundary between its regulation domain and the regulation domain of the ATS_4 so as to respect the minimum headway allowed for the successive first train T1 and third train T3. [0153] 3. Adapt all train circulation upstream of the convergent junction station 30 on branch A 21, either directly (for the part of the branch A 21 belonging to its regulation domain) and/or by using the previously described upstream extension configuration of the functional interface (for the part of branch A 21 belonging to another upstream ATS system, namely ATS_2) in order to exchange the routing data with another upstream ATS system on branch A 21, e.g. ATS_2. [0154] 4. Create the list wherein the order of the trains crossing the boundary between the ATS_3 regulation domain and the regulation domain of the downstream ATS system ATS_4 is updated and send the list to the ATS_4.

[0155] This process will be repeated for all trains having a route which goes from branch B 11 towards branch D 41 as long as the third train T3 on branch C 42 is blocked at the platform of the divergent junction station 40. As a result, no train on branch A 21 will inadvertently stop on the tracks of the mainline ML between the convergent junction station 30 and the divergent junction station 40. Furthermore, the traffic congestion problem for trains moving from branch A 21 to branch C 42 will never delay trains moving from branch B 11 towards branch D 41.

[0156] In conclusion, the present invention provides an automatic regulation of the flow of guided vehicles between consecutive ATS systems when an incident or event occurs and requires an update of guided vehicle circulations/schedules. This invention thus considerably reduces the workload of operators of ATS systems in stressing situations resulting from incidents or events impacting train traffic around junction points. Among the main advantages of the present invention, there are notably ensuring a smooth guided vehicle traffic on the mainline ML downstream of the junction point and automatically adjusting guided vehicle traffic on any of the branches upstream of the junction point.