Validation and real-life demonstration of ETCS hybrid level 3 principles using a formal B model

Hansen, Dominik; Leuschel, Michaël; Körner, Philipp; Krings, Sebastian; Naulin, Thomas; Nayeri, Nader; Schneider, David C.; Skowron, Frank

doi:10.1007/s10009-020-00551-6

Cited by 26 publications

(20 citation statements)

References 29 publications

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“…Combined with nearinstantaneous radio transmission of updated movement authorisation information, this provides a number of possibilities, including application of the solutions based on moving block sections extensively discussed in the literature [17][18][19][20]. The authors of paper [21] has presented a formal B model of representation additional virtual fix subsections in traffic control signalling system that could be used for finer location train on the line without needs of moving block section but capacity assessment study was not considered.…”

Section: Railway Traffic Control System Vs Railway Line Capacitymentioning

confidence: 99%

Effect of Train Position Reporting on Railway Line Capacity

Folęga¹,

Irlik²

2021

Transport Problems

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Over the recent years, an increase in the demand for passenger and freight rail transport services has been observed. This is mainly owing to the policy objectives related to the use eco-friendly means of transport and the investment causing the quality of rail services to grow. Along with the growing demand for rail transport, a problem of railway capacity utilisation has emerged. Although the implementation of the new Automatic Train Protection (ATP) system increases the safety level, but under some scenarios, it may decrease the headways between trains. At the same time, the ATP systems enables train positioning based on odometry calculation and reporting it to the trackside system. This paper proposes a solution that involves application of virtual block sections which use the train position reporting feature of the ATP system for the determination of non-occupancy. Virtual blocks can successfully reduce headways in railway lines without increasing the number of trackside signalling devices. The capacity assessment proposed under the study was performed to calculate the average headway depending on the signalling system configuration.

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Section: Railway Traffic Control System Vs Railway Line Capacitymentioning

confidence: 99%

Effect of Train Position Reporting on Railway Line Capacity

Folęga¹,

Irlik²

2021

Transport Problems

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“…Thus, while GNSS-based positioning systems are in use for some time now in the avionics and automotive sectors, current train signalling systems are still based on fixed blocks. However, experiments are being conducted and case studies are being validated in order to move to Level 3 signalling systems [2,5,6,8,14,15,21,25,33,40].…”

Section: Context and Case Studymentioning

confidence: 99%

“…Finally, there have been several recent attempts at modelling and analysing ERTMS Level 3 signalling systems (in particular Hybrid Level 3 systems with virtual fixed blocks) with Promela/Spin, mCRL2, Alloy/Electrum, iUML, SysML, ProB, Event-B, and real-time Maude [2,5,14,21,25,33,40,43]. None of these concern quantitative modelling and analysis, typically lacking uncertainty, which is fundamental for demonstrating the reliability of the operational behaviour of next generation satellite-based ERTMS Level 3 moving block railway signalling system models.…”

Section: Introductionmentioning

confidence: 99%

Strategy Synthesis for Autonomous Driving in a Moving Block Railway System with Uppaal Stratego

Basile

Beek

Legay

2020

Lecture Notes in Computer Science

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Moving block railway systems are the next generation signalling systems currently under development as part of the Shift2Rail European initiative, including autonomous driving technologies. In this paper, we model a suitable abstraction of a moving block signalling system with autonomous driving as a stochastic priced timed game. We then synthesise safe and optimal driving strategies for the model by applying advanced techniques that combine statistical model checking with reinforcement learning as provided by Uppaal Stratego. Hence, we show the applicability of Uppaal Stratego in this concrete case study.

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“…The authors introduce an approach to evaluate emergency stops of a system under ERTMS/ECTC Level 3 operation that are caused by a combination of communication failures that could be burst noise in communication links and connection losses due to failure of devices or cell handovers when reaching borders of GSM-R cells. In the work by Hansen et al [23], a full executable application based on Hybrid ERTMS/ECTS Level 3 (HBL3) is presented. HBL3 operational scheme does fully utilizing moving block functionality but instead divides the sections into virtual subsections which are used as fixed blocks, but provide finer granularity, as compared to total fixed block operation (such as in the case of ERTMS/ECTS Level 2).…”

Section: Systems Related To Moving Blockmentioning

confidence: 99%

Research Directions Regarding the Adoption of Formal Methods in the Railway Signaling Sector: Determinants and Next Steps for Future-Proof Railways

Rizopoulos

Olsson

Lindahl

et al. 2020

WIT Transactions on the Built Environment

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The terms Formal Methods (FMs) refer to a set of techniques and software toolkits that, based on mathematical rigor, can enhance safety, security, and the efficient operation of a wide range of systems. Considering that several innovative FMs applications have been performed over the last few decades, the utility of toolkits that are based on FMs has already been showcased in several industrial settings, such as the avionics and automotive industries, medical devices, computer software, and hardware systems, and finally, the railways and the railway-signalling sector. The current article focuses on the last of the aforementioned sectors, that of railway signalling, and aims to analyse research directions that regard the adoption of FMs in signalling. Despite the benefits and the availability of reports on the topic, the implementation of the adoption of FMs can be considered yet to be successful in most organizations that develop related systems. The authors have observed that this implementation lag in the adoption of FMs may stem from the absence of systematic approaches to the study of adoption. In that regard, a set of five Research Questions (RQs) is introduced in this article for the adoption of FMs in railway signalling systems. Furthermore, answers regarding two of those questions are given within the current article regarding: (i) studies on the adoption of FMs, and (ii) successful applications and benefits of FMs. The remaining three RQs are intended to point out issues for future research. By providing answers to all five RQs, it is expected that a map for the demand of FMs applications in railway signalling is introduced in the following years, as well as the role of the potential stakeholders in those applications.

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Validation and real-life demonstration of ETCS hybrid level 3 principles using a formal B model

Cited by 26 publications

References 29 publications

Effect of Train Position Reporting on Railway Line Capacity

Effect of Train Position Reporting on Railway Line Capacity

Strategy Synthesis for Autonomous Driving in a Moving Block Railway System with Uppaal Stratego

Research Directions Regarding the Adoption of Formal Methods in the Railway Signaling Sector: Determinants and Next Steps for Future-Proof Railways

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