Dynamic Train Risk Assessment for Track Utilization
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Solution Overview
Problem
Current railway protection systems are overly defensive, leading to suboptimal route utilization and require extensive planning and verification due to static routes and licenses, which complicates the planning and approval process while aiming for high safety integrity.
Innovation Solution
A method that dynamically assesses risk in real-time using a probabilistic graph model to create individual route reservations for each train, allowing for optimized route utilization and simplified planning by evaluating accident risks based on physical and geometric parameters, ensuring the highest safety integrity level (SIL4) without preconfigured routes or operational rules.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If static routes and static train permissions are established to ensure safety, then safety integrity is improved, but track utilization deteriorates due to excessive conservatism
Solution Approach 1:
The patent applies dynamics by transitioning from static routes and permissions to dynamic, real-time risk assessment. The system continuously evaluates accident risks based on current train positions, speeds, and track conditions, allowing route reservations to adapt dynamically rather than relying on pre-configured static parameters. This enables optimal track utilization while maintaining safety integrity.
Solution Approach 2:
The patent changes parameters by using probabilistic risk factors that are continuously updated based on real-time conditions. Instead of fixed safety margins, the system calculates dynamic risk probabilities considering train characteristics, track geometry, speed, and environmental factors. This allows the system to optimize track utilization by adjusting reservations based on actual risk levels rather than conservative static assumptions.
2Reliability
If static hazard analysis and risk assessment are conducted in advance for infrastructure planning, then safety is improved, but design and verification efforts increase significantly
Solution Approach 1:
The patent applies self-service by enabling the system to perform its own real-time risk assessment without requiring extensive external planning and verification. The probabilistic model automatically evaluates accident risks based on current operational parameters, train characteristics, and track conditions, eliminating the need for manual static hazard analysis and reducing design complexity.
Solution Approach 2:
The patent substitutes mechanical planning processes with automated computational risk assessment. Instead of manual hazard analysis and static route configuration, the system uses probabilistic graph models and real-time data processing to dynamically determine safe routes, significantly reducing design and verification efforts while maintaining safety.
3Reliability
If the system is designed to accommodate the slowest and longest train, then safety is improved, but the system becomes overly conservative for most trains
Solution Approach 1:
The patent applies local quality by tailoring risk assessments to individual train characteristics rather than applying uniform conservative parameters to all trains. The system evaluates each train's specific properties (length, speed, braking capacity) and calculates risk factors accordingly, allowing optimal route reservations for each train type while maintaining safety.
Solution Approach 2:
The patent uses dynamics to adapt the system to different train types in real-time. The probabilistic risk assessment continuously adjusts parameters based on the specific train's characteristics, track conditions, and operational context, enabling the system to optimize for each train rather than being constrained by the slowest and longest train scenario.
Data Source
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AI summary
The invention relates to a method for controlling a train within a train protection system, comprising the following process steps: • Creation of an accident model (AccM), wherein accident classes and accident influence factors are determined; • Determination of a track reservation (RES) specific to the train, comprising a track reservation area and a track profile; • Sending a request (A) to a risk assessment device (MAXd) for the release of the determined track reservation (RES); • Performing a real-time risk assessment for the track reservation (RES) using the risk assessment device (MAXd) for at least some of the determined different accident classes, wherein a risk factor (RF) for the track reservation (RES) is determined, and the result is a determination of whether the risk factor (RF) is acceptable; • Release or rejection of the track reservation (RES) depending on the result of the risk assessment.This simplifies planning, configuration/project design, and approval, and optimizes track utilization with a high safety integrity level (SIL4).