EP0665155A2 - Procédé pour le fonctionnement d'un réseau ferroviaire - Google Patents

Procédé pour le fonctionnement d'un réseau ferroviaire Download PDF

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Publication number
EP0665155A2
EP0665155A2 EP95250005A EP95250005A EP0665155A2 EP 0665155 A2 EP0665155 A2 EP 0665155A2 EP 95250005 A EP95250005 A EP 95250005A EP 95250005 A EP95250005 A EP 95250005A EP 0665155 A2 EP0665155 A2 EP 0665155A2
Authority
EP
European Patent Office
Prior art keywords
conflict
route
train
overlap
conflict resolution
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP95250005A
Other languages
German (de)
English (en)
Other versions
EP0665155B1 (fr
EP0665155A3 (fr
Inventor
Harald Dr. Schaefer
Sieglinde Dipl.-Phys. Pferdmenges
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP0665155A2 publication Critical patent/EP0665155A2/fr
Publication of EP0665155A3 publication Critical patent/EP0665155A3/fr
Application granted granted Critical
Publication of EP0665155B1 publication Critical patent/EP0665155B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/14—Following schedules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]

Definitions

  • the invention relates to a method for operating a route network for a plurality of track-bound, in particular rail-bound, vehicles.
  • the route network comprises a number of individual route sections which are monitored by a control system in a manner known per se and are configured, for example, in accordance with the routes required for vehicle traffic.
  • the route sections are only assigned an attribute which represents the actual state (occupancy situation). If a shared route section to be used by two vehicles at the same time is already provided with an occupancy request by the first vehicle, the emerging conflict can only be resolved by changing the behavior of the second vehicle (which later expressed the desire to occupy). In this respect, the known method has an inflexibility that can cause unnecessarily large schedule deviations, for example.
  • the object of the invention is therefore to create a method for operating a route network which ensures reliable route network operation with the highest possible network utilization and flexibility.
  • An essential aspect of the method according to the invention is that from the data on the occupancy detection section by section - possibly also taking into account the vehicle-specific boundary conditions such as the type of vehicle and thus e.g. B. the expected punctuality - a realistic forecast for the section occupancy is made possible.
  • the vehicle-specific occupancy time frames assigned to each route section go far beyond a simple occupied / occupied message in terms of their information content. Based on the time interval between the occupancy time frames for different vehicles, the traffic density and possible conflicts with other vehicles can be recognized automatically. It is checked whether there are occupancy time frames for different vehicles for the same or the same route section (s) overlap in time.
  • the further development of the conflict can advantageously be predicted in a particularly realistic manner.
  • the expected course of the conflict case is assigned to one of several predefined conflict case patterns (classification).
  • the feasible conflict resolution measures are determined from the conflict resolution measures that are specified for the classified conflict case pattern, taking into account the situation-specific circumstances (e.g. availability of necessary alternative routes, hereinafter also referred to as "hard boundary conditions").
  • conflict resolution measures e.g. B. require an alternative route occupied during the conflict period are classified as not realizable.
  • Another advantage of the method according to the invention is the easily automated selection of the conflict resolution measure to be used from the conflict resolution measures classified as realizable. This selection is made after a predeterminable evaluation, e.g. B. in the form of a hierarchical list of priorities with predefined in a predetermined order (priority) evaluation criteria. Starting with the highest ranking evaluation criterion, it is checked whether at least one of the feasible conflict resolution measures fulfills the criterion. If not, this criterion is automatically given up and replaced by the next (valid as new) criterion. If the valid assessment criterion is met by several conflict resolution measures, the conflict resolution measure is preferably selected, which also includes the subsequent criterion met.
  • a predeterminable evaluation e.g. B. in the form of a hierarchical list of priorities with predefined in a predetermined order (priority) evaluation criteria. Starting with the highest ranking evaluation criterion, it is checked whether at least one of the feasible conflict resolution measures fulfills the criterion. If not,
  • the selected conflict resolution measure leads - if necessary - to the configuration of the route sections (for example by setting the course accordingly) and / or to the corresponding conflict-resolving control of the vehicles involved (for example by suitable reduction in the driving speed).
  • the assessment criteria are preferably defined on the basis of the local circumstances in the vicinity of the conflict; As a result, the computing time for selecting and evaluating the conflict resolution measures is independent of the route network size. This makes the method according to the invention particularly efficient.
  • Another important advantage of the method according to the invention can be seen in the separation between the (initially carried out) determination of realizable conflict resolution measures and their subsequent evaluation, because this results in an optimization of the computing processes.
  • An advantageous embodiment of the invention in this regard provides that an overlap is only determined when the degree of overlap exceeds a threshold value.
  • the threshold value is preferably adjustable to adapt to different security requirements; In order to take into account requirements specific to the route section, the threshold value can be set individually for the route section.
  • a particularly realistic formation of the occupancy time frame taking into account both the driving behavior of the vehicle and the performance of the configurable elements of the route sections and the control system succeeds according to an advantageous development of the invention in that the occupancy time frame in each case at least from the sum of the driving time of the vehicle from entering to complete departure of the respective route section and the time required for the configuration of the route section.
  • FIG. 2 illustrates a case of conflict between a first vehicle (train) 1 traveling at a speed of 90 km / h and a second vehicle (train) 2 traveling at a considerably higher speed of 160 km / h.
  • Time lines L1, L2 train 1, train 2 are shown with path axis s running from right to left and time axis t running from top to bottom.
  • the trains 1, 2 arrive at a branch A on a common track of a part 4 of a route network, which consists of several individual route sections 6 to 17.
  • the route sections are from a control system, not shown, is monitored and configured as required.
  • Occupancy time frames R106, R107 ... R117 for train 1 and R206, R207 ... R217 for train 2 (hatched) are entered for each route section 6 to 17. Due to the different speeds, one can see an overlap of occupancy time frames R107 / R207 beginning in route section 7. While the degree of overlap ⁇ is comparatively small in section 7, the degree of overlap increases steadily until a focus of conflict KSP is reached in section 12.
  • the temporal overlap (overlap) of the occupancy time frames (R107, R207) assigned to the different vehicles 1, 2 for the same route section (for example 7) is determined.
  • An overlap (elementary conflict) is preferably only determined when the degree of overlap ⁇ exceeds a predefinable threshold value.
  • an elementary conflict signal is generated which contains both an indication of the conflicting route section (e.g. 7) and an indication of the degree of overlap.
  • the elementary conflict signals for neighboring route sections (7 to 16) are evaluated together because the individual elementary conflict signals are based on the temporal overlap of occupancy time frames R107 / R207 to R116 / R216, which are assigned to the same trains 1, 2.
  • the degree of overlap that can be seen between route sections 6 to 12 during this evaluation indicates that the present course of conflict KV is a so-called run-up conflict (ALK).
  • the present conflict case is therefore delimited from other possible conflicts (e.g. threading conflict) than the class "accrued conflicts" classified.
  • Various conflict resolution measures are specified for this “accession conflict” conflict case as explained below.
  • FIG. 3 shows possible conflict resolution measures M1, M2, M3, M4, taking into account the locations that can be selected for conflict resolution (branch A and train stations B, C, D);
  • the first measure M1 consists in slowing or stopping the slower train 1 in the region of the branch A before entering the sections 6 to 17 to be used together with the train 2.
  • the train 2 can then travel at undiminished speed (as indicated by the dashed line L2).
  • the applicable evaluation criteria are based on e.g. B. on the locally applicable timetables, rank orders, waiting time regulations, train types (e.g. extra trains) and / or train loads.
  • Figure 4 shows an example in hierarchical order (predeterminable) evaluation criteria for an accrued conflict ALK and for a "accrued-before-train” conflict AVZ.
  • the highest ranking criterion in both cases of conflict is "keep connected".
  • the second highest priority on the other hand, is to "minimally disrupt the approaching train” or “to overtake unnecessary”.
  • “High quality has priority” refers on the train class (e.g. priority of an IC train over a local train).
  • cross-country / short-run refers to the distance still to be covered.
  • the evaluations preferably contain a criterion as the last criterion (eg "first first” / the incoming train waits until the route section to be traveled is free), which in any case enables conflict resolution. It can be seen that different conflict case patterns ALK, AVZ are assigned individually predeterminable evaluation criteria in individually predeterminable rankings for the selection of a conflict resolution measure to be applied.
  • FIG. 5 shows in detail the conflict resolution measure M3 in station C already explained in connection with FIG. 3, which is preferred in this description example with regard to the evaluation with the highest priority ("keep connections") according to FIG. 4, because for train 1 in station C. a punctual arrival with a subsequent waiting time t w1 is required.
  • This assessment criterion (keep track of train 1) is only met by measure M3. If this highest ranking criterion (FIG. 4) could not be met by any of the realizable conflict resolution measures, the conflict resolution measures would be evaluated with respect to the ranking criterion (minimally disturbing move 2). Measure M1 would meet this criterion.
  • the conflict resolution measure M3 with an overtaking process in station C provides that train 2 in route sections 6, 7 slightly reduces its speed V2 (line L2 '), so that it is delayed by a stop time t ST2 and passes station C without stopping. He can then increase his speed in order to approach the undelayed speed line L2 indicated by the broken line.
  • the train 1 stops on a siding in the station C during the waiting time t W1 at least until the occupancy time frame R112 'connects to the occupancy time frame R212' without overlap.
  • One or a few consecutive occupancy time frame overlap may occur due to strongly fluctuating route section lengths or a brief decrease in speed of a train that is generally traveling at a sufficient speed at a sufficient distance.
  • By jointly evaluating the elementary conflict signals of adjacent sections of the route it can be seen whether the occupancy time frame overlaps develop into a "hard run-up conflict" (FIG. 2) or whether it is only a temporary occupancy time frame overlap that does not require any intervention.
  • FIG. 6A shows two trains 1, 2, from whose vehicle-specific data about the expected point in time and the duration of future occupancy of the subsequent common route sections GS1, GS2 in the route section GS2, a conflict can be identified (crossing of the time-route line L1 of train 1 with the L2 of train 2). Based on the occupancy time frames R100, R200 assigned to the individual route sections IS1, IS2 and the overlapping occupancy time frames R101, R201 assigned to the common route sections GS1, GS2; R102, R202, the present conflict case is classified as a conflict pattern "threading conflict" EFK. Such a conflict can also occur when a train starts again at a station.
  • one possible conflict resolution measure M10 assigned to the conflict case pattern “threading conflict” is that the (slower) train 1 (FIG. 6A) is delayed until the common route section GS1 first traveled by train 2 is released again; the train 1 then enters the route section GS1 without overlap of its occupancy time frame R101 'with the occupancy time frame R201' of train 2.
  • the delay (recognizable by the line L1 'in FIG. 6B that initially drops off from the dashed line L1) in train 1 results in a total waiting time for train 1 before threading E of t wz1 .
  • FIG. 6C shows an alternative conflict resolution measure M11 in the case of the “threading conflict” conflict pattern.
  • the faster train 2 is delayed by a stub time t St2 before threading E so that an overlap of the occupancy time frames R101 ′′, R201 ′′ is avoided at least in the first common route section GS1. Due to the different speeds, there may be another overlap in subsequent sections of the route.
  • the conflict resolution measure M11 outlined in FIG. 6C is selected, for example, if, according to the evaluations (FIG. 4), "keeping connections" has the highest priority for the train 1 and the connection station is, for example, at the end of the common route section GS1.
  • FIG. 7 summarizes (schematically) essential process steps of the process according to the invention.
  • the elementary conflicts are summarized according to the trains involved.
  • a classification is made according to predefined conflict case patterns (e.g. emergence conflict ALK, threading conflict EFK).
  • those conflict resolution measures are determined (FIG. 3) that can be implemented taking into account the respective conflict environment.
  • the possible conflict resolution measures are those for the respective conflict resolution location (e.g.
  • Predefined conflict resolution measures can be ruled out if, for example, the necessary resources / environmental conditions (e.g. free sidings) are temporarily not available.
  • the preferred conflict resolution measure is selected by a subsequent assessment according to predetermined assessment criteria (FIG. 4).
  • a control system 20, which monitors the route sections 6 to 17 (FIG. 2) of the route network 4 and configures them as required, acts on the route sections (for example, 7.8) by radio-transmitted control commands 21 in accordance with the preferred, selected conflict resolution measure e.g. B. by setting the course to solve the conflict.
  • the control system 20 can also act on the controls 23, 24 of the vehicles 1, 2 to change the speed, for example by influencing the line train.
  • Vehicle-specific data for example via radio, are fed into a control device, which can be a component of the control system 20 or separately.
  • the vehicle-specific data result from the routes to be provided according to the schedule for vehicles 1, 2 and from vehicle-specific properties (for example vehicle length, speed restrictions, accumulated delays), which can also be transmitted and updated if necessary via communication points arranged on the route.
  • the control unit calculates the vehicle-specific occupancy time frames assigned to the individual route sections from the vehicle-specific data.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
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  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
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EP95250005A 1994-01-28 1995-01-10 Procédé pour le fonctionnement d'un réseau ferroviaire Expired - Lifetime EP0665155B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4403037 1994-01-28
DE4403037A DE4403037C2 (de) 1994-01-28 1994-01-28 Verfahren zum Betrieb eines Streckennetzes

Publications (3)

Publication Number Publication Date
EP0665155A2 true EP0665155A2 (fr) 1995-08-02
EP0665155A3 EP0665155A3 (fr) 1997-08-06
EP0665155B1 EP0665155B1 (fr) 2002-10-09

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EP95250005A Expired - Lifetime EP0665155B1 (fr) 1994-01-28 1995-01-10 Procédé pour le fonctionnement d'un réseau ferroviaire

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EP (1) EP0665155B1 (fr)
AT (1) ATE225728T1 (fr)
DE (1) DE4403037C2 (fr)
DK (1) DK0665155T3 (fr)
FI (1) FI111924B (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8805605B2 (en) 2011-05-09 2014-08-12 General Electric Company Scheduling system and method for a transportation network
EP2853467A4 (fr) * 2012-05-22 2016-02-17 Hitachi Ltd Procédé pour afficher un train et un corps mobile, dispositif d'évaluation de fonctionnement et système de commande de fonctionnement
FR3056543A1 (fr) * 2016-09-29 2018-03-30 Sncf Reseau Procede et systeme de regulation de circulation de vehicules ferroviaires, voie ferree mettant en œuvre un tel procede ou un tel systeme

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19652407C1 (de) * 1996-12-06 1998-06-25 Siemens Ag Verfahren und Vorrichtung zur Energieversorgung eines Fahrbetriebs mit einer Anzahl von Schienenfahrzeugen
DE19726542B4 (de) * 1997-05-07 2004-04-22 Schwanhäußer, Wulf, Prof. Dr.-Ing. Verfahren zur Steuerung und Sicherung eines fahrplangebundenen Verkehrssystems
DE102015218987A1 (de) * 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren für ein Gleisstreckennetz

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4122523A (en) * 1976-12-17 1978-10-24 General Signal Corporation Route conflict analysis system for control of railroads
US5177684A (en) * 1990-12-18 1993-01-05 The Trustees Of The University Of Pennsylvania Method for analyzing and generating optimal transportation schedules for vehicles such as trains and controlling the movement of vehicles in response thereto

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8805605B2 (en) 2011-05-09 2014-08-12 General Electric Company Scheduling system and method for a transportation network
WO2013081764A3 (fr) * 2011-11-30 2014-08-28 General Electric Company Système et procédé de programmation pour un réseau de transport
EP2853467A4 (fr) * 2012-05-22 2016-02-17 Hitachi Ltd Procédé pour afficher un train et un corps mobile, dispositif d'évaluation de fonctionnement et système de commande de fonctionnement
FR3056543A1 (fr) * 2016-09-29 2018-03-30 Sncf Reseau Procede et systeme de regulation de circulation de vehicules ferroviaires, voie ferree mettant en œuvre un tel procede ou un tel systeme

Also Published As

Publication number Publication date
EP0665155B1 (fr) 2002-10-09
DE4403037A1 (de) 1995-08-17
FI950320A0 (fi) 1995-01-25
ATE225728T1 (de) 2002-10-15
EP0665155A3 (fr) 1997-08-06
DE4403037C2 (de) 1998-08-27
FI111924B (fi) 2003-10-15
DK0665155T3 (da) 2003-02-10
FI950320L (fi) 1995-07-29

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