EP2619067B1 - Procédé pour commander automatiquement une pluralité de véhicules guidés - Google Patents

Procédé pour commander automatiquement une pluralité de véhicules guidés Download PDF

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Publication number
EP2619067B1
EP2619067B1 EP11757254.5A EP11757254A EP2619067B1 EP 2619067 B1 EP2619067 B1 EP 2619067B1 EP 11757254 A EP11757254 A EP 11757254A EP 2619067 B1 EP2619067 B1 EP 2619067B1
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EP
European Patent Office
Prior art keywords
travel
vehicle
track
vehicles
bound
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.)
Revoked
Application number
EP11757254.5A
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German (de)
English (en)
Other versions
EP2619067A2 (fr
Inventor
Rolf Detering
Karl-Heinz Erhard
Jens-Harro Oechsner
York Schmidtke
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 Mobility GmbH
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Siemens Mobility GmbH
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Publication date
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Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP2619067A2 publication Critical patent/EP2619067A2/fr
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Publication of EP2619067B1 publication Critical patent/EP2619067B1/fr
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    • 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

Definitions

  • Track-bound vehicles i.
  • rail vehicles, maglev trains or track-guided vehicles with rubber tires are controlled by central control or monitoring systems to the extent that dangerous situations or accidents are avoided.
  • track-bound vehicles in the form of rail vehicles for example, a safe interlocking operation
  • a train tracking and an automatic train steering required or desirable tasks of a corresponding system of control technology This applies in particular to the case that is usually present in practice, that several track-bound vehicles are traveling at the same time on a route or in an area, for example in a station area.
  • an automatic control of lane-bound vehicles is increasingly carried out in that operator actions of a driver are partially or completely replaced by an automatic, computer-aided control of the respective vehicle.
  • the vehicles of a system of track-bound traffic are controlled or directed by a central control device, ie, for example, a computer of a control center, in accordance with a desired timetable.
  • a central control device ie, for example, a computer of a control center
  • delays or malfunctions can occur, which lead to conflicts between the intended driving routes and travel times of different vehicles.
  • disposition systems are used, which usually try to driving if possible while maintaining the planned routes.
  • the occurrence of disturbances ie, for example, door or signal interference
  • this redesign or changes may be required, which are often made manually by a dispatcher.
  • the present invention has for its object to provide a particularly efficient method for automatically controlling a plurality of track-bound vehicles.
  • a method for automatically controlling a plurality of track-bound vehicles wherein a modified actual timetable is generated by a central control device taking into account a target timetable and the position of the track-bound vehicles, based on the changed actual timetable at least one of the track-bound vehicles vehicle-specific driving information are transmitted, which include a next destination and an associated driving time, and on the part of the at least one of the track-bound vehicles based on the received driving information determines a driving profile and is used for the control of the respective track-bound vehicle.
  • a modified actual timetable is thus initially generated by a central control device, which may be, for example, a computer of a control center or control center, taking into account a target timetable and the position of the track-bound vehicles.
  • a central control device which may be, for example, a computer of a control center or control center, taking into account a target timetable and the position of the track-bound vehicles.
  • a corresponding automatic, computer-assisted generation of the modified actual timetable can, for example, using the published German patent application DE 10 2007 047 474 A1 known method for scheduling done. It is essential here that the generation of the modified actual timetable takes place in real time or online for the purpose of timetable planning during the current driving operation.
  • the driving dynamics of the respective track-bound vehicles can be taken into account on the part of the central control device.
  • properties of the respective route or sections ie, for example, gradients or curves, to be considered in the preparation or generation of the modified actual timetable.
  • vehicle-specific driving information is transmitted to at least one of the track-bound vehicles, comprising a next destination point and an associated driving time.
  • corresponding vehicle-specific driving information is transmitted in each case for all those track-bound vehicles that are monitored or controlled by the central control device and for which have changed due to the changed actual timetable changes in terms of the next target point or the associated travel time.
  • this can only be done for one of the lane-bound vehicles, for several of the lane-bound vehicles or also for all of the lane-bound vehicles.
  • the following method step uses the received driving information, i. Taking into account the next destination point and the associated travel time, a driving profile is determined and used in the sequence for the control of the respective track-bound vehicle. This means that the actual control of the respective track-bound vehicle is thus decentralized by a corresponding device of the respective vehicle itself.
  • the next destination which may be, for example, a railway station or the end of a track or track section
  • the associated travel time i.
  • the respective track-bound vehicle can decide for themselves how it complies with the relevant requirements.
  • the respective track-bound vehicle may have its driving profile, i. especially speed and acceleration at a given time, determine yourself.
  • the respective track-bound vehicle can advantageously use all the information available to it about its operating state and consequently determine a driving profile which is particularly favorable or best under the respective circumstances.
  • the inventive method is advantageous because it is particularly efficient due to the interaction between the generation of the modified actual timetable by the central control device and the subsequent determination of the applicable for the respective tracked vehicle driving profile by the vehicle itself. This applies on the one hand with regard to that the generation of the modified actual timetable by the central control device avoids or automatically resolves occupancy conflicts and thus maximizes throughput also with reference to a route network or a section of the route. Moreover, on the part of the central control device, advantageously only the specifications in the form of the driving information are transmitted to the respective track-bound vehicle, which are actually necessary in order to coordinate the different track-bound vehicles. By implementing the vehicle-specific driving information in the respective vehicle by determining the respective driving profile, the actual automatic control of the respective track-bound vehicle is advantageously carried out on the respective vehicle itself. This results from the use of the determined driving profile for the automatic control of the respective track-bound vehicle, the possibility of a reduction in staff, since, for example, a driver depending on the other circumstances is not or at least not mandatory.
  • the inventive method can also be configured such that the modified actual timetable is generated by changes in travel times, driving routes and / or driving sequences of at least a portion of the track-bound vehicles.
  • the variables mentioned are those which, in the context of the disposition of a plurality of track-bound vehicles, can usually be used to make changes to a desired timetable with regard to the respective concrete situation.
  • the inventive method is developed such that the modified actual timetable is generated by the central control device with further consideration of at least one existing fault message.
  • existing fault messages ie, for example, information on door, signal or turnouts, be considered in the generation of the modified actual timetable.
  • a periodic or cyclical generation of the modified actual timetable is possible taking into account the respective current position of the track-bound vehicles.
  • a corresponding generation of a modified actual timetable takes place at regular time intervals as well as additionally event-based, ie triggered by occurring events, in particular in the form of disturbances.
  • the inventive method can also be developed such that the driving profile is optimized by the at least one of the track-bound vehicles taking into account the received driving information in terms of the energy required to reach the next target point.
  • the driving profile is optimized by the at least one of the track-bound vehicles taking into account the received driving information in terms of the energy required to reach the next target point.
  • the driving profile is determined on the part of the at least one of the track-bound vehicles taking into account the driving dynamics of the respective track-bound vehicle and / or a digital Streckenatlasses.
  • the driving dynamics i. For example, the acceleration capability of the maximum speed or the load, can be considered in the determination of the driving profile. This ensures that the determined driving profile takes the best possible account of the particular circumstances of the route as well as of the track-bound vehicle.
  • the inventive method can also be so pronounced that the vehicle-specific driving information is radio-based transmitted to the at least one of the track-bound vehicles.
  • a radio-based transmission of the vehicle-specific driving information to the at least one of the track-bound vehicles offers the advantage that such a radio transmission is usually particularly robust, reliable and flexible.
  • the vehicle-specific driving information by means of other, known per se transmission method, ie for example by means of or in the Route provided transmission facilities to transmit to the respective track-bound vehicle.
  • the vehicle-specific driving information is transmitted to the at least one of the track-bound vehicles using a transmission channel of a train protection system.
  • a transmission channel of a train protection system is advantageous since, for the purpose of train control or train control, corresponding transmission channels are usually already available between the central control device and the respective track-bound vehicles.
  • These can advantageously also be used to transmit the driving information to the respective track-bound vehicle and thus enable it to determine the driving profile and to use it in the sequence for the automatic control of the respective track-bound vehicle.
  • the inventive method can also be developed such that the vehicle-specific driving information using a transmission channel of the European Train Control System ETCS (European Train Control System) are transmitted to the at least one of the track-bound vehicles.
  • ETCS European Train Control System
  • the use of a transmission channel of the European Train Control System ETCS to transmit the vehicle-specific driving information to the at least one of the rail-bound vehicles is advantageous as ETCS is an efficient train protection system replacing to a lesser extent existing national train protection systems.
  • the driving profile is determined on the part of the at least one of the track-bound vehicles by a control device of a system for automated driving operation.
  • a control device of a system for automated driving operation offers the advantage that corresponding automated driving systems, also referred to as ATO (Automatic Train Operation) systems, are often already used on track-bound vehicles for automatic control thereof.
  • ATO Automatic Train Operation
  • a central control device 10 of a system of track-bound traffic can be seen. It is assumed that the central control device 10 is a control computer of a signal box or a control center 20. As part of the described embodiment, the control center 20 is used for securing and automatic control of a plurality of track-bound vehicles in the form of a railway network using rail vehicles.
  • the control center 20 is connected via a first communication link 30 to a radio control center 40.
  • a corresponding radio control center 40 may, for example, be a so-called RBC (Radio Block Center), which is used within the framework of the ETCS Level 2 train control system for the transmission of such information that is required for safe driving in a certain route area .
  • RBC Radio Block Center
  • the radio control center 40 is connected to a trackside transmitting / receiving device 70 via a communication network 60, which may be the digital rail mobile radio system GSM-R (Global System for Mobile Communication - railways).
  • GSM-R Global System for Mobile Communication - Railways
  • the trackside transceiver 70 it is possible via a radio link 80, between the link, i. ultimately exchange information or data between the control center 20 and the central control device 10, and a track-bound vehicle 100.
  • the track-bound vehicle 100 has a radio antenna 110 and a control device 120 connected to the radio antenna 110.
  • the central control device 10 is also communicatively connected to other track-bound vehicles in communication, which are not shown in the figure for reasons of clarity.
  • a modified actual timetable is generated.
  • a corresponding change in the target timetable for example, due to delays or disturbances may be required.
  • the generation of the modified actual timetable is preferably carried out by changes in travel times, driving routes and / or driving sequences of at least part of the track-bound vehicles 100, which are monitored or controlled by the central control device 10.
  • the generation or generation of the modified actual timetable for example, according to the from the DE 10 2007 047 474 A1 can be made known methods, 10 taken into account by the central control device optionally present fault messages.
  • the central control device 10 radio-based vehicle-specific driving information to the track-bound via the first communication link 30, the radio control center 40, the second communication link 50, the communication network 60 and the trackside transmitting / receiving device 70 radio-based Transfer vehicle 100.
  • the vehicle-specific driving information includes a next destination point and an associated travel time, i. to that effect, a specification for the tracked vehicle 100 that it is informed by the central control device 10 when it has to reach which next destination point.
  • the vehicle-specific driving information in addition, in principle, also include other information, such as the respective train number.
  • the other lane-bound vehicles monitored by the central controller 10 and the changes in the current schedule are also compared the target timetable are concerned, for the respective track-bound vehicle specific driving information is transmitted to the respective vehicle.
  • the driving information transmitted by means of a corresponding radio signal or data telegram is forwarded by the radio antenna 110 to the control device 120.
  • the determination of the driving profile by the control device 120 of the track-bound vehicle 100 takes place in this case taking into account the driving dynamics of the track-bound vehicle 100 and a digital Streckenatlasses.
  • an optimization is advantageously carried out in that the control device 120 determines the driving profile in such a way that the punctual attainment of the next target point, i. in compliance with the driving time received with the driving information, the lowest possible energy consumption is required. This offers the advantage that, with the punctuality of the track-bound vehicle 100 unchanged, a reduction or minimization of the energy consumption of the track-bound vehicle 100 can be achieved.
  • the vehicle-specific driving information can be transmitted to the track-bound vehicle 100 using a transmission channel of the European Train Control System ETCS.
  • ETCS European Train Control System
  • any other, known per se, sufficiently powerful train protection system can be used for this purpose.
  • control device 120 is a component of an automatic train operation (ATO) system, as this allows for a particularly simple and direct automatic control of the tracked vehicle 100.
  • ATO automatic train operation
  • the described method for automatic control of the plurality of track-bound vehicles preferably proceeds in real time. This applies both with regard to the generation of the modified actual timetable by the central control device and with regard to the transmission of the vehicle-specific driving information to the respective track-bound vehicle and the subsequent determination of the driving profile by the respective track-bound vehicle. This ensures an immediate and timely response to possible disruptions and delays.
  • the method described is characterized by the fact that a particularly efficient division of functionality into the central control device and the respective track-bound vehicle results in particularly powerful automatic control of the respective track-bound vehicle.
  • benefits in terms of disposition i. With regard to the avoidance of occupancy conflicts, the maximization of throughput, the minimization of delays as well as the minimization of dispositive response times, this also continues to provide advantages in particular with regard to possible energy savings.
  • savings may also be made in terms of required resources, i. the number of vehicles required and the number of personnel required.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (9)

  1. Procédé de commande automatique d'une pluralité de véhicules (100) guidés sur rail, dans lequel
    - par un dispositif (10) central de commande, on produit un plan de circulation réel modifié en tenant compte d'un plan de circulation de consigne, ainsi que de la position des véhicules (100) guidés sur rail,
    - sur la base du plan de circulation réel modifié, on transmet à au moins l'un des véhicules (100) guidés sur rail des informations de circulation spécifiques au véhicule, qui comprennent un point cible immédiat, ainsi qu'un temps de circulation associé, et
    - on détermine, de la part du au moins un véhicule (100) guidé sur rail, à l'aide des informations de circulation reçues, un profil de circulation et on l'utilise pour commander le véhicule (100) respectif guidé sur rail.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    l'on produit le plan de circulation réel modifié en modifiant des temps de circulation, des trajets de circulation et/ou des successions de circulation d'au moins une partie des véhicules (100) guidés sur rail.
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé en ce que
    l'on produit le plan de circulation réel modifié par le dispositif (10) de commande central, en tenant compte, en outre, d'au moins un message présent de perturbation.
  4. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on optimise le profil de circulation de la part du au moins un des véhicules (100) guidés sur rail, en tenant compte des informations de circulation reçues au regard du besoin d'énergie nécessaire pour atteindre le point cible suivant immédiatement.
  5. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on détermine le profil de circulation de la part du au moins l'un des véhicules (100) guidés sur rail, en tenant compte de la dynamique de circulation du véhicule (10) guidé sur rail respectif et/ou d'un atlas de voies numérique.
  6. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on transmet les informations de circulation spécifiques à un véhicule par radio au au moins l'un des véhicules (100) guidés sur rail.
  7. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on transmet les informations de circulation spécifiques à un véhicule au au moins un des véhicules (100) guidés sur rail, en utilisant un canal de transmission d'un système d'arrêt automatique des trains.
  8. Procédé suivant la revendication 7,
    caractérisé en ce que
    l'on transmet les informations de circulation spécifiques à un véhicule au au moins un des véhicules (100) guidés sur rail, en utilisant un canal de transmission du système européen d'arrêt automatique des trains ETCS (European Train Control System).
  9. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on détermine le profil de circulation de la part du au moins l'un des véhicules (100) guidés sur rail par une installation (120) de commande d'un système de fonctionnement automatisé de la circulation.
EP11757254.5A 2010-09-20 2011-09-08 Procédé pour commander automatiquement une pluralité de véhicules guidés Revoked EP2619067B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010041078A DE102010041078A1 (de) 2010-09-20 2010-09-20 Verfahren zur automatischen Steuerung einer Mehrzahl spurgebundener Fahrzeuge
PCT/EP2011/065526 WO2012038262A2 (fr) 2010-09-20 2011-09-08 Procédé pour commander automatiquement une pluralité de véhicules guidés

Publications (2)

Publication Number Publication Date
EP2619067A2 EP2619067A2 (fr) 2013-07-31
EP2619067B1 true EP2619067B1 (fr) 2019-10-30

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Application Number Title Priority Date Filing Date
EP11757254.5A Revoked EP2619067B1 (fr) 2010-09-20 2011-09-08 Procédé pour commander automatiquement une pluralité de véhicules guidés

Country Status (4)

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EP (1) EP2619067B1 (fr)
DE (1) DE102010041078A1 (fr)
ES (1) ES2763910T3 (fr)
WO (1) WO2012038262A2 (fr)

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EP4082869A1 (fr) * 2021-04-28 2022-11-02 Siemens Mobility GmbH Procédé de commande de la circulation ferroviaire d'une pluralité de véhicules ferroviaires

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CN109131447B (zh) * 2018-08-21 2020-04-07 电子科技大学 基于双环通信网的磁浮列车定位方法
PL3814194T3 (pl) 2018-08-31 2025-01-20 Siemens Mobility GmbH Optymalizacja energii przy eksploatowaniu floty pojazdów szynowych
CN112709099A (zh) * 2019-10-25 2021-04-27 苏振扬 一种新型轨道交通系统
CN113212503B (zh) * 2021-05-11 2023-03-10 卡斯柯信号(成都)有限公司 一种用于轨道交通车辆调车计划冲突的检测方法

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Publication number Priority date Publication date Assignee Title
EP4082869A1 (fr) * 2021-04-28 2022-11-02 Siemens Mobility GmbH Procédé de commande de la circulation ferroviaire d'une pluralité de véhicules ferroviaires

Also Published As

Publication number Publication date
ES2763910T3 (es) 2020-06-01
DE102010041078A1 (de) 2012-03-22
WO2012038262A2 (fr) 2012-03-29
EP2619067A2 (fr) 2013-07-31
WO2012038262A3 (fr) 2012-05-18

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