CA2379768A1 - Method for power and time optimization of the travel mode in a vehicle/train - Google Patents
Method for power and time optimization of the travel mode in a vehicle/train Download PDFInfo
- Publication number
- CA2379768A1 CA2379768A1 CA002379768A CA2379768A CA2379768A1 CA 2379768 A1 CA2379768 A1 CA 2379768A1 CA 002379768 A CA002379768 A CA 002379768A CA 2379768 A CA2379768 A CA 2379768A CA 2379768 A1 CA2379768 A1 CA 2379768A1
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- Canada
- Prior art keywords
- time
- optimization
- sections
- route
- reserves
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- Abandoned
Links
- 238000005457 optimization Methods 0.000 title claims abstract description 24
- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000004422 calculation algorithm Methods 0.000 claims abstract description 5
- 230000007774 longterm Effects 0.000 claims description 2
- 230000002411 adverse Effects 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000000977 initiatory effect Effects 0.000 description 2
- 238000007726 management method Methods 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0058—On-board optimisation of vehicle or vehicle train operation
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Control Of Eletrric Generators (AREA)
- Electroluminescent Light Sources (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
Disclosed is a method for optimizing energy in a vehicle/train by using time slots in a timetable. According to the inventive method, the overall route between a point of departure when stopped and a stopping point upon arrival is sub-divided into several sections. Individual time slots undergo priority management so that said individual time slots can be included in the optimization process in a flexible manner in order to obtain an energy-saving method of travel, using an optimizing algorithm.
Description
CA 02379768 2002-O1-28 'p ~ , ' Method for power and time optimization of the travel mode in a vehicle/train, Description The invention relates to a method for power optimization of the travel mode in a vehicle/train having an overall route subdivided into a number of sections, according to the preamble of claim 1.
When schedules for rail traffic are drawn up, time reserves for unforeseen events and adverse operating conditions are included in the plans. Since during real journeys the operating conditions are typically more favorable than assumed in the planning, the time reserves which arise become available for other purposes. A particularly practical use of the time reserves is the saving of power by means of a suitable travel mode of the vehicle/train.
DD 208 324 A discloses a method for determining power-optimal travel regimes for rail-bound vehicles.
On the basis of algorithmic and device capabilities from microengineering, within the context of simulation and optimization calculations, functional relationships are determined between the optimum changeover points of the individual travel regime phases and the travel time. In order to implement a technically and economically effective form of the power-saving train control, optimum travel strategies are synthesized for each travel time predefinition to be assigned to a current scheduling system. Here, functional relationships between the shut-down time, the shut-down travel and the brake initiation point are considered as a function of the travel time predefinition and are linearized piece by piece, with reference points being AMENDED SHEET
, predefined. The functional relationships for the switching points of the shut-down speed, the shut-down travel and the brake initiation point are determined in advance on a stationary EDP system on the basis of discrete travel times, by digital simulation of train journeys corresponding to the real route relationships and the real train and vehicle conditions. The on-board electronics installed on the vehicle primarily have the task of storing the reference points and processing the required computing rules.
In this connection, DE 3026652 A, DD 255 132 A and EP 0467377 B disclose methods relating to how a vehicle is moved in a power-optimal manner between two stops.
In the case of long routes, a subdivision into a number of sections is proposed, an optimum partial. solution being determined in each section, and the overall solution resulting from the combination of the partial solutions. The proposed methods for power optimization in each case take into consideration the overall route between two stops. However, no management of time reserves is carried out.
The uncertainty in the operating sequence, because the time reserves are provided in the schedule, is a maximum at the starting stop (starting station) and decreases continuously with increasing proximity to the destination stop (destination station). The operation of taking the decrease in uncertainty into account is traditionally carried out in route schedules in the form of times of passage for selected points on the route. At the same time, the time reserve is distributed uniformly over the overall route. r AMENDED SHEET
_ 2 (~_ form of times of passage fo ~~5 s on the route. At same time, the time reserve is r zne e.
DE 30 26 652 A1 and EP 0 467 377 B1 concern a system structure in which methods for power minimization can be realized, account being taken of an overall route between two stops (stop stations). In the case of long rcutes, this can lead to real-time predefinitions for the solution by the method disadvantageously not being complied with.
The previously known methods for power optimization take only inadequate account of the requirement for robustness of the operating sequence, which is to be increased using time reserves in the schedule.
The invention is based on the object of specifying an improved method for power optimization of the travel mode in a vehicle/train having an overall route subdivided into a number of sections.
This object is achieved, in conjunction with the preamble, by the features specified in claim 1.
The advantages which can be achieved by the invention consist in particular in the fact that, as a result of including flexible management of time reserves with the aid of an optimization algorithm, the robustness of the operating sequence is increased. At the same time, the travel mode implemented is power-optimal. "Robustness"
means that, even in the case of long overall routes and unforeseen events, the punctual arrival of the vehicle/train at the target stop is ensured with a high probability.
Advantageous refinements of the invention are identified in the subclaims.
When schedules for rail traffic are drawn up, time reserves for unforeseen events and adverse operating conditions are included in the plans. Since during real journeys the operating conditions are typically more favorable than assumed in the planning, the time reserves which arise become available for other purposes. A particularly practical use of the time reserves is the saving of power by means of a suitable travel mode of the vehicle/train.
DD 208 324 A discloses a method for determining power-optimal travel regimes for rail-bound vehicles.
On the basis of algorithmic and device capabilities from microengineering, within the context of simulation and optimization calculations, functional relationships are determined between the optimum changeover points of the individual travel regime phases and the travel time. In order to implement a technically and economically effective form of the power-saving train control, optimum travel strategies are synthesized for each travel time predefinition to be assigned to a current scheduling system. Here, functional relationships between the shut-down time, the shut-down travel and the brake initiation point are considered as a function of the travel time predefinition and are linearized piece by piece, with reference points being AMENDED SHEET
, predefined. The functional relationships for the switching points of the shut-down speed, the shut-down travel and the brake initiation point are determined in advance on a stationary EDP system on the basis of discrete travel times, by digital simulation of train journeys corresponding to the real route relationships and the real train and vehicle conditions. The on-board electronics installed on the vehicle primarily have the task of storing the reference points and processing the required computing rules.
In this connection, DE 3026652 A, DD 255 132 A and EP 0467377 B disclose methods relating to how a vehicle is moved in a power-optimal manner between two stops.
In the case of long routes, a subdivision into a number of sections is proposed, an optimum partial. solution being determined in each section, and the overall solution resulting from the combination of the partial solutions. The proposed methods for power optimization in each case take into consideration the overall route between two stops. However, no management of time reserves is carried out.
The uncertainty in the operating sequence, because the time reserves are provided in the schedule, is a maximum at the starting stop (starting station) and decreases continuously with increasing proximity to the destination stop (destination station). The operation of taking the decrease in uncertainty into account is traditionally carried out in route schedules in the form of times of passage for selected points on the route. At the same time, the time reserve is distributed uniformly over the overall route. r AMENDED SHEET
_ 2 (~_ form of times of passage fo ~~5 s on the route. At same time, the time reserve is r zne e.
DE 30 26 652 A1 and EP 0 467 377 B1 concern a system structure in which methods for power minimization can be realized, account being taken of an overall route between two stops (stop stations). In the case of long rcutes, this can lead to real-time predefinitions for the solution by the method disadvantageously not being complied with.
The previously known methods for power optimization take only inadequate account of the requirement for robustness of the operating sequence, which is to be increased using time reserves in the schedule.
The invention is based on the object of specifying an improved method for power optimization of the travel mode in a vehicle/train having an overall route subdivided into a number of sections.
This object is achieved, in conjunction with the preamble, by the features specified in claim 1.
The advantages which can be achieved by the invention consist in particular in the fact that, as a result of including flexible management of time reserves with the aid of an optimization algorithm, the robustness of the operating sequence is increased. At the same time, the travel mode implemented is power-optimal. "Robustness"
means that, even in the case of long overall routes and unforeseen events, the punctual arrival of the vehicle/train at the target stop is ensured with a high probability.
Advantageous refinements of the invention are identified in the subclaims.
Further advantages of the proposed method emerge from the following description.
The invention will be explained in more detail below using the exemplary embodiment illustrated in the single drawing.
. The figure shows the distance/time diagram of a vehicle, the overall route being divided into a number of individual sections and i constituting the index for the individual sections. n refers to the expedient number of sections for a prior calculation. The respective latest times of passage are identified by triangles. In addition, a time window is indicated by way of example. The time window is used to determine at which earliest and latest time of passage a specific section is to be passed by the vehicle.
According to the invention, time reserves are included in the power optimization in a flexible manner. Time reserves are provided in order to be able to react to unforeseen events and in order therefore to increase the robustness of the traffic sequence. Typically, a time allowance of, for example, 5~ is granted. This time allowance is, for example, distributed uniformly over the overall route, it being possible for. times of passage to be determined at any desired points on the route. According to the invention, the time reserves are included in a flexible manner in such a way that the time reserves which are not used in a route section are added proportionally to the following route sections, and in such a way that the time reserves granted to the individual route sections are assessed differently.
According to the invention, two possible procedures for including time reserves in the optimization in a flexible manner are provided:
The invention will be explained in more detail below using the exemplary embodiment illustrated in the single drawing.
. The figure shows the distance/time diagram of a vehicle, the overall route being divided into a number of individual sections and i constituting the index for the individual sections. n refers to the expedient number of sections for a prior calculation. The respective latest times of passage are identified by triangles. In addition, a time window is indicated by way of example. The time window is used to determine at which earliest and latest time of passage a specific section is to be passed by the vehicle.
According to the invention, time reserves are included in the power optimization in a flexible manner. Time reserves are provided in order to be able to react to unforeseen events and in order therefore to increase the robustness of the traffic sequence. Typically, a time allowance of, for example, 5~ is granted. This time allowance is, for example, distributed uniformly over the overall route, it being possible for. times of passage to be determined at any desired points on the route. According to the invention, the time reserves are included in a flexible manner in such a way that the time reserves which are not used in a route section are added proportionally to the following route sections, and in such a way that the time reserves granted to the individual route sections are assessed differently.
According to the invention, two possible procedures for including time reserves in the optimization in a flexible manner are provided:
According to a first possible procedure, the use of time reserve in a route section is taken into account as a "penalty term" in the optimization. The "penalty term" taken into account is, in particular, a monotonically falling function of time. In this way, the use of time reserve is "penalized" less, the further in the future, that is to say closer to the destination stop, it takes place.
According to a second possible procedure, the times of passage are included in the optimization problem as boundary conditions in such a way that on the one hand the required robustness is ensured, but on the other hand the solution which is optimal for saving power is adversely affected as little as possible. In order to satisfy the required robustness, it is sufficient for latest times of passage to be required. These latest times of passage are plotted in the figure as triangles, as already mentioned.
Further time restrictions can result, for example, from the simultaneous use of a route or of a route section by more than one vehicle= A higher-order operating control station can therefore place short-term predefinitions for times of passage in the form of time windows on the vehicle. A time window of this type is plotted by way of example in the figure, as already mentioned.
The invention provides for short-term predefinitions to be combined with long-term, known plans and to be included as boundary conditions in the power optimization by means of an optimization algorithm.
Time windows resulting from this are included in the optimization as an earliest and a latest time of passage.
Optimization algorithms. which are suitable for the proposed method are known, for example, from Papageorgiou: Optimierung [Optimization], Chapters 10, 19 and in particular 20, Oldenbourg Verlag, 1996.
According to a second possible procedure, the times of passage are included in the optimization problem as boundary conditions in such a way that on the one hand the required robustness is ensured, but on the other hand the solution which is optimal for saving power is adversely affected as little as possible. In order to satisfy the required robustness, it is sufficient for latest times of passage to be required. These latest times of passage are plotted in the figure as triangles, as already mentioned.
Further time restrictions can result, for example, from the simultaneous use of a route or of a route section by more than one vehicle= A higher-order operating control station can therefore place short-term predefinitions for times of passage in the form of time windows on the vehicle. A time window of this type is plotted by way of example in the figure, as already mentioned.
The invention provides for short-term predefinitions to be combined with long-term, known plans and to be included as boundary conditions in the power optimization by means of an optimization algorithm.
Time windows resulting from this are included in the optimization as an earliest and a latest time of passage.
Optimization algorithms. which are suitable for the proposed method are known, for example, from Papageorgiou: Optimierung [Optimization], Chapters 10, 19 and in particular 20, Oldenbourg Verlag, 1996.
Claims (4)
1. A method for power optimization in a vehicle/train, using time reserves which are included when a schedule is planned, an overall route to be covered between a starting stop and a destination stop being subdivided into a number of sections and each section being assigned a specific time reserve and in order to achieve a power-saving travel mode with the aid of an optimization algorithm, the individual time reserves are managed at a higher level, wherein the individual time reserves are included in the optimization in a flexible manner in such a way that the time reserves which are not used in a route section are added proportionally to the following route sections, the time reserves granted to the individual route sections being assessed differently, in that the use of time reserve in the individual sections is taken into account as a "penalty term" in the optimization, so that the use of time reserve is "penalized"
more the closer to the starting stop it takes place and is "penalized" less the closer to the destination stop it takes place.
more the closer to the starting stop it takes place and is "penalized" less the closer to the destination stop it takes place.
2. The method as claimed in claim 1, wherein in each case latest times of passage relating to the individual sections are included as boundary conditions in the optimization.
3. The method as claimed in claim 1 and/or 2, wherein times of passage are predefined in the form of time windows with predefinition of an earliest and latest time of passage.
4. The method as claimed in one of claims 1 to 3, wherein short-term predefinitions arising during the journey are combined with long-term, known plans and are included as boundary conditions in the optimization.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19935350.6 | 1999-07-29 | ||
| DE19935350A DE19935350A1 (en) | 1999-07-29 | 1999-07-29 | Procedure for energy and time optimization of driving style in a vehicle / train |
| PCT/EP2000/007149 WO2001008957A1 (en) | 1999-07-29 | 2000-07-26 | Driving mode for optimizing energy and time in the manner in which a vehicle or train is driven |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2379768A1 true CA2379768A1 (en) | 2001-02-08 |
Family
ID=7916293
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002379768A Abandoned CA2379768A1 (en) | 1999-07-29 | 2000-07-26 | Method for power and time optimization of the travel mode in a vehicle/train |
Country Status (11)
| Country | Link |
|---|---|
| EP (1) | EP1200297B1 (en) |
| JP (1) | JP2003506250A (en) |
| AT (1) | ATE232804T1 (en) |
| AU (1) | AU6986700A (en) |
| CA (1) | CA2379768A1 (en) |
| CZ (1) | CZ2002318A3 (en) |
| DE (2) | DE19935350A1 (en) |
| ES (1) | ES2193103T3 (en) |
| PL (1) | PL353067A1 (en) |
| RU (1) | RU2002105482A (en) |
| WO (1) | WO2001008957A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10149250A1 (en) * | 2001-10-05 | 2003-04-17 | Sf Koop Gmbh Beton Konzepte | Concrete paving slab has spacers on all four edges, all of which are same distance from each other |
| US6763291B1 (en) | 2003-09-24 | 2004-07-13 | General Electric Company | Method and apparatus for controlling a plurality of locomotives |
| DE102015223186A1 (en) * | 2015-07-31 | 2017-02-02 | Siemens Aktiengesellschaft | Method for driving curve optimization for rail vehicles |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DD129761A1 (en) * | 1977-01-18 | 1978-02-08 | Peter Horn | METHOD FOR THE ENERGY SAVING CONTROL OF TRANSMISSIONS |
| DE3026652A1 (en) * | 1980-07-14 | 1982-02-11 | Siemens AG, 1000 Berlin und 8000 München | Track bound vehicle energy conservation - using on board monitoring in conjunction with fixed operation centre and station computer |
| DD208324B1 (en) * | 1982-07-16 | 1992-11-26 | Verkehrsautomatisierung Berlin | METHOD FOR DETERMINING ENERGY-OPTIMUM DRIVING REGIME FOR RAIL VEHICLES OF CITY AND SUBURBAN TRAFFIC |
| DD236705A1 (en) * | 1985-04-30 | 1986-06-18 | Verkehrswesen Forsch Inst | METHOD FOR THE ENERGY SAVING CONTROL OF TRANSMISSION VEHICLES |
| DD255132A1 (en) * | 1986-12-19 | 1988-03-23 | Verkehrswesen Forsch Inst | METHOD FOR DETERMINING ENERGY-OPTIMAL DRIVING REGIME FOR RAIL VEHICLES |
| DD262836A1 (en) * | 1987-08-07 | 1988-12-14 | Verkehrswesen Forsch Inst | METHOD FOR THE ENERGY SAVING CONTROL OF RAIL-LINKED TRANSPORT ACCESSORIES |
| DD266539A1 (en) * | 1987-12-18 | 1989-04-05 | Zentrales Fi Des Verkehrs Wese | METHOD FOR THE ENERGY-OPTIMAL CONTROL OF TRACKED ELECTRICALLY DRIVEN VEHICLES WITH NUT BRAKE |
| EP0389610A4 (en) * | 1988-09-28 | 1992-09-16 | Teknis Systems (Australia) Pty. Ltd. | A system for energy conservation on rail vehicles |
| DE69126644T2 (en) * | 1990-07-18 | 1997-12-18 | Hitachi Ltd | Method for generating a train schedule |
| DE19726542B4 (en) * | 1997-05-07 | 2004-04-22 | Schwanhäußer, Wulf, Prof. Dr.-Ing. | Process for controlling and securing a timetable-based traffic system |
-
1999
- 1999-07-29 DE DE19935350A patent/DE19935350A1/en not_active Withdrawn
-
2000
- 2000-07-26 EP EP00958296A patent/EP1200297B1/en not_active Expired - Lifetime
- 2000-07-26 RU RU2002105482/28A patent/RU2002105482A/en not_active Application Discontinuation
- 2000-07-26 ES ES00958296T patent/ES2193103T3/en not_active Expired - Lifetime
- 2000-07-26 DE DE50001293T patent/DE50001293D1/en not_active Expired - Lifetime
- 2000-07-26 WO PCT/EP2000/007149 patent/WO2001008957A1/en active IP Right Grant
- 2000-07-26 AU AU69867/00A patent/AU6986700A/en not_active Abandoned
- 2000-07-26 PL PL00353067A patent/PL353067A1/en not_active Application Discontinuation
- 2000-07-26 CZ CZ2002318A patent/CZ2002318A3/en unknown
- 2000-07-26 CA CA002379768A patent/CA2379768A1/en not_active Abandoned
- 2000-07-26 JP JP2001514180A patent/JP2003506250A/en active Pending
- 2000-07-26 AT AT00958296T patent/ATE232804T1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| DE19935350A1 (en) | 2001-02-01 |
| PL353067A1 (en) | 2003-10-06 |
| ATE232804T1 (en) | 2003-03-15 |
| WO2001008957A1 (en) | 2001-02-08 |
| EP1200297B1 (en) | 2003-02-19 |
| JP2003506250A (en) | 2003-02-18 |
| CZ2002318A3 (en) | 2003-02-12 |
| RU2002105482A (en) | 2003-10-27 |
| EP1200297A1 (en) | 2002-05-02 |
| AU6986700A (en) | 2001-02-19 |
| ES2193103T3 (en) | 2003-11-01 |
| DE50001293D1 (en) | 2003-03-27 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |