DE102011011536A1 - Method for operating train for transporting people or goods, involves using vehicles independent of schedules and signals such that vehicles follow junction of preceding driving unit and evade succeeding driving unit at branching unit - Google Patents

Abstract

The method involves performing controlled operation of spacings between driving units e.g. single vehicles or vehicle organizations, according to schedules by track devices using signals. Self-organized vehicles (3) are self-propelled and oriented in actual situations. The self-organized vehicles are used independent of the schedules and the signals such that the vehicles follow a junction of a preceding driving unit and evade a succeeding driving unit at a branching unit without interference of driving procedure. The vehicles are operated in track sections between an entry and an exit.

Description

Transport systems have the task to transport people or goods from a place A to a place B. This not only means of transport (vehicles) and transport systems (routes) are needed. It is very important how vehicles and infrastructure are used and operated. The operating procedure determines which vehicle should travel on which route, when and how fast. The operating procedure is decisive for the efficiency and attractiveness of a transport system.

State of the art

It is known that the railways manage the operation of the roadside. They obligatorily assign vehicles certain track sections in advance for certain time intervals. The place u. Time-binding is called timetable. The timetable is a control program. Controls have no feedback. They assume that set values actually cause the desired state in the system. In fact, irregularities can not be avoided. The resulting condition is other than the desired condition. To compensate in the control program (timetable) time u. Space reserves scheduled.

The driving-side and timetable-controlled operating method is considered by experts to be an irreplaceable and system-related necessity for the operation of railways. It is dogmatically defended. ( Journal Eisenbahntechn. Rdsch. Jahrg. 59 2010) Issue 10, p. 669 ).

In mathematics, fast procedures for extremely complex tasks such. As the combinatorics developed. They simplify the problems and solve them in principle in the opposite way from the desired result. ( FAZ No. 33, 04. Mar. 2009, p. N2 ).

Criticism of the prior art

Time and space reserves unnecessarily block routes. There are unused gaps in the operation. In normal, timetable scheduled operation, the operating gaps are the same length and evenly distributed. In the case of irregular operation, lengths and locations of the operational gaps change. Operational gaps extend before a delayed journey; they shorten themselves behind a delayed ride. Company gaps are wasted time. They reduce the capacity and attractiveness of a system.

In addition, require the technical facilities of the lane-side control - as there are interlockings, signals, local and central planning and Dispositionsstellen- a considerable investment and operating costs. Where these facilities are only partially installed or missing, only eingschänkter operation at relatively low speeds and considerable capacity loss is possible.

task

The invention has for its object to eliminate the inherent disadvantages of the route-based and timetable-controlled operating method.

solution

The object is achieved in that self-propelled, self-organizing autonomous vehicles, especially individual wagons of freight traffic, use gaps without disturbing the conventional timetable-controlled operation by the lead vehicle driving at a shortcut (entrance) as soon as possible and follow as soon as possible and the subsequent drive unit , without hindering their journey, dodge at a suitable junction (exit).

The ideas and considerations on which the invention is based are transformed via the intermediate steps idea-logic-algorithm-computation program into a form applicable by computers.

Logic is the goal-oriented, feasibility-tested, and unambiguous sequence.

Algorithm is a set of mathematical formulas that takes into account all influences.

The calculation program is the instruction for automatically self-executing and arbitrarily often repeated computations according to the scheme defined in the algorithm.

The calculation results continuously generated in the application of computers on the vehicles determine when, where, how fast and how far automatically automatically without human participation, depending on the vehicle, location, time and situation.

The new operating system is described by the terms 'Disability-free operational utilization BBN' in 'Self-Organizing Freight SOG'.

Achievable benefits

The achievable with the invention advantages are many. Due to the relocation of the management of the infrastructure on autonomous vehicles, only minimal trackside operating equipment is erfoderlich on the track and railway operation highest claim possible.

The real-time in fractions of a second repetitive adjustment of driving conditions of each leading and trailing vehicle with its own driving condition data by the operating system on board autonomous vehicles makes planning, running and securing the railway operation practically synchronous operations. This means that the timetable, sequence and backup are identical. A single technique to control the process replaces the entire planning and backup effort. Any start of the journey, short duration of service, large number of journeys and high performance on main lines, secondary routes and to and from railway sidings are possible.

Because of the achievable with the object of the invention advantages of autonomous self-organizing freight transport for rail car freight traffic of the railways is attractive and competitive and offers other transport systems u. U. even far superior.

embodiments

Embodiments of the invention are illustrated in the drawings and will be described in more detail below.

1 schematically shows an advancing vehicle 1 and a following vehicle 2 that run conventionally on schedule or punctually run, as well as a self-organizing vehicle 3 with the operating system on board 4 according to claim 1. vehicle 3 waiting for the switch 5 the starting point A at a suitable time T0 to start in the operating gap between vehicles 1 and vehicle 2 ,

The operating system 4 recognizes those of the vehicles 1 and 2 as a radio signal 7 continuously sent current destinations 8th of the vehicle 1 and the locations 9 from vehicle 2 , It calculates the current length of the operating gap as the difference from the location 8th of the vehicle 1 and the location 9 of the vehicle 2 ,

2 shows the next in the direction of travel (branch) turnout 10 that by the operating system 4 of the vehicle 3 as a temporary next destination B to avoid the vehicle 3 in front of vehicle 2 was selected. Also presented as a forecast are the preceding vehicle 1 that the switch 10 profile free at the border 6 just leaving, and the self-organizing vehicle 3 at safety distance behind vehicle 1 before soft 10 ,

The shortest safety distance from the vehicle 3 to vehicle 1 is the sum of the turnout length 10.1 until the border 6 , the braking distance 3.2 of the vehicle 3 before soft 10 and the route 3.10 , the vehicle 3 unrestrained while switching the turnout 10 from straight ahead to branching position. The safety distance 3.10 is necessary so that in case of failure to change the switch 10 vehicle 3 safe from soft 10 can stop.

With this knowledge, the operating system 4 of the vehicle 3 from the distance 5 / 10 between the switch 5 at the starting point A and the switch 10 at the temporary destination B, the turnout lengths 5.2 and 10.2 , the safety distance ( 10.1 + 3.2 + 3.10 ) as well as the starting acceleration, the braking deceleration and the intended driving speed of the vehicle 3 the driving time dAB of the vehicle 3 precompute from A to B.

3 gives, likewise as a prognosis, the position of the following vehicle 2 in the shortest permissible safety distance to switch 10 again, immediately after the self-organizing vehicle 3 the size sign 6 the switch 10 achieved in the temporary destination B profile-free.

The safety distance of the vehicle 2 to soft 10 results from the braking distance 2.2 of the vehicle 2 before soft 10 and the route 2.10 , the vehicle 2 during switchover of switch 10 travels unchecked.

During the driving time dAB, in the vehicle 3 from the starting point A before the turnout 5 in 1 to temporary destination B behind switch 10 drives, puts the vehicle in front 1 the driving lane s1 back.

The following vehicle duchfährt in the same time interval 2 the route s2. After that, vehicle must 2 still the shown (minimum) distance ( 2.2 + 2.10 ) to soft 10 to have.

For further consideration, a time counting is helpful.

The time counting starts at time T0, at the starting point A of the vehicle 3 the driving vehicle 1 switch 5 just happened ( 1 ). At the time T = TO + dAB has
vehicle 1 the route s1 from switch 5 drive through,
vehicle 3 the route traveled from the starting point A to the destination B,
vehicle 2 the place ( 2.2 + 2.8 ) in front of soft point 10 reached.

At time T = T0 may
vehicle 2 at most the place (s2 + 2.2 + 2.10 ) - 5 / 10 before soft 5 have reached when driving from vehicle 2 between switch 5 and soft 10 when using the operating gap between the vehicle 1 and vehicle 2 by vehicle 3 should go undisturbed.

Analogous to the example developed, all other operating cases occurring in railway operations can be solved.

In 4 is another example of the Dodge the stop at the effective in the direction of travel as a switch point 11 in the alternate location C shown schematically.

Dodge must be the self-organizing vehicle 3 drive through the switch first, then stop, the position of switch 11 check and u. U. the conversion of switch 11 and then backwards to behind the border 6 the branch track of the switch 11 drive. The driving time dAC of the vehicle 3 from the starting point A to the alternate point C can be calculated.

By the time T = T0 + dAC has
vehicle 2 the distance traveled s2 and
allowed the switch 11 at most up to the braking distance 2.2 approached. (When switch 11 a return point is, as assumed here, eliminates the Umsetzdauer switch 11 ).

At time T = T0 may
vehicle 3 in soft 5 start at the starting point A, though
vehicle 2 at least the distance (s2 + 2.2 ) - 5 / 11 to soft 5 at the starting point A has.
5 / 11 is the distance from switch 5 to soft 11 ,

LIST OF REFERENCE NUMBERS

1

moving vehicle

2

following vehicle

2.1

Approach Fzg 2

2.2

Braking distance Fzg 2

2.10

Driving distance vehicle 2 while soft 10 surrounded

3

self-organizing vehicle

3.1

Approach Fzg 3

3.2

Braking distance Fzg 3

3.10

Driving distance vehicle 3 while soft 10 surrounded

4

operating system

5

Up (shortcut) Soft

5.1

Turnout trunk track

5.2

Turnout branch track

5.10

Distance switch 5 to soft 10

5/11

Distance switch 5 to soft 11

6

boundary markers

7

radio signal

8th

Location Fzg 1

9

Location Fzg 2

10

(Branching) Soft

10.1

Turnout trunk track

10.2

Turnouts branch track

11

Up (shortcut) Soft

11.1

Turnout trunk track

11.2

Turnout branch track

A

Starting point A Fzg 3

B

B Dodge (destination) location B Fzg 3

C

C alternate (destination) location C veh 3

d AB

Duration of vehicle 3 from a to B

dAC

Duration of vehicle 3 from A to C

s1

Driving distance vehicle 1 while dAB or dAC

s2

Driving distance vehicle 2 during dAB or dAC T time (time)

T0

Start time Fzg 3 in A

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• Journal Eisenbahntechn. Rdsch. Jahrg. 59 2010) Issue 10, p. 669 [0003]
• FAZ No. 33, 04. Mar. 2009, p. N2 [0004]

Claims (5)

Operating method for railways, characterized in that the distances between successive driving units - individual vehicles or vehicle trains (trains) - which operate in conventional manner according to timetable and track facilities (signals), independent of timetables and signals, based on the current situation , self-propelled, self-organizing vehicles are used so that the self-organizing vehicles quickly, ie as soon as possible and follow a link (entrance) of the preceding driving unit and the subsequent drive unit in time, ie without hindering their driving, at a branch ( Dodge). Operating method according to claim 1, characterized in that the self-organizing vehicles while driving in a section between the entrance and the nearest exit constantly check the subsequent section for disability-free onward journey and if this can be used without hindrance, do not use the nearest exit, but continue immediately , Operating method according to claim 1, characterized in that this method is also applied when exclusively or temporarily only self-organizing vehicles in one or more successive track sections run between entrances and exits. Operating method according to claim 1, characterized in that the operation unwound on single-track routes in the oncoming traffic according to the same rules and enter into a section in the respective opposite direction one or more independently operating self-organizing vehicles only if the disability-free ride to the nearest exit is possible , Operating method according to claim 1, characterized in that the method is also applied to exits in track connections with only one counter to the main direction of turn switch and retract self-organizing vehicles in these track connections, if sufficient track length for one or more self-organizing vehicles is available and these vehicles remain there because they have reached their destination, or use the track connection as a turnout and leave at the earliest opportunity for disability-free drive again.

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