EP0467377A2 - Verfahren zum Erzeugen eines Zuglaufplanes - Google Patents

Verfahren zum Erzeugen eines Zuglaufplanes Download PDF

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Publication number
EP0467377A2
EP0467377A2 EP91112062A EP91112062A EP0467377A2 EP 0467377 A2 EP0467377 A2 EP 0467377A2 EP 91112062 A EP91112062 A EP 91112062A EP 91112062 A EP91112062 A EP 91112062A EP 0467377 A2 EP0467377 A2 EP 0467377A2
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EP
European Patent Office
Prior art keywords
train
running
speed
territory
predetermined
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EP91112062A
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English (en)
French (fr)
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EP0467377A3 (en
EP0467377B1 (de
Inventor
Haruhito Kawashima
Fuminobu Komura
Kuniaki Matsumoto
Koichi Honma
Tadashi Takaoka
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Hitachi Ltd
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Hitachi Ltd
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Publication date
Priority claimed from JP2188075A external-priority patent/JPH0479705A/ja
Priority claimed from JP33708090A external-priority patent/JPH04208011A/ja
Priority claimed from JP3052187A external-priority patent/JPH04287766A/ja
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0467377A2 publication Critical patent/EP0467377A2/de
Publication of EP0467377A3 publication Critical patent/EP0467377A3/en
Application granted granted Critical
Publication of EP0467377B1 publication Critical patent/EP0467377B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • 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
    • 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

Definitions

  • the present invention relates to a method of producing a train running plan which is effective for realizing a high speed and high density running, or an energy-saving running of a railway train.
  • the method in the literature 1 is such that the optimal running method is obtained in the running of arbitrary form between stations on the basis of the dynamic planning by treating the running time, the power consumption and the number of notch switching as the objective factors. This method is obtained in the form of notch sequence. Then, the running time, the power consumption and the like as the objective factors are obtained by performing the running simulation of the train to determine the position, the speed and the like of the train.
  • the discussion about the energy-saving running method in the literature 2 is made in such a way that four patterns near the actual running are prepared, the consumed energy is calculated every running pattern on the assumption that the magnitude of the grade is zero over the whole terriotires, and the predetermined comparison is performed. Out of the four running patterns, the running pattern having the minimum consumed energy provides the results of the maximum acceleration - the fixed running at the maximum speed - stopping by the repetition of the coasting and the normal maximum braking.
  • the method described in the literature 3 is about the running plan of the super-express railway's train stopping every station.
  • the running pattern as shown in Fig. 1 is supposed as the running pattern of the limit speed.
  • one providing the minimum energy-saving is determined on the assumption that the magnitude of the grade is zero over the territory shown in Fig. 1.
  • the resultant energy-saving running method is such that the running pattern is obtained by combining the maximum acceleration, the fixed speed running, the coasting and the maximum deceleration with one another.
  • the parameters which are to be determined in advance are the maximum speed and the deceleration starting point in the running territory.
  • the two parameters are changed so as to provide the maximum energy-saving running under the condition of the scheduled running (the running time coincides with the schedule time).
  • the first feature of the present invention will hereinbelow be described.
  • the general pattern of the limit speed between the stations is supposed as shown in Fig. 4, and the running pattern on the basis of that limit speed is assumed here.
  • the limit speed territories in Fig. 4 are numbered serially (the number of territories is N).
  • the limit speed in the i-th limit speed territory is V MAX,i and the running speed to be targeted (hereinafter, referred to as simply "the target speed", when applicable) is Vi.
  • the relationship of Vi ⁇ V MAX,i is established.
  • the optimal running method in the train running method as described above means the scheduled running in which the necessary time required for the train to run between the stations coincides with the schedule time and at this time, the minimum consumed energy is obtained.
  • Vi is changed so as to decrease the consumed energy E, and for example, the partial derivative ⁇ aE/ ⁇ Vi of E with respect to Vi is obtained.
  • the direction of decreasing of E is obtained.
  • a non-linear planning in which the calcualtion for obtaining the direction of decreasing of E is repeated until the necessary time T approaches the scheduled time T D within the range of a certain allowable error ⁇ T, and when the necessary time T becomes in the range of the allowable error, the above calculation is finished.
  • the following equation may be used as the objective function.
  • it is possible to simultaneously evaluate both the consumed energy E and the necessary time T. At this time, the evaluation by only the consumed energy E can be performed in the case of a 0.
  • the target speed V(n) is changed in the direction of the gradient vector, and the target speed V(n) for minimizing the consumed energy E is obtained.
  • the ratio of the decreasing of the consumed energy E to the increasing of the running time T when V(n) is changed by AV(n), i.e., the ratio of AE to AT is used. Then, each of the components of each of the gradient vectors is obtained from the following equation.
  • the value of the equation (4) is called p(m). Then, let p(n) be replaced with p as the form of vector. Then, the target speed V is changed in the direction of p. In this case, it is assumed that the initial value of the target speed V(n) is expressed by ⁇ the limit speed Vmax(n) - (the marginal speed) ⁇ . Then, by the marginal speed it means the upper limit speed that does not exceed the limit speed during the running at the fixed speed.
  • the third feature of the present invention is such that it is assumed that the optimal running method is obtained in advance, because of correcting the running time, the running data which are produced in advance by the simulation and the like are utilized, and when a predetermined limit speed is changed, the running plan is corrected so that the running time becauses the previously determined running time.
  • the running time density is expressed by X.
  • the characteristics of the train are characterized by the acceleration and deceleration characteristics, the running resistance and the like. With the train, it is assumed that all the grades of the traffic line are zero. Then, as shown in Fig. 7, in the acceleration up to the suitable speed more than the maximum speed on the line, the data about the running speed v, the running time density and the running time T with respect to the running distance x are produced. Now, the running speed v, the running time density and the running time T are expressed by the following equations, respectively.
  • the individual data in the deceleration from the running speed v of interest are also produced.
  • the running speed v, the running time density ⁇ and the running time T are expressed by the following equations, respectively.
  • Fig. 9 is a graphical representation showing the running of the train in which the fixed speed running is performed up to the position x 1 at the speed Vi, the acceleration is started from the position xi, the running speed reaches the speed V 2 in the position ⁇ 1 , the fixed speed running is performed up to the position x 2 at the speed V 2 , the deceleration is started from the position x 2 , the running speed reaches the speed V 3 in the position ⁇ 2 , and the fixed speed running is performed up to the position X3.
  • the magnitude of the grade is zero in each of the running territories.
  • Fig. 10 is a graphical representation showing the inverse number of the speed, i.e., the running time density.
  • the running time density is expressed by the following equation.
  • the position ⁇ 1 where the running is switched over from the accleration to the fixed speed running can be obtained using the speed curve p(x) in the acceleration of Fig. 7, and the distance required for the acceleration from V 1 to V 2 can be obtained by the following equation.
  • the running time T A from X 1 to ⁇ 1 corresponds to the area A shown in Fig. 10.
  • the travel territory between X1, and ⁇ 2 is converted into the characteristics shown in Fig. 7 and the resultant characteristic curve of Fig. 7 is then integrated.
  • the running time T B from ⁇ 1 , to x2 corresponds to the area B and is given by ⁇ 2 ⁇ (x 2 - ⁇ 1 ).
  • the running time T AB from X 1 to x 2 is obtained using the following equation.
  • the running time T ⁇ from ⁇ 2 to X3 corresponds to the area D and is given by ⁇ 3 ⁇ (X 3 - ⁇ 2 ).
  • the running time T ⁇ from x2 to X3 is obtained using the following equation.
  • the necessary data are calculated in advance by the simulation and the like, and the running time is then calculated using the resultant data, whereby it is possible to correct the running method which is set in advance, in a real-time manner.
  • the necessary data is calculated in advance by the simulation and the like, and the running time is then calculated using the resultant data to correct the running method. Therefore, even when the necessity of correcting the train running method occurs, e.g., the change of the limit speed temporarily occurs, it is possible to correct the running method in the train in a real-time manner.
  • Fig. 11 is a block diagram showing the arrangement of a system for carrying out a method of producing a train running plan according to the present invention.
  • This system arrangement is made up of a train system 200a having a main function of displaying an optimal train running plan on a CRT 203 provided in a train to perform the operational support for an engineer, and a ground system 100b having a main function of producing the optimal train running plan to be displayed by the train system 200a.
  • the traffic route is a line consisting of two rails, a plurality of stations are included in the traffic route, a running train is limited in type, and each of the trains is a local train.
  • a running plan producing unit 208 serves to refer to the necessary data in a rolling stock characteristic data file 212 and a line condition data file 213 to produce optimal train running plan thereby to store the optimal train running plan in a running plan data file 211. This processing is performed in advance with respect to all the territories, the type of the train, the up train line and the down train line.
  • the train plan is to determine a target speed in each of the limit speed territories.
  • the curve of the speed corresponding to the position on the line, which is designated the running curve will be also displayed in the train.
  • the result of the simulation when the optimal target speed is set will be recorded in the form of the position and the speed. The details of the method of producing an optimal train running plan will be described later with reference to Fig. 12.
  • the rolling stock characteristic data it means the drive force characteristic data and the deceleration characteristic data corresponding to the train speed, the running resistance which is a function of the second order of the train speed, the train organization, the train weight and the like all of which are inherent in the train.
  • These rolling stock characteristic data are stored corresponding to the type of the running train.
  • the line condition data it means the position of the station (stopping target position), the limit speed information (territory starting position and limit speed, etc.), the grade information (starting position and magnitude of grade, etc.) and the like all of which are obtained with the starting point of the traffic route being treated as a standard. Since it is assumed that the traffic route is a single line, these data are limited to only two kinds with respect to the up train line and the down train line.
  • the data corresponding to the running train and the territory between the stations at which the train is to be stopped in order need to be transferred to the train system 200a of the running train.
  • the means for transferring such data there are known various kinds of ones.
  • an IC card is used to transfer the data from the ground system 200b to the train system 200a.
  • the running plan producing unit 208 serves to search for the necessary data to take out them from the data file 211, thereby to send them to an IC card writer 214.
  • the IC card writer 214 serves to write the data thus sent thereto in an IC card 215.
  • the IC card 215 having the data written therein is the same as an IC card 206 in the train system 200a.
  • a running support unit 201 serves to read out the running plan from the IC card 206 through an IC card reader 207 prior to the start of the train and to record the running plan in a running plan data file 204 in a train computer. Further, the running support unit 201 performs the display of the present position, the target speed at the present position, the running curve in the running plan, and the like on a CRT 203, corresponding to the travel position of the train.
  • a keyboard 202 in the train system 200a and the 209 in the ground system 200b are used for the input of the commands and the like when the respective systems are operated and so forth. An example of the displayed picture is shown in Fig. 13.
  • the reference numeral 701 designates the limit speed
  • the reference numeral 702 designates the optimal target speed
  • the reference numeral 703 designates the running curve which is obtained by performing the simulation of the running at the optimal target speed.
  • the reference numeral 704 indicates the present position on the running curve.
  • the target speed, the present speed, the present position and the running time are numerically displayed in areas 705, 706, 707 and 708, respectively.
  • the position of the train is calculated in such a way that a rolling stock position detection unit 205 measures the rotational frequency of the wheel and the correction is performed in the place where the positions of the station and the vicinity thereof can be accurately grasped.
  • Fig. 12 is a flow chart in accordance with which the running plan producing unit 208 in the ground system 200b shown in Fig. 11 carries out a first embodiment of a method of producing an optimal train running plan.
  • the first embodiment is characterized in that the target speed is determined so as to provide the minimum consumed energy when the train is running.
  • Step 101 the data inputted from the keyboard 209 is read out.
  • the data which are inputted from the keyboard 209 are made up of the type of the train, the identifiers with respect to the individual stations, the starting time, and the estimated time of arrival.
  • Step 102 on the basis of the data thus inputted, the line condition data with respect to the stations at which the running train is to be stopped in order (the line length, the station position, the limit speed information, the grade information and the like) and the rolling stock characteristic data of the running train (the drive force characteristics, the deceleration characteristics, the train weight and the like) which are stored in advance in the files 213 and 212 of the ground system 200b, respectively, are read out.
  • the train weight is calculated on the basis of the average seat-load factor (it is estimated from the past data and the like).
  • Step 103 on the basis of the above data thus read out, the target speed which is obtained by subtracting the marginal speed from the limit speed is assigned to each of the limit speed territories.
  • the marginal speed is set so as not to exceed the limit speed during the fixed speed running.
  • the marginal speed is set to 3 km/h, when the limit speed is 100 km/h, 97 km/h is set to the target speed.
  • Step 104 the necessary time T and the consumed energy E in the case where the train will run between the stations at the target speed thus set are calculated.
  • the concrete method of calculating the necessary time T and the consumed energy E will hereinbelow be described.
  • the running pattern of the limit speed shown in Fig. 4 is used as that in the present embodiment.
  • the axis of abscissa designates the distance from the starting station and will hereinbelow be represented by x.
  • the limit speed territories are numbered serially (the total number of territories is N).
  • the starting position of the i-th territory is x; and the limit speed thereof is V MAX , I . That is, if the position of the train satisfies the relationship of x ; ⁇ x ⁇ X i+1 , the limit speed at that position is V MAX,i-
  • the running pattern takes the combination of the maximum acceleration - the fixed speed running - the deceleration by the normal maximum braking.
  • the grade of the n-th limit speed territory is as shown in Fig. 14 and the number of territories each having the grade is Mn. Then, in the position satisfying the relationship of ⁇ n,m-1 ⁇ X ⁇ ⁇ n,m, the grade is 'Yn , m . Incidentally, the unit of the grade is expressed by o/oo (per mil).
  • the running resistance R R is a function of the second order of the train speed v and is expressed by the following formula: where a, b and c are parameters inherent in the kind of the train.
  • the grade resistance R R is a function of the position x. Since the unit of the grade y is given by o/oo, if the angle corresponding to the grade is given by 0, the following relationship is established. Thus, if the train weight is given by M, the following relationship is established.
  • the lower limit ⁇ Vd and the upper limit ⁇ Vu of the error between the present speed v and the target speed Vn are set. Then, the control in the fixed speed running is performed in accordance with the following relationship.
  • the target speed Vi is reduced by the small speed E V to perform the same calculation. If the consumed energy at this time is given by E', the following relationship is established.
  • the schedule time (the estimated time of arrival - the starting time) is compared with the calculated necessary time (Step 105).
  • the schedule time is larger than the necessary time (in the case where the train is too late for the necessary time at any high speed)
  • this processing is completed (Step 106).
  • the completion of this processing is displayed on the CRT 210.
  • Step 107 when the schedule time is smaller than the necessary time, the difference between the schedule time and the necessary time is calculated to compare the magnitude of the difference and the allowable error ⁇ T with each other (Step 107). If the difference therebetween is smaller than the allowable error (formation of end condition), the target speed and the running curve data at this time are stored in the running plan data file 204 (Step 108). Thus, the processing for obtaining the optimal train running method is completed (Step 109).
  • Step 110 the processing for changing the target speed is performed (Step 110).
  • the grade vector having ⁇ E/ ⁇ Vi as the i-th component is normalized (making the length thereof 1), the length along the i-th component, i.e., that of the target speed as the vector is decreased by 5 km/h.
  • the positive and maximum partial derivative is selected and the target speed is reduced by 1 km/h. In the present embodiment, the latter is employed.
  • Step 104 a series of processings beginning from Step 104 are repeated.
  • the number of parameters used for determining the target speed can be decreased, and the computation time becomes less in comparison with the case of the optimal running method for all the territories by the dynamic planning or the like.
  • the method of producing a train running plan of the present embodiment can be applied to the running pattern using the arbitrary limit speed.
  • the second embodiment of the present invention will subsequently be described.
  • the subsequent target speed is newly obtained on the basis of the change ratio of the consumed energy with respect to the change of the running time when changing the target speed.
  • the system for carrying out the method of producing a train running plan of the second embodiment as shown in Fig. 11 is used. Therefore, the description of the arrangement of the system is omitted here for brevity. Then, only the features of the second embodiment will hereinafter be described with reference to Fig. 16.
  • Step 101 a the data of the type of the train, the identifiers with respect to the individual stations, the starting time, the estimated time of arrival, and the like are inputted from the keyboard 209.
  • Step 102a on the basis of the data inputted in Step 101 a, the line condition data with respect to the stations at which the running train is to be stopped (the line length, the station position, the limit speed information, the grade information and the like) and the rolling stock characteristic data of the train of interest (the drive force characteristics, the deceleration characteristics, the train weight, and the like) which are stored in advance in the files 213 and 212 of the ground system 200b, respectively, are read out.
  • the weight of the passengers in the train weight is calculated on the basis of the average seat-load factor (it is estimated from the past data).
  • Step 103a on the basis of the data thus read out, the initial value of the target speed of each of the limit speed territories is set by subtracting the marginal speed from the limit speed Vmax(n).
  • the marginal speed is set so as not to exceed the limit speed during the fixed speed running at the maximum speed.
  • the marginal speed is set to 3 km/h, when the limit speed is 100 km/h, 97 km/h is set to the target speed.
  • Step 104a the processing is performed with respect to the following two items:
  • the running pattern of the train is supposed in such a way that in the acceleration running, the acceleration by the maximum accelerating force is switched over to the fixed speed running, and in the deceleration running, the deceleration by the normal maximum braking is switched over to the fixed speed running.
  • determining the train running plan it means that determining the target speed in each of the limit speed territories.
  • the control in the fixed speed running is performed in the following manner.
  • the lower limit ⁇ VI and the upper limit ⁇ Vu of the error between the present speed v and the target speed V(n) are set. Then, the control in the fixed speed running is performed in accordance with the following relationship.
  • Step 106a the processing for obtaining the optimal target speed is completed. Then, the completion of this processing is displayed on the CRT 210.
  • Step 107a the calculation result of "the schedule time - the running time" and the allowable error 6T are compared with each other.
  • the difference therebetween is smaller than the allowable error 6T, the formation of the end condition is established.
  • the combination data of the target speeds and the running curve data both of which are temporarily stored are stored in the running plan data file 204 (Step 108a). Then, the processing for obtaining the optimal train running method is completed (Step 109a).
  • Step 110a the processing for changing the target speed is performed (Step 110a). Then, the target speed in the territory having the positive and maximum p(n) is reduced by unit quantity, e.g., 1 km/h. After the subsequent target speed is newly set, a series of processing beginning from Step 104a are repeated.
  • the target speed in each of the limit speed territories is obtained for obtaining the train running plan
  • the combination of the optimal target speeds is obtained by utilizing the ratio of the decreasing of the consumed energy to the increasing of the running time in the change of the target speed. Therefore, the number of parameters used for determining the target speed can be decreased and the computation time becomes less in comparison with the case of the method of obtaining the optimal running method over all the territories, such as the dynamic planning.
  • the present method can be applied to the running pattern using the arbitrary limit speed. Further, since it is unnecessary to search for the minimum target speed within the limited area, the amount of calculation becomes less in comparison with the solution by the nonlinear planning.
  • the third embodiment of the present invention will be described.
  • the third embodiment is arranged in such a way that when the limit speed of the train is changed, the running plan is corrected so that the running time becomes the previously determined running time.
  • the system arrangement for carrying out the method of producing a train running plan of the third embodiment that shown in Fig. 11 is used. Therefore, the description of the system arrangement is omitted here for brevity. Then, only the features of the third embodiment will hereinafter be described with reference to Fig. 17.
  • Step 101b the data of the starting position and the ending position of the limit speed changing territory (the territory 5 in Fig. 3A), and the change value of the limit speed are inputted.
  • Step 102b it is judged whether or not the change of the limit speed of the limit speed changing territory influences upon the target speed of that territory, i.e., whether or not that target speed is allowed in the newly set limit speed.
  • Step 103b In the case of no influence thereupon, it is unnecessary to change the target speed, and thus the processing is completed (Step 103b). In the case where the influence is more or less present, a series of processing beginning from the Step 104b are carried out in the following manner.
  • Step 104b the preparation for giving the description of the series of processing from Step 104b will hereinunder be performed.
  • Fig. 18, Fig. 19, Fig. 20 and Fig. 21 are enlarged views of the territories 5 through 7 shown in Fig. 3A and Fig. 3B.
  • Fig. 18 and Fig. 20 relate to the speed
  • Fig. 19 and Fig. 21 relate to the running time density. Incidentally, it is assumed that the grade is zero over all the territories. The reason for setting the grade to zero was already decreased.
  • Fig. 18 and Fig. 19 show the running plan before the reduction of the limit speed of the territory 5
  • Fig. 20 and Fig. 21 show the running plan after the reduction of the limit speed of the territory 5.
  • the limit speed of the territory n is V MAX , n
  • the inverse number of V MAx,i is X MAX , i
  • the target speed is Vn
  • the inverse number of Vn is Xn
  • the starting position of the territory is x n
  • the position where the switching over to the fixed speed running occurs is ⁇ n
  • the change value is distinguished from the original value in Fig. 18 and Fig. 19 by putting "'" to the original value as shown in the form of ⁇ '.
  • Step 105b it is judged whether or not the limit speed territory is present between the target speed changing territory, i.e., in this case, the territory 5 where the target speed is changed by the change of the limit speed, and the following station. In the case of absence of such a territory, there is no room for correction, and it is impossible to carry out the scheduled operation up to the following station (Step 106b).
  • Step 107b it is judged whether or not the scheduled operation can be performed as the result of the correction of the target speed of the territory 6. The detail description will hereinbelow be given with respect to the judgement in Step 107b.
  • the running time T 1 of the territories 5 through 7 shown in Fig. 18 and Fig. 19 is expressed by the following equation using the equation (14) as already described.
  • the position ⁇ 7 in the territory 7 where the switching over to the fixed speed running is carried out is obtained from the following equation by utilizing the equation (15).
  • T 2 is calculated while leaving V 6 ' being an unknown quantity. Therefore, T 2 is a function of V 6 '. Then, while ⁇ 6 ' and £ 7 ' are also unknown quantities, they are uniquely determined if V 6 ' is determined.
  • equations (14) and (17) the following expression is obtained. Incidentally, with respect to ⁇ 5 ', ⁇ 6 ' and £ 7 ', the following relationships are established.
  • Step 107b it is judged in Step 107b that it is possible to perform the scheduled operation.
  • the target speeds V 5 and V 6 are corrected to Vs' and V 6 ', respectively, to complete the processing (Step 108b).
  • the resultant target speeds are displayed on the CRT 210.
  • the data of the territories (the territories 5 through 7) where the correction occurs are replaced with those of the running curve (p(x) in Fig. 7 and q(x) in Fig. 8) when the grade is zero.
  • the data which are calculated in advance by the simulation and the like are used to perform the calculation of the running time, thereby to perform the correction of the running plan. Therefore, even when the change of the limit speed occurs temporarily, the running plan can be corrected in a real-time manner.

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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)
EP91112062A 1990-07-18 1991-07-18 Verfahren zum Erzeugen eines Zuglaufplanes Expired - Lifetime EP0467377B1 (de)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2188075A JPH0479705A (ja) 1990-07-18 1990-07-18 列車運転方式の作成方式
JP188075/90 1990-07-18
JP33708090A JPH04208011A (ja) 1990-11-30 1990-11-30 列車運転方式の修正方式
JP337080/90 1990-11-30
JP52187/91 1991-03-18
JP3052187A JPH04287766A (ja) 1991-03-18 1991-03-18 列車運転方式の作成方式

Publications (3)

Publication Number Publication Date
EP0467377A2 true EP0467377A2 (de) 1992-01-22
EP0467377A3 EP0467377A3 (en) 1993-07-21
EP0467377B1 EP0467377B1 (de) 1997-06-25

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EP91112062A Expired - Lifetime EP0467377B1 (de) 1990-07-18 1991-07-18 Verfahren zum Erzeugen eines Zuglaufplanes

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EP (1) EP0467377B1 (de)
DE (1) DE69126644T2 (de)

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EP0539885A3 (de) * 1991-10-25 1994-02-23 Toshiba Kk
EP0615891A1 (de) * 1993-03-17 1994-09-21 Hitachi, Ltd. Zugbeeinflussungsanlage
WO1994029827A1 (en) * 1993-06-09 1994-12-22 Minnesota Mining And Manufacturing Company Vehicle tracking system
FR2728856A1 (fr) * 1995-01-02 1996-07-05 Gec Alsthom Transport Sa Dispositif et procede de regulation d'un moyen de transport guide
EP0755840A1 (de) * 1995-07-28 1997-01-29 N.S. Railbedrijven B.V. Optimierungsverfahren und -anlage der Reiseleistung eines Fahrzeuges, insbesondere eines Schienenfahrzeugs
GB2416900A (en) * 2004-07-29 2006-02-08 Aea Technology Plc Modelling the operation of a railway.
WO2007124196A1 (en) 2006-04-24 2007-11-01 New York Air Brake Corporation Method of forecasting train speed
AU2008201906B2 (en) * 2002-05-20 2009-12-03 TTG (Holdings) Pty Ltd Method for improving timekeeping and saving energy on long-haul trains
US7822491B2 (en) 2002-05-20 2010-10-26 Ausrail Technologies Pty Limited System for improving timekeeping and saving energy on long-haul trains
CN104192176A (zh) * 2014-05-19 2014-12-10 广州市地下铁道总公司 一种减少地铁牵引能耗的方法
CN104401370A (zh) * 2014-10-21 2015-03-11 北京交通大学 多列车协同控制的节能优化方法
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CN112278015A (zh) * 2020-10-13 2021-01-29 通号城市轨道交通技术有限公司 列车运行计划确定方法、装置和电子设备
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CN114348067A (zh) * 2022-01-10 2022-04-15 北京全路通信信号研究设计院集团有限公司 一种最严格目标速度和最严格目标位置确定方法、系统
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