EP0467377B1 - Verfahren zum Erzeugen eines Zuglaufplanes - Google Patents

Verfahren zum Erzeugen eines Zuglaufplanes Download PDF

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Publication number
EP0467377B1
EP0467377B1 EP91112062A EP91112062A EP0467377B1 EP 0467377 B1 EP0467377 B1 EP 0467377B1 EP 91112062 A EP91112062 A EP 91112062A EP 91112062 A EP91112062 A EP 91112062A EP 0467377 B1 EP0467377 B1 EP 0467377B1
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European Patent Office
Prior art keywords
running
train
speed
territory
target speed
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Expired - Lifetime
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EP91112062A
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English (en)
French (fr)
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EP0467377A3 (en
EP0467377A2 (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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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
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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 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.
  • Vi is changed so as to decrease the consumed energy E, and for example, the partial derivative ⁇ E/ ⁇ Vi of E with respect to Vi is obtained.
  • the direction of decreasing of E is obtained.
  • a non-linear planning in which the calculation 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 running time density is expressed by ⁇ .
  • 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.
  • the schedule time (the estimated time of arrival - the starting time) is compared with the calculated necessary time (Step 105).
  • the schedule time is smaller 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 larger 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 gradient 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.
  • Step 101a 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 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 ⁇ Vl 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 107a the calculation result of "the schedule time - the running time" and the allowable error ⁇ T are compared with each other.
  • the difference therebetween is smaller than the allowable error ⁇ T, 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).
  • 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 running plan may be 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 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 correction 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-and 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 discussed.
  • 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.
  • T 2 G(g -1 ( ⁇ 5 ')) - G(g -1 (x 5 )) + ⁇ 5 ' ⁇ (x 6 - ⁇ 5 ') + F(f -1 ( ⁇ 6 ')) - F(f -1 (x 6 )) + ⁇ 6 ' ⁇ (x 7 - ⁇ 6 ') + G(g -1 ( ⁇ 7 ')) - G(g -1 (x 7 )) + ⁇ 7 ' ⁇ (x 8 - ⁇ 7 ') Incidentally, with respect to ⁇ 5 ', ⁇ 6 ' and ⁇ 7 ', the following relationships are established.
  • the data which are calculated in advance by the simulation 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)

Claims (9)

  1. Verfahren zum Erstellen eines Zugfahrplans, um einen Zug durch ein vorbestimmtes Reisegebiet eines Eisenbahnnetzes fahren zu lassen, wobei das Reisegebiet in eine Vielzahl von Gebieten unterteilt ist, die jedes eine vorbestimmte Höchstgeschwindigkeit (Vmax, i) besitzt, während eine vorbestimmte Fahrzeit (TD) aufrechterhalten wird, mit den Schritten
    (a) Festlegen einer Zielgeschwindigkeit für jedes Gebiet;
    (b) Bestimmen der verbrauchten Energie (E) und der Fahrzeit (T), wobei simuliert wird, daß der Zug in Übereinstimmung mit den Zielgeschwindigkeiten in jedem Gebiet fährt unter der Annahme einer Beschleunigung des Zuges mit einer maximalen Beschleunigungskraft und einer Abbremsung des Zuges mit einer maximalen Abbremskraft;
    (c) für jedes Gebiet, Verringern der Zielgeschwindigkeit eines Gebietes, ohne die Zielgeschwindigkeiten der anderen Gebiete zu verändern, und Ermitteln der verbrauchten Energie (E') und der Fahrzeit (T') für die geänderte Zielgeschwindigkeit des Gebietes und Bestimmen eines Veränderungsquotienten der für das Gebiet ermittelten, verbrauchten Energie; und
    (d) Wiederholen der Schritte (b) und (c), wobei nach jedem Schritt (c) die Zielgeschwindigkeiten auf der Grundlage der Änderungsquotienten neu festgelegt werden, um die Zielgeschwindigkeiten aller Gebiete in dem vorbestimmten Reisegebiet auf eine solche Weise zu bestimmen, daß bei der Simulation der Zug in Übereinstimmung mit der vorbestimmten Fahrzeit fährt und die verbrauchte Energie minimal wird.
  2. Verfahren gemäß Anspruch 1, wobei der Schritt (c) die Schritte
    (c1) Bestimmen des Änderungsquotienten der verbrauchten Energie für jedes Gebiet als positiv, wenn die verbrauchte Energie abnimmt, während die Fahrzeit zunimmt, wobei die anfänglich in Schritt (a) festgelegte Zielgeschwindigkeit als Höchstgeschwindigkeit angesehen wird;
    (c2) Verringern der Zielgeschwindigkeit des Gebietes, in dem der resultierende Änderungsquotient der verbrauchten Energie den maximalen Wert annimmt, um einen Einheitswert; und
    (c3) Behandeln der um den Einheitswert in Schritt (c2) verringerten Zielgeschwindigkeit als neue Zielgeschwindigkeit, wenn die Fahrzeit innerhalb eines vorbestimmten Fehlerbereichs liegt.
  3. Verfahren gemäß Anspruch 2, wobei der Schritt (c2) ein Verarbeiten des Wertes des Änderungsquotienten der für jedes Gebiet ermittelten verbrauchten Energie als Vektorgröße, um die Zielgeschwindigkeit entlang der Richtung des Vektors um den Einheitswert zu ändern.
  4. Verfahren gemäß Anspruch 3, wobei das Verarbeiten einer Vektorgroße ein Ändern einer Komponente der Vektorgröße des Gebietes auf "0" enthält, wenn die Komponente der Vektorgröße negativ ist.
  5. Verfahren gemäß Anspruch 2, wobei der Schritt (c2) einen Vorgang des Verringerns des Einheitswerts zum Ändern der Zielgeschwindigkeit enthält, wenn die Fahrzeit des Zuges in dem Gebiet sich der vorbestimmten Fahrzeit nähert.
  6. Verfahren gemäß Anspruch 1, wobei die Fahrzeit und die verbrauchte Energie des Zuges in dem vorbestimmten Reisegebiet auf der Grundlage einer Eingangsgeschwindigkeit, wenn der Zug in das Reisegebiet einfährt, einer vorbestimmten Steigungsinformation, eines Fahrwiderstands des Zuges, einer Beschleunigungs- und Abbremscharacteristik des Zuges und eines Gewichts des Zuges erhalten wird.
  7. Verfahren gemäß Anspruch 6, wobei die verbrauchte Energie als Auswertefunktion (E), ausgedrückt durch eine Gleichung E = E(V 1 , ..., V N )
    Figure imgb0040
    , wobei die einzelnen Zielgeschwindigkeiten unabhängige Variablen (V1, ..., VN) sind, behandelt wird.
  8. Verfahren gemäß Anspruch 7, wobei die Fahrzeit als Auswertefunktion (T), ausgedrückt durch die Gleichung T = T(V 1 , ..., V N )
    Figure imgb0041
    , behandelt wird.
  9. Verfahren gemäß Anspruch 7 oder 8, wobei der Differentialkoeffizient von einem Näherungsausdruck von δE/δV(n) = ΔE/ΔV(n)
    Figure imgb0042
     erhalten wird, wobei die Zielgeschwindigkeit V(n) im Bereich von 0 ≤ V(n) ≤ Vmax(n) geändert wird und V(n) die optimale Zielgeschwindigkeit ist, wenn E einen minimalen Wert annimmt.
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
JP3052187A JPH04287766A (ja) 1991-03-18 1991-03-18 列車運転方式の作成方式
JP52187/91 1991-03-18

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EP0467377A3 EP0467377A3 (en) 1993-07-21
EP0467377B1 true EP0467377B1 (de) 1997-06-25

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EP0539885A2 (de) * 1991-10-25 1993-05-05 Kabushiki Kaisha Toshiba Gerät zur Berechnung eines optimalen Zuglaufplanes und dazugehöriges System
US5487516A (en) * 1993-03-17 1996-01-30 Hitachi, Ltd. Train control system
EP0719690A2 (de) * 1995-01-02 1996-07-03 Gec Alsthom Transport Sa Regelvorrichtung für spurgeführtes Verkehrsmittel
US5602739A (en) * 1993-06-09 1997-02-11 Minnesota Mining And Manufacturing Company Vehicle tracking system incorporating traffic signal preemption
DE19935349A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung der Fahrweise bei einem Fahrzeug/Zug unter Verwendung der kinetischen Energie
DE19935352A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung der Fahrweise bei einem Fahrzeug/Zug unter Verwendung eines gleitenden Optimierungshorizontes
DE19935353A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung bei einem Fahrzeug/Zug mit mehreren Antriebsanlagen
DE19935350A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energie- und Zeitoptimierung der Fahrweise bei einem Fahrzeug/Zug
DE19935351A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung bei einem Fahrzeug/Zug mit arbeitspunktabhängigem Wirkungsgrad
DE10147231A1 (de) * 2001-09-14 2003-04-03 Siemens Ag Verfahren und Anordnung zur Fahrplanoptimierung in Liniennetzen sowie ein entsprechendes Computergrogramm-Erzeugnis und ein entsprechendes computerlesbares Speichermedium
WO2003097424A1 (en) * 2002-05-20 2003-11-27 Tmg International Holdings Pty Limited System for improving timekeeping and saving energy on long-haul trains
AU2008201906B9 (en) * 2002-05-20 2011-06-23 TTG (Holdings) Pty Ltd Method for improving timekeeping and saving energy on long-haul trains
CN102897193A (zh) * 2012-09-19 2013-01-30 卡斯柯信号有限公司 一种基于能量守恒原理的自动列车保护方法
US8903573B2 (en) 2006-03-20 2014-12-02 General Electric Company Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable
US8924049B2 (en) 2003-01-06 2014-12-30 General Electric Company System and method for controlling movement of vehicles
US9201409B2 (en) 2006-03-20 2015-12-01 General Electric Company Fuel management system and method
US20160129926A1 (en) * 2013-07-19 2016-05-12 Kabushiki Kaisha Toshiba Running curve creation device, running curve creation method and running curve control program
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EP0539885A2 (de) * 1991-10-25 1993-05-05 Kabushiki Kaisha Toshiba Gerät zur Berechnung eines optimalen Zuglaufplanes und dazugehöriges System
US5487516A (en) * 1993-03-17 1996-01-30 Hitachi, Ltd. Train control system
US5602739A (en) * 1993-06-09 1997-02-11 Minnesota Mining And Manufacturing Company Vehicle tracking system incorporating traffic signal preemption
EP0719690A2 (de) * 1995-01-02 1996-07-03 Gec Alsthom Transport Sa Regelvorrichtung für spurgeführtes Verkehrsmittel
US6668217B1 (en) 1999-07-29 2003-12-23 Bombardier Transportation Gmbh Method for optimizing energy in the manner in which a vehicle or train is driven using kinetic energy
DE19935349A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung der Fahrweise bei einem Fahrzeug/Zug unter Verwendung der kinetischen Energie
DE19935353A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung bei einem Fahrzeug/Zug mit mehreren Antriebsanlagen
DE19935350A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energie- und Zeitoptimierung der Fahrweise bei einem Fahrzeug/Zug
DE19935351A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung bei einem Fahrzeug/Zug mit arbeitspunktabhängigem Wirkungsgrad
DE19935352A1 (de) * 1999-07-29 2001-02-01 Abb Daimler Benz Transp Verfahren zur Energieoptimierung der Fahrweise bei einem Fahrzeug/Zug unter Verwendung eines gleitenden Optimierungshorizontes
US6799096B1 (en) 1999-07-29 2004-09-28 Bombardier Transportation Gmbh Method for optimizing energy in a vehicle/train with multiple drive units
US6665609B1 (en) 1999-07-29 2003-12-16 Bombardier Transporation Gmbh Method for optimizing energy in the manner in which a vehicle or train is driven using a sliding optimization horizon
DE10147231A1 (de) * 2001-09-14 2003-04-03 Siemens Ag Verfahren und Anordnung zur Fahrplanoptimierung in Liniennetzen sowie ein entsprechendes Computergrogramm-Erzeugnis und ein entsprechendes computerlesbares Speichermedium
WO2003097424A1 (en) * 2002-05-20 2003-11-27 Tmg International Holdings Pty Limited System for improving timekeeping and saving energy on long-haul trains
GB2405016A (en) * 2002-05-20 2005-02-16 Tmg Internat Holdings Pty Ltd System for improving timekeeping and saving energy on long-haul trains
GB2405016B (en) * 2002-05-20 2006-07-26 Tmg Internat Holdings Pty Ltd System for improving timekeeping and saving energy on long-haul trains
AU2008201906B9 (en) * 2002-05-20 2011-06-23 TTG (Holdings) Pty Ltd Method for improving timekeeping and saving energy on long-haul trains
US8924049B2 (en) 2003-01-06 2014-12-30 General Electric Company System and method for controlling movement of vehicles
US8903573B2 (en) 2006-03-20 2014-12-02 General Electric Company Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable
US9201409B2 (en) 2006-03-20 2015-12-01 General Electric Company Fuel management system and method
US9527518B2 (en) 2006-03-20 2016-12-27 General Electric Company System, method and computer software code for controlling a powered system and operational information used in a mission by the powered system
US9733625B2 (en) 2006-03-20 2017-08-15 General Electric Company Trip optimization system and method for a train
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EP0467377A3 (en) 1993-07-21
DE69126644D1 (de) 1997-07-31
EP0467377A2 (de) 1992-01-22
DE69126644T2 (de) 1997-12-18

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