EP0933280A2 - Lösungsverfahren für Fahrplankonflikte in Transportnetzen und Datenverarbeitungseinrichtung dafür - Google Patents

Lösungsverfahren für Fahrplankonflikte in Transportnetzen und Datenverarbeitungseinrichtung dafür Download PDF

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Publication number
EP0933280A2
EP0933280A2 EP98403116A EP98403116A EP0933280A2 EP 0933280 A2 EP0933280 A2 EP 0933280A2 EP 98403116 A EP98403116 A EP 98403116A EP 98403116 A EP98403116 A EP 98403116A EP 0933280 A2 EP0933280 A2 EP 0933280A2
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EP
European Patent Office
Prior art keywords
time table
level
corrected
conflicting
solution
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP98403116A
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English (en)
French (fr)
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EP0933280A3 (de
Inventor
Stéphane Betge Brezetz
Serge Benoliel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alcatel Lucent SAS
Nokia Inc
Original Assignee
Alcatel SA
Nokia Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alcatel SA, Nokia Inc filed Critical Alcatel SA
Publication of EP0933280A2 publication Critical patent/EP0933280A2/de
Publication of EP0933280A3 publication Critical patent/EP0933280A3/de
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation

Definitions

  • the invention relates to a computer method for ensuring resolution, at level of a time table, conflicts that are likely to occur in a transport network, in particular in a rail-type transport network.
  • Such a method and such an arrangement are intended to be implemented in networks where the successions of operations relating to the transport to be carried out, such than planned in a given environment, with given material means and in a given time frame, are more particularly synthesized under the form of time tables. They are especially designed to be able to be used with different network configurations and to allow implementation of different heuristics.
  • Some of these known methods exploit for example an approach of the type decision tree and take into account a cost function, corresponding by example to a weighted sum of delays, others take into account a set of rules, for example in the context of an expert system, or a specific heuristic for reordering.
  • the invention therefore proposes a computer resolution method, at the level of a timetable, conflicts of a transport network, in particular of the type rail, which is managed through an IT system and which includes lines, tracks and / or roads, connecting stations between which vehicles circulate whose movements are organized according to a table of data, constituting the time table.
  • This is stored at a system level data processing and where the different movements of vehicles scheduled between stations for a specified period of time, with information characteristic of these movements, such as the different possible journeys between stations and the expected transit times at the stations.
  • tolerances in particular are associated with the corrected time table frame and are taken into account account when establishing a non-conflicting time table from this corrected time table frame.
  • the method further provides for minus a step of applying an optimization algorithm, possibly repeated, with different optimization criteria to produce at least one other non-conflicting time table from a determined time table, via a corrected time table frame, and possibly to produce at least one other table frame corrected from this determined time table.
  • the method provides that the implementation application of the non-conflicting hourly table obtained is at least partially achieved by action of the data processing set, where is implemented the process, at the IT unit level by through which the transport network is managed.
  • the various stages, carried out according to a decision tree and with the possible intervention of an operator, are memorized through each of the command sets respectively exploited for the transition from a non-conflicting time table to another table non-conflicting timetable in a possible chain of corrected table frames and non-conflicting time tables established from a starting situation conflictual memorized in a specific way, to allow a journey in both directions of the decision tree and a re-identification of the situation of departure.
  • the invention also proposes an arrangement for processing table conflicts. timetable in a network by applying the process mentioned above, in part of an associated or possibly included data processing system in a network management computer system.
  • the schematic representation illustrated in Figure 1 relates to a small part time table relating to a portion of railway line L supposed to connect three stations 1, 2 and 3 by a single channel as illustrated in figure 2, channel L is dividing in half at each station where two platforms are provided, such as A1 and B1 for station 1, A2 and B2 for station 2, A3 and B3 for station 3.
  • the track divisions made at each station allow two trains to cross or overtake, when one of the trains is stopped at this station.
  • train T1 is assumed come to a stop along a platform, for example A1 at station 1, at a instant t1 and until instant t3 from which it sets out on the path for a non-stop route to station 3, via station 2.
  • Train T3 is supposed to come to a stop at station 3, at time t2, until an instant t5 from which he sets off on the track for a journey without stopping to station 2. It is expected by the time table that it will arrive at station 2 at a instant t6, for example along platform A2, before train T1 running in opposite direction does not pass along platform B2.
  • Train T2 is expected to come come to a stop along one of the platforms of station 1, for example platform B1, at a instant t7 until instant t8 from which he too commits to a non-stop route to station 3.
  • the table predicts that the T2 train will pass by station 2, during the time during which train T3 is immobilized in this station.
  • Train T2 then passes along platform B2 if, as expected higher, train T3 is immobilized along platform A2. It is provided by the table that train T3 leaves for station 1 at time t9, that train T1 arrives at the station 3 at an instant t10 to stop along a platform, for example the platform A3, and train T2 arrives at station 3 at time t11.
  • the resolution process does not only apply to simple conflicts such as the one mentioned above. It is more particularly intended to intervene within the framework of networks and in particular mesh networks, where are likely develop conflict situations involving a number of parameters and / or an interaction of these parameters which practically prohibit the use a resolution procedure other than IT. It is expected that the process according to the invention is implemented by means of an arrangement provided for level of an associated or possibly included data processing system in the IT system by which the transport network is managed by the personnel responsible for ensuring its operation and management in particular. The exact structures of the data processing system and the whole network management IT is not developed here, as far as they have only an indirect relationship with the subject of the invention.
  • this system and this set are conventionally constituted by means of units programmed logic, organized around processors, memories and various interfaces allowing the units to communicate with each other and on the other hand with at least some of the equipment of the transport network and at least some of the network's operating personnel, via man-machine type for this staff.
  • These communications may take very diverse forms and are used in particular for ordering purposes equipment, transmission of activity reports, exchange of information between units and / or between units and operating personnel.
  • the computer resolution method according to the invention involves a representation, in a hierarchical form, of the transport network to which it is intended to be applied. This representation is here assumed to be stored at the level of data processing system where the resolution method is implemented.
  • the network is assumed to include a plurality of lines, tracks and / or roads, which connect stations between which vehicles circulate, these can be airplanes or boats in the case of air or maritime networks, in the example of a rail network envisaged here these vehicles are made up of trains or train components, such as power cars when they circulate in isolation. Vehicle movements are organized according to a time table, here assumed to be stored as a data table at data center level.
  • a computer process is planned to ensure automatic resolution conflicts likely to arise in a network, these conflicts being represented at the level of a time table where the different displacements of vehicles that are scheduled between stations in a network for a period of time determined.
  • This time table contains characteristic information relating to journeys, such as for example journeys between stations and expected transit times at stations. At least some of data stored in the time table and therefore by the processing system data can in particular be entered at the level of this system by the operating personnel. They are also likely to come from units, including equipment-machine and / or man-machine interface, the network management IT system.
  • a first level of modeling is used to express a set of traffic management constraints at the network level or higher precisely of its infrastructure. This is represented by the stations and by the lines or paths connecting these stations.
  • a rail network we designates by places the stations and the depots of rolling stock and by inter-places the network elements which are provided between the places.
  • the movements of vehicles are defined as missions.
  • a mission for a vehicle contains information specifying the places where it passes and the timetables of arrival, departure and passage for each place passed.
  • a second level of modeling is intended to express a set of constraints relating to the topology of lines and their equipment, such as for example the number and the arrangement of the passageways comprised by a line, the equipment in lights or other signaling devices on this line.
  • the constraints taken into account at the second level also concern the quays and service routes, as well that the journeys or successions of parts of the journey that the vehicles are likely to borrow.
  • Each vehicle movement is defined by a path, that is to say by the succession of paths or portions of path, that it will borrow and by the arrival, departure and / or passage times at the different places along the way to go for a given route.
  • the search for a solution to a time table conflict is triggered in the event of non-compliance with the constraints defined at the level of the transport, modeled on two levels according to the indications given above.
  • This triggering takes place following the reception of information inducing time table modification requests from all IT for network management and / or operating staff.
  • an application to the modeled network of the time table, where these requests are taken into account is then automatically launched and it triggers a search for a solution in the event of non-compliance, by the time table applied, of constraints defined at the level of the modeled network.
  • the search for a solution according to the invention essentially comprises two stages, repeated if necessary, to arrive at an optimized solution, that is to say a non-conflictual table, even to an optimal solution chosen from several possible non-conflicting tables.
  • the first step in finding a solution involves implementing a first optimization algorithm to modify the time table considered as conflictual.
  • the purpose of this first algorithm is to produce a draft solution, known as the corrected timetable table, which is in correspond to the functional level constraints defined for the network transport.
  • This research step is carried out on the basis of a first heuristic.
  • the research aims to allow to move from the conflict situation, noted at the level of a part of the table hourly, to at least one first corrected time table frame, for which are defined tolerances within which at least one complete solution is wanted.
  • tolerances are in particular tolerances with regard to passage time or parking and / or distance between vehicles on the same lane.
  • the data processing system automatically triggers a search step to obtain a solution complete, corresponding to a non-conflicting time table, from the frame corrected time table that was found.
  • This step is done by application of a second optimization algorithm taking as input the table frame corrected timetable and taking into account the constraints specific to the modeled network which relate to the topology of the lines and their equipment.
  • the data taken into account at the level of a subset 6 correspond in particular the departure and arrival times for the vehicles concerned on the portion of the route concerned, as well as the planned connections, for example the planned connections for the benefit of passengers and any couplings between vehicles at the seating level.
  • Mission definition data include, for example, departure, crossing and arrival times as well as the expected speeds for a given vehicle on a given route.
  • Restrictions correspond for example to any speed limits linked to work carried out along a route.
  • the search is therefore carried out step by step and can, depending on the case, make it possible to define either a corrected solution framework, or possibly several, when this can be envisaged in particular in terms of processing time.
  • the first step of applying the optimization algorithm taking into account the constraints defined at the functional level of the network, is repeated. This allows a selection of a non-conflicting time table, considered optimal, among several possible tables respectively obtained from competing corrected solution frameworks.
  • the resolution method according to the invention is implemented as part of a decision tree.
  • Storage of information defining the chain of solutions leading from the time table where a conflict situation with the non-conflict solution is noted, complete and ultimately retained, is carried out specifically at the level of data processing system.
  • a specific storage is planned data, relating to the part of the time table where a conflict is noted, of so that we can find the conflicting conditions which are generally transient.
  • the portion of railway line L serving stations 1, 2, 3 is a two-track line normally operated each in a different direction, which therefore allow a maximum flow of vehicles determined. If, as a result of an incident, one of the channels is no longer available between stations 1 and 2 and that the other channel must be used to ensure all traffic in both directions, it is no longer possible to obtain the same maximum flow level between these stations and vehicle traffic between stations 2 and 3 may be affected.
  • the data processing system is informed of such an incident, either by a unit of the IT group of management of the transport network which is responsible for supervising one of the equipment lane affected by the incident and for example the equipment out of order, by a member of the network operator who is informed of this incident.
  • the information received is here taken into account by the processing system. data to the extent that it may affect vehicle traffic at the level of the network for vehicles passing through the portion of line L.
  • a search for a solution, via the conflict resolution arrangement is then automatically launched by the duly programmed data processing system.
  • This should allow to establish a corrected timetable table framework which will define for example the number of trains in each direction that it is possible to maintain on the line portion L using the one of the two channels which remained exploitable. Tolerances here are assumed to be associated with the corrected time table frame for set the limits for alternating vehicles during the period during which it is estimated that the unavailability of one of the routes of the portion L will remain.
  • a search for complete solution can be initiated in order to obtain a non-conflicting table, adapted to the new conditions brought about by the unavailability of one of the tracks of the portion of line L, taking into account the constraints related to the network topology.
  • a table will a priori contain modifications train schedule and possibly route changes.
  • the data processing system sends the information necessary for the implementation of this table by equipment, particularly track, which is affected. To this end, these information is sent to the units of the IT management unit which control the equipment concerned and the operating personnel concerned. At least some of the information is likely to be taken into account by this personnel for information, supervision and / or execution.
  • the method is implemented in the context a schedule table conflict handling arrangement which is provided in which is shown schematically in Figure 4. As already indicated this arrangement is assumed performed at the level of a data processing system associated or included in the IT system for managing the transport network in question.
  • This software-type arrangement essentially comprises a unit of resolution 10 including a solution determination module 11, intended for search for a solution framework, i.e. a timetable corrected, by applying a first optimization algorithm to the network realized at functional level.
  • This determination module 11 is here provided to be able to be used with different heuristics for frame search corrected solution, here assumed grouped in a heuristic subset 15 where two of these heuristics are shown diagrammatically with references 12 and 13. These heuristics are provided here in order to be able to be used during stages of determination made as part of the same resolution operation for offer different options for solution selection.
  • the module determination is here supposed to have possibilities of creation and elimination which allow it respectively to generate new displacements for vehicles and delete them.
  • the resolution unit 10 also includes a refined search module 16 capable of provide at least one non-conflicting time table corresponding to a solution complete from a corrected solution framework developed by the module determination 11.
  • This refined research module 16 is responsible for ensuring the application of an optimization algorithm to the network model carried out at topological level. It is also designed to be able to be operated with different non-conflicting timetable search heuristics which are schematized with the references 17 and 18 in a sub-assembly referenced 19 in FIG. 4.
  • the search module 16 is here supposed to have possibilities of modification of timetable and modifiable constraints, in particular to allow compliance with the tolerances imposed by the determination module for a frame of determined solution. It receives as input a framework of solution corrected from of which it provides at least one solution for the part of the time table previously in conflict after having possibly carried out modifications as stated above using the strategy and at least one of the heuristics planned for him.
  • the determination 11 and refined search modules 16 of the resolution 10 communicate with each other, as shown schematically in Figure 4 and with a decision tree module 20.
  • This tree allows them to use the same algorithm for exploring solutions with the different heuristics that these two modules are likely to accept.
  • the decision tree module 20 provides the treatments relating to the tree structure and provides the latter, from nodes and connections stored online with the progress of the steps conflict resolution method according to the invention.
  • a solution manager module 21 is associated with the resolution unit 10 for memorize the time table solutions that this resolution unit provides to the during a research stage triggered from a time table conflictual and to allow the entire IT network management and accredited operating personnel to communicate with the processing via an interface 22.
  • FIG. 5 The operating principle of the resolution unit of the layout conflict treatment according to the invention is shown diagrammatically in FIG. 5.
  • This layout is implemented from a conflict situation affecting a timetable of the transport network for which it is implemented.
  • the disturbance P of the time table which leads to a conflict situation is transmitted to the determination module 11 responsible for establishing the solution frameworks corrected online with a conflict detection mechanism at the level functional, the information of which is symbolized by the letter F, and with a corrected solution framework evaluation mechanism, the information of which is symbolized by the letter E.
  • This is done according to the parameters of command referenced C and requests referenced R coming from the set IT for network management and / or an accredited operator, via the interface 22 not shown in this figure 5.
  • Each product solution framework is transmitted by the determination module 11 to the refined research module 16 in order to obtain a complete and non-conflicting solution with the assistance of a conflict detection mechanism of occupation of service lines and tracks, the information of which is symbolized by the letter O, and a complete solution evaluation mechanism, whose information is symbolized by the letter V.
  • the refined search module 16 is capable of reacting in a loop on the determination module 11, when a satisfactory complete solution is not found, so as to allow a new stage within the framework of an operation time table conflict resolution, in order to obtain a solution framework different from the one that did not succeed.
  • This module provides the information relating to the complete solutions found, via interface 22, for information and control by an accredited operator and for application to means, not shown, which are responsible for applying the non-conflict solution at the level of the network equipment concerned, via the whole IT management of this network.
  • the automatic implementation of the method according to the invention allows to quickly reach a solution in real time conditions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP98403116A 1998-01-26 1998-12-10 Lösungsverfahren für Fahrplankonflikte in Transportnetzen und Datenverarbeitungseinrichtung dafür Withdrawn EP0933280A3 (de)

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FR9800767 1998-01-26
FR9800767 1998-01-26

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EP0933280A2 true EP0933280A2 (de) 1999-08-04
EP0933280A3 EP0933280A3 (de) 2002-05-15

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001049549A1 (en) * 1999-12-30 2001-07-12 Ge Harris Railway Electronics, L.L.C. A train corridor scheduling process including various cost functions associated with railway operations
WO2001049547A1 (en) * 1999-12-30 2001-07-12 Ge Harris Railway Electronics, L.L.C. A train corridor scheduling process including a balanced feasible schedule cost function
WO2009043770A1 (de) * 2007-09-27 2009-04-09 Siemens Aktiengesellschaft Verfahren zur fahrplangenerierung für verkehrssysteme mit berücksichtigung zeitlicher schranken
CN102236828A (zh) * 2010-04-21 2011-11-09 北京交通大学 列车运行计划调整过程的建模方法
WO2012038262A3 (de) * 2010-09-20 2012-05-18 Siemens Aktiengesellschaft Verfahren zur automatischen steuerung einer mehrzahl spurgebundener fahrzeuge
CN111814420A (zh) * 2020-06-18 2020-10-23 福州大学 基于拓扑优化和启发式搜索的总体布线方法
CN112381277A (zh) * 2020-11-03 2021-02-19 北京交通大学 衔接多线路的方向别高速铁路枢纽站的到发线分配方法

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4122523A (en) * 1976-12-17 1978-10-24 General Signal Corporation Route conflict analysis system for control of railroads
US5177684A (en) * 1990-12-18 1993-01-05 The Trustees Of The University Of Pennsylvania Method for analyzing and generating optimal transportation schedules for vehicles such as trains and controlling the movement of vehicles in response thereto
US5623413A (en) * 1994-09-01 1997-04-22 Harris Corporation Scheduling system and method
WO1997009218A2 (de) * 1995-09-07 1997-03-13 Siemens Aktiengesellschaft Verfahren zur regelung von verkehrsmitteln

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001049549A1 (en) * 1999-12-30 2001-07-12 Ge Harris Railway Electronics, L.L.C. A train corridor scheduling process including various cost functions associated with railway operations
WO2001049547A1 (en) * 1999-12-30 2001-07-12 Ge Harris Railway Electronics, L.L.C. A train corridor scheduling process including a balanced feasible schedule cost function
US6304801B1 (en) 1999-12-30 2001-10-16 Ge-Harris Railway Electronics, L.L.C. Train corridor scheduling process including a balanced feasible schedule cost function
US6546371B1 (en) 1999-12-30 2003-04-08 Ge-Harris Railway Electronics, L.L.C. Train corridor scheduling process including various cost functions associated with railway operations
AU781542B2 (en) * 1999-12-30 2005-05-26 Ge Transportation Systems Global Signaling, Llc A train corridor scheduling process including a balanced feasible schedule cost function
WO2009043770A1 (de) * 2007-09-27 2009-04-09 Siemens Aktiengesellschaft Verfahren zur fahrplangenerierung für verkehrssysteme mit berücksichtigung zeitlicher schranken
CN102236828A (zh) * 2010-04-21 2011-11-09 北京交通大学 列车运行计划调整过程的建模方法
WO2012038262A3 (de) * 2010-09-20 2012-05-18 Siemens Aktiengesellschaft Verfahren zur automatischen steuerung einer mehrzahl spurgebundener fahrzeuge
CN111814420A (zh) * 2020-06-18 2020-10-23 福州大学 基于拓扑优化和启发式搜索的总体布线方法
CN111814420B (zh) * 2020-06-18 2022-07-08 福州大学 基于拓扑优化和启发式搜索的总体布线方法
CN112381277A (zh) * 2020-11-03 2021-02-19 北京交通大学 衔接多线路的方向别高速铁路枢纽站的到发线分配方法
CN112381277B (zh) * 2020-11-03 2023-09-26 北京交通大学 衔接多线路的方向别高速铁路枢纽站的到发线分配方法

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