EP1200297B1 - Driving mode for optimizing energy and time in the manner in which a vehicle or train is driven - Google Patents
Driving mode for optimizing energy and time in the manner in which a vehicle or train is driven Download PDFInfo
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- EP1200297B1 EP1200297B1 EP00958296A EP00958296A EP1200297B1 EP 1200297 B1 EP1200297 B1 EP 1200297B1 EP 00958296 A EP00958296 A EP 00958296A EP 00958296 A EP00958296 A EP 00958296A EP 1200297 B1 EP1200297 B1 EP 1200297B1
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- 238000005457 optimization Methods 0.000 claims abstract description 22
- 238000000034 method Methods 0.000 claims abstract description 20
- 238000004422 calculation algorithm Methods 0.000 claims abstract description 5
- 230000007774 longterm Effects 0.000 claims description 2
- 230000002411 adverse Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 2
- 238000007726 management method Methods 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
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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
Definitions
- the invention relates to a method for energy optimization Driving style of a vehicle / train with a subdivision into several sections Total distance according to the preamble of claim 1.
- time reserves when creating timetables for rail transport scheduled for unforeseen events and adverse operating conditions. Since the operating conditions are typically more favorable during real journeys are accepted as in the planning, the resulting ones Time reserves available for other purposes. A particularly useful use the time reserves consist of saving energy by means of suitable ones Driving style of the vehicle / train.
- DD 208 324 A is a method for determining energy optimal Driving regime for rail vehicles known. Based on algorithmic and device-related possibilities of microtechnology are developed within the framework of Simulation and optimization calculations, functional relationships between the optimal switching points of the individual driving regime phases and the travel time determined. To realize a technically and economically effective Form of energy-saving train control will be current for each one Optimal driving strategies to be assigned to the schedule system synthesized. The functional relationships of the Cut-off speed, cut-off distance and braking point in Dependence on the travel time specification considered and with the specification of support points linearized piece by piece.
- the functional relationships for the switching points of the Switch-off speed, switch-off distance and brake application point are based on discrete travel times through digital simulation of Train journeys according to the real route conditions and the real train or vehicle conditions on a stationary computer in advance.
- the on On-board electronics installed in the vehicle have the main task of Storage of the support points and processing of the required Arithmetic laws.
- the uncertainty in the operational sequence, because of the time reserves in the timetable is the highest at the start stop (start station) and takes with increasing approach to the destination stop (destination station) constantly off.
- the decrease in uncertainty is traditionally taken into account in route timetables in the form of transit times for selected Waypoints.
- the time reserve is evenly distributed over the entire route distributed.
- the invention has for its object an improved method for Energy optimization of the driving style of a vehicle / train with several sections divided total distance to be specified.
- the figure shows the path / time diagram of a vehicle, the entire Route is divided into several individual sections and i the running index for the represents individual sections. With n is the appropriate number of sections for called an advance calculation. The latest transit times are with Triangles marked. A time window is also given as an example. By the time window is determined at which earliest and latest transit time certain section of the vehicle is to be passed.
- time reserves are flexibly incorporated into the Energy optimization.
- Time reserves are provided to deal with unforeseen events To be able to react to events and thus the robustness of the traffic flow increase.
- a time allowance of 5%, for example, is typically granted. This time allowance is distributed evenly over the entire route, for example, with which transit times can be determined at any route point.
- the inclusion of the time reserves is so flexible that the in the time reserve not used in one section proportionally to the following Sections are struck and such that the individual Time reserves due to sections of the route are assessed differently.
- the consumption of time reserve taken into account in the optimization as a "penalty term".
- “Penalty term” comes into consideration in particular a monotonously falling function of time. In this way, the consumption of time reserve is less “punished”, ever further he in the future, d. H. closer to the destination stop.
- Time window is entered in the figure as an example, as already mentioned.
- short-term specifications with long-term specifications are provided To combine planning and as boundary conditions in energy optimization using an optimization algorithm. Resulting from this Time slots are considered to be the earliest and the latest in the optimization Transit time included.
- Optimization algorithms suitable for the proposed method are for example from Papageorgiou: Optimization, chapters 10, 19 and in particular 20, Oldenbourg Verlag, 1996, known.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Control Of Eletrric Generators (AREA)
- Electroluminescent Light Sources (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
Description
Die Erfindung bezieht sich auf ein Verfahren zur Energieoptimierung der
Fahrweise bei einem Fahrzeug/Zug mit in mehrere Abschnitte unterteilter
Gesamtstrecke gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a method for energy optimization
Driving style of a vehicle / train with a subdivision into several sections
Total distance according to the preamble of
Bei der Erstellung von Fahrplänen für den Schienenverkehr werden Zeitreserven für unvorhergesehene Ereignisse und widrige Betriebsbedingungen eingeplant. Da während realer Fahrten die Betriebsbedingungen typischerweise günstiger sind als in der Planung angenommen, werden die dabei entstehenden Zeitreserven für andere Zwecke verfügbar. Eine besonders sinnvolle Benutzung der Zeitreserven besteht in der Einsparung von Energie mittels geeigneter Fahrweise des Fahrzeuges/Zuges.There are time reserves when creating timetables for rail transport scheduled for unforeseen events and adverse operating conditions. Since the operating conditions are typically more favorable during real journeys are accepted as in the planning, the resulting ones Time reserves available for other purposes. A particularly useful use the time reserves consist of saving energy by means of suitable ones Driving style of the vehicle / train.
Aus der DD 208 324 A ist ein Verfahren zur Ermittlung energieoptimaler Fahrregime für Schienenfahrzeuge bekannt. Auf Grundlage algorithmischer und gerätetechnischer Möglichkeiten der Mikrotechnik werden im Rahmen von Simulations- und Optimierungsrechnungen funktionale Zusammenhänge zwischen den optimalen Umschaltpunkten der einzelnen Fahrregimephasen und der Fahrzeit ermittelt. Zur Realisierung einer technisch und ökonomisch effektiven Form der energiesparenden Zugsteuerung werden für jede einer aktuellen Fahrplananlage zuzuordnende Fahrzeitvorgabe optimale Fahrstrategien synthetisiert. Dabei werden funktionale Beziehungen der Abschaltgeschwindigkeit, des Abschaltweges und des Bremseinsatzpunktes in Abhängigkeit der Fahrzeitvorgabe betrachtet und unter Vorgabe von Stützstellen stückweise linearisiert. Die funktionalen Beziehungen für die Schaltpunkte der Abschaltgeschwindigkeit, des Abschaltweges und des Bremseinsatzpunktes werden auf der Basis diskreter Fahrzeiten durch digitale Simulation von Zugfahrten entsprechend den realen Streckenverhältnissen und den realen Zug- bzw. Fahrzeugverhältnissen auf einer stationären EDV im voraus ermittelt. Die auf dem Fahrzeug installierte Bordelektronik hat vor allem die Aufgabe der Speicherung der Stützstellen und der Abarbeitung der erforderlichen Rechengesetze.DD 208 324 A is a method for determining energy optimal Driving regime for rail vehicles known. Based on algorithmic and device-related possibilities of microtechnology are developed within the framework of Simulation and optimization calculations, functional relationships between the optimal switching points of the individual driving regime phases and the travel time determined. To realize a technically and economically effective Form of energy-saving train control will be current for each one Optimal driving strategies to be assigned to the schedule system synthesized. The functional relationships of the Cut-off speed, cut-off distance and braking point in Dependence on the travel time specification considered and with the specification of support points linearized piece by piece. The functional relationships for the switching points of the Switch-off speed, switch-off distance and brake application point are based on discrete travel times through digital simulation of Train journeys according to the real route conditions and the real train or vehicle conditions on a stationary computer in advance. The on On-board electronics installed in the vehicle have the main task of Storage of the support points and processing of the required Arithmetic laws.
Aus der DE 3026652 A, der DD 255 132 A und der EP 0467377 B sind in diesem Zusammenhang Verfahren bekannt, wie man ein Fahrzeug energieoptimal zwischen zwei Haltepunkten bewegt. Bei langen Strecken wird eine Unterteilung in mehrere Abschnitte vorgeschlagen, wobei in jedem Abschnitt eine optimale Teillösung ermittelt wird und die Gesamtlösung sich aus der Zusammensetzung der Teillösungen ergibt. Die vorgeschlagenen Verfahren zur Energieoptimierung betrachten jeweils die Gesamtstrecke zwischen zwei Haltepunkten. Es erfolgt jedoch keine Verwaltung von Zeitreserven.From DE 3026652 A, DD 255 132 A and EP 0467377 B are in this Connected procedures known how to make a vehicle energy efficient moved between two stops. For long distances there is a subdivision proposed in several sections, with an optimal one in each section Partial solution is determined and the total solution is based on the composition which results in partial solutions. The proposed methods for energy optimization consider the total distance between two stops. It takes place however no management of time reserves.
Die Unsicherheit im Betriebsablauf, wegen der Zeitreserven im Fahrplan vorgesehen werden, ist im Start-Haltepunkt (Startbahnhof) am höchsten und nimmt mit zunehmender Annäherung an den Ziel-Haltepunkt (Zielbahnhof) ständig ab. Die Berücksichtigung der Abnahme der Unsicherheit erfolgt traditionell in Streckenfahrplänen in Form von Durchfahrtzeiten für ausgewählte Streckenpunkte. Dabei wird die Zeitreserve gleichmäßig auf die Gesamtstrecke verteilt. The uncertainty in the operational sequence, because of the time reserves in the timetable is the highest at the start stop (start station) and takes with increasing approach to the destination stop (destination station) constantly off. The decrease in uncertainty is traditionally taken into account in route timetables in the form of transit times for selected Waypoints. The time reserve is evenly distributed over the entire route distributed.
Die DE 30 26 652 A1 und die EP 0 467 377 B1 beschäftigen sich mit einer Systemstruktur, in der Verfahren zur Energieminimierung realisiert werden können, wobei eine Gesamtstrecke zwischen zwei Haltepunkten (Haltebahnhöfen) berücksichtigt wird. Dies kann bei langen Strecken dazu führen, daß Echtzeitvorgaben für die Lösung durch das Verfahren in nachteiliger Weise nicht eingehalten werden.DE 30 26 652 A1 and EP 0 467 377 B1 deal with one System structure in which processes for energy minimization can be implemented a total distance between two stops (stops) is taken into account. For long distances, this can lead to real-time specifications for the solution by the method to be adversely adhered to.
Die bisher bekannten Verfahren zur Energieoptimierung berücksichtigen nur unzureichend die Forderung nach Robustheit des Betriebsablaufs, die mit Zeitreserven im Fahrplan erhöht werden soll.The previously known methods for energy optimization only take into account inadequate the requirement for robustness of the operational sequence, with time reserves should be increased in the timetable.
Der Erfindung liegt die Aufgabe zugrunde, ein verbessertes Verfahren zur Energieoptimierung der Fahrweise bei einem Fahrzeug/Zug mit in mehrere Abschnitte unterteilter Gesamtstrecke anzugeben.The invention has for its object an improved method for Energy optimization of the driving style of a vehicle / train with several sections divided total distance to be specified.
Diese Aufgabe wird in Verbindung mit dem Oberbegriff durch die im den Anspruch 1
angegebenen Merkmale gelöst.This object is in connection with the preamble by the in
Die mit der Erfindung erzielbaren Vorteile bestehen insbesondere darin, daß durch die Einbeziehung einer flexiblen Verwaltung von Zeitreserven unter Zuhilfenahme eines Optimierungsalgorithmus die Robustheit des Betriebsablaufs erhöht wird. Gleichzeitig ist die realisierte Fahrweise energieoptimal. Mit "Robustheit" ist gemeint, daß auch bei langen Gesamtstrecken und unvorhergesehenen Ereignissen ein rechtzeitiges Eintreffen des Fahrzeuges/Zuges am Ziel-Haltepunkt mit hoher Wahrscheinlichkeit gewährleistet ist.The advantages that can be achieved with the invention consist in particular in that Inclusion of flexible management of time reserves with the help of a Optimization algorithm increases the robustness of the operational sequence. At the same time, the driving style implemented is optimal in terms of energy. With "robustness" is meant that even with long total distances and unforeseen events timely arrival of the vehicle / train at the destination stop with high Probability is guaranteed.
Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.Advantageous embodiments of the invention are in the subclaims characterized.
Weitere Vorteile des vorgeschlagenen Verfahrens ergeben sich aus der nachstehenden Beschreibung.Further advantages of the proposed method result from the following Description.
Die Erfindung wird nachstehend an Hand des in der einzigen Zeichnung dargestellten Ausführungsbeispieles näher erläutert. The invention is illustrated below with reference to that in the single drawing Embodiment explained in more detail.
Die Figur zeigt das Weg/Zeit-Diagramm eines Fahrzeuges, wobei die gesamte Fahrstrecke in mehrere einzelne Abschnitte eingeteilt ist und i den Laufindex für die einzelnen Abschnitte darstellt. Mit n ist die zweckmäßige Anzahl der Abschnitte für eine Vorausberechnung bezeichnet. Die jeweils spätesten Durchfahrtzeiten sind mit Dreiecken gekennzeichnet. Ferner ist beispielhaft ein Zeitfenster angegeben. Durch das Zeitfenster wird bestimmt, zu welcher frühesten und spätesten Durchfahrtzeit ein bestimmter Abschnitt vom Fahrzeug zu passieren ist.The figure shows the path / time diagram of a vehicle, the entire Route is divided into several individual sections and i the running index for the represents individual sections. With n is the appropriate number of sections for called an advance calculation. The latest transit times are with Triangles marked. A time window is also given as an example. By the time window is determined at which earliest and latest transit time certain section of the vehicle is to be passed.
Erfindungsgemäß erfolgt eine flexible Einbeziehung von Zeitreserven in die Energieoptimierung. Zeitreserven werden vorgesehen, um auf unvorhergesehene Ereignisse reagieren zu können und um damit die Robustheit des Verkehrsablaufs zu erhöhen. Typischerweise wird ein Zeitzuschlag von beispielsweise 5 % gewährt. Dieser Zeitzuschlag wird beispielsweise gleichmäßig auf die Gesamtstrecke verteilt, womit Durchfahrtzeiten an beliebigen Streckenpunkten ermittelt werden können. Erfindungsgemäß erfolgt die Einbeziehung der Zeitreserven derart flexibel, daß die in einem Streckenabschnitt nicht verbrauchte Zeitreserve anteilmäßig den nachfolgenden Streckenabschnitten zugeschlagen wird und derart, daß die den einzelnen Streckenabschnitten zustehenden Zeitreserven unterschiedlich bewertet werden.According to the invention, time reserves are flexibly incorporated into the Energy optimization. Time reserves are provided to deal with unforeseen events To be able to react to events and thus the robustness of the traffic flow increase. A time allowance of 5%, for example, is typically granted. This time allowance is distributed evenly over the entire route, for example, with which transit times can be determined at any route point. According to the invention, the inclusion of the time reserves is so flexible that the in the time reserve not used in one section proportionally to the following Sections are struck and such that the individual Time reserves due to sections of the route are assessed differently.
Erfindungsgemäß werden zwei mögliche Vorgehensweisen zur flexiblen Einbeziehung von Zeitreserven in die Optimierung vorgesehen:According to the invention, two possible approaches are flexible Provision of time reserves included in the optimization:
Gemäß einer ersten möglichen Vorgehensweise wird der Verbrauch von Zeitreserve in einem Streckenabschnitt als "Strafterm" in der Optimierung berücksichtigt. Als "Strafterm" kommt insbesondere eine monoton fallende Funktion der Zeit in Betracht. Auf diese Weise wird der Verbrauch von Zeitreserve um so weniger "bestraft", je weiter er in der Zukunft, d. h. näher am Ziel-Haltepunkt erfolgt.According to a first possible procedure, the consumption of time reserve taken into account in the optimization as a "penalty term". As "Penalty term" comes into consideration in particular a monotonously falling function of time. In this way, the consumption of time reserve is less "punished", ever further he in the future, d. H. closer to the destination stop.
Gemäß einer zweiten möglichen Vorgehensweise werden die Durchfahrtzeiten im Optimierungsproblem als Randbedingungen in der Art aufgenommen, daß einerseits die geforderte Robustheit gewährleistet ist, daß aber andererseits die zur Energieeinsparung optimale Lösung möglichst wenig beeinträchtigt wird. Um der geforderten Robustheit zu genügen, ist es ausreichend, wenn späteste Durchfahrtzeiten gefordert werden. Diese spätesten Durchfahrtzeiten sind in der Figur als Dreiecke eingetragen, wie bereits erwähnt.According to a second possible procedure, the transit times in the Optimization problem added as a boundary condition in the way that on the one hand the required robustness is guaranteed, but on the other hand that for Energy saving optimal solution is affected as little as possible. To the sufficient robustness, it is sufficient if the latest transit times be required. These latest transit times are in the figure as triangles registered, as already mentioned.
Weitere Zeitbeschränkungen können sich beispielsweise aus der gleichzeitigen Benutzung einer Strecke bzw. eines Streckenabschnitts durch mehrere Fahrzeuge ergeben. Eine übergeordnete Betriebsleitzentrale kann deshalb kurzfristige Vorgaben für Durchfahrtzeiten in Form von Zeitfenstern an das Fahrzeug stellen. Ein derartiges Zeitfenster ist in der Figur beispielhaft eingetragen, wie bereits erwähnt.Further time restrictions can arise, for example, from the simultaneous Use of a route or a route section by several vehicles result. A higher-level operations control center can therefore provide short-term requirements for transit times in the form of time windows on the vehicle. Such a thing Time window is entered in the figure as an example, as already mentioned.
Erfindungsgemäß wird vorgesehen, kurzfristige Vorgaben mit langfristig bekannten Planungen zu kombinieren und als Randbedingungen in die Energieoptimierung mittels eines Optimierungsalgorithmus aufzunehmen. Sich hieraus ergebende Zeitfenster werden in die Optimierung als eine früheste und eine späteste Durchfahrtzeit einbezogen.According to the invention, short-term specifications with long-term specifications are provided To combine planning and as boundary conditions in energy optimization using an optimization algorithm. Resulting from this Time slots are considered to be the earliest and the latest in the optimization Transit time included.
Für das vorgeschlagene Verfahren geeignete Optimierungsalgorithmen sind beispielsweise aus Papageorgiou: Optimierung, Kapitel 10, 19 und insbes. 20, Oldenbourg Verlag, 1996, bekannt.Optimization algorithms suitable for the proposed method are for example from Papageorgiou: Optimization, chapters 10, 19 and in particular 20, Oldenbourg Verlag, 1996, known.
Claims (4)
- Method for power optimization in a vehicle/train, using time reserves which are included when a schedule is planned, an overall route to be covered between a starting stop and a destination stop being subdivided into a number of sections and each section being assigned a specific time reserve and in order to achieve a power-saving travel mode with the aid of an optimization algorithm, the individual time reserves are managed at a higher level, characterized in that the individual time reserves are included in the optimization in a flexible manner in such a way that the time reserves which are not used in a route section are added proportionally to the following route sections, the time reserves granted to the individual route sections being assessed differently, in that the use of time reserve in the individual sections is taken into account as a "penalty term" in the optimization, so that the use of time reserve is "penalized" more the closer to the starting stop it takes place and is "penalized" less the closer to the destination stop it takes place.
- Method according to Claim 1, characterized in that in each case latest times of passage relating to the individual sections are included as boundary conditions in the optimization.
- Method according to Claim 1 and/or 2, characterized in that times of passage are predefined in the form of time windows with predefinition of an earliest and latest time of passage.
- Method according to one of Claims 1 to 3, characterized in that short-term predefinitions arising during the journey are combined with long-term, known plans and are included as boundary conditions in the optimization.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19935350 | 1999-07-29 | ||
| DE19935350A DE19935350A1 (en) | 1999-07-29 | 1999-07-29 | Procedure for energy and time optimization of driving style in a vehicle / train |
| PCT/EP2000/007149 WO2001008957A1 (en) | 1999-07-29 | 2000-07-26 | Driving mode for optimizing energy and time in the manner in which a vehicle or train is driven |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1200297A1 EP1200297A1 (en) | 2002-05-02 |
| EP1200297B1 true EP1200297B1 (en) | 2003-02-19 |
Family
ID=7916293
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP00958296A Expired - Lifetime EP1200297B1 (en) | 1999-07-29 | 2000-07-26 | Driving mode for optimizing energy and time in the manner in which a vehicle or train is driven |
Country Status (11)
| Country | Link |
|---|---|
| EP (1) | EP1200297B1 (en) |
| JP (1) | JP2003506250A (en) |
| AT (1) | ATE232804T1 (en) |
| AU (1) | AU6986700A (en) |
| CA (1) | CA2379768A1 (en) |
| CZ (1) | CZ2002318A3 (en) |
| DE (2) | DE19935350A1 (en) |
| ES (1) | ES2193103T3 (en) |
| PL (1) | PL353067A1 (en) |
| RU (1) | RU2002105482A (en) |
| WO (1) | WO2001008957A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10149250A1 (en) * | 2001-10-05 | 2003-04-17 | Sf Koop Gmbh Beton Konzepte | Concrete paving slab has spacers on all four edges, all of which are same distance from each other |
| US6763291B1 (en) | 2003-09-24 | 2004-07-13 | General Electric Company | Method and apparatus for controlling a plurality of locomotives |
| DE102015223186A1 (en) * | 2015-07-31 | 2017-02-02 | Siemens Aktiengesellschaft | Method for driving curve optimization for rail vehicles |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DD129761A1 (en) * | 1977-01-18 | 1978-02-08 | Peter Horn | METHOD FOR THE ENERGY SAVING CONTROL OF TRANSMISSIONS |
| DE3026652A1 (en) * | 1980-07-14 | 1982-02-11 | Siemens AG, 1000 Berlin und 8000 München | Track bound vehicle energy conservation - using on board monitoring in conjunction with fixed operation centre and station computer |
| DD208324B1 (en) * | 1982-07-16 | 1992-11-26 | Verkehrsautomatisierung Berlin | METHOD FOR DETERMINING ENERGY-OPTIMUM DRIVING REGIME FOR RAIL VEHICLES OF CITY AND SUBURBAN TRAFFIC |
| DD236705A1 (en) * | 1985-04-30 | 1986-06-18 | Verkehrswesen Forsch Inst | METHOD FOR THE ENERGY SAVING CONTROL OF TRANSMISSION VEHICLES |
| DD255132A1 (en) * | 1986-12-19 | 1988-03-23 | Verkehrswesen Forsch Inst | METHOD FOR DETERMINING ENERGY-OPTIMAL DRIVING REGIME FOR RAIL VEHICLES |
| DD262836A1 (en) * | 1987-08-07 | 1988-12-14 | Verkehrswesen Forsch Inst | METHOD FOR THE ENERGY SAVING CONTROL OF RAIL-LINKED TRANSPORT ACCESSORIES |
| DD266539A1 (en) * | 1987-12-18 | 1989-04-05 | Zentrales Fi Des Verkehrs Wese | METHOD FOR THE ENERGY-OPTIMAL CONTROL OF TRACKED ELECTRICALLY DRIVEN VEHICLES WITH NUT BRAKE |
| US5239472A (en) * | 1988-09-28 | 1993-08-24 | Techsearch Incorporated | System for energy conservation on rail vehicles |
| DE69126644T2 (en) * | 1990-07-18 | 1997-12-18 | Hitachi Ltd | Method for generating a train schedule |
| DE19726542B4 (en) * | 1997-05-07 | 2004-04-22 | Schwanhäußer, Wulf, Prof. Dr.-Ing. | Process for controlling and securing a timetable-based traffic system |
-
1999
- 1999-07-29 DE DE19935350A patent/DE19935350A1/en not_active Withdrawn
-
2000
- 2000-07-26 CA CA002379768A patent/CA2379768A1/en not_active Abandoned
- 2000-07-26 AU AU69867/00A patent/AU6986700A/en not_active Abandoned
- 2000-07-26 WO PCT/EP2000/007149 patent/WO2001008957A1/en active IP Right Grant
- 2000-07-26 AT AT00958296T patent/ATE232804T1/en not_active IP Right Cessation
- 2000-07-26 PL PL00353067A patent/PL353067A1/en not_active Application Discontinuation
- 2000-07-26 DE DE50001293T patent/DE50001293D1/en not_active Expired - Lifetime
- 2000-07-26 CZ CZ2002318A patent/CZ2002318A3/en unknown
- 2000-07-26 ES ES00958296T patent/ES2193103T3/en not_active Expired - Lifetime
- 2000-07-26 JP JP2001514180A patent/JP2003506250A/en active Pending
- 2000-07-26 EP EP00958296A patent/EP1200297B1/en not_active Expired - Lifetime
- 2000-07-26 RU RU2002105482/28A patent/RU2002105482A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| ES2193103T3 (en) | 2003-11-01 |
| PL353067A1 (en) | 2003-10-06 |
| DE19935350A1 (en) | 2001-02-01 |
| EP1200297A1 (en) | 2002-05-02 |
| CZ2002318A3 (en) | 2003-02-12 |
| ATE232804T1 (en) | 2003-03-15 |
| WO2001008957A1 (en) | 2001-02-08 |
| JP2003506250A (en) | 2003-02-18 |
| DE50001293D1 (en) | 2003-03-27 |
| AU6986700A (en) | 2001-02-19 |
| RU2002105482A (en) | 2003-10-27 |
| CA2379768A1 (en) | 2001-02-08 |
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