EP1466803B1 - Method for a speed recommendation of a rail vehicle - Google Patents

Method for a speed recommendation of a rail vehicle Download PDF

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Publication number
EP1466803B1
EP1466803B1 EP04090069A EP04090069A EP1466803B1 EP 1466803 B1 EP1466803 B1 EP 1466803B1 EP 04090069 A EP04090069 A EP 04090069A EP 04090069 A EP04090069 A EP 04090069A EP 1466803 B1 EP1466803 B1 EP 1466803B1
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Prior art keywords
speed
predefined
travel time
travel
station
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German (de)
French (fr)
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EP1466803A1 (en
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Karl-Heinz Dr. Erhard
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Siemens AG
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Siemens AG
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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 specifying a speed for a rail vehicle according to the preamble of claim 1.
  • Speed specifications aim to achieve the most energy-efficient driving possible.
  • a travel curve ie a location-dependent speed specification, is calculated in such a way that as little energy as possible is required and nevertheless no delays occur, as for example in "Milroy, IP, Minimum Energy Control of Rail Vehicles, Proceedings of the Railway Engineering Conference, Sydney," Institution of Engineers Australia, 1981, pp 103-104 ".
  • a scheduled travel time reserve is taken into account in this calculation, with a reduced maximum speed, which is below the maximum allowable section speed, is sought for the purpose of energy conservation. This calculated maximum speed is displayed on a display for the following section.
  • the driving curves optimized in this way are location-dependent, since they represent, among other things, a function of the lengths, inclinations and maximum permissible section speed. Consequently, it is necessary to locate the vehicles in order to indicate the driving recommendation of the respective driving curve valid at the current location.
  • a driving recommendation ie a predefined speed to which the vehicle is to be maximally accelerated, depends on the current delay of the vehicles. The greater the delay, the greater the recommended speed must be.
  • An alternative to calculating optimized driving curves is the empirical determination.
  • the associated driving times are measured and stored for different maximum speeds permissible on the individual road sections. From this table can then be determined depending on the current location and the current delay, a corresponding driving recommendation.
  • DD 129 761 From DD 129 761 a method for energy-saving control of multiple units is known in the path and time-dependent switching operations between approach, constant speed, coast and braking are specified.
  • the invention has for its object to provide a generic method that allows energy-optimized driving without complex hardware components for the location.
  • the object is achieved with the characterizing features of claim 1.
  • the nominal location ie the location at which the train should currently be located according to the timetable.
  • a speed recommendation is derived from the current driving curve and the current train delay.
  • the recommended speed for the next following section is displayed to the driver in the event of timetable conformity, ie, without delay, as well as the location for which this driving curve applies. The driver only considers this speed recommendation if his current location matches the indicated location.
  • the vehicle In the event of a location deviation, there is a delay, ie, the vehicle must be equipped accordingly drive faster to catch up on the delay. This higher speed is between the timetable conform speed and the maximum permissible section speed as long as the travel time reserve has not been exhausted. Otherwise, the speed to be specified corresponds to the maximum permissible track section speed for the section of track on which the rail vehicle is currently located.
  • This maximum permissible link speed is usually known to the driver, for example by a list or by route signals. A premature can not exist in principle, since the driver may not drive off before reaching the target departure time. Also, no location is needed to measure the delay. It is only necessary to determine whether the station where the rail vehicle is currently located coincides with the station for which runtime specific speeds are indicated.
  • the speed to be specified in the event of delay is increased stepwise, for example in 10km / h increments, wherein the travel time reserve is taken into account such that increasing delay, ie decreasing travel time reserve leads to increasing the predetermined speed.
  • This speed increase is carried out according to claim 3 until reaching the maximum allowable for the preceding section section section speed. In this case, there is no travel time reserve.
  • the embodiment relates to a route with relatively close successive stations, especially for subway or S-Bru operation.
  • the maximum permissible line speed is 80km / h, which can be reduced in 10km / h increments from 80km / h to 50km / h to save energy.
  • the travel time on the two sections is thus extended in relation to the maximum permissible line speed of 80 km / h in the direction of lower speeds as indicated in FIG. It can be seen that, for example, at a speed of 50km / h for the section AB, a travel time longer by 10s is required than at the maximum permitted speed of 80km / h, while the travel time extension for the section BC is 11s.
  • Different travel time extensions for different sections at the same speed arise in particular at different lengths of road sections and at different levels maximum allowable speeds.
  • the travel time extensions can be determined empirically by driving each section of the route at different speeds and measuring the travel time. The difference between this speed-dependent travel time and the shortest travel time, namely the travel time at the maximum permissible line speed, is the travel time extension indicated in FIG.
  • the table according to FIG. 2 is derived for speed specifications.
  • a train journey should start in A at 8:00 am.
  • the departure in the stations B and / or C is to take place with Fahrplankonformer driving manner at 8:02:00 and / or 8:04:00.
  • the travel time reserve for the route A-B should be 10s and for B-C 13s.
  • the driving time reserve for the next following section is added to the set-down time in station A.
  • the respective travel time extensions according to FIG. 1 are subtracted from this point in time.
  • the aim is to fully exploit the travel time reserve in order to drive as slowly as possible in order to save energy. For example, if the delay is 7s, d. H.
  • the location adjustment is thus carried out in the simplest way by the driver himself. He only has to determine whether he is in the time range for the time travel still exists, in the timetable compliant station. Using a table according to the type of Figure 2, he can immediately determine the speed at which he must accelerate the vehicle in order to reach the next station on time. Hardware devices for a positioning system are thus eliminated. Furthermore usually eliminates the burden of changing hardware environments, such. B. in vehicles of different operators would result. It has been found that energy savings are possible in this way, which are typically in the range of 5 to 15%.
  • the invention is not limited to the embodiment given above. Rather, a number of variants are conceivable, which make use of the features of the invention even with fundamentally different type of execution.

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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)
  • Control Of Linear Motors (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

The method involves specifying a speed depending on a bend and possibly lateness relative to a travel plan. Travel time reserves are defined for route sections in relation to a maximum permissible section speed. The train location according to the travel plane is determined using the plan and current time. The speed to be defined is computed from the bend applicable to this location and the current lateness taking into account the travel time reserve.

Description

Die Erfindung betrifft ein Verfahren zur Vorgabe einer Geschwindigkeit für ein Schienenfahrzeug gemäß dem Oberbegriff des Anspruchs 1. Geschwindigkeitsvorgaben zielen darauf ab, eine möglichst energieoptimale Fahrweise zu erreichen. Dazu wird eine Fahrkurve, d. h. eine ortsabhängige Geschwindigkeitsvorgabe, derart berechnet, dass möglichst wenig Energie benötigt wird und trotzdem keine Verspätungen auftreten, wie beispielsweise in "Milroy, IP, Minimum-Energy Control of Rail Vehicles, Proceedings of the Railway Engineering Conference, Sydney, Institution of Engineers Australia, 1981, pp 103-104" beschrieben. Eine eingeplante Fahrzeitreserve wird bei dieser Berechnung berücksichtigt, wobei eine reduzierte Maximalgeschwindigkeit, die unterhalb der maximal zulässigen Abschnittsgeschwindigkeit liegt, zum Zwecke der Energieeinsparung angestrebt wird. Diese berechnete Maximalgeschwindigkeit wird auf einem Display für den folgenden Streckenabschnitt angezeigt. Die auf diese Weise optimierten Fahrkurven sind ortsabhängig, da sie u. a. eine Funktion der Längen, Neigungen und maximal zulässigen Abschnittsgeschwindigkeit darstellen. Folglich ist eine Ortung der Fahrzeuge erforderlich, um die Fahrempfehlung der jeweils am aktuellen Ort geltenden Fahrkurve anzuzeigen. Neben dem Ort hängt eine Fahrempfehlung, d. h. eine vorgegebene Geschwindigkeit, auf die das Fahrzeug maximal beschleunigt werden soll, von der aktuellen Verspätung der Fahrzeuge ab. Je größer die Verspätung ist, desto größer muss auch die empfohlene Geschwindigkeit sein.The invention relates to a method for specifying a speed for a rail vehicle according to the preamble of claim 1. Speed specifications aim to achieve the most energy-efficient driving possible. For this purpose, a travel curve, ie a location-dependent speed specification, is calculated in such a way that as little energy as possible is required and nevertheless no delays occur, as for example in "Milroy, IP, Minimum Energy Control of Rail Vehicles, Proceedings of the Railway Engineering Conference, Sydney," Institution of Engineers Australia, 1981, pp 103-104 ". A scheduled travel time reserve is taken into account in this calculation, with a reduced maximum speed, which is below the maximum allowable section speed, is sought for the purpose of energy conservation. This calculated maximum speed is displayed on a display for the following section. The driving curves optimized in this way are location-dependent, since they represent, among other things, a function of the lengths, inclinations and maximum permissible section speed. Consequently, it is necessary to locate the vehicles in order to indicate the driving recommendation of the respective driving curve valid at the current location. In addition to the location, a driving recommendation, ie a predefined speed to which the vehicle is to be maximally accelerated, depends on the current delay of the vehicles. The greater the delay, the greater the recommended speed must be.

Eine Alternative zur Berechnung optimierter Fahrkurven stellt die empirische Ermittlung dar. Dabei werden für unterschiedliche, auf den einzelnen Streckenabschnitten zulässige Höchstgeschwindigkeiten die zugehörigen Fahrzeiten gemessen und gespeichert. Aus dieser Tabelle kann dann in Abhängigkeit vom aktuellen Ort und der aktuellen Verspätung eine entsprechende Fahrempfehlung bestimmt werden.An alternative to calculating optimized driving curves is the empirical determination. In this case, the associated driving times are measured and stored for different maximum speeds permissible on the individual road sections. From this table can then be determined depending on the current location and the current delay, a corresponding driving recommendation.

Aus der DD 129 761 ist ein Verfahren zur energiesparenden Steuerung von Triebzügen bekannt, bei dem weg- und zeitabhängige Umschalthandlungen zwischen Anfahrt, konstanter Geschwindigkeit, Auslauf und Bremsen vorgegeben werden.From DD 129 761 a method for energy-saving control of multiple units is known in the path and time-dependent switching operations between approach, constant speed, coast and braking are specified.

Der Erfindung liegt die Aufgabe zugrunde, ein gattungsgemäßes Verfahren anzugeben, das eine energieoptimierte Fahrweise ohne komplexe Hardwarekomponenten für die Ortung ermöglicht.The invention has for its object to provide a generic method that allows energy-optimized driving without complex hardware components for the location.

Erfindungsgemäß wird die Aufgabe mit den kennzeichnenden Merkmalen des Anspruchs 1 gelöst. Auf diese Weise wird eine ortungsfreie Minimierung des Antriebsenergiebedarfs von Schienenfahrzeugen erreicht. Aus der aktuellen Zeit und dem Sollfahrplan wird zunächst der nominale Ort, d. h. der Ort, an dem sich der Zug zur aktuellen Zeit laut Fahrplan befinden müsste, bestimmt. Danach wird aus der an diesem Ort geltenden Fahrkurve und der aktuellen Zugverspätung eine Geschwindigkeitsempfehlung abgeleitet. Dazu wird dem Fahrer die empfohlene Geschwindigkeit für den nächstfolgenden Streckenabschnitt bei Fahrplankonformität, d. h. verspätungsfreier Fahrweise angezeigt, sowie auch der Ort, für den diese Fahrkurve gilt. Der Fahrer berücksichtigt diese Geschwindigkeitsempfehlung nur dann, wenn sein aktueller Ort mit dem angezeigten Ort übereinstimmt. Bei einer Ortsabweichung liegt eine Verspätung vor, d. h., das Fahrzeug muss mit entsprechend höherer Geschwindigkeit fahren, um die Verspätung wieder aufzuholen. Diese höhere Geschwindigkeit liegt zwischen der fahrplankonformen Geschwindigkeit und der maximal zulässigen Streckenabschnittsgeschwindigkeit, solange die Fahrzeitreserve noch nicht ausgeschöpft ist. Andernfalls entspricht die vorzugebende Geschwindigkeit der maximal zulässigen Streckenabschnittsgeschwindigkeit für den Streckenabschnitt, auf dem sich das Schienenfahrzeug gerade befindet. Diese maximal zulässige Streckenabschnittsgeschwindigkeit ist dem Fahrer üblicherweise bekannt, beispielsweise durch eine Liste oder durch Streckensignale. Eine Verfrühung kann prinzipiell nicht vorliegen, da der Fahrer nicht vor Erreichen der Sollabfahrzeit losfahren darf. Auch zur Messung der Verspätung wird keine Ortung benötigt. Es ist lediglich erforderlich, festzustellen, ob der Bahnhof, in dem sich das Schienenfahrzeug gerade befindet, mit dem Bahnhof, für den fahrzeitreservespezifische Geschwindigkeiten angezeigt werden, übereinstimmt. Das erfolgt durch Zählung der bereits angefahrenen Bahnhöfe anhand der Türöffnungsvorgänge. Falls eine Übereinstimmung besteht, aber die Fahrzeitreserve bereits teilweise aufgebraucht ist, kann der Fahrer die empfohlene Geschwindigkeit für den nächsten Streckenabschnitt anhand einer Verspätungstabelle, aus der die reale Abfahrtszeit und die zugeordnete Vorgabegeschwindigkeit hervorgeht, sofort ersehen. Bei Nichtübereinstimmung ist die maximale Streckenabschnittsgeschwindigkeit für den tatsächlich vorausliegenden Streckenabschnitt die maßgebliche Geschwindigkeitsvorgabe.According to the invention the object is achieved with the characterizing features of claim 1. In this way, a location-free minimization of the drive energy requirement of rail vehicles is achieved. From the current time and the scheduled timetable, the nominal location, ie the location at which the train should currently be located according to the timetable, is determined first. Afterwards, a speed recommendation is derived from the current driving curve and the current train delay. For this purpose, the recommended speed for the next following section is displayed to the driver in the event of timetable conformity, ie, without delay, as well as the location for which this driving curve applies. The driver only considers this speed recommendation if his current location matches the indicated location. In the event of a location deviation, there is a delay, ie, the vehicle must be equipped accordingly drive faster to catch up on the delay. This higher speed is between the timetable conform speed and the maximum permissible section speed as long as the travel time reserve has not been exhausted. Otherwise, the speed to be specified corresponds to the maximum permissible track section speed for the section of track on which the rail vehicle is currently located. This maximum permissible link speed is usually known to the driver, for example by a list or by route signals. A premature can not exist in principle, since the driver may not drive off before reaching the target departure time. Also, no location is needed to measure the delay. It is only necessary to determine whether the station where the rail vehicle is currently located coincides with the station for which runtime specific speeds are indicated. This is done by counting the already approached stations on the basis of the door opening operations. If there is a match, but the travel time reserve is already partially used up, the driver can immediately see the recommended speed for the next leg based on a delay table showing the real departure time and the assigned default speed. In case of non-compliance, the maximum link speed for the actual route ahead is the relevant speed default.

Gemäß Anspruch 2 wird die vorzugebende Geschwindigkeit bei Verspätung schrittweise, beispielsweise in 10km/h-Schritten erhöht, wobei die Fahrzeitreserve derart berücksichtigt wird, dass zunehmende Verspätung, d. h. abnehmende Fahrzeitreserve zur Erhöhung der vorgegebenen Geschwindigkeit führt.In accordance with claim 2, the speed to be specified in the event of delay is increased stepwise, for example in 10km / h increments, wherein the travel time reserve is taken into account such that increasing delay, ie decreasing travel time reserve leads to increasing the predetermined speed.

Diese Geschwindigkeitserhöhung erfolgt gemäß Anspruch 3 bis zum Erreichen der für den vorausliegenden Streckenabschnitt maximal zulässigen Abschnittsgeschwindigkeit. In diesem Fall besteht keine Fahrzeitreserve mehr.This speed increase is carried out according to claim 3 until reaching the maximum allowable for the preceding section section section speed. In this case, there is no travel time reserve.

Die Erfindung wird nachfolgend anhand eines figürlich dargestellten Ausführungsbeispiels näher erläutert. Es zeigen:

Figur 1
eine Geschwindigkeitstabelle für zwei Streckenabschnitte bei verschiedenen Fahrzeitreserven und
Figur 2
eine Geschwindigkeitstabelle für verschiedene Verspätungen.
The invention will be explained in more detail with reference to an embodiment shown figuratively. Show it:
FIG. 1
a speed table for two sections at different travel time reserves and
FIG. 2
a speed table for various delays.

Das Ausführungsbeispiel bezieht sich auf eine Fahrstrecke mit relativ dicht aufeinanderfolgenden Bahnhöfen, insbesondere für U-Bahn oder S-Bahn-Betrieb. Betrachtet werden drei aufeinanderfolgende Bahnhöfe A, B und C mit zwei Streckenabschnitten A-B und B-C. Die maximal zulässige Streckengeschwindigkeit beträgt 80km/h, welche in 10km/h-Schritten von 80km/h bis 50km/h zur Energieeinsparung reduziert werden kann. Die Fahrzeit auf den beiden Abschnitten verlängert sich gegenüber der maximal zulässigen Streckengeschwindigkeit von 80km/h demzufolge in Richtung auf niedrigere Geschwindigkeiten wie in Figur 1 angegeben. Es ist ersichtlich, dass beispielsweise bei einer Geschwindigkeit von 50km/h für den Streckenabschnitt A-B eine um 10s längere Fahrzeit benötigt wird als bei der maximal zulässigen Geschwindigkeit von 80km/h, während die Fahrzeitverlängerung für den Streckenabschnitt B-C 11s beträgt. Unterschiedliche Fahrzeitverlängerungen für verschiedene Streckenabschnitte bei gleicher Geschwindigkeit ergeben sich insbesondere bei unterschiedlich langen Streckenabschnitten sowie bei unterschiedlich hohen maximal zulässigen Geschwindigkeiten. Die Fahrzeitverlängerungen können empirisch ermittelt werden, indem jeder Streckenabschnitt bei verschiedenen Geschwindigkeiten befahren wird und die Fahrzeit gemessen wird. Die Differenz aus dieser geschwindigkeitsabhängigen Fahrzeit und der kürzesten Fahrzeit, nämlich der Fahrzeit bei der maximal zulässigen Streckengeschwindigkeit, ist die in Figur 1 angegebene Fahrzeitverlängerung.The embodiment relates to a route with relatively close successive stations, especially for subway or S-Bahn operation. Consider three successive stations A, B and C with two sections AB and BC. The maximum permissible line speed is 80km / h, which can be reduced in 10km / h increments from 80km / h to 50km / h to save energy. The travel time on the two sections is thus extended in relation to the maximum permissible line speed of 80 km / h in the direction of lower speeds as indicated in FIG. It can be seen that, for example, at a speed of 50km / h for the section AB, a travel time longer by 10s is required than at the maximum permitted speed of 80km / h, while the travel time extension for the section BC is 11s. Different travel time extensions for different sections at the same speed arise in particular at different lengths of road sections and at different levels maximum allowable speeds. The travel time extensions can be determined empirically by driving each section of the route at different speeds and measuring the travel time. The difference between this speed-dependent travel time and the shortest travel time, namely the travel time at the maximum permissible line speed, is the travel time extension indicated in FIG.

Daraus leitet sich die Tabelle gemäß Figur 2 für Geschwindigkeitsvorgaben ab. Eine Zugfahrt soll laut Sollfahrplan um 8:00:00 Uhr in A beginnen. Die Abfahrt in den Bahnhöfen B bzw. C soll bei fahrplankonformer Fahrweise um 8:02:00 bzw. 8:04:00 erfolgen. Die Fahrzeitreserve soll für die Strecke A-B 10s und für B-C 13s betragen. Dabei wird zunächst zur Sollabfahrzeit im Bahnhof A die Fahrzeitreserve für den nächstfolgenden Streckenabschnitt addiert. Dann werden von diesem Zeitpunkt die jeweiligen Fahrzeitverlängerungen gemäß Figur 1 subtrahiert. Ziel ist, die Fahrzeitreserve vollständig auszuschöpfen, um zwecks Energieeinsparung möglichst langsam fahren zu können. Beträgt die Verspätung beispielsweise 7s, d. h. erfolgt die reale Abfahrt vom Bahnhof A um 8:00:07, so verbleiben von den 10s Fahrzeitreserve noch 3s. Diese 3s Fahrzeitverlängerung, erfordern, um den Bahnhof B trotz 7s Verspätung am Bahnhof A dennoch pünktlich zu erreichen, gemäß Figur 1 eine Geschwindigkeit von 70km/h. In Figur 2 ist folglich der realen Abfahrtszeit 8:00:07 vom Bahnhof A diese Geschwindigkeit von 70km/h zugeordnet.From this, the table according to FIG. 2 is derived for speed specifications. According to the scheduled timetable, a train journey should start in A at 8:00 am. The departure in the stations B and / or C is to take place with Fahrplankonformer driving manner at 8:02:00 and / or 8:04:00. The travel time reserve for the route A-B should be 10s and for B-C 13s. In this case, first the driving time reserve for the next following section is added to the set-down time in station A. Then the respective travel time extensions according to FIG. 1 are subtracted from this point in time. The aim is to fully exploit the travel time reserve in order to drive as slowly as possible in order to save energy. For example, if the delay is 7s, d. H. if the actual departure from station A is at 8:00:07, the remaining 10s driving time reserve will be 3s. This 3s driving time extension, in order to reach the station B despite 7s delay at the station A still punctual, according to Figure 1 require a speed of 70km / h. In Figure 2, therefore, the real departure time 8:00:07 from the station A this speed of 70km / h assigned.

Zur Verdeutlichung des Verfahrens werden nachfolgend einige Fälle anhand der Figur 2 näher betrachtet.

  • Angenommen der Zug fährt pünktlich um 8:00:00 im Bahnhof A los. Dann erhält der Fahrer gemäß Tabelle die Fahrempfehlung für Bahnhof A, nämlich 50km/h. Da der aktuelle Bahnhof mit der Empfehlung übereinstimmt, ist die Empfehlung gültig. Infolge dessen beschleunigt der Fahrer das Schienenfahrzeug auf der Strecke A-B nur bis 50km/h und kommt trotz der um 10s verlängerten Fahrzeit pünktlich im Bahnhof B an, da die Fahrzeitreserve ebenfalls 10s beträgt.
  • Bei Abfahrt um 8:00:03, d. h. bei 3s verspätung, muss der Fahrer auf 60km/h hoch beschleunigen, um in Bahnhof B verspätungsfrei anzukommen.
  • Nun wird angenommen, dass der Zug mit 2 Minuten Verspätung, also um 8:02:00, in Bahnhof A losfährt. Gemäß Tabelle erhält der Fahrer die fahrplankonforme Fahrempfehlung für Bahnhof B, nämlich eine Geschwindigkeitsvorgabe von 50km/h. Diese Fahrempfehlung gilt für den Bahnhof, der zu der aktuellen Zeit erreicht sein müsste. Da der aktuelle Bahnhof A mit der Fahrempfehlung, nämlich für Bahnhof B, nicht übereinstimmt, ist die Empfehlung zu ignorieren. Der Fahrer fährt dann mit der maximal zulässigen Streckengeschwindigkeit von 80km/h auf dem Abschnitt A-B.
To clarify the method, some cases will be considered in more detail below with reference to FIG.
  • Assuming the train leaves punctually at 8:00:00 in the A station. Then the driver receives according to the table the driving recommendation for station A, namely 50km / h. Since the current station matches the recommendation, the recommendation is valid. As a result, the driver accelerates the rail vehicle on the route AB only up to 50km / h and arrives punctually in the station B despite the extended by 10s travel time, since the travel time reserve is also 10s.
  • When departing at 8:00:03 am, ie 3s late, the driver has to accelerate to 60km / h to arrive at station B without delay.
  • Now it is assumed that the train leaves with 2 minutes delay, ie at 8:02:00, in station A. According to the table, the driver receives the timetable-compliant driving recommendation for station B, namely a speed limit of 50km / h. This driving recommendation applies to the station, which would have to be reached at the current time. Since the current station A does not match the driving recommendation, namely for station B, the recommendation should be ignored. The driver then drives with the maximum permissible line speed of 80km / h on section AB.

Der Ortsabgleich erfolgt also in einfachster Weise durch den Fahrer selbst. Er muss dazu lediglich feststellen, ob er sich in dem Zeitbereich, für den noch Fahrzeitreserve besteht, in dem fahrplankonformen Bahnhof befindet. Anhand einer Tabelle nach Art der Figur 2 kann er sofort feststellen, auf welche Geschwindigkeit er das Fahrzeug beschleunigen muss, um den nächsten Bahnhof pünktlich zu erreichen. Hardwareeinrichtungen für ein Ortungssystem entfallen somit. Darüber hinaus entfällt in der Regel auch der Aufwand, der sich bei sich ändernden Hardwareumgebungen, z. B. bei Fahrzeugen verschiedener Betreiber, ergeben würde. Es hat sich gezeigt, dass auf diese Weise Energieeinsparungen möglich sind, die typischerweise im Bereich von 5 bis 15% liegen.The location adjustment is thus carried out in the simplest way by the driver himself. He only has to determine whether he is in the time range for the time travel still exists, in the timetable compliant station. Using a table according to the type of Figure 2, he can immediately determine the speed at which he must accelerate the vehicle in order to reach the next station on time. Hardware devices for a positioning system are thus eliminated. Furthermore usually eliminates the burden of changing hardware environments, such. B. in vehicles of different operators would result. It has been found that energy savings are possible in this way, which are typically in the range of 5 to 15%.

Die Erfindung beschränkt sich nicht auf das oben angegebene Ausführungsbeispiel. Vielmehr ist eine Anzahl von Varianten denkbar, welche auch bei grundsätzlich anders gearteter Ausführung von den Merkmalen der Erfindung Gebrauch machen.The invention is not limited to the embodiment given above. Rather, a number of variants are conceivable, which make use of the features of the invention even with fundamentally different type of execution.

Claims (3)

  1. Method for presetting a speed for a rail vehicle as a function of a bend and, if appropriate, a delay with respect to a timetable, the route being divided into route sections, in particular between successive stations, and in each case travel time margins being predefined for the route sections in relation to a maximum permissible route section speed,
    characterized
    in that the location of the train according to the timetable is determined by reference to the timetable and the current time and the speed which is to be predefined is then calculated from the bend which applies at this location and the current delay of the train, taking into account the travel time margin, the current delay of the train on departure from a station being determined by comparing the station for which travel-time-margin-specific predefined speed values are present with the station in which the rail vehicle is actually located on the basis of counting stations which have already been called at by reference to door opening operations, wherein if there is correspondence the travel-time-margin-specific predefined speed value applies, and if there is no correspondence the maximum permissible route section speed is the speed to be predefined.
  2. Method according to Claim 1,
    characterized
    in that the speed to be predefined is increased incrementally, for example in 10 km/h steps, on the basis of a speed according to the timetable, if the travel time margin for the route section lying ahead correspondingly decreases owing to a delay.
  3. Method according to one of the preceding claims,
    characterized
    in that speed to be predefined is the maximum permissible route section speed according to the bend for the route section lying ahead if there is no travel time margin.
EP04090069A 2003-03-12 2004-02-25 Method for a speed recommendation of a rail vehicle Revoked EP1466803B1 (en)

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DE10311983 2003-03-12
DE10311983A DE10311983A1 (en) 2003-03-12 2003-03-12 Specifying speed for railway vehicle involves computing speed to be defined from bend applicable to current location and current lateness taking into account travel time reserve

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EP1466803A1 EP1466803A1 (en) 2004-10-13
EP1466803B1 true EP1466803B1 (en) 2006-05-03

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EP04090069A Revoked EP1466803B1 (en) 2003-03-12 2004-02-25 Method for a speed recommendation of a rail vehicle

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EP (1) EP1466803B1 (en)
AT (1) ATE325021T1 (en)
DE (2) DE10311983A1 (en)
DK (1) DK1466803T3 (en)
ES (1) ES2259787T3 (en)

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DK1466803T3 (en) 2006-09-11
DE10311983A1 (en) 2004-09-30
ES2259787T3 (en) 2006-10-16
DE502004000491D1 (en) 2006-06-08
EP1466803A1 (en) 2004-10-13
ATE325021T1 (en) 2006-06-15

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