EP1541442A1 - Method of actual information about deviations in a published schedule - Google Patents

Abstract

To give up-to-date information on deviations from published timetables, especially with railway traffic, at least a timetable of the day is produced as a best prognosis timetable (1) and especially from a disposition timetable (3) and a prognosis timetable (4). At least one current timetable document (9) is produced from the best prognosis, which is configured individually and updated when a timetable change occurs for the day. The current timetable document is passed to a distribution center (8) to be available for operating personnel (14), railway business partners (15), passengers (16), information displays (17), etc.

Description

State of the art

The invention relates to a method for timely information about deviations from a published timetable, in particular annual or periodical timetable, where at least one schedule is generated for the day, the current one Operating position of a traffic-based or scheduled flight traffic system, in particular Railway system, including temporary delays and Disposition decisions is determined and from the at least one Timetable for the day and the current operating situation a forecast for the future Operating position is determined.

A transport company, especially a railway company, must Operators, passengers and other transport companies, including port relationships exist ("business partners") inform when which Trains where to go and where are the connections between the trains.

This information is provided via published timetable documents. A Timetable documentation describes an application-related part of the overall timetable. Examples of timetable documents are the driver's book timetable and the departure board in the station. The publication is only in large Intervals. For example, the departure board is published twice a year, namely as a summer and winter timetable document. A timetable exists from all train runs, in the spatial and temporal scope of the timetable and the connections from train number to train number in the office (e.g., train station). A train run consists of the Train number, the track clearly unique track of the train, a sequence of times relative to points (e.g., railway signals) on the route of this Train (space-time coordinates) and physical train data for the travel time calculation, like mass of the train, stopping power, etc .. Optionally, a train run Conditions to continue on certain railway signals or include an "exceptional consignment" mark.

A timetable is due to short-term planned events, such as construction with diversions, or due to unplanned events, such as technical faults, Weather influences, delays and reactions to them Events (Dispo-decisions) not to keep as he originally was published.

It is well known, for example in a control center, for every day a timetable, to derive a so-called dispatching schedule. An example of one The control center is the BZ 2000 operating center of Deutsche Bahn AG. The train traffic is constantly monitored, deviations from the dispatching schedule recognized and calculated as a forecast into the future (forecast timetable). The scheduling schedule Contains a train run for every train number, which consists of a daily scheduled timetable is determined and / or a train run from a daily operating schedule is determined, all changed train runs, if any, and all MRP decisions, if available. Furthermore, he can train runs under construction (for new train numbers) included. From this, new train runs of the daily schedule can be found or the daily operating schedule. Furthermore, can the MRP timetable contains copies of existing train journeys for which Dispo decisions are tried and calculated, without these in the Active operation can be implemented. From such a copy can by decision The dispatcher will become a changed train run.

The forecast timetable contains redundant to the scheduling schedule for each train number a train run determined from a daily scheduled schedule and / or a train run determined from a daily operating schedule, as well as all predicted train runs, if any. Furthermore is included Train running as it was actually driven, i. all actual messages for the train run.

There is no timetable document for the dispatching schedule and the forecast timetable. Changes to a train run, as well as at connections, are from a Route dispatchers in the operations center to the directly affected employees, e.g. Dispatchers, by telephone or train radio, announced.

In addition, automatic information about changes can only be made during scheduling decisions of a dispatcher / train driver and exclusively to the Computer system train steering done. People will be on this path not directly informed.

A disadvantage of the aforementioned method is that they are too expensive and too are slow. The information is not available to all recipients at the same time. Customers and business partners will be informed late, if at all.

In the area of Deutsche Bahn, there are still several individual solutions for special important railway stations or business partners. For example, the announcer has for the station Frankfurt / airport over data remote connection the track mirror from the central office (BZ) Frankfurt as a source of information. DB Reise & Touristik has read access to the dispatching system LeiDis-N of the network control center in Frankfurt and the Austrian Federal Railways (ÖBB) receives for the Orient Express from Stuttgart UIC format (UIC = international standardization body for the railways). These individual solutions are not generally applicable and sometimes very consuming.

Object of the invention

The object of the invention is to provide a method with which everyone is entitled Interested parties as soon as possible about the deviations that concern you can be informed in the train timetable.

In another aspect, it is an object of the invention to provide a method of feedback from the signal boxes to the control technology to provide the control center the current operating situation learns, as basis for prognosis and Grouping decisions.

Subject of the invention

This object is achieved according to the invention by a method of the beginning mentioned above, in which at least one schedule for the day, the current operating situation and the prognosis at least a current timetable document is generated.

The timetable document may consist of a schedule for the day, preferably a roadmap that already takes account of scheduling decisions, and the current operating situation are generated, with a forecast from the current Operating position, which is included in the timetable document.

A simple implementation of the procedure results when the timetable document from a known Dispo timetable for the day and an known forecast timetable for the day (the two together one off the current operating situation contain certain forecast) is generated. On Process "recalculate train run" makes the forecast for a given Train run (after a delay or in case of a disposition) by recalculated this train run. The newly calculated train run comes as train run_ "changed" in the dispatching schedule or as a train run "forecast" in the Forecast timetable. The forecast generated from the current operating situation consists of all trains "forecast", trains "changed" and the train runs "SOLL", for which there were no deviations, i. from the MRP and Forecast Timetable together. For several recalculated train runs ("changed") or "Forecast") for the same train number, only the last calculated one is valid. The actual messages according to the current operating situation encounter delays the forecast.

An overall picture of the future train runs ("prognosis") can be based on the concept of BZ 2000 only from the dispatching schedule and forecast timetable be determined together. For the determination of a current timetable document Both schedules must therefore be considered.

Advantageously, a single schedule is generated for the day, only those Contains data (in terms of time, content), which are necessary for the prognosis of Trains from now on, waiving functionalities, for a timetable document are not necessary. Such a timetable will be below referred to as Best-Forecast-Timetable. The best-forecasting timetable contains only information about the future, except a reference train run for each train number, during the scheduling and forecasting schedule Contain past, present and future of train runs. The reference train run is completely taken over. To avoid deviations (e.g. "Exit train No. 4711 from track 3 instead of track 1") into the current timetable to be able to write and to the end user of the current timetable document distribute the originally published train run (as a reference train run) be known and compared with the train run "Best Forecast" become. A train run "Beste_Prognose" contains only the not yet worn Part (future) of a train run.

The advantage of the Best-Forecast Roadmap is that it provides the targeted, Consistent, simultaneous and rapid dissemination of information about deviations published timetable documents by inventive current timetable documents, whenever a change has occurred, which relates to a timetable according to the invention prepared. When a Best-Forecast-Roadmap exists, only this one roadmap has to be considered because it is generated from the scheduling and forecasting timetables and just as updated as this one. The prognosis can be outside the Scheduling and forecasting schedules are carried out in a process "recalculate train run". An update of the scheduling and / or forecasting timetable and therefore, there is no need to wait for associated databases.

The best-forecast timetable can be included with each train number: as a reference train a train run determined from a daily scheduled schedule and / or a train run determined from a daily operating schedule; the most recent i. last calculated modified train run "Best Forecast". Older predicted train runs "Best Forecast" for the same train number are deleted, making the best-forecast timetable a train number contains only the reference train and the most recent train run "Best Forecast". The train run "Best Forecast" corresponds to one based on a Dispo decision changed train run "changed" in the dispatching schedule or one newly calculated train run "Forecast" in the forecast timetable.

The most recent train run "Best Forecast" contains only data about the still not worn part of the train run. The history of how a train drove can not be deduced from the best-forecast timetable. A best-forecast train run is less detailed than the corresponding modified train run or forecasted run of the scheduling or forecasting schedule.

Information about scheduling decisions, waiting conditions, train sequence control, Marking as an exceptional consignment and physical Train data for driving time calculation must be in a best-forecasted train run not included, which reduces the amount of data.

For the best-forecasting train run, information on the route of the train can be found Details of the station tracks can be reduced to small the data volume hold. For the same reason, path-time coordinates can be used for link block signals omitted.

Advantageously, each new Dispo decision and each new delay at the earliest possible time to update the Best-Forecast Timetable and below to update the current one Timetable documents. Because of a significantly lower data volume is the Update the best-forecasting schedule faster than the update the scheduling and forecasting schedule.

Preferably, from the at least one schedule for the day, in particular the best-forecast timetable, an individually configurable timetable document be extracted. Advantageously, the individual timetable document updated in a timely manner. This individual current timetable document preferably has the following properties:

It is a part of or a "view" on at least one daily timetable, in particular, on a best-forecasting timetable, maintained independently becomes. This "view" is individually configurable, for example by default a time window, by spatial limitation or the specification of train types, like Intercity or Intercity Express. This means that the customer the information (subscriber) itself - without collusion or negotiation - the Filter criteria determined according to own information need. The information about train runs and connections are taken from the best-forecast timetable. The best-forecasting timetable, is updated constantly. The information obsolete no longer as a conventional timetable, because The timetable document is automatically updated as soon as possible is, for example, at the moment of the occurrence of a delay or a dispositive change.

The configurability means, for example, that a transport company can specify which employees automatically which information automatically get as individual timetable document. Only the information is included distributes the really individual interested. The information recipient can from a variety of electronic formats, electronic distribution media, Select languages (German, English, ...) freely. The ongoing operation can Easier coordinated with other transport companies and business partners become. The service for the customer is significantly improved.

The method according to the invention can be used for any traffic system that there is a published roadmap that can not be kept with certainty is where a running comparison of moving traffic (IST) with the current valid schedule for the day (TARGET) takes place, and where the infrastructure and optionally the speed behavior of the vehicles is known. Thus, a prognosis -optional with Fahrzeitrechnung- possible. If that Speed behavior of the vehicles is known, then the driving time calculation by using the reserve times possible.

The timetable document can be subscribed. This means that everyone only that gets what he needs, as long as he wants. This results in a big one Application diversity. It will be informed exactly those by a one-time or periodic subscription have expressed their interest and for that meet the requirements.

Preferably, the timetable pad is generated electronically and is electronically in front. It can be generated in any number of languages, formats and media, be transformed and transported. The lifetime is independent of an official timetable period. The update and distribution takes place for earliest possible time. In particular, it can be provided that the distribution not once at the beginning of the timetable period, but always then, when a change of the best-forecasting schedule has occurred, the the corresponding individual current timetable document concerns.

Everyone (human, organization), the specific financial, formal and technical Met criteria can create such individual timetable documents and subscribe. This can be both an employee of the transport company, e.g. Train conductor, his, as well as a traveler or another transport company, operating the drop or feeder lines.

Each individual individual timetable document can be assigned: one or more interested parties to whom the individual timetable document has been sent will be one or more formats, media and languages in which the individual timetable document is distributed, a destination for the electronic Distribution of the timetable underlay, e.g. Mobile phone number and a Client and invoice recipient.

To facilitate the creation of individual timetable documents technically, the railway administration can frequently require individual timetable documents as a template for accepting and modifying for Make available.

The lifetime of an individual timetable is independent of fixed Validity periods, such as winter or summer timetable. The Timetable documents can be generated, modified or deleted at any time.

The updating of the individual timetable is advantageously event-driven. Events in this sense are deviations from the planned So in particular delay, rerouting or a change of the station driving order (BFO). These deviations are caused by a constant Monitoring the operating situation of the traffic system recognized. Further Events are interventions in the timetable for the day by a human Dispatchers or an automatic conflict resolution or scheduling system.

An update of an individual timetable document takes place at these Events only if an individual timetable of change is affected. If an individual timetable document is affected, then it is done the update immediately. The subscriber will only receive an updated one individual timetable, if there is a change according to his selected filter criteria.

A fast distribution directly from the source of the information to the end recipient the information can be ensured. It will be all subscribers quasi-informed at the same time. After each update of the daily timetable, especially the best-forecast timetable, will be redistributed. The Distribution takes place electronically instead of slowly calling people.

Advantageously, the distribution of the individual timetable document takes place with Each update of the best-forecast timetable concerning the individual timetable. The distribution can be particularly electronic done quickly. The distribution may be, for example, as text (in various Languages) via mobile phones as SMS, via fax, e-mail, telex, Telegraph or as text and graphics on the Internet. Alternatively, the Distribution as an automatic voice message ("automatic voice message") over Mobile, landline, train radio or distributed directly via station speakers become.

Connections to other systems are possible, so the current timetable documentation can be transferred to other systems. These other systems For example, subscriber master data and booked train journeys as a train-flow filter, connection filter with no overhead for the subscriber to hand over. Furthermore, connections to work planning systems are conceivable. For example, for a train attendant who is assigned to the train 4711 on day X. is, automatically an individual timetable document for exactly this train and subscribed to the day. Furthermore, the passing on of individual timetable documents conceivable for passenger information systems.

The individual timetable document can, for example, via a mobile phone booked and / or paid. The creation and subscription of individual Timetable documents are also available via the Internet or intranet of the a transport company conceivable.

The distribution of individual timetable documents can be controlled by subject to the transport company. In particular, the distribution of Individual timetable documents are selectively or completely shut down, e.g. in nuclear waste transports or military trains.

The inventive method, in particular the generation of a current Timetable documentation, updating, configuration and distribution of the Timetable documents may be in a computer program or software be implemented.

In the following some application examples for the invention Method and the individual timetable according to the invention given:

Each train attendant receives all updates during his service the train of his train including all (lost) connections running as Text via SMS on his mobile phone. He can get this information via on-board speakers pass on to its passengers. Here is the train run of his train the filter on the basis of which the individual timetable document is created. The individual timetable document of the train conductor will only be updated when changes are made to the best-forecast timetable that tracks the train of his turn.

An individual timetable document can be used, for example, if a passenger every Monday - Friday in the period between 15:00 and 18:00 o'clock with a train of the train genus ICE or IC from Braunschweig to Berlin wants to drive. To waste no time, he wants to know about current Departure times (delays) and track changes of the filtered out for him Trains currently be informed via SMS on his cell phone.

Furthermore, it is conceivable that all track laying in the Zugmeldestelle as electronic voice message ("automatic voice message") automatically be issued to the affected platform speakers.

In a sub-center (UZ) temporarily manned due to construction work the dispatcher at the emergency terminal may check all train passes through his IP as Receive text by fax or mobile.

Another example is that all train runs and connections that have a Station in the own operating area of a (Nebenstrecken) -Stellwerks that does not involve the computer system "train control" to the control center connected to the dispatcher as text via telegraph on the Signal box will be sent. The dispatcher reads the individual timetable document and then put his routes.

The setting of the routes is significant, as the scheduling schedule for the day operational, i. e. Driveways must be provided and train rides must be done. The scheduling schedule represents the desired Operational quality for this day.

Interlockings must be connected to a dispositive control system that train journeys are made as scheduled in the timetable for the day is provided.

There must be continuous train location messages (train no., Location, time, optional direction of travel) from the signal boxes to the control center ("actual messages") around there interdepartmentally the current state (also delays) to know and thus to be able to plan. Every signal box has an interlocking district in which it sets switches and signals. A signal box includes one or more stations.

Zug-Nr, Zug-von, Zug-nach, Halt/Durchfahrt an Gleis, Ankunftszeit, Abfahrtszeit

Anschluß halten: von Zug-Nr, Gleis, Ankunftszeit, nach Zug-Nr, Gleis, Abfahrtszeit

In the course of the production day, centralized scheduling decisions must be implemented consistently in response to delays and disruptions, decentralized, fast and across the boundaries of the signal box. In doing so, no faulty lines may be caused. The dispatcher can be assisted by generating a daytime train schedule. It contains all the information needed by a dispatcher to set the right routes at the right time for each train in his station. The daily train station timetable looks strikingly like this:

Train no, train-from, train-to, stop / passage to track, arrival time, departure time

Keep in touch: from train no, track, arrival time, to train no, track, departure time

In knowledge of the starting station of the train run (entry of the Zugmeldestelle), of the destination station of the train run (exit of the Zugmeldestelle), the station tracks for transit or stop, the times for arrival, departure, transit and the operational conditions can the dispatcher on the signal box for every train ride put the right roads in good time and missteps prevent. It can be provided that the daily train station timetable daily before the beginning of the production day from the dispatching schedule for the day (in BZ 2000) or the timetable for the day is calculated to be day specific Deviations from the annual timetable, for example due to construction sites, which are already incorporated in these roadmaps.

Before the start of the production day, the daytime train station timetable will be sent to the Dispatcher distributed on the signal box. The distribution takes place in the simplest Case as text, for example by teletype or fax, in the more complex case electronically to the tabular edition on a timetable monitor. When in the control center during the production day by the dispatcher Dispo decisions are made, so are those of the disposition decisions determined daily train station timetables, recalculated and redistributed. Alternatively, the dispatcher can provide an individual Order the timetable document to update the daily train timetable becomes. It can also be provided that the daily train station timetable based on an individual timetable document. How to get new Times or track changes as a result of Dispo decisions note all concerned dispatcher. This can be centrally located in the operations center the same takes place consistently across inter-company boundaries (Quality of operation) are implemented. (Recalculation of the entire train run until the end of the run in the operations center). Steering plans are doing pure Time changes not updated. The implementation of steering plans only hangs conditions (and engineering data), but not times. On Procedure for creating a daily train station timetable and use A daytime train schedule is also seen as an independent invention.

The update can be used to prevent misdirections as well as with the first creation. This is an interlocking to current Dispo decisions a dispositive control system connected so that by the control system caused mishaps are prevented.

As a feedback and a forecast timetable and thus a best-forecast timetable must be able to determine train location messages (Train no., Location, time) transferred from the signal boxes in the control center become. For this purpose, the daytime train station schedule can be tabulated to the dispatcher Form will be output on a timetable monitor. It is the daytime train station timetable expands to include room for information on actual Times and or actual used railways for departure, arrival or Transit of trains (IST information). This information is provided by the Dispatcher after each departure, arrival, transit in the daily train station timetable added to the timetable monitor. Advantageously, the monitor has to an interactive user interface on. The implementation of the feedback from the signal boxes to the control technology using an extended Timetable document is seen as an independent invention.

The supplements are transmitted electronically back to the operations control center and incorporated into the forecast timetable. There they serve as a basis for disposition decisions. In this variant of the method is the Transmission of train location messages characterized by the fact that the Format and data structure of the record on easy editing in the Control center and adapted to easy familiarization with the forecast timetable are, for example, by specifying the (database) key values for the Data record from the SOLL part of the daily train station timetable. That is then Especially easy if the interactive user interface of a Timetable Monitors Extensions in Day Station Timetable (Table) for this provides IST information. The record can be on one or more any electronic media, single or redundant (signal tech safe), are sent back to the control center, for example twice: once via UMTS mobile radio and once via telephone cable. The Returns can be encrypted and / or authenticated (Electronic) Authenticated Identification of the sender). she goes especially fast, if no slow bus system is used.

Optionally, these IST details can be added to the daily train timetable Information for later statistical evaluation, for example "traveler behavior" as a reason for delay, to be supplemented.

When in the operations center by comparing incoming train location messages with the timetable for the day a new delay (quality defect) is detected, then all affected by the delay day-train station timetables determined, recalculated and redistributed A current timetable document can be sent for updating. to Resolving the quality defect can be made a Dispo decision. This gives new times as a result of delays (recalculation of the entire train run until the end of the run at the operations center) all concerned dispatcher.

The advantage of the method is that all interlockings with manual operation by dispatcher, regardless of design and equipment, with short time horizon, without development, test, maintenance of a drawbar (ZL) - Systems and a control center and therefore with low effort for the Signaling industry are connected to the disposable control technology can. At the same time, existing investments in old carousels are protected.

The "connection" comprises two directions, namely from the control technology (e.g. BZ 2000) to the signal boxes and a feedback from the signal boxes to Control technology. The first direction is the prior art by telephoning and a steering plan interface (in the control center) realized. According to the invention the first direction is through a current timetable document and / or realized a daytime train schedule. The second direction will be realized in the prior art by a message image interface (in the Control Center). According to the invention for a feedback with monitor solution intended.

The security gap - errors due to inconsistencies in configuration data can be closed. Incorrect information in the Tages-Bahnhofs-Fahrplan, e.g. due to configuration errors in the control center, the Detect dispatcher. Ambiguities, the dispatcher can quickly with clarify the dispatcher in the control system by telephone and thus faulty lines prevent, because not (possibly inconsistent) configuration data in Computer system "Zuglenkung" or project planning data in the Operations center determine which routes for a particular train but a human expert, who is on site anyway (Driving diene conductor).

When dispatchers on side routes centrally calculated information such as delays and scheduling decisions exactly for your interlocking area They can quickly make decisions that make sense locally fit the overall situation.

The following are the advantages of creating daily timetables put together for each station. There is a lot of security regarding Mishaps and the possibility also on signal boxes, which do not have a Computer system "Zuglenkung" are connected to the control center, recordable on secondary lines, day-specific central specifications Consistently and quickly implement interlocking boundaries (Operation quality). Thus, all interlockings, and not only those with Train control equipped interlockings, controlled by the control technology become. The sphere of activity of the control center is thus considerably expanded. Dispatchers are informed early on what's in their field on them due. The solution is with manageable development effort and Time horizon insertable. The presented simple and natural procedure for Connection of interlockings is particularly suitable for simple control centers and for public transport.

By the extension of the daily train station timetable to entry possibilities (= additional data fields) for actually driven times ("actual time") and optional statistical data to be filled in by the dispatcher, being supported by the system (monitor solution, touchscreen), a feedback to the control center is achieved. This feedback allows a cycle characterized as follows:

The control center, e.g. BZ 2000, learns the current operating situation. This leads e.g. in case of delays to a new forecast. The forecast is (a) template for Grouping decisions. The MRP decisions or new forecast lead to new daily train station timetables adapted to the new operating situation. Daily train station timetables allow the new operational will in the control center to consistently implement quickly and across signal box boundaries.

A comparable cycle is according to the prior art only for (relatively few) Interlockings possible with the train steering and train number notification system are equipped (so-called sub-centers). Such interlockings / subcentrals are via a control center (steering plan and message screen interface) connected to the control center (BZ 2000). The main advantage The feedback with monitor solution is that by doing that this feedback for all interlockings with manual operation by the Dispatcher, regardless of design and equipment, allows all Signal boxes (not only the sub-centers) can be connected to the control center. Thus, a control center, such as BZ 2000, a much larger sphere of activity, namely virtually the entire route network including Nebenstrecken instead only a few sub-centers predominantly on busy main lines.

Further features and advantages of the invention will become apparent from the following Description of embodiments of the invention, with reference to the figures the drawing show essential to the invention, and from the Claims. The individual features can be individually or individually realized in any combination in a variant of the invention his.

drawing

Fig. 1

eine schematische Darstellung zur Erläuterung des erfindungsgemäßen Verfahrens;

Fig. 2

eine schematische Darstellung zur Erläuterung, wie das erfindungsgemäße Verfahren in ein Verfahren des Standes der Technik eingebettet werden kann;

Fig. 3

eine schematische Darstellung der täglichen Initialisierung von Tages-Bahnhofs-Fahrplänen;

Fig. 4

eine Darstellung der Aktualisierung der Tages-Bahnhofs-Fahrpläne;

Fig. 5

eine Darstellung einer ersten Variante der Erstaufrüstung eines Stellwerks mit einem Tages-Bahnhofs-Fahrplans;

Fig. 6

eine Darstellung einer zweiten Variante der Erstaufrüstung eines Stellwerks mit einem Tages-Bahnhofs-Fahrplans;

Fig. 7

eine Darstellung der Zuglenkung mit Lenkplan und parallel dazu mit eine Tages-Bahnhofs-Fahrplan;

Fig. 8

eine Darstellung der Aktualisierung des Lenkplans und des Tages-Bahnhofs-Fahrplans;

Fig. 9

eine interaktive Bedienoberfläche für einen Fahrdienstleiter.

Embodiments are illustrated in the schematic drawing and will be explained in the following description. It shows:

Fig. 1

a schematic representation for explaining the method according to the invention;

Fig. 2

a schematic representation for explaining how the inventive method can be embedded in a method of the prior art;

Fig. 3

a schematic representation of the daily initialization of daily train station schedules;

Fig. 4

a representation of the update of the daily train station timetables;

Fig. 5

a representation of a first variant of the initial upgrade of a signal box with a daytime train schedule;

Fig. 6

a representation of a second variant of the initial upgrade of a signal box with a daytime train schedule;

Fig. 7

a representation of the train steering with a steering plan and in parallel with a daily train station timetable;

Fig. 8

a representation of the update of the steering plan and the daytime train schedule;

Fig. 9

an interactive user interface for a dispatcher.

1 shows as a central element a best-prognosis schedule 1 to which the parameters reference train, reference port, best-forecast train run and best-prognosis port are fed by a device 2 for guiding and updating the best-prognosis schedule 1 , A schedule for day 3 and the forecast timetable for day 4 are included in device 2. The device 2 continues to receive the recalculated in the device 5 train run. Furthermore, the device 6 introduces other changes in the timetable for day 3. In the device 7 , which is fed to the best-prognosis schedule 1 and which is activated by the device 2, the timetable documents affected by a change of the best-prognosis timetable 1 are identified. The identified timetable documents are recreated and distributed based on the best-prognosis timetable 1 in the device 8 . The best-prognosis schedule 1 only information is supplied, which are interesting for the determination of current timetable documents 9 . In particular, no route information, signal information and the exact route of a train are transmitted. The individual timetable documents 9 can be subscribed by subscribers 10 . For this purpose, a registration is required, which is indicated by the device 11 . The subscriber 10 sets in the device 12 filter criteria for his individual timetable document 9. As a result, the timetable document 9 is configured. By the device 13, the individual timetable document 9 of a subscriber 10 is subscribed. Updated timetable documents 9 are forwarded by the device 8 to various subscribers such as operating personnel 14 , business partners 15 , passengers 16 or passenger information systems 17 . The aforementioned devices 2, 5, 6, 7, 8, 11, 12, and 13 may be configured as processes in a computer program or software.

FIG. 2 indicates the integration of the method according to the invention into an existing concept of an operating center. The bold arrows 20, 21, 22 indicate new interfaces via which information of a scheduling schedule 3 for one day, a forecasting schedule 4 for one day and newly calculated train runs into the device for guiding and initializing the best prognosis schedule. Timetable to be initiated. Due to error messages supplied via arrow 25 , the device 26 is re-scheduled. This is usually done by a route dispatcher or Zuglenker, which changes trains in advance through disposition decisions, in order to avoid delays and disruptions as well as possible conflicts, to minimize delays and to keep connections. The basis for his decision is the graphically displayed target train runs, forecast train runs and train runs which have been changed on the basis of already taken disposition decisions. Based on a Dispo decision a train run in the device 27a can be redetermined starting from the dispatching schedule 3 (train run "changed"). If a deviation of a train from the desired train run is detected in the device 28 , a new train run (train run "forecast") is likewise determined in the device 27b and fed to the forecast timetable 4. The train runs "Forecast" and "Run" are added to the best-forecast timetable as the "Best Forecast" train run. A train number is the current train run "Best Forecast". A detected in the device 28 deviation is also passed to the device 26. Starting from the dispatching schedule 3, the setting instructions per sub-center 30 are determined in the device 29 per train run. From this, a steering plan 31 is created for the next 8 hours, which is distributed by the device 32 . In the steering plan 31 is deposited for each train and for each Zuglenk signal, which route is to be set with which slip path when approaching this train. Optionally, the train control plan 31 includes wait conditions and order controls on specified signals. The train control system generates 31 control commands from the steering plan and sends them to the signal box for execution. This relieves the dispatcher of routine work. In the device 33 , the steering plans 31 are buffered and distributed with a preview of a few hours to the sub-centers 30. The sub-centers 30 are connected to the infrastructure, ie switches, signals, free-reporting systems and the like. In conjunction, which in turn affect the trains 35 . Faults are routed from the sub-centers 30 to the building design 36 and to the scheduling facility 37. In the state of the art, scheduling decisions are forwarded by telephone 38 to the operating personnel 39. Passengers 40 and business partners 41 are not informed directly. This can be improved by the illustrated in Fig. 1 method by the individual timetable documents are created and passed on electronically.

FIG. 3 shows the daily initialization of daily train station schedules. From the daily scheduled timetable 50 and the daily operating timetable 51, the determination of which is explained in connection with FIG. 5, a daily station timetable 53 is determined in the device 52 for each Zugmeldestelle. The daytime train schedule 53 contains information such as connection, train number, track, time (departure, transit, arrival). In addition, it is determined in the device 52 of the sections of the route 54, which is distributed by the device 55 as well as the day station schedules the interlocking 56th The impetus for distributing the daily train station timetables is the process 52. In the signal box 56, the dispatcher 57 can set the correct routes in good time.

The updating of the daily train station timetables is carried out according to FIG. 4 , when a train run in the device 60 is recalculated. This enters the scheduling schedule 3 and the forecast timetable 4. Due to the changed train run and the forecast of the train run, the affected daily train station timetables are determined in the device 61 . The daytime train schedule 53 is recalculated in the device 62 and redistributed by the device 55 to the affected interlockings 56.

Fig. 5 shows a first alternative of the daily Erstaufrüstung a signal box. 56. From the annual timetable 65 , a published scheduled timetable 66 , which is generally valid for 6 months, is determined. From this, a daily target schedule 50 is determined for each day. Parallel to the scheduled periodic schedule 66, there is an internal periodic operating schedule 67 , which is also generally valid for 6 months. From the period operating schedule 67, which contains, for example, due to construction sites deviations from the annual schedule 65, the daily operating schedule 51 is determined for each day. From the daily schedule 50 and the daily operating schedule 51, the scheduling schedule 3 is determined. From this, in turn, the daily train schedule 53 can be determined.

In a second alternative of initial upgrade of a signal box 56 shown in FIG. 6 , the daily station schedule 53 becomes directly from the daytime schedule 50 and the daily service schedule 51, the deviations from the annual schedule, for example, due to construction 65 contains determined.

Fig. 7 shows a representation of how parallel to the train steering system 70, a steering plan 31, which is routed to a sub-center 30, and a daytime train schedule 53, is given to a simple interlocking 56. The train control 70 in the sub-center 30 are transmitted the train number, the route and the parking conditions. The sub-center 30 comprises a computer-assisted train steering system 70, an electronic interlocking 71 and a computer-aided train number notification system 72 .

FIG. 8 substantially corresponds to FIG. 7 except that the update of the steering plan 31 and the daytime train schedule 53 is shown. If a delay is reported by a sub-central 30 or a simple interlocking 56, the forecast timetable 4 is updated. Then the affected tags station timetables 53 are brought up to date and transmitted to the affected simple interlockings 56. This can be done for example by an individual current timetable. If a dispatching decision 75 is made, this is included in the scheduling schedule 3. Subsequently, the affected steering plan 31 and the affected daily train station timetable 53 are updated and passed on to the affected sub-centers 30 and interlockings 56, respectively.

The work of the Dispatcher is facilitated when provided with an interactive user interface 79 created on the basis of the daytime train schedule. this user interface 79 is shown in FIG . Each Zugmeldestelle (station) of the signal box is accessible via a tab 80 , eg "Bahnhof_1". A rider 80 of a Zugmeldestelle, in the near future, an action is pending, automatically highlighted by the system. New (future) data records (= lines), as well as data records updated in the control center (eg forecasting), are continuously transmitted by the system automatically from the control center and inserted automatically according to chronological order. After each entry by the operator / dispatcher (eg actual time), the data record is immediately sent to the control center for evaluation (eg prognosis). Final data records processed by the operator / dispatcher, transferred to the control center and acknowledged from there, are automatically removed from the display by the system. The user interface 79 contains the categories train number 81, "train from" 82, "train to" 83 and track 84. From this recognizes the dispatcher in the knowledge of the operating conditions, which routes he must ask. From the field "Halt?" He recognizes whether a train arrives, departs or passes. The "TIME TIME" field 86 shows the time published in the timetable. The "Forecast TIME" field 87 contains the last forecast reported by the control center. At it the dispatcher recognizes, when he must put the driveways. The present line 88 represents the current time on the Y axis. The table scrolls automatically as time progresses, for example, sorted by the last forecast time. By pressing the function key "now" 89 , the current system time (radio clock) is entered in a simultaneously selected field (ACTUAL TIME) 90 . This is done, for example, via a touch screen of a timetable monitor and two-finger operation. Furthermore, a function key "Delay" 91 is provided to justify the delay for a single train or for a collective reasoning for all trains that have a common path within a period of time and that are late because of the same reason (eg "railway embankment burns"). The justification is entered in box 92 . By means of the function key 93, a speech connection to the dispatcher responsible for this interlocking can be set up automatically in the control center. It is conceivable to provide different background colors for the past, present (= action due soon) and future. The interactive user interface 79 is only sensitive to entries for the present and the past.

The presented user interface 79 fully supports the local specialist in the reason of delays. The delay minutes do not have to can be typed in more manually, but are automatically turned off by the system the difference between the target time and the actual time. On through the function key "Delay" 91 menu allows quick assignment of Justifications for records. Records with delays / justifications can be forwarded to a statistic system in the control center. records With unreasonable delays can automatically from the control center sent to the dispatcher for subsequent substantiation become.

Claims (12)

A method for timely information on deviations from a published timetable, in particular annual or periodic timetable, in which at least one schedule for the day is generated, the current operating position of a traffic or scheduled flight traffic system, in particular railway system, including current delays and disposition decisions is determined and off the at least one timetable for the day and the current operating position a prognosis for the future operating position is determined, characterized in that from the timetable for the day, the current operating position and the forecast at least a current timetable document (9) is generated. Method according to Claim 1, characterized in that a best-prognosis schedule (1), in particular from a scheduling schedule (3) and a forecast schedule (4), is generated as the schedule for the day and from the best prognosis Timetable (1) which determines at least one timetable document (9). A method according to claim 1, characterized in that the timetable underlay (9) is configured individually. A method according to claim 1, characterized in that the timetable document (9) is updated when a relevant for the timetable document (9) change of the timetable for the day has occurred. A method according to claim 1, characterized in that the timetable underlay (9) can be subscribed. A method according to claim 1, characterized in that the timetable underlay (9) is distributed electronically. A method according to claim 1, characterized in that a timetable underlay (9) is provided as a template and is then modified. A method according to claim 1, characterized in that for at least one, in particular for each station and / or for at least one railway signal is detected when a train arrives, departs or drives through and this information for updating the schedule for the day, in particular Best-Forecast-Timetable (1). A method according to claim 1, characterized in that a daily station timetable (53) is created for each station, wherein in a change of the at least one schedule for the day, in particular the forecast timetable (4) and scheduling (3 ) or the best-forecasting timetable (1), in each case an updated daily train station timetable (53) or a current timetable document (9) is transmitted to the interlockings (56) affected by the change Computer program in which the method according to claim 1 is implemented. Timetable document (9), in particular electronic timetable document, the at least one timetable for the day, especially one Best-Forecast-Timetable (1), generated. Timetable underlay according to claim 1, characterized in that it is event-driven updatable and / or configurable and / or subscribable.

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