EP2619067A2 - Method for automatically controlling a plurality of track-bound vehicles - Google Patents

Method for automatically controlling a plurality of track-bound vehicles

Info

Publication number
EP2619067A2
EP2619067A2 EP11757254.5A EP11757254A EP2619067A2 EP 2619067 A2 EP2619067 A2 EP 2619067A2 EP 11757254 A EP11757254 A EP 11757254A EP 2619067 A2 EP2619067 A2 EP 2619067A2
Authority
EP
European Patent Office
Prior art keywords
track
bound
vehicle
bound vehicles
driving
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11757254.5A
Other languages
German (de)
French (fr)
Other versions
EP2619067B1 (en
Inventor
Rolf Detering
Karl-Heinz Erhard
Jens-Harro Oechsner
York Schmidtke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
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Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2619067A2 publication Critical patent/EP2619067A2/en
Application granted granted Critical
Publication of EP2619067B1 publication Critical patent/EP2619067B1/en
Revoked legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

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

Definitions

  • Track-bound vehicles ie for example Schienenfahrzeu ⁇ ge, magnetic levitation railways or track-guided vehicles with rubber tires are controlled as a rule by central Leit ⁇ ⁇ monitoring systems such that dangerous situations or accidents are avoided.
  • rail-bound vehicles in the form of rail vehicles for example, a safe Stelltechnikbe ⁇ operation
  • a train tracking and automatic Switzerland ⁇ steering are required or desirable tasks of a corresponding system of control technology.
  • an automatic control of rail vehicles stipulate that operating actions of a vehicle driver to be partially or completely replaced with an automatic, computerized control of the respective vehicle.
  • the vehicles of a plant of the spurgebun ⁇ which traffic from a central control device, ie about a computer a control center, according to a desired schedule controlled or directed.
  • a central control device ie about a computer a control center
  • delays or faults can occur here, leading to conflicts between the designated travel routes and times of various vehicles.
  • dispositi ⁇ onssysteme be as part of the respective control system normally used, which usually try, the movement mode drove whenever possible while maintaining the planned driving routes.
  • this redesign or changes may be required, which are often made manually by a dispatcher.
  • the present invention has for its object to provide a particularly efficient method for automatic Steue ⁇ tion of a plurality of track-bound vehicles.
  • This object with a changed actual schedule is generated by a central control device taking into account a desired schedule, as well as the position of the track-bound vehicles is achieved by a method for automatic ⁇ rule control of a plurality of rail vehicles, on the basis of the revised actual Timetable on at least one of the track-bound vehicles vehicle-specific Fahrinformatio ⁇ nen are transmitted, which include a next destination and an associated driving time, and determined by the at least one of the track-bound vehicles based on the received driving information, a driving profile and used for Steue ⁇ tion of each track-bound vehicle becomes.
  • a modified actual timetable is thus initially generated by a central control device, which may be, for example, a computer of a control center or control center, taking into account a target timetable and the position of the track-bound vehicles.
  • a corresponding automatic, computer-aided generation of the modified actual timetable can be carried out, for example, using the known from the published German patent application DE 10 2007 047 474 AI method for scheduling. It is essential here that the generation of the modified actual timetable takes place in real time or online for the purpose of timetable planning during the current driving operation.
  • the driving dynamics of the respective track-bound vehicles can be taken into account on the part of the central control device.
  • it is by means of a digital still Streckenatlasses also mög ⁇ Lich, characteristics of the respective path or route sections, ie ven example inclines or cure, to be considered in the creation or generation of the revised actual schedule.
  • At least one of the track-bound vehicles are transfer vehicle-specific driving Informa ⁇ functions that comprise a next target point and an associated driving time in the next step of the inventive method on.
  • the appropriate vehicle-specific driving information in each case for all Dieje ⁇ Nigen track-bound vehicles are transferred, which are monitored or controlled by the cen- eral control device and for which changes in the next target point or the associated travel time have resulted due to the changed actual schedule.
  • this can only be done for one of the track-bound vehicles, be the case for several of the spurge ⁇ -bound vehicles or for all of the track-bound vehicles.
  • the part of the at least one of the track-bound vehicles in the following step based on the received operation information, that is used in consideration of the next target point and the associated driving time, a driving profile and in ermit ⁇ telt the sequence for the control of the respective track-bound vehicle.
  • the egg ⁇ gentliche control of the respective track-bound vehicle thus is decentralized to a corresponding device of each ⁇ etty vehicle itself.
  • the next target point which may be, for example, a train station or the end of a track or stre ⁇ ckenabterrorisms
  • the associated travel time ie the time that the track-bound vehicle for the route to the next destination is needed
  • the respective tracked vehicle can decide for itself how it complies with the relevant specifications.
  • the respective track-bound vehicle may be driving profile, ie in particular Ge ⁇ speed and acceleration at a given time, determine itself. It can use to its operational state and thus determine a particularly favorable in the circumstances, or make the car profile each spurgebun ⁇ dene vehicle advantageously all present him Infor ⁇ mation.
  • the inventive method is advantageous because it is particularly efficient to ⁇ reason of the interaction between the generation of the revised actual schedule by the central control device and the subsequent determination of the prevailing for the spurgebun ⁇ dene vehicle driving profile by the vehicle itself. This applies on the one hand to the Look at the fact that by the generation of the modified actual timetable by the central control device occupancy conflicts can be avoided or automatically resolved and thus also based on a route network or a section of the route maximizing the throughput can be achieved. Moreover, on the part of the central control device, only the specifications in the form of the driving information are advantageously transmitted to the respective track-bound vehicle, which are actually necessary in the sense of coordinating the different track-bound vehicles.
  • the actual auto ⁇ matic control of the respective track-bound vehicle is advantageously carried out on the respective vehicle itself. This results from the use of the determined driving profile for the automatic control of the respective track-bound vehicle, the possibility of a reduction in personnel, as in ⁇ example, a driver depending on the jewei ⁇ other circumstances is not or at least not absolutely necessary.
  • the inventive method can also be configured such that the modified actual timetable is generated by changes in travel times, driving routes and / or driving sequences of at least a portion of the track-bound vehicles.
  • the modified actual timetable is generated by changes in travel times, driving routes and / or driving sequences of at least a portion of the track-bound vehicles.
  • the inventive method is developed such that the modified actual timetable is generated by the central control device with further consideration of at least one existing fault message.
  • existing fault messages ie, for example, information on door, signal or turnouts, be considered in the generation of the modified actual timetable.
  • a periodic be ⁇ or cyclic generation of the modified actual timetable taking into account the respective current position of the track-bound Vehicles is possible.
  • a corresponding generation ei ⁇ nes amended actual schedule at regular intervals and an additional event-based moreover, that is triggered by events that occur, in particular in the form of interference occurs.
  • the inventive method can also be further developed such that the drive profile on the part of one of the track-bound vehicles is optimized taking into account the received operation information in relation to the required to reach the next target point energy demand at least ⁇ .
  • the inventive method can also be further developed such that the drive profile on the part of one of the track-bound vehicles is optimized taking into account the received operation information in relation to the required to reach the next target point energy demand at least ⁇ .
  • This is advantageous since a minimization of the energy consumption of each spurge ⁇ -bound vehicle with an unchanged adherence to the transmitted to the vehicle-specific driving information requirements in the form of the next target point and the associated travel time can be achieved.
  • the pros- Part that a corresponding optimization with regard to ei ⁇ ne minimization of the required energy requirements usually best of the respective track-bound vehicle itself can be made. Consequently, also in this regard decentralized, on-board determination of Fahrpro ⁇ file of the track-bound vehicles are advantageous.
  • the drive profile on the part of at least one of the track-bound vehicles taking into account the dynamics of the respective track-bound vehicle and / or a digital Streckenatlasses ermit ⁇ telt is.
  • This is advantageous since both the information relating to the section to be traveled and the driver's own driving dynamics, ie, for example, the acceleration capability of the maximum speed or the load, can be taken into account in determining the driving profile on the part of the respective track-bound vehicle. This ensures that the ermit ⁇ Telte driving profile bears as possible to the respective conditions of the track and the track-bound vehicle bill.
  • the inventive method may also be such a serious nature that the vehicle-specific Fahrinformati ⁇ ones radio is based on the one of the track-bound vehicles are transmitted at least.
  • a radio-based transmission of the vehicle-specific driving information to the at least one of the track-bound vehicles offers the advantage that such a radio transmission is usually particularly robust, reliable and flexible.
  • the vehicle-specific driving information by means of other, known per se transmission method, ie for example by means of or in the Route provided transmission facilities to transmit to the respective track-bound vehicle.
  • the vehicle-specific driving information is transmitted at least one of spurge ⁇ -bound vehicles using a transmission channel of a train protection system to the.
  • a transmission channel of a train protection system to the central control device.
  • corresponding transmission channels are usually already available between the central control device and the respective track-bound vehicles.
  • These can advantageously also be used to transmit the driving information to the respective track-bound vehicle and thus enable it to determine the driving profile and to use it in the sequence for the automatic control of the respective track-bound vehicle.
  • the inventive method may also be such further developed in that the vehicle-specific driving information (European Train Control System) using a transmission channel of the Euro pean ⁇ ETCS to the one of the track-bound vehicles are transmitted at least.
  • the vehicle-specific driving information European Train Control System
  • the use of a transmission channel of the European ETCS for transmitting the vehicle-specific driving information to the at least one of the track-bound vehicles is advantageous, since it is a powerful train protection system is at ETCS, which replaces existing national train protection ⁇ systems to an increasing extent.
  • the determination of the driving profile on the part of the at least one of the rail-bound vehicles can be performed by any one of component of the vehicle in question.
  • the driving profile on the part of the at least one of the track-bound vehicles is determined by a control device of a system for automated driving operation.
  • a control device of a system for automated driving operation offers the advantage that corresponding automated driving systems, also referred to as ATO (Automatic Train Operation) systems, are often already used on track-bound vehicles for automatic control thereof.
  • ATO Automatic Train Operation
  • Figure for explaining an embodiment of the method according to the invention is a schematic sketch of a system of track-bound traffic.
  • a central control device 10 of a system of track-bound traffic can be seen.
  • the control center 20 serves to secure and automatically control a plurality of lane-bound vehicles. witnesses in the form of rail vehicles traveling on a route network.
  • the control center 20 is connected via a first Medunikationsverbin ⁇ tion 30 to a radio control center 40.
  • a radio link center 40 can be at ⁇ play as a so-called RBC (Radio Block Center) han ⁇ spindles in the framework of the ETCS Level 2 for the transmission of such information required for safe driving in a certain distance range are used.
  • RBC Radio Block Center
  • han ⁇ spindles in the framework of the ETCS Level 2 for the transmission of such information required for safe driving in a certain distance range are used.
  • the spark gap center 40 Global System for Mobile Communications - Railways
  • GSM-R Global System for Mobile Communications - Railways
  • the track-side transmitting / receiving means 70 By means of the track-side transmitting / receiving means 70, it is possible via a wireless connection 80 between the line, that is ultimately between the control center 20 and it means ⁇ the central STEU 10, and a track-bound vehicle to exchange 100 information or data.
  • the track-bound vehicle 100 has a radio antenna 110 and a control device 120 connected to the radio antenna 110.
  • the central control device 10 is also communicatively connected to other track-bound vehicles in communication, which are not shown in the figure for reasons of clarity.
  • an automatic control of a plurality of track-bound vehicles takes place in such a way that from the central control device 10 taking into account a A target timetable and the position of the track-bound vehicles 100 a modified actual timetable is generated.
  • a corresponding change of the target schedule at ⁇ can play, be required due to delays or disturbances.
  • the generation of the modified actual timetable is preferably carried out by changes of travel times, driving routes and / or driving sequences of at least part of the track-bound vehicles 100, which are monitored or controlled by the central control device 10.
  • the production or gene ⁇ ration of the modified actual timetable which can take place, for example ge ⁇ according to the method known from DE 10 2007 047 474 AI, from the central control device 10, if appropriate, present fault messages are taken into account.
  • the central control device 10 radio-based vehicle-specific driving information to the track-bound via the first communication link 30, the radio control center 40, the second communication link 50, the communication network 60 and the trackside transmitting / receiving device 70 radio-based Transfer vehicle 100.
  • the vehicle-specific driving information comprises a next target point and an associated travel time, ie the effect a specification for the track-bound vehicle 100 that this is communicated by the central ⁇ eral control device 10 when it has reached where the next target point.
  • the vehicle-specific driving information in addition, in principle, also include other information, such as the respective train number.
  • the other track-bound vehicles monitored by the central control facility 10 and the changes in the actual timetable are also are affected over the target timetable, are transmitted for the respective track-bound vehicle specific driving information to the respective vehicle.
  • the part of the track-bound vehicle 100 transmitted by a corresponding radio signal or data message ⁇ program driving information from the radio antenna 110 to the control device 120 will be passed. This determines based on the received driving information, a driving profile, which is subsequently used by the control device 120 for the control of the track-bound vehicle 100.
  • the determination of the driving profile by the control device 120 of the track-bound vehicle 100 takes place in this case taking into account the driving dynamics of the track-bound vehicle 100 and a digital Streckenatlas ⁇ ses.
  • control device 120 determines the driving profile in such a way that the punctual attainment of the next target point, ie while maintaining the travel time received with the driving information, requires as little energy as possible.
  • This offers the advantage that with an unchanged punctuality of the track-bound vehicle 100 a Reduzie ⁇ tion or minimization of the energy consumption of the track-bound vehicle 100 can be obtained.
  • the vehicle-specific driving information can be transmitted to the track-bound vehicle 100 using a transmission channel of the European Train Control System ETCS.
  • ETCS European Train Control System
  • any other, known per se, sufficiently powerful Switzerlandtechnischs ⁇ system can be used for this purpose.
  • the control device 120 is advantageously a component of a system for automated operation (Automatic Train Operation ATO), as this in a particularly simple manner, a direct auto ⁇ matic control of the track-bound vehicle 100 made will ⁇ light.
  • the described method for automatic control of the plurality of track-bound vehicles preferably proceeds in real time. This applies both to the generation of the revised actual schedule by the central control device and in terms of the transmission of vehicle-specific driving information to the respective track-bound vehicle and the subsequent He ⁇ averaging of the driving profile by the respective spurgebunde ⁇ NEN vehicle. This ensures an immediate and timely response to possible disruptions and delays.
  • the described method in that a particularly efficient control of the automatic per ⁇ bib track-bound vehicle is achieved by a particularly convenient division of functionality to the central control device and the respective track-bound vehicle is characterized.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

The invention relates to a particularly efficient method for automatically controlling a plurality of track-bound vehicles (100), wherein a modified actual schedule is generated by a central control device (10) in consideration of a target schedule and the position of the track-bound vehicles (100); vehicle-specific travel information, comprising a next destination and a related travel time, is transmitted to at least one of the track-bound vehicles (100) on the basis of the modified actual schedule; and a travel profile is determined on the part of the at least one of the track-bound vehicles (100) on the basis of the received travel information and is used for controlling the respective track-bound vehicle (100).

Description

Beschreibung description
Verfahren zur automatischen Steuerung einer Mehrzahl spurgebundener Fahrzeuge Method for automatically controlling a plurality of track-bound vehicles
Spurgebundene Fahrzeuge, d.h. beispielsweise Schienenfahrzeu¬ ge, Magnetschwebebahnen oder auch spurgeführte Fahrzeuge mit Gummibereifung, werden in der Regel durch zentrale Leit- be¬ ziehungsweise Überwachungssysteme dahingehend gesteuert, dass Gefahrensituationen beziehungsweise Unfälle vermieden werden. So sind im Falle von spurgebundenen Fahrzeuge in Form von Schienenfahrzeugen beispielsweise eine sichere Stellwerkbe¬ dienung, eine ZuglaufVerfolgung sowie eine automatische Zug¬ lenkung erforderliche beziehungsweise wünschenswerte Aufgaben eines entsprechenden Systems der Leittechnik. Dies gilt insbesondere für den in der Praxis in der Regel vorliegenden Fall, dass auf einer Strecke oder in einem Bereich, etwa in einem Bahnhofsbereich, zeitgleich mehrere spurgebundene Fahrzeuge unterwegs sind. Darüber hinaus erfolgt zunehmend auch eine automatische Steuerung spurgebundener Fahrzeuge dahinge¬ hend, dass Bedienhandlungen eines Fahrzeugführers teilweise oder vollständig durch eine automatische, rechnergestützte Steuerung des jeweiligen Fahrzeugs ersetzt werden. Track-bound vehicles, ie for example Schienenfahrzeu ¬ ge, magnetic levitation railways or track-guided vehicles with rubber tires are controlled as a rule by central Leit ¬ ¬ monitoring systems such that dangerous situations or accidents are avoided. Thus, in the case of rail-bound vehicles in the form of rail vehicles, for example, a safe Stellwerkbe ¬ operation, a train tracking and automatic Zug ¬ steering are required or desirable tasks of a corresponding system of control technology. This applies in particular to the case that is usually present in practice, that several track-bound vehicles are traveling at the same time on a route or in an area, for example in a station area. In addition, increasingly carried out, an automatic control of rail vehicles dahinge ¬ Given that operating actions of a vehicle driver to be partially or completely replaced with an automatic, computerized control of the respective vehicle.
In der Regel werden die Fahrzeuge einer Anlage des spurgebun¬ denen Verkehrs von einer zentralen Steuer-Einrichtung, d.h. etwa einem Rechner einer Leitstelle, gemäß einem Soll- Fahrplan gesteuert beziehungsweise geleitet. Während des Be¬ triebes können hierbei jedoch Verspätungen oder Störungen auftreten, die zu Konflikten zwischen den vorgesehenen Fahrrouten und Fahrzeiten verschiedener Fahrzeuge führen. Zur Erkennung sowie Lösung entsprechender Konflikte werden als Bestandteil des jeweiligen Leitsystems üblicherweise Dispositi¬ onssysteme verwendet, die in der Regel versuchen, den Fahrbe- trieb nach Möglichkeit unter Beibehaltung der geplanten Fahrrouten beizubehalten. Insbesondere beim Auftreten von Störungen, d.h. beispielsweise Tür- oder Signalstörungen, können hierbei Umplanungen oder Änderungen erforderlich werden, die häufig manuell durch einen Disponenten vorgenommen werden. Um eine aufgetretene Störung möglichst effizient zu regeln, ist hierbei ein schnelles und zielgerichtetes Handeln des jewei¬ ligen Disponenten notwenig, um trotz der erforderlichen Abweichungen vom Soll-Fahrplan eine bestmögliche Aufrechterhal¬ tung des Fahrbetriebes zu ermöglichen. Manuelle Umplanungen des Disponenten beziehen sich hierbei insbesondere auf eine Nutzung alternativer Fahrrouten. Unabhängig von der Art der Änderung des Soll-Fahrplans durch den Disponenten ist es nach erfolgter Disposition erforderlich, die entsprechenden Informationen sowohl streckenseitig als auch an die jeweiligen betroffenen spurgebundenen Fahrzeuge zu verteilen. In general, the vehicles of a plant of the spurgebun ¬ which traffic from a central control device, ie about a computer a control center, according to a desired schedule controlled or directed. During loading ¬ drive but delays or faults can occur here, leading to conflicts between the designated travel routes and times of various vehicles. To detect and solve related conflicts dispositi ¬ onssysteme be as part of the respective control system normally used, which usually try, the movement mode drove whenever possible while maintaining the planned driving routes. In particular, the occurrence of disturbances, ie, for example, door or signal interference, this redesign or changes may be required, which are often made manually by a dispatcher. To regulate a fault which occurred as efficiently as possible, a quick and targeted action of jewei ¬ time dispatchers here is necessary in order to enable the best possible Upright Sustainer ¬ tung driving operation despite the necessary deviations from the schedule. Manual rescheduling of the scheduler relate in particular to the use of alternative routes. Regardless of how the scheduler changes the schedule, it is necessary after disposition to distribute the relevant information on both the trackside and the relevant tracked vehicles concerned.
Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein besonders leistungsfähiges Verfahren zur automatischen Steue¬ rung einer Mehrzahl spurgebundener Fahrzeuge anzugeben. The present invention has for its object to provide a particularly efficient method for automatic Steue ¬ tion of a plurality of track-bound vehicles.
Diese Aufgabe wird gelöst durch ein Verfahren zur automati¬ schen Steuerung einer Mehrzahl spurgebundener Fahrzeuge, wobei von einer zentralen Steuer-Einrichtung unter Berücksichtigung eines Soll-Fahrplans sowie der Position der spurgebundenen Fahrzeuge ein geänderter Ist-Fahrplan erzeugt wird, auf Grundlage des geänderten Ist-Fahrplans an zumindest eines der spurgebundenen Fahrzeuge fahrzeugspezifische Fahrinformatio¬ nen übertragen werden, die einen nächsten Zielpunkt sowie eine zugehörige Fahrzeit umfassen, und seitens des zumindest einen der spurgebundenen Fahrzeuge anhand der empfangenen Fahrinformationen ein Fahrprofil ermittelt und für die Steue¬ rung des jeweiligen spurgebundenen Fahrzeugs verwendet wird. Gemäß dem erfindungsgemäßen Verfahren wird somit zunächst von einer zentralen Steuer-Einrichtung, bei der es sich beispielsweise um einen Rechner einer Leitstelle beziehungsweise Leitzentrale handeln kann, unter Berücksichtigung eines Soll-Fahrplans sowie der Position der spurgebundenen Fahrzeuge ein geänderter Ist-Fahrplan erzeugt. Eine entsprechende automatische, rechnergestützte Generierung des geänderten Ist-Fahrplans kann beispielsweise unter Verwendung des aus der veröffentlichten deutschen Patentanmeldung DE 10 2007 047 474 AI bekannten Verfahrens zur Fahrplangenerierung erfolgen. Wesentlich hierbei ist, dass die Erzeugung des geänderten Ist-Fahrplans in Echtzeit beziehungsweise online zum Zwecke der Fahrplandisposition während des laufenden Fahrbetriebes erfolgt. Vorzugsweise kann hierbei seitens der zentralen Steuer-Einrichtung die Fahrdynamik der jeweiligen spurgebundenen Fahrzeuge berücksichtigt werden. Des Weiteren ist es mittels eines digitalen Streckenatlasses weiterhin auch mög¬ lich, Eigenschaften der jeweiligen Strecke beziehungsweise Streckenabschnitte, d.h. beispielsweise Steigungen oder Kur- ven, bei der Erstellung beziehungsweise Erzeugung des geänderten Ist-Fahrplans zu berücksichtigen. This object with a changed actual schedule is generated by a central control device taking into account a desired schedule, as well as the position of the track-bound vehicles is achieved by a method for automatic ¬ rule control of a plurality of rail vehicles, on the basis of the revised actual Timetable on at least one of the track-bound vehicles vehicle-specific Fahrinformatio ¬ nen are transmitted, which include a next destination and an associated driving time, and determined by the at least one of the track-bound vehicles based on the received driving information, a driving profile and used for Steue ¬ tion of each track-bound vehicle becomes. In accordance with the method according to the invention, a modified actual timetable is thus initially generated by a central control device, which may be, for example, a computer of a control center or control center, taking into account a target timetable and the position of the track-bound vehicles. A corresponding automatic, computer-aided generation of the modified actual timetable can be carried out, for example, using the known from the published German patent application DE 10 2007 047 474 AI method for scheduling. It is essential here that the generation of the modified actual timetable takes place in real time or online for the purpose of timetable planning during the current driving operation. Preferably, the driving dynamics of the respective track-bound vehicles can be taken into account on the part of the central control device. Furthermore, it is by means of a digital still Streckenatlasses also mög ¬ Lich, characteristics of the respective path or route sections, ie ven example inclines or cure, to be considered in the creation or generation of the revised actual schedule.
Auf Grundlage des geänderten Ist-Fahrplans werden im nächsten Schritt des erfindungsgemäßen Verfahrens an zumindest eines der spurgebundenen Fahrzeuge fahrzeugspezifische Fahrinforma¬ tionen übertragen, die einen nächsten Zielpunkt sowie eine zugehörige Fahrzeit umfassen. Dabei werden entsprechende fahrzeugspezifische Fahrinformationen jeweils für alle dieje¬ nigen spurgebundenen Fahrzeuge übertragen, die von der zent- ralen Steuer-Einrichtung überwacht beziehungsweise gesteuert werden und für die sich aufgrund des geänderten Ist-Fahrplans Änderungen hinsichtlich des nächsten Zielpunkts beziehungsweise der zugehörigen Fahrzeit ergeben haben. In Abhängigkeit von der jeweiligen Situation kann dies somit lediglich für eines der spurgebundenen Fahrzeuge, für mehrere der spurge¬ bundenen Fahrzeuge oder auch für alle der spurgebundenen Fahrzeuge der Fall sein. On the basis of the revised actual schedule at least one of the track-bound vehicles are transfer vehicle-specific driving Informa ¬ functions that comprise a next target point and an associated driving time in the next step of the inventive method on. The appropriate vehicle-specific driving information in each case for all Dieje ¬ Nigen track-bound vehicles are transferred, which are monitored or controlled by the cen- eral control device and for which changes in the next target point or the associated travel time have resulted due to the changed actual schedule. Depending on the situation, this can only be done for one of the track-bound vehicles, be the case for several of the spurge ¬-bound vehicles or for all of the track-bound vehicles.
Seitens des zumindest einen der spurgebundenen Fahrzeuge wird im folgenden Verfahrensschritt anhand der empfangenen Fahrinformationen, d.h. unter Berücksichtigung des nächsten Zielpunktes sowie der zugehörigen Fahrzeit, ein Fahrprofil ermit¬ telt und in der Folge für die Steuerung des jeweiligen spurgebundenen Fahrzeugs verwendet. Dies bedeutet, dass die ei¬ gentliche Steuerung des jeweiligen spurgebundenen Fahrzeugs somit dezentral durch eine entsprechende Vorrichtung des je¬ weiligen Fahrzeugs selbst erfolgt. Unter Berücksichtigung des nächsten Zielpunktes, bei dem es sich beispielsweise um einen Bahnhof oder auch das Ende eines Gleis- beziehungsweise Stre¬ ckenabschnitts handeln kann, sowie der zugehörigen Fahrzeit, d.h. der Zeitdauer, die das spurgebundene Fahrzeug für die Strecke bis zum nächsten Zielpunkt benötigen soll, kann das jeweilige spurgebundene Fahrzeug selbst entscheiden, wie es die betreffenden Vorgaben einhält. Somit kann das jeweilige spurgebundene Fahrzeug sein Fahrprofil, d.h. insbesondere Ge¬ schwindigkeit und Beschleunigung zu einem gegebenen Zeitpunkt, selbst bestimmen. Dabei kann das jeweilige spurgebun¬ dene Fahrzeug vorteilhafterweise alle ihm vorliegenden Infor¬ mationen zu seinem Betriebszustand verwenden und folglich ein unter den jeweiligen Umständen besonders günstiges beziehungsweise bestmögliches Fahrprofil ermitteln. The part of the at least one of the track-bound vehicles, in the following step based on the received operation information, that is used in consideration of the next target point and the associated driving time, a driving profile and in ermit ¬ telt the sequence for the control of the respective track-bound vehicle. This means that the egg ¬ gentliche control of the respective track-bound vehicle thus is decentralized to a corresponding device of each ¬ weiligen vehicle itself. Taking into account the next target point, which may be, for example, a train station or the end of a track or stre ¬ ckenabschnitts, and the associated travel time, ie the time that the track-bound vehicle for the route to the next destination is needed , the respective tracked vehicle can decide for itself how it complies with the relevant specifications. Thus, the respective track-bound vehicle may be driving profile, ie in particular Ge ¬ speed and acceleration at a given time, determine itself. It can use to its operational state and thus determine a particularly favorable in the circumstances, or make the car profile each spurgebun ¬ dene vehicle advantageously all present him Infor ¬ mation.
Das erfindungsgemäße Verfahren ist vorteilhaft, da es auf¬ grund des Zusammenspiels zwischen der Erzeugung des geänderten Ist-Fahrplans durch die zentrale Steuer-Einrichtung und die nachfolgende Ermittlung des für das jeweilige spurgebun¬ dene Fahrzeug geltenden Fahrprofils durch das Fahrzeug selbst besonders leistungsfähig ist. Dies gilt einerseits im Hin- blick darauf, dass durch die Erzeugung des geänderten Ist- Fahrplans durch die zentrale Steuer-Einrichtung Belegungskonflikte vermieden beziehungsweise automatisch gelöst und damit auch bezogen auf ein Streckennetz beziehungsweise einen Streckenabschnitt eine Maximierung des Durchsatzes erzielt werden kann. Darüber hinaus werden seitens der zentralen Steuer- Einrichtung vorteilhafterweise nur die Vorgaben in Form der Fahrinformationen an das jeweilige spurgebundene Fahrzeug übertragen, die im Sinne einer Koordinierung der unterschiedlichen spurgebundenen Fahrzeuge tatsächlich notwendig sind. Durch eine Umsetzung der fahrzeugspezifischen Fahrinformationen in dem jeweiligen Fahrzeug durch Ermittlung des jeweiligen Fahrprofils wird vorteilhafterweise die eigentliche auto¬ matische Steuerung des jeweiligen spurgebundenen Fahrzeugs auf dem jeweiligen Fahrzeug selbst durchgeführt. Dabei ergibt sich durch die Verwendung des ermittelten Fahrprofils für die automatische Steuerung des jeweiligen spurgebundenen Fahrzeugs die Möglichkeit einer Personalreduzierung, da bei¬ spielsweise ein Fahrzeugführer in Abhängigkeit von den jewei¬ ligen sonstigen Gegebenheiten nicht oder zumindest nicht zwingend erforderlich ist. The inventive method is advantageous because it is particularly efficient to ¬ reason of the interaction between the generation of the revised actual schedule by the central control device and the subsequent determination of the prevailing for the spurgebun ¬ dene vehicle driving profile by the vehicle itself. This applies on the one hand to the Look at the fact that by the generation of the modified actual timetable by the central control device occupancy conflicts can be avoided or automatically resolved and thus also based on a route network or a section of the route maximizing the throughput can be achieved. Moreover, on the part of the central control device, only the specifications in the form of the driving information are advantageously transmitted to the respective track-bound vehicle, which are actually necessary in the sense of coordinating the different track-bound vehicles. By implementing the vehicle-specific driving information in the respective vehicle by determining the respective driving profile, the actual auto ¬ matic control of the respective track-bound vehicle is advantageously carried out on the respective vehicle itself. This results from the use of the determined driving profile for the automatic control of the respective track-bound vehicle, the possibility of a reduction in personnel, as in ¬ example, a driver depending on the jewei ¬ other circumstances is not or at least not absolutely necessary.
Vorzugsweise kann das erfindungsgemäße Verfahren auch derart ausgestaltet sein, dass der geänderte Ist-Fahrplan durch Änderungen von Fahrzeiten, Fahrrouten und/oder Fahrreihenfolgen zumindest eines Teils der spurgebundenen Fahrzeuge erzeugt wird. Dies ist vorteilhaft, da es sich bei den genannten Grö¬ ßen um solche handelt, die im Rahmen der Disposition einer Mehrzahl spurgebundener Fahrzeuge üblicherweise dazu verwendet werden können, um Änderungen eines Soll-Fahrplans im Hinblick auf die jeweilige konkrete Situation vorzunehmen. Preferably, the inventive method can also be configured such that the modified actual timetable is generated by changes in travel times, driving routes and / or driving sequences of at least a portion of the track-bound vehicles. This is advantageous because it is in the aforementioned large ¬ SEN those which can be used in the disposition of a plurality of rail vehicles are usually to to make changes a target timetable with regard to the respective concrete situation.
Gemäß einer weiteren besonders bevorzugten Ausgestaltung ist das erfindungsgemäße Verfahren derart weitergebildet, dass der geänderte Ist-Fahrplan von der zentralen Steuer-Einrichtung unter weiterer Berücksichtigung zumindest einer vorliegenden Störungsmeldung erzeugt wird. Vorteilhafterweise können somit vorliegende Störungsmeldungen, d.h. beispielsweise Informationen zu Tür-, Signal- oder Weichenstörungen, bei der Erzeugung des geänderten Ist-Fahrplans berücksichtigt werden. Dies bedeutet somit, dass vorzugsweise insbesondere solche Ereignisse, die eine Änderung des Soll-Fahrplans über¬ haupt erst erforderlich machen, bei der Erzeugung beziehungsweise Ermittlung des geänderten Ist-Fahrplans berücksichtigt werden. An dieser Stelle sei darauf hingewiesen, dass neben einer entsprechenden ereignisbasierten Erzeugung eines geänderten Ist-Fahrplans, d.h. beispielsweise ausgelöst durch ei¬ ne entsprechende Störungsmeldung, auch eine periodische be¬ ziehungsweise zyklische Erzeugung des geänderten Ist-Fahrplans unter Berücksichtigung der jeweiligen aktuellen Position der spurgebundenen Fahrzeuge möglich ist. So ist es beispielsweise denkbar, dass eine entsprechende Generierung ei¬ nes geänderten Ist-Fahrplans in regelmäßigen zeitlichen Abständen sowie darüber hinaus zusätzlich ereignisbasiert, d.h. ausgelöst durch auftretende Ereignisse, insbesondere in Form von Störungen, erfolgt. According to a further particularly preferred embodiment, the inventive method is developed such that the modified actual timetable is generated by the central control device with further consideration of at least one existing fault message. Advantageously, thus existing fault messages, ie, for example, information on door, signal or turnouts, be considered in the generation of the modified actual timetable. Thus, this means that preferably in particular, are taken into account in the generation or determination of the changed actual schedule those events that require a change of the target schedule over ¬ the first place required. It should be noted that in addition to a corresponding event-based generation of an amended actual timetable, ie, for example, triggered by ei ¬ ne corresponding fault message, a periodic be ¬ or cyclic generation of the modified actual timetable taking into account the respective current position of the track-bound Vehicles is possible. Thus, it is conceivable that a corresponding generation ei ¬ nes amended actual schedule at regular intervals and an additional event-based moreover, that is triggered by events that occur, in particular in the form of interference occurs.
Vorzugsweise kann das erfindungsgemäße Verfahren auch derart weitergebildet sein, dass das Fahrprofil seitens des zumin¬ dest einen der spurgebundenen Fahrzeuge unter Berücksichtigung der empfangenen Fahrinformationen im Hinblick auf den zum Erreichen des nächsten Zielpunktes erforderlichen Energiebedarf optimiert wird. Dies ist vorteilhaft, da hierdurch eine Minimierung des Energieverbrauchs des jeweiligen spurge¬ bundenen Fahrzeugs bei unveränderter Einhaltung der mit den fahrzeugspezifischen Fahrinformationen übermittelten Vorgaben in Form des nächsten Zielpunktes sowie der dazugehörigen Fahrzeit erreicht werden kann. Auch hier bietet sich der Vor- teil, dass eine entsprechende Optimierung im Hinblick auf ei¬ ne Minimierung des erforderlichen Energiebedarfs in der Regel am besten von dem jeweiligen spurgebundenen Fahrzeug selbst vorgenommen werden kann. Folglich stellt sich auch diesbezüglich die dezentrale, fahrzeugseitige Ermittlung der Fahrpro¬ file der spurgebundenen Fahrzeuge als vorteilhaft dar. Preferably, the inventive method can also be further developed such that the drive profile on the part of one of the track-bound vehicles is optimized taking into account the received operation information in relation to the required to reach the next target point energy demand at least ¬. This is advantageous since a minimization of the energy consumption of each spurge ¬-bound vehicle with an unchanged adherence to the transmitted to the vehicle-specific driving information requirements in the form of the next target point and the associated travel time can be achieved. Again, the pros- Part that a corresponding optimization with regard to ei ¬ ne minimization of the required energy requirements usually best of the respective track-bound vehicle itself can be made. Consequently, also in this regard decentralized, on-board determination of Fahrpro ¬ file of the track-bound vehicles are advantageous.
Gemäß einer weiteren besonders bevorzugten Aus führungs form des erfindungsgemäßen Verfahrens wird das Fahrprofil seitens des zumindest einen der spurgebundenen Fahrzeuge unter Berücksichtigung der Fahrdynamik des jeweiligen spurgebundenen Fahrzeugs und/oder eines digitalen Streckenatlasses ermit¬ telt. Dies ist vorteilhaft, da somit seitens des jeweiligen spurgebundenen Fahrzeugs sowohl Informationen hinsichtlich des zu befahrenden Streckenabschnitts als auch hinsichtlich der eigenen Fahrdynamik, d.h. beispielsweise der Beschleunigungsfähigkeit der maximalen Geschwindigkeit oder auch der Beladung, bei der Ermittlung des Fahrprofils berücksichtigt werden können. Hierdurch wird sichergestellt, dass das ermit¬ telte Fahrprofil den jeweiligen Gegebenheiten der Strecke sowie des spurgebundenen Fahrzeugs bestmöglich Rechnung trägt. According to another particularly preferred disclosed embodiment of the method according to the invention the drive profile on the part of at least one of the track-bound vehicles, taking into account the dynamics of the respective track-bound vehicle and / or a digital Streckenatlasses ermit ¬ telt is. This is advantageous since both the information relating to the section to be traveled and the driver's own driving dynamics, ie, for example, the acceleration capability of the maximum speed or the load, can be taken into account in determining the driving profile on the part of the respective track-bound vehicle. This ensures that the ermit ¬ Telte driving profile bears as possible to the respective conditions of the track and the track-bound vehicle bill.
Vorzugsweise kann das erfindungsgemäße Verfahren auch derart ausgeprägt sein, dass die fahrzeugspezifischen Fahrinformati¬ onen funkbasiert an das zumindest eine der spurgebundenen Fahrzeuge übertragen werden. Eine funkbasierte Übertragung der fahrzeugspezifischen Fahrinformationen an das zumindest eine der spurgebundenen Fahrzeuge bietet den Vorteil, dass eine solche Funkübertragung üblicherweise besonders robust, zuverlässig und flexibel ist. Unabhängig hiervon ist es grundsätzlich jedoch auch möglich, die fahrzeugspezifischen Fahrinformationen mittels anderer, für sich bekannter Übertragungsverfahren, d.h. beispielsweise mittels an oder in der Strecke vorgesehener Übertragungs-Einrichtungen, an das jeweilige spurgebundene Fahrzeug zu übertragen. Preferably, the inventive method may also be such a serious nature that the vehicle-specific Fahrinformati ¬ ones radio is based on the one of the track-bound vehicles are transmitted at least. A radio-based transmission of the vehicle-specific driving information to the at least one of the track-bound vehicles offers the advantage that such a radio transmission is usually particularly robust, reliable and flexible. Regardless of this, it is also possible in principle, the vehicle-specific driving information by means of other, known per se transmission method, ie for example by means of or in the Route provided transmission facilities to transmit to the respective track-bound vehicle.
Gemäß einer weiteren besonders bevorzugten Weiterbildung des erfindungsgemäßen Verfahrens werden die fahrzeugspezifischen Fahrinformationen unter Verwendung eines Übertragungskanals eines Zugsicherungssystems an das zumindest eine der spurge¬ bundenen Fahrzeuge übertragen. Dies ist vorteilhaft, da zum Zwecke der Zugsicherung beziehungsweise Zugbeeinflussung üblicherweise bereits entsprechende Übertragungskanäle zwischen der zentralen Steuer-Einrichtung sowie den jeweiligen spurgebundenen Fahrzeugen zur Verfügung stehen. Diese können vorteilhafterweise zusätzlich auch dafür genutzt werden, die Fahrinformationen an das jeweilige spurgebundene Fahrzeug zu übertragen und es diesem somit zu ermöglichen, das Fahrprofil zu ermitteln und in der Folge für die automatische Steuerung des jeweiligen spurgebundenen Fahrzeugs zu verwenden. According to another particularly preferred embodiment of the method according to the invention, the vehicle-specific driving information is transmitted at least one of spurge ¬-bound vehicles using a transmission channel of a train protection system to the. This is advantageous since, for the purpose of train control or train control, corresponding transmission channels are usually already available between the central control device and the respective track-bound vehicles. These can advantageously also be used to transmit the driving information to the respective track-bound vehicle and thus enable it to determine the driving profile and to use it in the sequence for the automatic control of the respective track-bound vehicle.
Vorzugsweise kann das erfindungsgemäße Verfahren auch derart weitergebildet sein, dass die fahrzeugspezifischen Fahrinformationen unter Verwendung eines Übertragungskanals des euro¬ päischen Zugsicherungssystems ETCS (European Train Control System) an das zumindest eine der spurgebundenen Fahrzeuge übertragen werden. Die Verwendung eines Übertragungskanals des europäischen Zugsicherungssystems ETCS zur Übertragung der fahrzeugspezifischen Fahrinformationen an das zumindest eine der spurgebundenen Fahrzeuge ist vorteilhaft, da es sich bei ETCS um ein leistungsfähiges Zugsicherungssystem handelt, das im zunehmenden Maße bestehende nationale Zugsicherungs¬ systeme ablöst. Preferably, the inventive method may also be such further developed in that the vehicle-specific driving information (European Train Control System) using a transmission channel of the Euro pean ¬ ETCS to the one of the track-bound vehicles are transmitted at least. The use of a transmission channel of the European ETCS for transmitting the vehicle-specific driving information to the at least one of the track-bound vehicles is advantageous, since it is a powerful train protection system is at ETCS, which replaces existing national train protection ¬ systems to an increasing extent.
Grundsätzlich kann die Ermittlung des Fahrprofils seitens des zumindest einen der spurgebundenen Fahrzeuge von einer belie- bigen Komponente des betreffenden Fahrzeugs vorgenommen werden . In principle, the determination of the driving profile on the part of the at least one of the rail-bound vehicles can be performed by any one of component of the vehicle in question.
Gemäß einer weiteren besonders bevorzugten Aus führungs form des erfindungsgemäßen Verfahrens wird das Fahrprofil seitens des zumindest einen der spurgebundenen Fahrzeuge von einer Steuer-Vorrichtung eines Systems zum automatisierten Fahrbetrieb ermittelt. Dies bietet den Vorteil, dass entsprechende Systeme zum automatisierten Fahrbetrieb, die auch als ATO (Automatic Train Operation) -Systeme bezeichnet werden, häufig bereits auf spurgebundenen Fahrzeugen zur automatischen Steuerung derselben eingesetzt werden. Vorteilhafterweise kann somit eine entsprechende Steuer-Vorrichtung eines ATO-Systems im Rahmen des erfindungsgemäßen Verfahrens zur Ermittlung des Fahrprofils anhand der empfangenen Fahrinformationen sowie nachfolgend zur Steuerung des jeweiligen spurgebundenen Fahrzeugs gemäß dem ermittelten Fahrprofil verwendet werden. According to another particularly preferred embodiment of the method according to the invention, the driving profile on the part of the at least one of the track-bound vehicles is determined by a control device of a system for automated driving operation. This offers the advantage that corresponding automated driving systems, also referred to as ATO (Automatic Train Operation) systems, are often already used on track-bound vehicles for automatic control thereof. Advantageously, therefore, a corresponding control device of an ATO system in the context of the method according to the invention for determining the driving profile based on the received driving information and subsequently used to control the respective track-bound vehicle according to the determined driving profile.
Im Folgenden wird die Erfindung anhand eines Ausführungsbei¬ spiels näher erläutert. Hierzu zeigt die In the following the invention on the basis of an exemplary embodiment is explained in detail. This shows the
Figur zur Erläuterung eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens eine schematische Skizze einer Anlage des spurgebundenen Verkehrs . Figure for explaining an embodiment of the method according to the invention is a schematic sketch of a system of track-bound traffic.
In der Figur ist eine zentrale Steuer-Einrichtung 10 einer Anlage des spurgebundenen Verkehrs erkennbar. Dabei sei ange¬ nommen, dass es sich bei der zentralen Steuer-Einrichtung 10 um einen Steuerrechner eines Stellwerks beziehungsweise einer Leitzentrale 20 handelt. Im Rahmen des beschriebenen Ausführungsbeispiels dient die Leitzentrale 20 zur Sicherung sowie automatischen Steuerung einer Mehrzahl spurgebundener Fahr- zeuge in Form von ein Streckennetz befahrenden Schienenfahrzeugen . In the figure, a central control device 10 of a system of track-bound traffic can be seen. Here, it should be ¬ accepted that there is a control computer of a signal box or a control center 20 in the central control device 10th In the context of the exemplary embodiment described, the control center 20 serves to secure and automatically control a plurality of lane-bound vehicles. witnesses in the form of rail vehicles traveling on a route network.
Die Leitzentrale 20 ist über eine erste Kommunikationsverbin¬ dung 30 an eine Funkstreckenzentrale 40 angebunden. Bei einer entsprechenden Funkstreckenzentrale 40 kann es sich bei¬ spielsweise um ein so genanntes RBC (Radio Block Center) han¬ deln, das im Rahmen des Zugsicherungssystems ETCS Level 2 für die Übertragung von solchen Informationen, die für die sichere Fahrt in einem bestimmten Streckenbereich erforderlich sind, verwendet wird. Über eine zweite Kommunikationsverbin¬ dung 50 ist die Funkstreckenzentrale 40 über ein Kommunikati¬ onsnetzwerk 60, bei dem es sich um das digitale Bahnmobil¬ funksystem GSM-R (Global System for Mobile Communication - Railways) handeln kann, an eine streckenseitige Sende-/Emp- fangs-Einrichtung 70 angebunden. Mittels der streckenseitigen Sende-/Empfangs-Einrichtung 70 ist es über eine Funkverbindung 80 möglich, zwischen der Strecke, d.h. letztlich zwischen der Leitzentrale 20 beziehungsweise der zentralen Steu¬ er-Einrichtung 10, und einem spurgebundenen Fahrzeug 100 Informationen beziehungsweise Daten auszutauschen. Hierzu verfügt das spurgebundene Fahrzeug 100 über eine Funkantenne 110 sowie eine an die Funkantenne 110 angebundene Steuer-Vor¬ richtung 120. The control center 20 is connected via a first Kommunikationsverbin ¬ tion 30 to a radio control center 40. With an appropriate radio link center 40 can be at ¬ play as a so-called RBC (Radio Block Center) han ¬ spindles in the framework of the ETCS Level 2 for the transmission of such information required for safe driving in a certain distance range are used. Via a second Kommunikationsverbin ¬ extension 50 is the spark gap center 40 (Global System for Mobile Communications - Railways) via a Kommunikati ¬ onsnetzwerk 60, wherein it is the digital track mobile ¬ radio system GSM-R can act, to a trackside transmission / Emp - Fangs device 70 connected. By means of the track-side transmitting / receiving means 70, it is possible via a wireless connection 80 between the line, that is ultimately between the control center 20 and it means ¬ the central STEU 10, and a track-bound vehicle to exchange 100 information or data. For this purpose, the track-bound vehicle 100 has a radio antenna 110 and a control device 120 connected to the radio antenna 110.
In entsprechender Weise steht die zentrale Steuer-Einrichtung 10 gleichzeitig auch mit weiteren spurgebundenen Fahrzeugen kommunikationstechnisch in Verbindung, die in der Figur aus Gründen der Übersichtlichkeit nicht dargestellt sind. Correspondingly, the central control device 10 is also communicatively connected to other track-bound vehicles in communication, which are not shown in the figure for reasons of clarity.
Im Rahmen des beschriebenen Ausführungsbeispiels des erfindungsgemäßen Verfahrens erfolgt nun derart eine automatische Steuerung einer Mehrzahl spurgebundener Fahrzeuge, dass von der zentralen Steuer-Einrichtung 10 unter Berücksichtung ei- nes Soll-Fahrplans sowie der Position der spurgebundenen Fahrzeuge 100 ein geänderter Ist-Fahrplan erzeugt wird. Dabei kann eine entsprechende Änderung des Soll-Fahrplans bei¬ spielsweise aufgrund von Verspätungen oder Störungen erforderlich werden. Die Erzeugung des geänderten Ist-Fahrplans erfolgt vorzugsweise durch Änderungen von Fahrzeiten, Fahrrouten und/oder Fahrreihenfolgen zumindest eines Teils der spurgebundenen Fahrzeuge 100, die von der zentralen Steuer- Einrichtung 10 überwacht beziehungsweise gesteuert werden. Darüber hinaus werden bei der Erzeugung beziehungsweise Gene¬ rierung des geänderten Ist-Fahrplans, die beispielsweise ge¬ mäß dem aus der DE 10 2007 047 474 AI bekannten Verfahren erfolgen kann, von der zentralen Steuer-Einrichtung 10 gegebenenfalls vorliegende Störungsmeldungen berücksichtigt. In the context of the described exemplary embodiment of the method according to the invention, an automatic control of a plurality of track-bound vehicles takes place in such a way that from the central control device 10 taking into account a A target timetable and the position of the track-bound vehicles 100 a modified actual timetable is generated. In this case, a corresponding change of the target schedule at ¬ can play, be required due to delays or disturbances. The generation of the modified actual timetable is preferably carried out by changes of travel times, driving routes and / or driving sequences of at least part of the track-bound vehicles 100, which are monitored or controlled by the central control device 10. In addition, in the production or gene ¬ ration of the modified actual timetable, which can take place, for example ge ¬ according to the method known from DE 10 2007 047 474 AI, from the central control device 10, if appropriate, present fault messages are taken into account.
Auf Grundlage des erzeugten geänderten Ist-Fahrplans werden von der zentralen Steuer-Einrichtung 10 über die erste Kommunikationsverbindung 30, die Funkstreckenzentrale 40, die zweite Kommunikationsverbindung 50, das Kommunikationsnetzwerk 60 sowie die streckenseitige Sende-/Empfangs-Einrichtung 70 funkbasiert fahrzeugspezifische Fahrinformationen an das spurgebundene Fahrzeug 100 übertragen. Die fahrzeugspezifischen Fahrinformationen umfassen einen nächsten Zielpunkt sowie eine zugehörige Fahrzeit, d.h. dahingehend eine Vorgabe für das spurgebundene Fahrzeug 100, dass diesem von der zent¬ ralen Steuer-Einrichtung 10 mitgeteilt wird, wann es welchen nächsten Zielpunkt zu erreichen hat. Neben den genannten Angaben können die fahrzeugspezifischen Fahrinformationen darüber hinaus grundsätzlich auch weitere Angaben, wie beispielsweise die jeweilige Zugnummer, umfassen. Based on the generated modified actual timetable, the central control device 10 radio-based vehicle-specific driving information to the track-bound via the first communication link 30, the radio control center 40, the second communication link 50, the communication network 60 and the trackside transmitting / receiving device 70 radio-based Transfer vehicle 100. The vehicle-specific driving information comprises a next target point and an associated travel time, ie the effect a specification for the track-bound vehicle 100 that this is communicated by the central ¬ eral control device 10 when it has reached where the next target point. In addition to the above information, the vehicle-specific driving information in addition, in principle, also include other information, such as the respective train number.
In entsprechender Weise werden auch an die übrigen spurgebundenen Fahrzeuge, die von der zentralen Steuer-Einrichtung 10 überwacht werden und von den Änderungen des Ist-Fahrplans ge- genüber dem Soll-Fahrplan betroffen sind, für das jeweilige spurgebundene Fahrzeug spezifische Fahrinformationen an das jeweilige Fahrzeug übertragen werden. Similarly, the other track-bound vehicles monitored by the central control facility 10 and the changes in the actual timetable are also are affected over the target timetable, are transmitted for the respective track-bound vehicle specific driving information to the respective vehicle.
Seitens des spurgebundenen Fahrzeugs 100 werden die mittels eines entsprechenden Funksignals beziehungsweise Datentele¬ gramms übertragenen Fahrinformationen von der Funkantenne 110 an die Steuer-Vorrichtung 120 weitergegeben. Diese ermittelt anhand der empfangenen Fahrinformationen ein Fahrprofil, welches nachfolgend seitens der Steuer-Vorrichtung 120 für die Steuerung des spurgebundenen Fahrzeugs 100 verwendet wird. Vorteilhafterweise erfolgt die Ermittlung des Fahrprofils durch die Steuer-Vorrichtung 120 des spurgebundenen Fahrzeugs 100 hierbei unter Berücksichtigung der Fahrdynamik des spurgebundenen Fahrzeugs 100 sowie eines digitalen Streckenatlas¬ ses. Darüber hinaus findet bei der Ermittlung des Fahrprofils vorteilhafterweise dahingehend eine Optimierung statt, dass die Steuer-Vorrichtung 120 das Fahrprofil derart ermittelt, dass zur pünktlichen Erreichung des nächsten Zielpunktes, d.h. unter Einhaltung der mit den Fahrinformationen empfangenen Fahrzeit, ein möglichst geringer Energiebedarf erforderlich ist. Dies bietet den Vorteil, dass bei unveränderter Pünktlichkeit des spurgebundenen Fahrzeugs 100 eine Reduzie¬ rung beziehungsweise Minimierung des Energieverbrauchs des spurgebundenen Fahrzeugs 100 erzielt werden kann. The part of the track-bound vehicle 100 transmitted by a corresponding radio signal or data message ¬ program driving information from the radio antenna 110 to the control device 120 will be passed. This determines based on the received driving information, a driving profile, which is subsequently used by the control device 120 for the control of the track-bound vehicle 100. Advantageously, the determination of the driving profile by the control device 120 of the track-bound vehicle 100 takes place in this case taking into account the driving dynamics of the track-bound vehicle 100 and a digital Streckenatlas ¬ ses. In addition, when determining the driving profile, there is advantageously an optimization in that the control device 120 determines the driving profile in such a way that the punctual attainment of the next target point, ie while maintaining the travel time received with the driving information, requires as little energy as possible. This offers the advantage that with an unchanged punctuality of the track-bound vehicle 100 a Reduzie ¬ tion or minimization of the energy consumption of the track-bound vehicle 100 can be obtained.
Entsprechend der Darstellung der Figur können die fahrzeugspezifischen Fahrinformationen unter Verwendung eines Übertragungskanals des europäischen Zugsicherungssystems ETCS an das spurgebundene Fahrzeug 100 übertragen werden. Alternativ hierzu kann hierfür jedoch auch ein beliebiges anderes, für sich bekanntes, ausreichend leistungsfähiges Zugsicherungs¬ system verwendet werden. Bei der Steuer-Vorrichtung 120 handelt es sich vorteilhafterweise um eine Komponente eines Systems zum automatisierten Fahrbetrieb (Automatic Train Operation, ATO) , da hierdurch auf besonders einfache Art und Weise eine unmittelbare auto¬ matische Steuerung des spurgebundenen Fahrzeugs 100 ermög¬ licht wird. As shown in the figure, the vehicle-specific driving information can be transmitted to the track-bound vehicle 100 using a transmission channel of the European Train Control System ETCS. Alternatively, however, any other, known per se, sufficiently powerful Zugsicherungs ¬ system can be used for this purpose. In the control device 120 is advantageously a component of a system for automated operation (Automatic Train Operation ATO), as this in a particularly simple manner, a direct auto ¬ matic control of the track-bound vehicle 100 made will ¬ light.
Es sei darauf hingewiesen, dass das beschriebene Verfahren zur automatischen Steuerung der Mehrzahl der spurgebundenen Fahrzeuge vorzugsweise in Echtzeit abläuft. Dies gilt sowohl hinsichtlich der Erzeugung des geänderten Ist-Fahrplans durch die zentrale Steuer-Einrichtung als auch hinsichtlich der Übertragung der fahrzeugspezifischen Fahrinformationen an das jeweilige spurgebundene Fahrzeug sowie die nachfolgende Er¬ mittlung des Fahrprofils seitens des jeweiligen spurgebunde¬ nen Fahrzeugs. Hierdurch wird eine unmittelbare und zeitnahe Reaktion auf mögliche Störungen und Verzögerungen gewährleistet . It should be noted that the described method for automatic control of the plurality of track-bound vehicles preferably proceeds in real time. This applies both to the generation of the revised actual schedule by the central control device and in terms of the transmission of vehicle-specific driving information to the respective track-bound vehicle and the subsequent He ¬ averaging of the driving profile by the respective spurgebunde ¬ NEN vehicle. This ensures an immediate and timely response to possible disruptions and delays.
Entsprechend den vorstehenden Ausführungen zeichnet sich das beschriebene Verfahren dadurch aus, dass durch eine besonders zweckmäßige Aufteilung von Funktionalität auf die zentrale Steuer-Einrichtung sowie das jeweilige spurgebundene Fahrzeug eine besonders leistungsfähige automatische Steuerung des je¬ weiligen spurgebundenen Fahrzeugs erzielt wird. Neben Vortei¬ len im Hinblick auf die Disposition, d.h. hinsichtlich der Vermeidung von Belegungskonflikten, der Maximierung des In accordance with the foregoing, the described method in that a particularly efficient control of the automatic per ¬ weiligen track-bound vehicle is achieved by a particularly convenient division of functionality to the central control device and the respective track-bound vehicle is characterized. Besides ADVANTAGES ¬ len with regard to the disposition, ie with regard to the prevention of conflicts occupancy, maximize the
Durchsatzes, der Minimierung von Verspätungen sowie der Minimierung der dispositiven Reaktionszeiten, ergeben sich hierbei weiterhin insbesondere auch Vorteile im Hinblick auf mög¬ liche Energieeinsparungen. Darüber hinaus können unter Umständen auch Einsparungen im Hinblick auf die erforderlichen Ressourcen, d.h. die Anzahl der benötigten Fahrzeuge sowie des benötigten Personals, erzielt werden. Throughput, the minimization of delays and the minimization of the dispositive response times, this results in particular further advantages in terms of ¬ possible energy savings. In addition, savings may also be made in terms of required resources, ie the number of vehicles needed and the number of personnel required.

Claims

Patentansprüche claims
1. Verfahren zur automatischen Steuerung einer Mehrzahl spurgebundener Fahrzeuge (100), wobei A method of automatically controlling a plurality of lane bound vehicles (100), wherein
- von einer zentralen Steuer-Einrichtung (10) unter Berücksichtigung eines Soll-Fahrplans sowie der Position der spurgebundenen Fahrzeuge (100) ein geänderter Ist-Fahrplan erzeugt wird,  a modified actual timetable is generated by a central control device (10) taking into account a target timetable and the position of the tracked vehicles (100),
- auf Grundlage des geänderten Ist-Fahrplans an zumindest eines der spurgebundenen Fahrzeuge (100) fahrzeugspezifische Fahrinformationen übertragen werden, die einen nächsten Zielpunkt sowie eine zugehörige Fahrzeit umfassen, und on the basis of the changed actual timetable, vehicle-specific driving information is transmitted to at least one of the track-bound vehicles (100), comprising a next destination point and an associated travel time, and
- seitens des zumindest einen der spurgebundenen Fahrzeuge (100) anhand der empfangenen Fahrinformationen ein Fahrprofil ermittelt und für die Steuerung des jeweiligen spurgebundenen Fahrzeugs (100) verwendet wird. - Determined by the at least one of the track-bound vehicles (100) based on the received driving information, a driving profile and used for the control of the respective track-bound vehicle (100).
2. Verfahren nach Anspruch 1, 2. The method according to claim 1,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
der geänderte Ist-Fahrplan durch Änderungen von Fahrzeiten, Fahrrouten und/oder Fahrreihenfolgen zumindest eines Teils der spurgebundenen Fahrzeuge (100) erzeugt wird. the modified actual timetable is generated by changes in travel times, driving routes and / or driving sequences of at least part of the track-bound vehicles (100).
3. Verfahren nach Anspruch 1 oder 2, 3. The method according to claim 1 or 2,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
der geänderte Ist-Fahrplan von der zentralen Steuer- Einrichtung (10) unter weiterer Berücksichtigung zumindest einer vorliegenden Störungsmeldung erzeugt wird. the modified actual timetable is generated by the central control device (10) with further consideration of at least one existing fault message.
4. Verfahren nach einem der vorangehenden Ansprüche, 4. The method according to any one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
das Fahrprofil seitens des zumindest einen der spurgebundenen Fahrzeuge (100) unter Berücksichtigung der empfangenen Fahr- Informationen im Hinblick auf den zum Erreichen des nächsten Zielpunktes erforderlichen Energiebedarf optimiert wird. the driving profile on the part of the at least one of the track-bound vehicles (100) taking into account the received driving Information is optimized in terms of the energy required to reach the next target point.
5. Verfahren nach einem der vorangehenden Ansprüche, 5. The method according to any one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
das Fahrprofil seitens des zumindest einen der spurgebundenen Fahrzeuge (100) unter Berücksichtigung der Fahrdynamik des jeweiligen spurgebundenen Fahrzeugs (100) und/oder eines digitalen Streckenatlasses ermittelt wird. the driving profile is determined on the part of the at least one of the track-bound vehicles (100), taking into account the driving dynamics of the respective track-bound vehicle (100) and / or a digital route offense.
6. Verfahren nach einem der vorangehenden Ansprüche, 6. The method according to any one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die fahrzeugspezifischen Fahrinformationen funkbasiert an das zumindest eine der spurgebundenen Fahrzeuge (100) übertragen werden . the vehicle-specific driving information is radio-based transmitted to the at least one of the track-bound vehicles (100).
7. Verfahren nach einem der vorangehenden Ansprüche, 7. The method according to any one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die fahrzeugspezifischen Fahrinformationen unter Verwendung eines Übertragungskanals eines Zugsicherungssystems an das zumindest eine der spurgebundenen Fahrzeuge (100) übertragen werden . the vehicle-specific driving information is transmitted to the at least one of the rail-bound vehicles (100) using a transmission channel of a train protection system.
8. Verfahren nach Anspruch 7, 8. The method according to claim 7,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die fahrzeugspezifischen Fahrinformationen unter Verwendung eines Übertragungskanals des europäischen Zugsicherungssys¬ tems ETCS (European Train Control System) an das zumindest eine der spurgebundenen Fahrzeuge (100) übertragen werden. the vehicle-specific driving information using a transmission channel of the European Zugsicherungssys ¬ tems ETCS (European Train Control System) are transmitted to the at least one of the track-bound vehicles (100).
9. Verfahren nach einem der vorangehenden Ansprüche, 9. The method according to any one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass das Fahrprofil seitens des zumindest einen der spurgebundenen Fahrzeuge (100) von einer Steuer-Vorrichtung (120) eines Systems zum automatisierten Fahrbetrieb ermittelt wird. characterized in that the driving profile is determined by the at least one of the track-bound vehicles (100) from a control device (120) of an automated driving system.
EP11757254.5A 2010-09-20 2011-09-08 Method for controlling automatically a multitude of railbound vehicles Revoked EP2619067B1 (en)

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DE102010041078A DE102010041078A1 (en) 2010-09-20 2010-09-20 Method for automatically controlling a plurality of track-bound vehicles
PCT/EP2011/065526 WO2012038262A2 (en) 2010-09-20 2011-09-08 Method for automatically controlling a plurality of track-bound vehicles

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DE102015217596A1 (en) * 2015-09-15 2017-03-16 Siemens Aktiengesellschaft Communication device and method for the automated exchange of messages in a railway installation
CN109131447B (en) * 2018-08-21 2020-04-07 电子科技大学 Magnetic-levitation train positioning method based on double-loop communication network
CN112709099A (en) * 2019-10-25 2021-04-27 苏振扬 Novel rail transit system
EP4082869A1 (en) * 2021-04-28 2022-11-02 Siemens Mobility GmbH Method for controlling rail traffic of a plurality of railway vehicles
CN113212503B (en) * 2021-05-11 2023-03-10 卡斯柯信号(成都)有限公司 Detection method for rail transit vehicle shunting plan conflict

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ES2763910T3 (en) 2020-06-01
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WO2012038262A2 (en) 2012-03-29

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