EP2619067A2 - Procédé pour commander automatiquement une pluralité de véhicules guidés - Google Patents

Procédé pour commander automatiquement une pluralité de véhicules guidés

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)
English (en)
Other versions
EP2619067B1 (fr
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
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=44651735&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2619067(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2619067A2 publication Critical patent/EP2619067A2/fr
Application granted granted Critical
Publication of EP2619067B1 publication Critical patent/EP2619067B1/fr
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

L'invention concerne un procédé particulièrement efficace pour commander automatiquement une pluralité de véhicules guidés (100), procédé selon lequel un horaire actuel modifié est généré par un poste central de commande (10) avec prise en considération d'un horaire de consigne et de la position du véhicule guidé (100); sur la base de l'horaire réel modifié, des informations de marche spécifiques du véhicule, comprenant une prochaine destination et une durée de parcours associée, sont transmises à au moins un des véhicules guidés (100); et, du côté dudit au moins un des véhicules guidés (100), un profil de marche est déterminé sur la base des informations de marche reçues et utilisé pour la commande du véhicule guidé (100) respectif.
EP11757254.5A 2010-09-20 2011-09-08 Procédé pour commander automatiquement une pluralité de véhicules guidés Revoked EP2619067B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010041078A DE102010041078A1 (de) 2010-09-20 2010-09-20 Verfahren zur automatischen Steuerung einer Mehrzahl spurgebundener Fahrzeuge
PCT/EP2011/065526 WO2012038262A2 (fr) 2010-09-20 2011-09-08 Procédé pour commander automatiquement une pluralité de véhicules guidés

Publications (2)

Publication Number Publication Date
EP2619067A2 true EP2619067A2 (fr) 2013-07-31
EP2619067B1 EP2619067B1 (fr) 2019-10-30

Family

ID=44651735

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11757254.5A Revoked EP2619067B1 (fr) 2010-09-20 2011-09-08 Procédé pour commander automatiquement une pluralité de véhicules guidés

Country Status (4)

Country Link
EP (1) EP2619067B1 (fr)
DE (1) DE102010041078A1 (fr)
ES (1) ES2763910T3 (fr)
WO (1) WO2012038262A2 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015217596A1 (de) * 2015-09-15 2017-03-16 Siemens Aktiengesellschaft Kommunikationseinrichtung und Verfahren zum automatisierten Austausch von Nachrichten in einer eisenbahntechnischen Anlage
CN109131447B (zh) * 2018-08-21 2020-04-07 电子科技大学 基于双环通信网的磁浮列车定位方法
CN112709099A (zh) * 2019-10-25 2021-04-27 苏振扬 一种新型轨道交通系统
EP4082869A1 (fr) * 2021-04-28 2022-11-02 Siemens Mobility GmbH Procédé de commande de la circulation ferroviaire d'une pluralité de véhicules ferroviaires
CN113212503B (zh) * 2021-05-11 2023-03-10 卡斯柯信号(成都)有限公司 一种用于轨道交通车辆调车计划冲突的检测方法

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
CA2281683C (fr) * 1997-02-07 2005-11-22 Ge-Harris Railway Electronics, L.L.C. Dispositif et procede servant a assurer le fonctionnement automatique d'un train
DE19726542B4 (de) * 1997-05-07 2004-04-22 Schwanhäußer, Wulf, Prof. Dr.-Ing. Verfahren zur Steuerung und Sicherung eines fahrplangebundenen Verkehrssystems
EP0933280A3 (fr) * 1998-01-26 2002-05-15 Alcatel Procédé de résolution des conflits de table horaire d'un réseau de transport et agencement de traitement correspondant
DE102007047474A1 (de) 2007-09-27 2009-04-02 Siemens Ag Verfahren zur Fahrplangenerierung für Verkehrssysteme mit Berücksichtungung zeitlicher Schranken
US8676410B2 (en) * 2008-06-02 2014-03-18 General Electric Company System and method for pacing a plurality of powered systems traveling along a route

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2012038262A2 *

Also Published As

Publication number Publication date
WO2012038262A2 (fr) 2012-03-29
EP2619067B1 (fr) 2019-10-30
ES2763910T3 (es) 2020-06-01
DE102010041078A1 (de) 2012-03-22
WO2012038262A3 (fr) 2012-05-18

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