EP2733042B1 - Système d'affichage d'informations liées aux opérations et procédé utilisant des informations de voyage en train en temps réel - Google Patents

Système d'affichage d'informations liées aux opérations et procédé utilisant des informations de voyage en train en temps réel Download PDF

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Publication number
EP2733042B1
EP2733042B1 EP13191851.8A EP13191851A EP2733042B1 EP 2733042 B1 EP2733042 B1 EP 2733042B1 EP 13191851 A EP13191851 A EP 13191851A EP 2733042 B1 EP2733042 B1 EP 2733042B1
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Prior art keywords
information
train
operations
traveling
operating conditions
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Active
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EP13191851.8A
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German (de)
English (en)
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EP2733042A3 (fr
EP2733042A2 (fr
Inventor
Miki Morifuji
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Hitachi Ltd
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Hitachi Ltd
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    • B61L15/0058—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/009—On-board display devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween
    • 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
    • B61L27/14—Following schedules
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. GPS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the present invention generally relates to an operations support system that makes use of real-time train traveling information, and more particularly, to a system for communicating the optimum operating method to a train operator using real-time information.
  • Japanese Patent Application Publication No. 2009-29234 discloses technology for using traveling information of a train.
  • Japanese Patent Application Publication No. 2009-29234 discloses technology for supporting train operations by displaying the location and speed of one's own train on a running curve that accords with the train's operations schedule.
  • US 2012/0166025 A1 relates to an automatic train control device including a ground control device that computes a target stop position of a train, and in-vehicle control devices that receive the target stop position transmitted from the ground control device and compute speed control patterns to control the speed of the trains, respectively.
  • Japanese Patent Application Publication No. 2009-29234 does not disclose the timing for calculating the traveling location and speed of one's own train.
  • the display in real-time of operations support information to be communicated to the operator is not taken into account. Therefore, technology for processing ever-changing train traveling information, and creating and displaying in real-time operations support information is not disclosed.
  • the present invention first transmits onboard information from a railroad vehicle in real-time to the ground. Then, the ground side merges the onboard information with ground information, performs automatic computations, and displays the optimum operating conditions on an operator's seat monitor.
  • the present invention makes good use of information available only onboard the train and information available only on the ground, and tailors this information to the traveling environment in order to communicate the optimum operating conditions to the operator in real-time via a wireless network.
  • the present invention is also able to speed up processing and improve information communication performance by using the traveling conditions to perform determination processes and narrowing down appropriate operating conditions from an existing table.
  • optimum operations that more closely adhere to the timetable are possible by operating in accordance with real-time instructions from the ground. Even when trains are running off schedule, operations that are closest to the original timetable are possible by making determinations in conjunction with the latest schedule information available only on the ground side. In addition, punctual operations that accord with the schedule enable the realization of more precise operations by reducing extra time allotted for service disruptions.
  • an operations-related information display method according to claim 1 and an operations-related information display system according to claim 6 can be provided.
  • FIG. 1 is a schematic diagram of an operations support system.
  • a traveling train 101 continuously transmits speed information, boarding ratio information, and GPS information in real-time to a ground apparatus 102.
  • real-time means sequentially transmitting information to the ground apparatus 102 at a timing at which the train-installed apparatus acquires the train traveling information from various devices of the train (sensors and the like).
  • the ground apparatus 102 is configured to perform determination processing by combining the onboard information with information available only on the ground side, calculating the optimum operating conditions (speed information, braking information) and returning this information to the train 101. It is supposed that the onboard information and the results of the ground determination are transmitted and received via an existing 3G network or wireless link. Furthermore, in this embodiment, it is assumed that the real-time communications are performed in units of hundreds of milliseconds, but the present invention is not limited thereto. According to this embodiment, optimum operating conditions in accordance with the latest traveling situation are instructed in real-time to the train, thereby making it possible for the operator to quickly ascertain the situation and implement an operation closer to the optimum operation. Each operator has his own operating habits, but continuously issuing operating instructions from the ground side makes it possible to achieve uniform operations.
  • FIG. 2 is an example of the hardware configurations of the equipment required in this embodiment. Simple configurations formed of the train-installed apparatus and the ground apparatus enable the rapid processing and communication of information.
  • the train-installed apparatus 103 has a train information unit 104, and an operator's seat display device 113.
  • the train information unit 104 is a device having a CPU, and comprises a train information collection function for collecting the train information, a train information packing unit for packing the train information, and a train information transmitting function for transmitting the train information to the ground side. The processing involved in these functions will be described in detail using FIG. 8 .
  • the operator's seat display device 113 is configured to display operating instructions to the operator.
  • the ground apparatus 102 has a train information transceiving unit 106 for transmitting and receiving data to and from the train-installed apparatus 103, a DB group for storing information received from the train-installed apparatus 103 (a latest schedule DB 107, a boarding ratio DB 108, a GPS DB 109, a speed DB 110, and an optimum operating conditions DB 111), and a train information computation unit 112 for extracting information from the DBs and computing the optimum operating conditions.
  • a train information transceiving unit 106 for transmitting and receiving data to and from the train-installed apparatus 103
  • a DB group for storing information received from the train-installed apparatus 103 (a latest schedule DB 107, a boarding ratio DB 108, a GPS DB 109, a speed DB 110, and an optimum operating conditions DB 111)
  • a train information computation unit 112 for extracting information from the DBs and computing the optimum operating conditions.
  • the train information computation unit 112 is a device having a CPU, and possesses a distance-between-vehicles computation function for using position information stored in the GPS DB 109 to compute the distance between trains, and an optimum speed computation function for using the latest schedule DB 107, the boarding ratio DB 108, the speed DB 110, and the optimum operating conditions DB 111 to calculate the optimum speed.
  • a distance-between-vehicles computation function for using position information stored in the GPS DB 109 to compute the distance between trains
  • an optimum speed computation function for using the latest schedule DB 107, the boarding ratio DB 108, the speed DB 110, and the optimum operating conditions DB 111 to calculate the optimum speed.
  • the information collected by the train information unit 104 is transmitted to the train information transceiving unit 106 via a network apparatus 105 such as a 3G or a wireless LAN, and stored in the DB group (latest schedule DB 107, boarding ratio DB 108, GPS DB 109, speed DB 110).
  • the results obtained by the train information computation unit 112 processing the stored information are once again transmitted to the train-installed apparatus 103 via the train information transceiving unit 106 and the network apparatus 105, and displayed on the operator's seat display device 113.
  • Ground-onboard communications can be via a 3G or via a wireless LAN, and can be switched automatically depending on the traveling location and situation (inside a tunnel) of the train, making reliable communication possible under all sorts of situations and enabling operating instructions to be issued in a continuous manner.
  • the optimum speed computation is calculated using a stored pattern table, and as such, processing is completed quickly without the need to perform a complicated computation process.
  • FIG. 3 is an example of the latest schedule table needed to compute the optimum operating conditions.
  • the latest schedule information at the time of a schedule change due to an accident or a malfunction is stored in this table.
  • This table comprises train number information, which is the train identifier, route information showing the route the train takes, identifier information on each station, and information on the arrival/departure times at these stations. Arrival times are not shown in the drawing for the intermediate stations, but arrival time information may be stored in the table.
  • This table maintains the latest information by being updated each time the schedule changes.
  • the latest schedule information is not known on the train side, and therefore plays an important role in this embodiment.
  • FIG. 4 is an example of a boarding ratio table. Boarding ratio information obtained when each train stops at a station is stored in this table. Using the boarding ratio to change the way braking is performed makes it possible achieve eco-operations that consume wasted energy.
  • the boarding ratio calculation may be determined from the overall weight of the train including the passengers, or may be determined using various sensors disposed inside the train.
  • FIG. 5 is an example of a GPS information table. This example is one in which train position information is stored at fixed periods of time. However, because of the need for cautious control of the distances between trains during rush periods when headway becomes tight, the GPS device sequentially writes GPS information to the GPS table and sequentially transmits this information to the ground apparatus at the shortest cycle, thereby making it possible to react in real-time to instructed operating conditions. This enables operations support even when operations are being carried out under extremely tight conditions.
  • FIG. 6 is an example of a speed table. This example is one in which the train speed is stored at fixed periods of time. The speed information in this table prescribes the optimum speed at the time. The displaying of ever-changing speed information is essential to operations support.
  • FIG. 7 is an example of an optimum operating conditions table. This table associates various conditions with information for optimum operations under these conditions. Based on this table, it is possible to extract the optimum operating conditions by refining the conditions.
  • S stands for speed
  • B stands for braking. In this table, braking is only ON or OFF, but when the brakes are applied in multiple stages, a record may be created in this table for each stage.
  • FIG. 8 is the overall processing of this embodiment.
  • onboard real-time speed information, boarding ratio information, and GPS information is collected in accordance with an onboard information collection process (S0001).
  • S0002 the collected information is packed into a format for transmission to the ground side.
  • S0003 the packed information is transmitted to the ground side via a 3G or wireless network in accordance with a train information transmission process (S0003).
  • a traveling train generates an enormous amount of information, and packing this information prior to transmitting the information to the ground enables more rapid processing.
  • Packing is a process for minimizing data size and compressing the data into a transmittable format by extracting, from among an enormous amount of binary data, the portions of data needed for subsequent processing, and/or the portions in which data are actually contained or portions for which the data has changed (and discarding the rest).
  • the processing up to this point is performed by the train information unit 104 in FIG. 2 .
  • the transmitted information is received by the train information transceiving unit 106 (S0004) in Fig. 2 and stored in the respective tables (S0005).
  • information required for performing a distance-between-trains computation, a schedule change determination, a static operating conditions computation, and a dynamic operating conditions computation, which are carried out by the train information computation unit 112 of FIG. 2 is extracted from the DB group (S0006).
  • a distance-between-trains computation (S0007) is performed to calculate the distance to the preceding train.
  • the processing can be speeded up by performing a computation using a table (optimum speed condition DB 111 of FIG. 2 ) prepared beforehand when schedule is normal as a separate computation for determining a special case (in this embodiment, the presence or absence of a train schedule change).
  • a table optimum speed condition DB 111 of FIG. 2
  • the optimum operating conditions calculated in accordance with the static operating conditions computation process and the dynamic operating conditions computation process are once again transmitted to the train-installed apparatus 103 from the train information transceiving unit 106 of FIG. 2 (S0011), and displayed on the display device 113 in the operator's seat (S0012).
  • FIG. 9 is the detailed processing of the distance-between-trains computation process in FIG. 8 .
  • GPS information on the vehicle n which is transmitting the operating instructions, and the preceding railroad vehicle n-1 is acquired from the DB (S0101).
  • the GPS information of the two vehicles is compared (S0102), and the distance between the vehicle and the preceding vehicle is calculated (S0103).
  • the distance between trains could not be ascertained in real-time, but this processing makes it possible, enabling even tighter operations during the rush periods.
  • FIG. 10 is the detailed processing of the static operating conditions computation process in FIG. 8 .
  • an optimum operating conditions table like that shown in FIG. 7 is stored in advance to shorten the processing time, and refinements are made in accordance with the traveling conditions and environment to calculate the optimum operating conditions.
  • Processing time can be shortened by starting the condition narrowing down process with railroad vehicle information for which selection conditions, such as type of vehicle and travel route, are limited, and shifting to unique information in each time period, such as the real-time boarding ratio and the traveling location.
  • a vehicle type determination process S0201
  • a route determination process S0202
  • an inbound/outbound determination process S0203
  • the current traveling location is determined from the GPS information
  • the route situation in the direction of travel (inclines, extent of curves, and so forth) are calculated from the route and inbound/outbound determinations.
  • a distance-between-trains determination process (S0204), a process for determining a discrepancy between the timetable and the current traveling location (S0205), a boarding ratio determination process (S0206), and a traveling location determination process (S0207) are performed, and optimum operating conditions such as "accelerate to 'xxx' kilometers per hour; brakes OFF" are calculated (S0208) as shown in the table in Fig. 7 .
  • FIG. 11 is the detailed processing of the dynamic operating conditions computation process in FIG. 5 .
  • processing branches off to this dynamic optimum operating conditions computation process.
  • S0301 the latest schedule information acquired from the DB is acquired (S0301), and a distance-between-trains determination process (S0302), a boarding ratio determination process (S0303), and a traveling location determination process (S0304) are performed using the results calculated from the real-time information, and the optimum operating conditions are calculated (S0305).

Claims (10)

  1. Procédé d'affichage d'informations relatives à l'exploitation pour afficher sur un dispositif d'affichage de siège d'opérateur des informations relatives à l'exploitation sur la base d'informations de déplacement de train comprenant au moins des informations sur le taux d'embarquement et des informations GPS,
    le procédé comprenant :
    une étape de transmission d'informations de déplacement qui consiste à transmettre séquentiellement des informations de déplacement de train comprenant au moins des informations de taux d'embarquement et des informations GPS à un serveur, qui n'est pas installé dans le train (101), via un réseau à un instant auquel les informations de déplacement sont acquises ;
    une étape de création d'informations relatives à l'exploitation qui consiste à créer, dans le serveur, des informations relatives à l'exploitation du train à partir des informations de déplacement ; et
    une étape de transmission d'informations relatives à l'exploitation qui consiste à transmettre au train (101) les informations relatives à l'exploitation créées.
  2. Procédé d'affichage d'informations relatives à l'exploitation selon la revendication 1, caractérisé en ce que
    le serveur comprend une table de conditions d'exploitation dans laquelle un état de déplacement du train est associé aux informations relatives à l'exploitation dans l'état de déplacement et
    une étape de création d'informations de support crée les informations relatives à l'exploitation à partir des informations de déplacement et de la table de conditions d'exploitation.
  3. Procédé d'affichage d'informations relatives à l'exploitation selon la revendication 2, caractérisé en ce que
    les informations de déplacement incluent des informations de position sur le train et
    l'étape de création d'informations de support identifie un train précédent, qui se déplace avant le train (101), à partir d'informations d'horaire, calcule une distance entre le train et le train précédent à partir des informations de position sur le train précédent et des informations de position sur le train, et crée les informations relatives à l'exploitation à partir de la distance entre les trains (101) et de la table de conditions d'exploitation.
  4. Procédé d'affichage d'informations relatives à l'exploitation selon la revendication 3, comprenant en outre une étape consistant à déterminer s'il y a eu ou non un changement dans l'horaire.
  5. Procédé d'affichage d'informations relatives à l'exploitation selon l'une quelconque des revendications 1 à 4, caractérisé en ce que, dans l'étape de transmission d'informations de déplacement, des informations acquises d'un dispositif d'un train (101) sont transmises au serveur, qui n'est pas installé dans le train, après que ces informations ont été soumises à une compression.
  6. Système d'affichage d'informations relatives à l'exploitation pour afficher des informations relatives à l'exploitation sur la base d'informations de déplacement de train comprenant au moins des informations de taux d'embarquement et des informations GPS en utilisant un appareil installé dans le train (103) et un appareil au sol (102),
    l'appareil installé dans le train (103) comprenant :
    un processeur de transmission d'informations de déplacement configuré pour transmettre séquentiellement les informations de déplacement comprenant au moins des informations de taux d'embarquement et des informations GPS à un serveur, qui n'est pas installé dans le train (101), via un réseau à un instant auquel les informations de déplacement sont acquises ; et
    une unité d'affichage configurée pour afficher sur un dispositif d'affichage de siège d'opérateur des informations de support transmises depuis l'appareil au sol (102) et
    l'appareil au sol (102) comprenant :
    une unité de calcul d'informations de train configurée pour créer des informations relatives à l'exploitation du train (101) à partir des informations de déplacement.
  7. Système d'affichage d'informations relatives à l'exploitation selon la revendication 6, caractérisé en ce que
    l'appareil au sol (102) comprend une table de conditions d'exploitation dans laquelle un état de déplacement du train (101) est associé aux informations relatives à l'exploitation dans l'état de déplacement et
    l'unité de calcul d'informations de train est configurée pour créer les informations relatives à l'exploitation à partir des informations de déplacement et de la table de conditions d'exploitation.
  8. Système d'affichage d'informations relatives à l'exploitation selon la revendication 7, caractérisé en ce que
    les informations de déplacement incluent des informations de position sur le train (101) et
    l'unité de calcul d'informations de train est configurée pour identifier un train précédent, qui se déplace avant le train (101), à partir d'informations d'horaire, calculer une distance entre le train (101) et le train précédent à partir des informations de position sur le train précédent et des informations de position sur le train (101) et créer les informations relatives à l'exploitation du train à partir de la distance entre les trains (101) et de la table de conditions d'exploitation.
  9. Système d'affichage d'informations relatives à l'exploitation selon la revendication 8, caractérisé en ce que
    l'unité de calcul d'informations de train est également configurée pour effectuer un processus pour déterminer s'il y a eu ou non un changement dans l'horaire.
  10. Système d'affichage d'informations relatives à l'exploitation selon l'une quelconque des revendications 6 à 9, caractérisé en ce que
    le processeur de transmission d'informations de déplacement est configuré pour acquérir les informations de déplacement d'un dispositif d'un train (101) et transmettre les informations de déplacement au serveur, qui n'est pas installé dans le train (101), après avoir soumis les informations à une compression.
EP13191851.8A 2012-11-19 2013-11-07 Système d'affichage d'informations liées aux opérations et procédé utilisant des informations de voyage en train en temps réel Active EP2733042B1 (fr)

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JP2012252853A JP6129521B2 (ja) 2012-11-19 2012-11-19 列車のリアルタイム走行情報を活用した運行関連情報表示システム及び方法

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EP2733042A3 EP2733042A3 (fr) 2017-02-22
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JP6129521B2 (ja) 2017-05-17
EP2733042A3 (fr) 2017-02-22
CN103818409B (zh) 2016-04-13
BR102013029650B1 (pt) 2021-07-20
EP2733042A2 (fr) 2014-05-21
BR102013029650A8 (pt) 2021-04-13
JP2014100964A (ja) 2014-06-05
BR102013029650A2 (pt) 2014-10-07

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