EP2778014B1 - Verfahren zur Steuerung des Verkehrs auf einer automatischen Metrolinie und entsprechendes System - Google Patents

Verfahren zur Steuerung des Verkehrs auf einer automatischen Metrolinie und entsprechendes System Download PDF

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EP2778014B1
EP2778014B1 EP14159861.5A EP14159861A EP2778014B1 EP 2778014 B1 EP2778014 B1 EP 2778014B1 EP 14159861 A EP14159861 A EP 14159861A EP 2778014 B1 EP2778014 B1 EP 2778014B1
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platform
subway train
mission
time
metro
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French (fr)
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EP2778014A1 (de
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Bruno Langlois
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • 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

  • the subject of the invention is that of traffic management methods along an automatic metro line.
  • automatic metro refers to all the guided vehicles which, in normal operating mode, are entirely managed by automata. In particular, these are metros that are not controlled by a driver on the subway, for example located in a cabin of the latter. It also concerns metros carrying an operator in the cabin whose role is limited to metro control functions only in a degraded operating mode of the latter and / or surveillance for safety purposes. metro periodically checking the actual presence of the operator in the cabin.
  • the document WO 97/09217 A2 discloses a method of overall optimization of train traffic on a line of a railway network. This document does not measure the number of passengers but estimates them based on the time elapsed since the previous train and the known values of the line concerned.
  • the document EP 0 855 324 B1 discloses, for a metro controlled by a driver in the cabin, a method of automatically closing both metro doors stopped along a platform of a station, and landing doors of a safety barrier equipping this platform.
  • the system making it possible to implement the method comprises, for each platform of the stations of the line, a detection device capable of detecting the exchange of passengers between the platform and a metro stopped along the platform.
  • This detection device is capable of transmitting an end of passenger exchange signal at the expiration of a predetermined period during which the detection device has detected no passenger exchange between the platform and the subway.
  • the method of closing the doors consists of successively checking: a first constraint consisting in checking whether the scheduled departure time of the metro, which is indicated in a time table, is exceeded; a second constraint consisting in checking whether a minimum stopping time of the metro station is exceeded, data also indicated in the time table; and, finally, a third constraint consisting in waiting for the reception of the passenger exchange end signal sent by the detection device. Upon receipt of the end of passenger exchange signal, the doors are closed automatically.
  • the end of exchange information of the passengers is taken into account only once the scheduled time of departure has been exceeded.
  • the signal of end of exchange of the passengers generated by the detection device equipping the platform is taken into account only by the metro stopped along this platform and only for the automatic closing of the doors of this metro and the doors of this platform.
  • the invention therefore aims to meet this need.
  • the subject of the invention is a method of managing traffic on an automatic metro line, comprising the steps of: detecting the exchanges of passengers between a platform of a station and a metro stopped along said platform by means of a detection device equipping said platform; generating, by said detection device, an end-of-exchange signal for passengers boarding or descending from said subway, characterized in that it comprises, in addition, the steps of, at the level of a supervision device of the line: receiving said end of passenger exchange signal generated by the detection device; updating a mission of said subway, based on a provisional schedule, stored in the supervision device and an instant of generation of the end of passenger exchange signal; and transmit to said stopped metro along said platform the mission updated so that the latter executes it.
  • the invention also relates to a system for implementing the method presented above.
  • an automatic metro line 10 comprises a railroad 12 and a return railroad 14, serving a plurality of stations Si.
  • the plurality of stations comprises two end stations, S1 and S5, constituting terminals of the line 10, and a succession of intermediate stations. Three such intermediate stations are represented on the figure 1 and have the references S2, S3 and S4.
  • Mi subways At a given moment, a plurality of Mi subways circulate along the line 10. Three such subways are represented on the figure 1 and bear the references M1, M2 and M3.
  • An underground Mi is a guided vehicle suitable for driving along a railway line, such as lanes 12 and 14.
  • An underground Mi such as the metro M2 of the figure 2
  • An underground Mi is provided with a plurality of doors 22 allowing passengers to get on and off the subway, when it is stopped station.
  • the metro of the figure 2 has been shown with only one pair of doors 22.
  • Each door 22 is actuated in opening and closing by an actuator 28.
  • the various actuators 28 of the doors 22 of a subway Mi are controlled by an on-board computer 32 of the subway Mi.
  • the on-board computer 32 comprises transmission / reception means 34 enabling the exchange of radio signals with base stations 64 located along the channels 12 and 14. These different base stations 64 are connected to a local communication network 66.
  • the on-board computer 32 is able to calculate a velocity profile on the section of track connecting the stations Si and Si + 1, taking into account the departure and arrival times. indicated in the updated mission received, as well as other information, such as a profile of the lane section, maximum permissible speeds on the lane section, etc. It should be noted that these other information are known to the onboard computer: they are for example stored in a database thereof.
  • the on-board computer 32 controls braking and propulsion means of the subway Mi to regulate the instantaneous speed of the latter according to the calculated velocity profile.
  • Each station Si comprises, along the forward path 12, a first platform P1 and, along the return path 14, a second platform P2.
  • a platform Pi such as the platform P1 of the station S3 represented on the figures 2 and 3 , allows the exchange, at the Si station, of passengers between this platform and a Mi subway, such as the M2 metro, which is stopped along it.
  • each platform Pi of line 10 is equipped with a barrier 16 to prevent people on the platform from accessing the tracks.
  • the barrier 16 is provided with a plurality of landing doors 20, which, when a subway Mi is properly stopped along the platform Pi, are located vis-à-vis the doors 22 of the subway Mi. On the figures 2 and 3 for the sake of clarity, only one pair of landing doors 20 has been shown.
  • Each landing door 20 is actuated in opening and closing by an actuator 24.
  • the various actuators 24 of the landing doors 20 of a platform Pi are controlled by a ground computer 30 which is associated with the platform Pi.
  • the various ground computers 30 of the various platforms Pi of the stations Si of the line 10 are connected to the network local communication 66.
  • the substantially simultaneous opening of the platform doors 20 of a platform Pi and the doors 22 of a subway Mi stopped along the platform Pi allows passengers aboard the Mi metro to get off on the platform Pi, and vice versa, to the passengers waiting on the platform Pi to board the Mi subway.
  • the on-board computer 32 of the subway Mi is able to control not only the opening and closing of its own doors 22, but also the platform doors 20 of the platform Pi along which he is stopped. To do this, the opening and closing signals of the doors, which are generated by the on-board computer 32, are also transmitted to the ground computer 30 of this platform Pi, via the base stations 64 and the local communication network. 66. In this case, the on-board computer 32 acts as the master computer, the ground computer 30, as a slave computer.
  • each platform Pi of the line 10 is equipped with a detection device. It is capable of detecting the movements of the passengers descending and climbing aboard the metro Mi stopped along the platform Pi.
  • the detection device is able to emit a signal S at the end of the exchange of the passengers.
  • the detection device 40 comprises a plurality of cameras 42.
  • a camera 42 is represented on the screen. figure 2 .
  • Each camera 42 is disposed above a pair of landing doors 22 of the safety barrier of the platform Pi. It is suitable for acquiring images and transmitting them to a detection computer 44 of the detection device 40 of the platform Pi.
  • the detection computer 44 is clean, by analyzing the different images provided by the cameras 42 equipping the platform Pi, to make a count of the passage, for example by detecting the movement of the passengers on the platform Pi, at least near the doors palines 22, by determining whether a passenger descends or boardes the metro Mi stopped along the platform Pi, identifying the end of the exchange of passengers, and finally emitting a signal S end exchange of passengers.
  • the detection computers 44 of the detection devices 40 of the different platforms Pi of the line 10 are connected to the local communication network 66.
  • the detection device 140 comprises, as sensors, three optical transmitter / receiver assemblies: a diode of a transmitter 141 is capable of generating an optical beam 142 which is directed towards a detection cell of a receiver 143. case of interruption of the optical beam 142 by an obstacle along its propagation direction, the receiver 143 is able to emit a detection signal.
  • the three emitters 141 are arranged near one end of the barrier 16 of a platform Pi, while the three receivers 143 are arranged near the other end of the barrier 16. These sensors are arranged in such a way that that the three optical beams 142 that they produce propagate substantially horizontally at different heights at the foot of the barrier 16. These optical beams pass in front of the platform doors 20 of the platform Pi.
  • the detection device 140 includes an analysis and processing computer 144 to which the three receivers 143 are connected.
  • the computer 144 is able to collect the various detection signals, and to identify the end of the exchange of the passengers and then emit an end-of-passenger signal S.
  • a supervisory device 70 visible on the figure 1 , is connected to the local communication network 66. It is able to fully and automatically manage the movement of subways Mi on line 10.
  • the supervision device 70 comprises a set of time tables.
  • a time table indicates the theoretical chronology to be followed by the metros traveling on the outbound lane and on the return lane of lane 10. In particular, it indicates, for a particular subway, the expected times of arrival and departure of each station. line 10, with respect to an initial reference time corresponding to the start time of a terminus station, S1 or S5.
  • the set of time tables comprises several pre-calculated time tables 80, for example following an optimization calculation performed by the operating module 76. preferably, there is at least one time table 80 by possible choice of regulation strategy.
  • Each time table is developed, offline, from the planned travel times between each station Si, as well as scheduled stopping times in station.
  • the expected travel times and downtimes are reference times.
  • the time tables 80 are stored in the device 70.
  • the supervision device 70 includes a provisional schedule 81. It is initialized by means of the time table 80 which has been chosen as reference for the implementation of the current supervision strategy.
  • the provisional schedule 81 is calculated dynamically by the device 70 during the operation of the line 10.
  • the expected times of travel between stations and the planned stopping times in the station correspond to the reference times of the corresponding time table 80, which have been dynamically recalculated.
  • the regulation module 72 comprises a strategy selection module 82 and a planning module 84.
  • the strategy choice module 82 is able to determine the current value of a strategy parameter.
  • the strategy parameter is a binary number:
  • the value 0 signifies that a regulation strategy is preferred in order to save the electrical energy consumed by all the metros Mi traveling on the line 10;
  • the value 1 means that a maximum commercial speed regulation strategy is favored, making it possible to maximize the flow of passengers to be transported along the line, taking into account the number of subways available.
  • the strategy choice module 82 takes as input various operating parameters. These operating parameters include, for example, the definition of a time slot corresponding to off-peak hours, where the flow of passengers to be carried is small, and a time slot corresponding to peak hours, where the flow of passengers to to carry is important.
  • the planning module 84 is able to update the mission that each metro Mi has to perform.
  • the module 84 When changing the value of the policy parameter, the module 84 is able to select a set of algorithms according to the current value of the strategy parameter. These algorithms allow the effective implementation of the chosen strategy.
  • the scheduling module 84 is also able to select a time table 80 among the different available time tables, according to the current value of the parameter of strategy.
  • the time table 80 that is selected is then loaded into memory as a provisional schedule 81.
  • the planning module 84 updates the mission of this metro by executing the various algorithms from the schedule time 81 and other data, such as time t3 signal generation S and a nominal duration D opening name of the doors.
  • an updated mission includes, for the metro Mi stopped in the station Si, the departure time of the station Si, the arrival time at the next station Si + 1, a nominal duration D opening name of the doors 20 and 22 in the next station Si + 1.
  • the traffic management system of line 10 which groups the on-board computers 32 of the Mi subways, the ground and detection computers 40 and 140 of the platforms Pi of the stations Si, the supervision device 70 as well as the communication infrastructure comprising the base stations 64 and the local communication network 66.
  • the on-board computer 32 of the metro M2 regulates the speed of the latter according to a speed profile deriving from a current mission which indicates a time t1 of arrival at the station S3.
  • the on-board computer 32 therefore controls the metro M2 so that it effectively stops at time t1 along the platform P1 of the station S3 (step 200).
  • the on-board computer 32 then generates an opening signal for the doors.
  • the opening signal of the doors is transmitted to the actuators 28 to control the opening of the doors 22 of the metro M2.
  • the gate opening signal is transmitted, via the base stations 64 and the local communication network 66, to the ground computer 30 of the platform P1 of the station S3, so that the computer 30 opening the landing doors 20 of the barrier 16.
  • the landing doors 20 of the platform P1 and the doors 22 of the metro M2 open substantially simultaneously (step 210).
  • the duration between the first and second instants t1 and t2 is a substantially constant and predetermined technical duration, for example equal to 1 s.
  • the nominal duration D opening name of the doors which is mentioned in the current mission executed by the metro M2, allows the on-board computer 32 of the metro M2 to define a window for the duration of the opening of the doors 20 and 22. This window extends between a minimum duration D min and a maximum duration D max (step 220).
  • the minimum duration D min which extends between times t2 and t3 min , corresponds to a minimum opening time of the doors so that passengers have the time, or at least the impression of having the time, of get off or board the M2 metro.
  • the maximum duration D max which extends between the instants t2 and t3 max , corresponds to a maximum opening time of the doors given the expected start time of the station S3, indicated in the current mission.
  • the on-board computer 32 waits for the detection device 40 or 140 fitted to the platform P1 to emit an end-of-passenger exchange signal S.
  • the detection device 40 transmits a passenger exchange end signal S (step 230).
  • the signal S is transmitted via the local communication network 66 to both the on-board computer 32 of the metro M2 and to the supervision device 70.
  • the on-board computer 32 initiates the procedure, known per se, for closing the doors 22 of the subway and the landing doors 20 of the platform P1 in a safe manner.
  • the on-board computer 32 generates a closing signal of the doors.
  • the closing signal of the doors is transmitted to the actuators 28 to control the closing of the doors 22 of the metro M2.
  • the signal for closing the doors is transmitted, via the base stations 64 and the local communication network 66, to the ground computer 30 of the platform P1 of the station S3, so that the computer 30 commands the closure landing doors 20 of the barrier 16.
  • a confirmation of the good closing of the landing doors 20 of the barrier 16 is sent back to the on-board computer 32. This confirmation is received at time t4 (step 240).
  • the duration between times t3 and t4 is a substantially constant and predetermined technical duration, for example 1 s.
  • the periodic execution of the strategy selection module 82 during the operation of the line makes it possible, from the instantaneous values of various operating parameters, to determine the current value of the policy setting.
  • a time table is selected by the module 84 from the set of time tables 80 according to the current value of the policy parameter. This time table is saved as a schedule.
  • the scheduling module 84 selects, as a function of the instantaneous value of the strategy parameter, the control algorithms to be used for the update of a mission.
  • the supervision device 70 Upon reception of the passenger exchange end signal S, the supervision device 70 calls the regulation module 72. More specifically, the planning module 84 of the regulation module 72 is executed (step 250).
  • the regulation algorithms of the planning module 84 calculate the start time t5 of the station S3 and the instant t6 of arrival at the next station S4 of the subway M2 so as to maximize the duration between t5 and t6. Knowing that the arrival time t6 at the next station S4 is, at the latest, the arrival time at the station S4 indicated in the provisional schedule 81.
  • the time t5 is calculated by adding at time t3 a duration slightly greater than the technical duration of closure of the gates 20 and 22 and the time of transmission to the on-board computer 32 of the confirmation of the closing of the gates. landing doors 20; and the time t6, as being equal to the estimated time of arrival indicated in the provisional schedule 81.
  • the skilled person will understand that by increasing the duration between times t5 and t6, the metro consumes less electrical power to go from the current station to the next station.
  • the planning module 84 is likely to request a tense walk so that the M2 metro reaches the next station, S4, as quickly as possible.
  • the algorithms used by the planning module 84 calculate, from the provisional schedule 81, a start time t5 of the station S3 corresponding to a starting instant at the earliest.
  • the instant t5 is substantially equal to the instant t3 increased by a duration of, for example, 2 s, which is slightly greater than the technical closing time of the gates 20 and 22, the transmission time to the on-board computer 32 of the confirmation of the closing of the landing doors 20, the technical time which corresponds to the processing of the information by the computer 32 (of the order of 200 ms), and the reaction time of the metro itself.
  • the arrival time t6 at the next station S4 is obtained so that the duration between the instants t5 and t6 is equal to the shortest travel time between the station S3 and the next station S4.
  • This shortest travel time is preferably entered in the time tables and is found in the projected schedule 81.
  • the updated mission is transmitted to the on-board computer 32 of the metro M2 by the traffic management module 78 of the supervision device 70, via the network 66 and the base stations 64.
  • the onboard computer 32 of the metro M2 stores this updated mission as a current mission to be executed.
  • the on-board computer 32 reads the instant t5 corresponding to the start time of the station S3 and the instant t6 corresponding to the instant of arrival at the next station S4.
  • the calculator board 32 determines a speed profile to leave the station S3 at time t5 and arrive at the next station S4 at time t6 (step 260).
  • the on-board computer 32 controls the propulsion and braking means for the metro M2 to start and leave the station S3 (step 270).
  • the on-board computer 32 manages the speed of the metro M2 according to the calculated profile.
  • the metro arrives at the next station S4 at time t6 (step 280).
  • the method provides for dynamically updating the provisional schedule 81 so as to update the mission of a metro taking into account the other metros circulating on the line.
  • the braking energy of a metro arriving at the station can advantageously be recovered by another metro, which at this precise moment, must leave a station.
  • the planning module 84 after having calculated a first value of the start time t5 from the provisional schedule 81, compares this first value with the arrival times at the station. metros M1 and M3, as mentioned in the provisional schedule 81.
  • the planning module 84 detects that another metro, for example the metro M1, is about to brake, it corrects the first value of the instant t5 so as to calculate a second value of the instant t5 such that the M2 metro leaves the S3 station substantially when the metro M1 brakes to stop at the S2 station, so that the M2 metro retrieves the electric braking energy released by the metro M1.
  • the scheduling module 84 calculates the time of arrival t6 at the next station.
  • An updated mission is transmitted to the M2 metro.
  • the planning module 84 dynamically modifies the provisional schedule 81 by transferring, for the metro M2, as the planned travel time between the stations S3 and S4, the duration between the instants t5 and t6.
  • the provisional schedule 81 used will comprise updated information relating to the metro M2.
  • the scheduling module 84 dynamically calculates an update of the provisional schedule 81.
  • the scheduling module 84 takes into account, in addition to the end-of-exchange signal S, passengers for the M2 metro, the instantaneous positions of the other metros, M1 and M3. These positions are delivered by the tracking module 74.
  • the module 84 calculates the start and / or arrival times of the subways M1, M2 and M3 in the various stations Si of the line, so as to obtain travel times between two stations and the shortest possible stops in the station, while maintaining homogeneous distances between two metros running one after the other on the same track and respecting a minimum distance of safety. At the end of this procedure, the journey and stopping times obtained are recorded in the estimated schedule 81.
  • the thus updated provisional schedule 81 then allows the module 84 to determine the times t5 and t6 for the update of the M2 metro mission.
  • the time required for the exchange of passenger follows a statistical distribution around the average value D av.
  • the operator of the fixed line has a nominal duration D opening name of the doors much higher this average duration D Avg. This setting gives the passenger the confidence that he will have time to get on or off the metro in most cases. In return, in many cases, even if the exchange of passengers is over for some time, the doors remain open and the metro stopped until the nominal duration D name is not exceeded.
  • the nominal duration D name is set in the time table 80 to a lower value, close to the average duration D av opening doors. It is then the end of the passenger exchange that triggers the order of departure and the closing of the doors.
  • the invention therefore makes it possible to reduce the station stop reference times mentioned in the time tables.
  • the time saved thus obtained can be used to increase the commercial speed of circulation of the subways, and therefore the passenger transport capacity of the line. This gain can also be used for energy saving purposes.
  • the choice module 82 strategy input various operating parameters, such as a current time slot. It delivers to the planning module 84 a choice of strategy and a set of parameters to dynamically build the provisional schedule 81.
  • these parameters include in particular the nominal durations D station stop name . This size is included in an updated mission.
  • the operating module 76 retrieves all the actual times of exchange of passengers over a time slot; compares these actual times to the downtime in station reference specified in the time table associated with the current policy, and proposes adjustments to this time table. For example, station downtime, and the number of metros running simultaneously on the line are adjusted to accommodate the transport capacity.
  • time tables 80 are stored in the memory of the device 70 and accessible by the planning module 84.
  • the platforms of the stations of the line are equipped with safety barriers. For example, these are the platforms of the busiest stations. In another variant, none of the platforms is equipped with a safety barrier.
  • the signal S is sent in parallel directly to the ground computer 30 which controls the closing of the platform doors 20 of the platform P1, and the onboard computer 32 which controls the closing of the doors 22 of the train M2.
  • the ground computer 30 sends a confirmation signal to the on-board computer 32, which can then execute the updated mission.
  • the opening and closing of the landing doors 20 are managed by a third device, on the ground, suitable for determining the state of the doors 22 of the metro M2 and to order accordingly the landing doors 20 of the platform P1 .
  • a third-party device makes it possible to check whether the subway is stopped at the right position along the platform, before ordering the opening of the landing doors 20 thereof.
  • the policy choice module 82 determines the instantaneous value of a binary strategy parameter.
  • the choice parameter is a real number between 0 and 1, which for example represents a compromise between the performance and the energy saving sought. More generally, the choice parameter is an identifier of the chosen strategy, associated with a set of operating parameters. This choice allows to select the control algorithms to be used for the update of the missions or the real time calculation of a time table by the planning module 84.
  • the end of the passenger exchange thus constitutes an additional variable at the input of the regulation module.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (7)

  1. Verfahren zum Verwalten des Verkehrs auf einer automatischen Metrolinie (10), aufweisend die Schritte bestehend aus:
    - Detektieren der Austausche von Fahrgästen zwischen einem Bahnsteig (P1) einer Haltestelle (S3) und einer Metro (M2), die entlang dem Bahnsteig hält, mittels einer Vorrichtung zum Detektieren (40, 140), die in den Bahnsteig eingebaut ist,
    - Erzeugen mittels der Detektionsvorrichtung (40, 140) eines Signals (S) über das Ende des Austausch der Fahrgäste, die in die Metro (M2) einsteigen oder aus dieser aussteigen,
    dadurch gekennzeichnet, dass es ferner Schritte aufweist, die in Bezug auf eine Vorrichtung zum Überwachen (70) der Linie aus Folgendem bestehen:
    - Empfangen des Signals (S) über das Ende des Austauschs der Fahrgäste, das von der Detektionsvorrichtung (40, 140) erzeugt wird,
    - Aktualisieren einer Aufgabe der Metro (M2) ausgehend von einer Vorplanung (81), die in der Überwachungsvorrichtung (70) gespeichert ist, und einem Zeitpunkt (t3) des Erzeugens des Signals (S) über das Ende des Austauschs der Fahrgäste, und
    - Übertragen der aktualisierten Aufgabe an die entlang dem Bahnsteig (P1) haltende Metro (M2), damit letztere diese ausführt.
  2. Verfahren gemäß Anspruch 1, wobei die aktualisierte Aufgabe, die von der Metro (M2) ausgeführt werden soll, einen Abfahrtszeitpunkt von der Haltestelle (S3) und einen Ankunftszeitpunkt an einer folgenden Haltestelle (S4) aufweist.
  3. Verfahren gemäß Anspruch 2, wobei das Ausführen der aktualisierten Aufgabe durch die Metro (M2) einen Schritt des Berechnens eines Profils von Geschwindigkeiten zwischen der Haltestelle (S3) und der folgenden Haltestelle (S4) ausgehend von den Informationen aufweist, die in der aktualisierten Aufgabe angegeben sind.
  4. Verfahren gemäß irgendeinem der Ansprüche 1 bis 3, wobei das Aktualisieren der Aufgabe der Metro (M2) erfolgt, indem zunächst eine Regulierungsstrategie ausgewählt wird und anschließend in Abhängigkeit von der ausgewählten Strategie zu verwendende Regulierungsalgorithmen ausgewählt werden, wobei die Regulierungsalgorithmen als Eingabe den Zeitpunkt der Erzeugung (t3) des Signals (S) über das Ende des Austauschs der Fahrgäste, das von der Detektionsvorrichtung (40, 140) des Bahnsteigs (P) ausgegeben wird, und die Vorplanung (81) zum Aktualisieren der Aufgabe der Metro (M2) nehmen.
  5. Verfahren gemäß irgendeinem der Ansprüche 1 bis 4, wobei der Schritt des Aktualisierens einer Aufgabe der Metro (M2) ein dynamisches Berechnen der Vorplanung (81) ausgehend von einer Fahrplantabelle (80) aufweist, um das Aktualisieren der Aufgabe der Metro (M2) unter Berücksichtigung der anderen Metros (M1, M3), die auf der Linie fahren, zu ermöglichen.
  6. Verfahren gemäß irgendeinem der Ansprüche 1 bis 5, wobei die Metro (M2) in der Lage ist, das Öffnen und das Schließen der Türen (22) der Metro und der Schwenktüren (20) einer Sicherheitsbarriere (16) zu steuern, die in den Bahnsteig (P1) eingebaut ist, entlang welchem die Metro hält, wobei:
    - zu einem ersten Zeitpunkt (t1) die Metro (M2) entlang einem Bahnsteig (P) hält,
    - zu einem zweiten Zeitpunkt (t2) die Metro das Öffnen der Türen (22) der Metro und der Schwenktüren (20) steuert,
    - zu einem dritten Zeitpunkt (t3) die Metro ein Signal (S) über das Ende des Austauschs der Fahrgäste empfängt, das von der Detektionsvorrichtung (40, 140) erzeugt wird, die in den Bahnsteig (P1) eingebaut ist,
    - zu einem vierten Zeitpunkt (t4) die Metro das Schließen der Türen der Metro und der Schwenktüren vor dem Ausführen der aktualisierten Aufgabe steuert, die von der Überwachungsvorrichtung (70) übertragen wird.
  7. System zum Verwalten des Verkehrs auf einer automatischen Metrolinie (10), das zum Durchführen eines Verfahrens zum Verwalten gemäß irgendeinem der Ansprüche 1 bis 6 konfiguriert ist.
EP14159861.5A 2013-03-15 2014-03-14 Verfahren zur Steuerung des Verkehrs auf einer automatischen Metrolinie und entsprechendes System Active EP2778014B1 (de)

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FR1352348A FR3003224B1 (fr) 2013-03-15 2013-03-15 Procede de gestion du trafic le long d'une ligne de metro automatique ; systeme associe

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EP2778014B1 true EP2778014B1 (de) 2018-08-22

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CN104554349B (zh) * 2014-12-29 2017-06-13 北京易华录信息技术股份有限公司 一种向高铁旅客提供精确到秒的乘车信息的方法及系统
FR3036824B1 (fr) * 2015-05-26 2018-11-30 Metrolab Procede et systeme de determination d'une information de niveau de confort d'un vehicule ferroviaire
FR3038284B1 (fr) 2015-07-03 2020-12-11 Metrolab Procede et systeme de gestion du trafic d'une ligne de vehicules circulant entre plusieurs stations d'arret
CN105480263A (zh) * 2015-11-30 2016-04-13 中国神华能源股份有限公司 列车调度优化方法以及系统
FR3049555B1 (fr) * 2016-03-31 2018-04-27 Alstom Transport Technologies Procede de gestion de la circulation de vehicules dans une installation ferroviaire, systeme de gestion et installation ferroviaire associes
FR3084954B1 (fr) * 2018-08-08 2022-07-22 Alstom Transp Tech Procede de regulation du flux des individus entrant et sortant d'une enceinte, systeme de signalisation associe et voiture de vehicule ferroviaire equipee d'un tel systeme
CN110395271B (zh) * 2019-07-26 2020-06-26 中国安全生产科学研究院 一种轨道交通站台屏蔽门系统及其使用方法
CN112172869A (zh) * 2020-08-31 2021-01-05 通号城市轨道交通技术有限公司 车载信号系统及车载信号通信方法
CN114394115B (zh) * 2021-12-29 2023-10-13 浙江中控技术股份有限公司 一种多车型通用轨道站台门安全定位系统及控制方法

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FR3003224B1 (fr) 2015-04-17
CN104044609A (zh) 2014-09-17
EP2778014A1 (de) 2014-09-17
BR102014006166A2 (pt) 2015-11-03
FR3003224A1 (fr) 2014-09-19
BR102014006166B1 (pt) 2021-11-23
BR102014006166B8 (pt) 2022-02-22
SG10201400540SA (en) 2014-10-30

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