EP2873037A1 - Procédé et dispositif permettant d'augmenter la précision d'un dispositif d'établissement d'horaires pour des véhicules ferroviaires - Google Patents

Procédé et dispositif permettant d'augmenter la précision d'un dispositif d'établissement d'horaires pour des véhicules ferroviaires

Info

Publication number
EP2873037A1
EP2873037A1 EP12753718.1A EP12753718A EP2873037A1 EP 2873037 A1 EP2873037 A1 EP 2873037A1 EP 12753718 A EP12753718 A EP 12753718A EP 2873037 A1 EP2873037 A1 EP 2873037A1
Authority
EP
European Patent Office
Prior art keywords
driving
optimized
timetable
curves
minimum
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.)
Withdrawn
Application number
EP12753718.1A
Other languages
German (de)
English (en)
Inventor
Martin Harborth
Karl-Heinz Michel
Rene NOWAK
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
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2873037A1 publication Critical patent/EP2873037A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling

Definitions

  • the invention relates to a method and a device for increasing the accuracy of a scheduling device for rail vehicles, wherein travel curves between breakpoints are calculated and used for automatic train control.
  • the maximum travel times can usually be met by each train, whereas the minimum achievable travel times depend on various factors.
  • the minimum travel times relevant for the automatic train control are calculated on the basis of a model of the train dynamics in the timetabling device and transferred to an operative online timetable device for controlling the ATR.
  • the calculation of the correspondingly optimized driving curves is based on vehicle dynamics models, which are used both in rail vehicles equipped with Trainguard MT, for example are implemented as well as in the timetabling device.
  • vehicle dynamics models are usually not completely identical. But even at absolutely identical ⁇ -Nazi models, the actual minimum travel times of rail vehicles often differ due to specific vehicle and route properties from the calculated by the scheduling unit values. Even time-dependent factors, such as varying levels of passenger traffic, can influence the real minimum travel times.
  • the invention has for its object to provide a generic method and a corresponding device, which allow a more comfortable and accurate readjustment of the driving ⁇ curves in the timetable setting device.
  • the object is achieved with a method in which the travel curves are optimized on the basis of statistically evaluated measured values of minimum travel times between the breakpoints.
  • a device which has a device for Fahrkurvenopti ⁇ tion by statistical evaluation measured minimum travel times between the breakpoints, said device for driving curve optimization device is connected to the Fahrplanerstel device such that the calculated by the optimized driving curves be replaced, the scheduling device via an online timetable device controls the automatic train control, which, if necessary, the measured values of the minimum Fahrzei via the online timetable device to the device for driving curve optimization.
  • the automated into account the measured mi- nimalen travel times that are used in the scheduling means, and thus also in the automatic train control system, the accuracy of the forecast, and the fact ba ⁇ sierende train control system can be significantly improved. Due to the better prognosis, the timetable potentials can be better utilized for energy-optimized driving. In addition, a higher acceptance of automatic train control is achieved with the drivers.
  • the readjustment of the timetable setting device is carried out by means of automatic statistics evaluation of shunting in the device for driving curve optimization.
  • the Spitz drive leads to the minimum travel time between two stops in such a way that the rail vehicle as much as possible be ⁇ be accelerated and braked in time before the specified holding neutralization point. Since the travel curve has a peak in this case at the beginning of the braking process, this driving style is referred to as a tip drive.
  • Online scheduling may be configured online to target all or certain rail vehicles during a particular period of time, such as two hours. Shunting can be provided during a test operation, but preferably in real driving.
  • the device for driving curve optimization records all travel times between two stopping points to the second. After the measuring phase, which lasts for example two hours, it is possible to switch back to normal driving mode with optimized driving times. Passengers hardly notice in real operation that a measuring phase is running, since also short journeys are made by the automatic train control in such a way that the driving comfort for the passengers is given. For example, the travel curve predetermines a specific braking behavior.
  • the measurement phase is usually timetable-conform, as an ATR - Automatic Train Regulation - automatically sets the train time for the train control, while in normal operation the stop and travel times can be regulated.
  • ATR Automatic Train Regulation
  • the statis ⁇ tables evaluation is performed by the average mini ⁇ male travel time between two breakpoints in disregard of "outliers" are calculated. This average minimum travel times are automatically forwarded to the scheduling device and taken into account there for increasing the accuracy of the schedules.
  • the new timetable provides after transfer to the online timetable facility for a more accurate forecast and for a more exact control of the automatic train control.
  • the driving curves are optimized depending on the type of vehicle.
  • This vehicle type-dependent filtering of the measured values can take place if the device for driving curve optimization knows to which vehicle type the respective measured value belongs. Usually these Infor ⁇ mation is available to the physical vehicle number. In this way, in the device for Fahrkurvenopti ⁇ tion after completion of the series of measurements for all vehicle types and breakpoint pairs, the average minimum travel time can be calculated.
  • the travel curves can also periodic time periods optimized ⁇ the claim. 3
  • daytime-dependent overload situations that is, phases with very high passenger volumes, can on be considered in this way, so that the timetable can be adapted even more closely to the actual needs and at the same time the latency probability is minimized.
  • the automatic optimization also allows a particularly fast adaptation of the timetable to changed track conditions, new vehicle types or changed overload situations, as new measured value series can be created automatically at any time.
  • measured values of different timetables are used for the driving curve optimization.
  • the database can be increased again and so ⁇ improved with the accuracy of the roadmap to be created.
  • the invention will be explained in more detail with reference to a figurative representation.
  • the figure shows a schematic representation of a Fahrpla ⁇ nergnagnassystems with essential peripheral components.
  • the timetable is created by a timetable setting device 1 on the basis of vehicle dynamics models.
  • the required timetable data are transmitted via an operative online timetable device 2 to an automatic train control 3 for controlling various rail vehicles 4.
  • an automatic train control 3 for controlling various rail vehicles 4.
  • the purpose of this is a device for driving curve optimization 5, which automatically evaluates measured values of shunting of rail vehicles 4.
  • the Spitzfahr ⁇ th, ie test drives, with the maximum permitted speed between two breakpoints at maximum acceleration and for passengers pleasant braking force, during a certain period, for example, two hours, detected by the automatic train control 3 and the operative online -Travel device 2 forwarded to the device for driving curve optimization 5.
  • Test drives can also be carried out during normal driving, since the passengers hardly make use of the top trips of the
  • Measured and evaluated are at least the minimum travel times at Spitzfahrt. After completion of the series of measurements he ⁇ averages the means for travel curve optimization 5 is a statistical mean value for each section between successive support points. The statistical average is at least the minimum travel time. Before ⁇ Preferably, however, other parameters are considered, such as speeds. In addition, separate measurement series can be recorded or selected from the totality of the measured values for different types of vehicles and / or different, temporally periodic passenger flows. The statistically evaluated measurement results of the device 5 for driving curve optimization apply to the scheduling device 1 in such a way that the timetable is specified.

Landscapes

  • Engineering & Computer Science (AREA)
  • Business, Economics & Management (AREA)
  • Human Resources & Organizations (AREA)
  • Strategic Management (AREA)
  • Economics (AREA)
  • Entrepreneurship & Innovation (AREA)
  • Educational Administration (AREA)
  • Game Theory and Decision Science (AREA)
  • Development Economics (AREA)
  • Marketing (AREA)
  • Operations Research (AREA)
  • Quality & Reliability (AREA)
  • Tourism & Hospitality (AREA)
  • Physics & Mathematics (AREA)
  • General Business, Economics & Management (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Procédé et dispositif permettant d'augmenter la précision d'un dispositif d'établissement d'horaires (1) pour des véhicules ferroviaires (4), des courbes vitesse/temps entre des arrêts étant calculées et utilisées pour influer (3) de manière automatique sur le train. Selon l'invention, pour réduire à un minimum l'intervention manuelle et le temps nécessaire, les courbes vitesse/temps sont optimisées à l'aide de valeurs de mesure statistiquement évaluées de temps de trajets minimaux entre les arrêts. Cette optimisation est effectuée à l'aide d'un dispositif d'optimisation automatique (5) de courbes vitesse/temps.
EP12753718.1A 2012-08-30 2012-08-30 Procédé et dispositif permettant d'augmenter la précision d'un dispositif d'établissement d'horaires pour des véhicules ferroviaires Withdrawn EP2873037A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2012/066832 WO2014032714A1 (fr) 2012-08-30 2012-08-30 Procédé et dispositif permettant d'augmenter la précision d'un dispositif d'établissement d'horaires pour des véhicules ferroviaires

Publications (1)

Publication Number Publication Date
EP2873037A1 true EP2873037A1 (fr) 2015-05-20

Family

ID=46785414

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12753718.1A Withdrawn EP2873037A1 (fr) 2012-08-30 2012-08-30 Procédé et dispositif permettant d'augmenter la précision d'un dispositif d'établissement d'horaires pour des véhicules ferroviaires

Country Status (3)

Country Link
EP (1) EP2873037A1 (fr)
CN (1) CN104603802A (fr)
WO (1) WO2014032714A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016215767A1 (de) 2016-08-23 2018-03-01 Siemens Aktiengesellschaft Vorhersage des Zuglaufs

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1237612B (de) * 1963-08-06 1967-03-30 Licentia Gmbh Verfahren zur Ausschaltung des Anfahrstromes bei elektrischen Schienenfahrzeugen
SE513763C2 (sv) * 1999-07-06 2000-10-30 Daimler Chrysler Ag Kommunikations- och styrsystem med flera segment för rälsbundna fordon
DE19946224C2 (de) * 1999-09-22 2001-08-30 Siemens Ag Einrichtung und Verfahren zum Einsparen von Fahrenergie bei Schienenfahrzeugen
DE102005051077A1 (de) * 2005-10-25 2007-04-26 Siemens Ag Verfahren zum Erfassen und Berücksichtigen von Seitenwindbelastungen bei einem in Fahrt befindlichen Schienenfahrzeug und dessen entsprechend ausgeführter Endwagen
US8630757B2 (en) * 2006-03-20 2014-01-14 General Electric Company System and method for optimizing parameters of multiple rail vehicles operating over multiple intersecting railroad networks
CN100536456C (zh) * 2007-01-29 2009-09-02 北京交通大学 基于通信的互联互通i-cbtc列车运行控制系统

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2014032714A1 *

Also Published As

Publication number Publication date
CN104603802A (zh) 2015-05-06
WO2014032714A1 (fr) 2014-03-06

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