EP3617033A1 - Verfahren zur steuerung von unterirdischen eisenbahnstrecken - Google Patents

Verfahren zur steuerung von unterirdischen eisenbahnstrecken Download PDF

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Publication number
EP3617033A1
EP3617033A1 EP17876671.3A EP17876671A EP3617033A1 EP 3617033 A1 EP3617033 A1 EP 3617033A1 EP 17876671 A EP17876671 A EP 17876671A EP 3617033 A1 EP3617033 A1 EP 3617033A1
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EP
European Patent Office
Prior art keywords
station
wagons
wagon
stop
metro
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.)
Pending
Application number
EP17876671.3A
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English (en)
French (fr)
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EP3617033A4 (de
Inventor
Dimitar Dobrev
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Individual
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Individual
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Publication date
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Publication of EP3617033A1 publication Critical patent/EP3617033A1/de
Publication of EP3617033A4 publication Critical patent/EP3617033A4/de
Pending legal-status Critical Current

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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2210/00—Vehicle systems
    • B61L2210/02—Single autonomous vehicles

Definitions

  • This invention relates to a metro traffic management method wherein wagons do to not stop at each metro station and no wagon overtakes other wagons.
  • the object of the present invention is to (a) increase the throughput capacity of metro lines, (b) reduce trip times, (c) achieve savings of electricity and (d) reduce the physical wear of metro vehicles (especially of their braking systems).
  • Each wagon travels in 1, 2, 3, 4 mode. This means that the wagon first stops at the first station, then skips one station, then skips two stations, and then skips three stations, and then repeats the 1, 2, 3, 4 cycle.
  • each wagon stops at only 4 of the next 10 stations, meaning that the number of start-stop cycles is reduced by factor of 2.5.
  • each wagon we must count 1, 2, 3, 4 in order to know at which step of the 1, 2, 3, 4 cycle it is now. Furthermore, we must count the wagon's stations in order to know at which station it has to stop.
  • Each wagon depicted in Figures 1 and 2 is tagged with the values of the these counters in (X:Y) format.
  • the blue wagon (4:4) in Figure 1 is just departing from the red platform of the station and will only need to stop at the fourth station.
  • Wagon (4:4) is followed by another blue wagon (4:3) which will skip this station plus two more stations and will only stop at the third station (from this perspective it will stop at the third station, but from the perspective of the previous station, i.e. the station of departure, it will stop at the fourth station).
  • the wagons pass by point A in the following order: (1:1), (2:2), (2:1), (3:3), (3:2), (3:1), (4:4), (4:3), (4:2), (4:1).
  • the station platform is divided in four smaller platforms (sub-platforms, Figures 1 and 2 ). Only one wagon at a time can stop at a sub-platform. The length of the wagons is around one-fourth of the length of the full train consist which can be accommodated at the full platform (i.e. at the four sub-platforms).
  • the first sub-platform is reserved for wagons which will skip the next two stations and stop at the third one.
  • the first sub-platform is the rearmost in downstream direction, i.e. the direction in which the wagon is headed). Accordingly, the second sub-platform is reserved for wagons which will skip three stations to stop at the fourth one.
  • the third sub-platform is wagons which will skip one station and stop at the second one.
  • the fourth platform (the first one in downstream direction) is reserved for wagons which are due to stop at the next station.
  • the four sub-platforms are numbered 3, 4, 2, 1 in downstream direction and are colour-coded in yellow, red, blue and green, respectively.
  • green is the sub-platform for wagons whose next leg is the shortest (to the next station).
  • Red is the platform for wagons whose next leg is the longest (i.e. to the fourth station counted from the station of departure).
  • the station of destination determines the right sub-platform of departure.
  • a passenger information board ( Figures 2, 3 and 4 ) with metro stations shown in the colour-coding system used for the sub-platforms.
  • the next table illustrates the content of these passenger information boards: Station: Colour of the circle(s): The station at which the board is installed White First downstream (next) Green Second Blue Third Yellow, green Fourth Red Fifth Red, blue Sixth Green Seventh Yellow, red Eighth Yellow Ninth Blue Tenth Green, red, yellow, blue
  • Each station is represented by an appropriately coloued circle. Where the colours are two or four (meaning that two or four sub-platforms are possible for departure to that station), the station is represented with two or four partially overlapped circles the uppermost of which has the colour of the sub-platform at which a wagon will arrive first.
  • the information on the board is dynamic rather than static, because it needs to show which one of the possible wagons will be the first to arrive. Accordingly, in order to reflect this dynamic information, the board is electronic rather than paper-based.
  • the board after the 10 th station follows the same pattern (the 11 th station is coloured as the first, and so on).
  • the colours of the board in the opposite direction are exactly the same (station -1 is coloured same as station 1, and so on).
  • the appearance of the board is specific to each station.
  • the next station (the first downstream station) is always represented by a green circle, however, vis-à-vis other locations a station may or may not be the first one.
  • Serdika Station is green on the board at Opalchenska Station, because when seen from Opalchenska it is the first one after it.
  • the board at Konstantin Velichkov Station shows Serdika in blue, because from the perspective of Konstantin Velichkov it is the second one.
  • the method can be adjusted to a different number of sub-platforms, e.g. 3 or 5.
  • each wagon travels to a scheme of 1, 2, 3. This means that 3 wagons will stop at each station and other 3 wagons will skip that station. Thus, the number of stops is reduced by a factor of 2.
  • each wagon travels to a scheme of 1, 2, 3, 4, 5. This means that 5 wagons will stop at each station and other 10 wagons will skip that station. In this case the number of stops is reduced by a factor of 3.
  • the fact that 4 out of 10 wagons stop at a station and 6 wagons skip that station is one of the reasons why the claimed method increases the throughput capacity of metro lines.
  • the second factor is the arrangement of the wagons and of the sub-platforms (the places at which the wagons stop). This arrangement ensures that three wagons can stop at a station at the same time. These are the wagons with counters (4:1), (1:1), (2:1). Wagon (2:2) would be forced to stop together with them. Therefore, (4:1), (1:1), (2:2) and (2:1) can all stop at the same time.
  • the new traffic management method reduces the number of interim stops by 2.5 times and thereby shortens the trip time.
  • the waiting time at the stations is increased by 2.5 times. This means that the new traffic management method is time-efficient in heavy traffic conditions when intervals between the wagons are brief and waiting times are limited. Conversely, in light traffic conditions, when the wagons in service are less and waiting times are longer, the new traffic management method is inefficient and leads to longer trip times.
  • the traffic management method is operated in two modes.
  • the first mode is the one described above and will be used in heavy traffic.
  • the light traffic mode reduces waiting times by a factor of four, because each station is served by 4 individual wagons rather than by one train of four wagons. In this mode the wagons do not skip stations unless no passenger has indicated that he is due to leave or board the wagon. This indeed is a frequent situation because (a) in light traffic the number of passengers is limited and (b) the train consist is divided in four wagons (so the expected number of passengers leaving or boarding the wagon is four times less).
  • the new mode applies only to the wagons leaving the first station on the line while the wagons en route follow the previous mode until they reach the terminal station.
  • each needless stop is a waste of 30 seconds (10 seconds to halt, 10 seconds to stay and 10 seconds to depart). At a traveling speed of 20 m/s, it takes 60 seconds to go from one station to the next one. In this scenario, therefore, one-third of the time will be lost in halts.
  • the new metro management method With the new metro management method, at maximum load conditions there will be two stops for 10 wagons.
  • the start and halt distance is 80 meters for the first stop and 120 meters for the second stop. This makes 18 plus 22 seconds. Add 2 ⁇ 10 seconds of station time. The result is that 10 wagons at maximum load will go through in 60 seconds, i.e. the new metro management method increases the capacity of the metro tube by around 17 %.
  • the present metro traffic management method is appropriate for automated metro systems.
  • the method is not appropriate for metro systems relying on manned vehicles, because it requires four times as many train drivers.
  • the present method is conducive to higher densities and shorter distances between vehicles, which make manned metro vehicles more prone to accidents.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP17876671.3A 2016-12-01 2017-11-15 Verfahren zur steuerung von unterirdischen eisenbahnstrecken Pending EP3617033A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BG112419A BG67273B1 (bg) 2016-12-01 2016-12-01 Метод за управление на метрото, при който влаковете се движат без да спират на всички спирки
PCT/BG2017/000027 WO2018098537A1 (ru) 2016-12-01 2017-11-15 Метод управления линией метрополитена

Publications (2)

Publication Number Publication Date
EP3617033A1 true EP3617033A1 (de) 2020-03-04
EP3617033A4 EP3617033A4 (de) 2020-07-15

Family

ID=62241043

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17876671.3A Pending EP3617033A4 (de) 2016-12-01 2017-11-15 Verfahren zur steuerung von unterirdischen eisenbahnstrecken

Country Status (5)

Country Link
EP (1) EP3617033A4 (de)
JP (1) JP7091334B2 (de)
CN (1) CN110087971A (de)
BG (1) BG67273B1 (de)
WO (1) WO2018098537A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3106803A1 (fr) * 2020-02-01 2021-08-06 Patrice Colsenet Procédé de circulation d’un ensemble de trains, avec tous les arrêts possibles mais avec peu d’arrêts intermédiaires pour chaque train.

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110481603B (zh) * 2018-05-14 2021-06-18 比亚迪股份有限公司 列车等间隔调整方法、装置及存储介质

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS53131609A (en) * 1977-04-22 1978-11-16 Hitachi Ltd Method of operation control of train
DE102006006227A1 (de) * 2006-02-09 2007-08-16 Christian Herde Verfahren zum Beschleunigen des Zugverkehrs zwischen zwei Haltestellen
CN101391609A (zh) * 2008-10-24 2009-03-25 朱道新 一种地铁列车沿线站台停行优化运行方法
US8612071B2 (en) 2009-10-23 2013-12-17 Integrated Transportation Technologies, L.L.C. Synchronized express and local trains for urban commuter rail systems
CN101786460A (zh) * 2010-01-28 2010-07-28 沈嘉琦 一种具有区段分路运行模式的轨道交通系统
CN101817335A (zh) * 2010-03-10 2010-09-01 奇瑞汽车股份有限公司 一种汽车防盗系统及防盗控制方法
CN102556079B (zh) * 2012-02-17 2014-05-14 陈卫东 提高列车运行效率的控制方法
CN103373375A (zh) * 2012-04-20 2013-10-30 上海电机学院 城市轨道交通车站与列车分组标识运营方法与客运系统
CN103523058B (zh) * 2013-10-15 2015-12-23 广州杰赛科技股份有限公司 地铁响应处理设备的调节方法及系统
DE102014206473A1 (de) * 2014-04-03 2015-10-08 Bombardier Transportation Gmbh Automatische Assistenz eines Fahrers eines fahrspurgebundenen Fahrzeugs, insbesondere eines Schienenfahrzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3106803A1 (fr) * 2020-02-01 2021-08-06 Patrice Colsenet Procédé de circulation d’un ensemble de trains, avec tous les arrêts possibles mais avec peu d’arrêts intermédiaires pour chaque train.

Also Published As

Publication number Publication date
CN110087971A (zh) 2019-08-02
JP2020500772A (ja) 2020-01-16
BG67273B1 (bg) 2021-03-15
EP3617033A4 (de) 2020-07-15
BG112419A (bg) 2018-06-29
WO2018098537A1 (ru) 2018-06-07
JP7091334B2 (ja) 2022-06-27

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