EP1265776A1

EP1265776A1 - Method and system for preventing the congestion of a railtrack system

Info

Publication number: EP1265776A1
Application number: EP01913811A
Authority: EP
Inventors: Werner Fierz; Cristina Bertelli
Original assignee: Siemens Schweiz AG
Current assignee: Siemens Schweiz AG
Priority date: 2000-02-25
Filing date: 2001-02-10
Publication date: 2002-12-18
Anticipated expiration: 2021-02-10
Also published as: ATE258129T1; CA2401077A1; WO2001062573A1; US6827315B2; JP2003523887A; DE50101362D1; US20030025043A1; CA2401077C; EP1265776B1

Abstract

The invention relates to a decision procedure in combinational logic which requires a computing time of n for determining the congestion of a railway track system. The railway track system supports n trains, each with a route length of m itineraries. Prior to setting a requested route segment for a given train, a query is performed to check train positions and whether the given train is allowed to travel on the track sectors to be used for the requested route segment, without causing a possibility that the track system may become congested. The processing steps can be reduced. a) verification of whether a train can reach the next immediate track sector of a route; b) verification for a two-train variation whether a reference position of the first train prevents the second train from traveling on its route; c) new dependencies are created using transitivity and for combinations of two trains, a verification is made whether a cogent sequence exists. Step c) is iterated until no new dependencies occur or no train can reach its destination.

Description

Method and system for preventing a track system from overfilling

The present invention relates to a method and a system according to the preamble of claims 1 and 7, respectively.

The purposeful and safe setting and clearing of routes for track-bound vehicles - hereinafter referred to as trains - are initiated by driving services with the help of operational means. The effects of the real operating conditions on the choice of track for the formation of routes are diverse. For example, there are: operational influences, the composition of trains and in particular their length, the failure of track fields due to defects.

The safety devices used in the setting process - hereinafter referred to as interlockings - ensure that only routes are set that can not endanger the trains in service. However, the signal boxes do not prevent routes from being put in place that can hinder or block the continued travel of trains. In such a case the track system is overcrowded. The transfer can only be remedied by reversing a train. This requires time-consuming maneuvers with corresponding unpleasant consequences on the timetable and the operational processes.

In modern operational management centers, efficient control systems are increasingly taking over the routine operations of the driving service. In a control system, a unique train identifier and an associated individual route through the track system are programmed for each train that is running, and the train identifier is usually used as a train number. The train routing as part of the control system recognizes the respective train position and automatically sets the next route for the further journey of the respective train. The moving train itself provides the impetus to set the route. Its position is continuously updated in the control system registered. The order of the routes provided is thus directly dependent on the current course of the trains. In unfavorable time conditions, the blocking of routes can lead to a blockage due to overcrowding. In order for the advantages of automatic train control to be used in all situations, the train control must be able to anticipate possible blockages and not set the relevant routes or delay them.

Before parking a driveway i.e. Before submitting an actuation request to an interlocking, the train steering must

Check the effects of overfilling the track system. 1 shows:

- Driving level I: view of the train steering;

- Signal box level II: view of signal box technology. To ensure that the routes are still timely, the decision on the admissibility of a route must be made without delay.

A decision process with simple combinatorial logic that simulates the possible sequences of train journeys requires a lot of work steps. The trains and the track topology must be fully taken into account.

When n trains with a path length of m route segments a computational effort in the order of n ^mr steps is required.

The present invention is therefore based on the object of specifying a method which, with less computation effort, recognizes overfills which occur before the route is set securely in terms of signal technology.

This object is achieved by the measures specified in patent claims 1 and 7. Advantageous embodiments of the invention are specified in further claims.

The method according to the invention has the following advantages:

SPARE BLADE (RULE 28) i) In the track system to be protected from overcrowding, the automatic setting of routes is only permitted if the track system is not overcrowded, ie all trains can reach their programmed destination.

ii) The method according to the invention indirectly makes a contribution to the safety of rail traffic by avoiding unfamiliar maneuvers for unbundling trains.

iii) The few work steps for assessing the situation allow the use of the method in control systems in a larger track system to be protected without adverse effects on the timely setting of the routes.

The invention is explained in more detail below with reference to a drawing, for example. It shows:

Figure 1 shows two different views of a track system: driving level I and signal box level II.

Fig. 2 example of a UeV area with 3 trains;

3 is a structogram of the method according to the invention for preventing overfilling;

4 shows an example of a UeV area with three moves to explain the procedural rules;

5 graphical depiction of dependencies,

6 shows an example of a UeV area which contains too short track fields;

Fig. 7 Example of a UeV area, in which three trains from both sides travel to two alternate stations on one track.

First, the terms used and their mutual reference are explained:

Route The smallest unit of a route secured by an interlocking that can be set for a train. Track field start or end point of a route

steering track field Track field as the start of a route that is requested by the train control.

Track system Arrangement of track fields.

Track Path of a train through a track system over successive track fields.

Setting request Inquiry of the train steering to the overfill prevention, whether a certain route can be set.

Requirement to set a route:

Order of the train control to the signal box technology.

Overfilling a track system

Overfilling occurs in a track system when trains mutually block the way in such a way that at least one train cannot reach its destination on the programmed route.

The Überfüllverhinderung - hereinafter abbreviated as "CPS" - as part of the automatic route setting decides to take a ^¬ A Einstellwunsches on setting a driving ^¬ road. For this purpose, the method according to the invention as part of the UeV provides the indication which trains can reach their programmed destination.

The behavior of the overfill prevention and the embedding of the method according to the invention in the UeV are explained below with reference to FIG. 2. 2 shows the track system to be monitored, a so-called overfill area, with a rectangle shown in broken lines: Location of trains with train numbers ZN 123, 456 and 789: ZN (123) 101 ZN (456) B2 ZN (789) AI

Routes:

ZN (123) 101 - 202 - B2

ZN (456) B2 - 202 - 201 - A2

ZN (789) AI - 101 - 102 - sheet

^♦ A setting request for ZN (123) from 101 to 202 is reported to the UeV.

Result of the procedure with setting request for ZN (123):

ZN (123) and ZN (456) can no longer reach their destination.

UeV decision: Setting the route for ZN (123) is not permitted.

^♦ A setting request for ZN (789) from track field AI to track field 101 is reported to the UeV.

Result of the procedure with setting request for ZN (789): All trains can reach their destination. UeV decision:

The UeV allows the route to be set for ZN (789). The driveway does not enter for signaling reasons.

^♦ A setting request for ZN (456) from track field B2 to track field 202 is reported to the UeV. Result of the procedure with setting request for ZN (456):

All trains can reach their destination.

UeV decision:

The UeV permits the setting of the route for ZN (456).

As soon as the driveway arrives, the UeV reevaluates the situation.

Result of the procedure with setting request for ZN (123):

All trains can reach their destination.

UeV decision:

The UeV permits the setting of the route for ZN (123).

After this explanation, there is now a formal description of the method according to the invention. Reaching the goal a train depends on the position and route of other trains. In this algorithm, these dependencies are described with a graph shown in FIG. 5 or formally in the following notation:

A current or a train position to be reached is represented by an ordered pair of train number and track field: train number / track field.

A dependency on two train positions is expressed by a relation sign: X / 103 - »Y / 102.

The semantics of this notation x / 103 -> Y / 102 stand for: There is an imperative order, be it operational, scheduling or to prevent overfilling, that train X must first go to track field 103 before train Y can go to track field 102.

The notation and semantics introduced above also make sense for the case X = Y, for example for the train ZN (789) in Fig. 2: 789/101 - »789/102.

This introduced relation is transitive: If train X has to be placed on A before train Y can go on to B, and if train Y has to be placed on B before train Z can go on, train X has to be placed on A, before

Train Z to C may continue. Using the notation just introduced, we get: X / A -> Y / B and Y / B - Z / C = X / A -> Z / C. The sign => stands for an implication. This dependency can also be written as:

X / A - Y / B - Z / C.

If the case X / A - Y / B - .. -> X / A occurs, this means that train X must only be moved to A before train X can be moved to A. This blocks the UeV area to be checked

REPLACEMENT BUTT (RULE 25) obviously. A cycle occurs in an associated graph of the type shown in FIG. 5.

The method according to the invention is preferably implemented with the structure diagram given in FIG. 3. The reporting of train numbers and track field assignment to the driving level is done according to known solutions, such as specified in CH PS 613 419. The procedural rules specified in FIG. 3 with R1, R2 and R3 (hereinafter only referred to as "rule") are as follows:

Rule 1

Before a train Zl can travel to a track field G2, it must reach the track field Gl immediately preceding it (operational requirement).

Rule 2 A train Z1 whose reference point to another train Z2 prevents driving on the route of a train Z2 leads to additional dependencies.

Track field A denotes the destination of the first route on the programmed route of train Z2, which cannot enter due to train Zl.

Track field B denotes the first position of train Zl, at which the destination of the first route on the programmed route of train Z2, which cannot enter due to train Zl, is no longer track field A. Track field C denotes the first position of train Z1, at which all routes of train Z2 could enter. 2a If platform B corresponds to platform C, train Zl must first go to platform B before train Z2 can go to platform A (operational requirement). 2b If track field B does not correspond to track field C and all routes of the route from train Z2 to track field A could enter, if train Zl to track field B were switched on, train Zl must first go to track field B before train Z2 can go to track field A ( loading drive requirement). Rule 2 must be applied again, with track field B as the reference point for train line 2c. If track field B does not correspond to track field C and not all routes of the route from train Z2 to track field A could enter if train Zl were switched to track field B, train Zl must go to track field C before train Z2 is allowed to travel to the first track field, in which train Z2 prevents at least one route from entering the current position from train Zl to track field C (overfill prevention requirement).

The reference point of a train Z1 to another train Z2 is between the reported position and the next steering track field on its route.

If the train Zl is on a steering track field and has not reported a request for adjustment, the reference location corresponds to the train position.

The reference location is determined as follows:

1. If train Z2 has reported a setting request, the route of which could enter, the destination of the route is considered as the train position for the further work steps;

2. If train Zl has reported a request for setting, whose route could enter, the destination of the route is considered as the train position for the further work steps;

3. if the position of train Zl is a guiding track field, the reference point corresponds to the train position;

4. If the position of train Zl is a non-steering track field and prevents the route of train Z2 from being traveled on, the reference location corresponds to the train position;

5. if the position of train Zl is a non-guiding track field, driving on the route of train Z2 is not prevented and the route to the next destination on the programmed route cannot enter due to train Z2, the reference location corresponds to the train position;

REPLACEMENT BUTT (RULE 26) 6. Otherwise, the next track field on the programmed route will be considered as the train position for the further work steps and continue with the above number 3.;

Rule 3

Is there an imperative order that train Zl must first go to track field A before train Z2 can go to track field B and prevents train Zl in track field A from entering at least one route on the way from the current train position from train Z2 to track field B , train Zl must travel to the first track field after track field A on its programmed route, in which it no longer prevents the route from being traversed from the current position of train Z2 to track field B (operational requirement).

The iterations and method steps indicated in FIG. 3 are explained below. The term variation listed below stands for an arrangement of m = 2 elements from a set of n elements, taking into account the sequence. The number of variations is calculated according to V _n ^m = n! / (Nm) !.

CYC1: iteration for all trains:

STl: Rl: Insert and save dependencies according to rule 1.

CYC2: Iteration for all variations of two moves Zl, Z2: ST2: R2 Insert and save relations according to rule 2.

ST3: Consider dispositive dependencies, e.g. Scheduled connections and programmed train sequences.

CYC3: Iteration for all trains: ST4: Create and save dependencies by using transitivity.

ΞT5: R3 Insert and save any dependencies according to rule 3.

REPLACEMENT BUTT (RULE 26) CYC4: Iteration until there are no more dependencies or no train can reach its destination.

A system for preventing the overfilling of a track system divided into track fields is divided into modules. The train steering assigned to driving level I contains an overfill prevention module, which in turn has a method module. The process module is divided into: a) First series module, which contains an implementation of rule 1; b) Relationship module that contains an implementation of Rule 2; cl) transitivity module, which contains an implementation of the transitivity of train positions according to the notation X / A - Y / B and Y / B - Z / C => X / A -> Z / C; c2) second row module that contains an implementation of rule 3.

In a special embodiment, the transitivity module and the second row module can be assigned an iteration module that executes an iteration for all trains until no new dependencies can be generated or until no train can reach the destination specified by its route. Likewise, a second iteration module can be superordinated to the first row module, which contains an implementation of the iteration CYCl. Furthermore, a third iteration module can be superordinate to the relation module, which contains an implementation of the iteration CYC2.

The schedule dependencies or certain predefined train sequences - called dispositions - are stored in a data module in accordance with the notation given above.

A disposition module contains an implementation of method step ST3.

REPLACEMENT BUTT (RULE 26) The method according to the invention is explained with reference to FIG. 4 with three trains 1, 2 and 3:

Location of the trains

CN (1) 101

CN (2) 102

CN (3) 103

Routes:

CN (1) 101 - - 102 103

CN (2) 102 - - 203

ZZNN ((33)) 110033 - - 110022 - 101

The three routes lead to the following train positions:

1/101 2/102 3/103 current train positions,

1/102 2/203 3/102 train positions to be reached

1/103 3/101 train positions to be reached

Applying rule 1 results for step ST1: Rl: 1/101 - »1/102; 1/102 - 1/103 2/102 - »2/203 3/103 - 3/102; 3/102 - »3/101

There are six variations for CYC2. Applying rule 2 results in the following dependencies for step ST2: R2, whereby two of the six variations do not lead to any dependencies:

^♦ Turn 2 - Turn 1:

Rule 2a): 2/203 - »1/102 ♦ Turn 3 - Turn 1:

Rule 2c): 3/101 - »1/102

^♦ Turn 1 - Turn 3:

Rule 2c): 1/103 - 3/102

^♦ Turn 2 - Turn 3: Rule 2a): 2/203 - »3/102

In this example, step ST3 does not result in any new dependencies.

REPLACEMENT BUTT (RULE 26) CYC4: In the present case according to FIG. 4, no new dependencies arise from step ST5: R3 and the iteration is exited.

The result can be seen in FIG. 4: Turn 1 and turn 3 cannot reach their destination. Turn 2 can reach its destination.

The case of excessively long trains or too short track fields is formally the basis of FIG. 6. It is assumed that track field A2 is too short to take up train 2 completely. This means that a train arriving from track field 102 after track field A2 prevents a train from moving to the right in track field AI.

Location of trains: ZN (1) 101 ZN (2) A2 routes:

ZN (1) 101 - AI - 102 ZN (2) 102 - A2 - 101 According to rule 2a), the dependency arises that train 2 must first go to 101 before train 1 to 102 can be released. According to rules 1 and 2, the following dependencies result:

1/101 ^ 1 / A1 ^ 1/102 22 // AA22 ^ - »22 // 110011

1 / A1 ^ 2/101

2/101 -> 1/102

In this case, according to Rule 3 no new ^¬ Depending opportunities. Result: Turn 1 and Turn 2 can reach their destination.

All three rules are only used in more complex starting situations. The following example is given for this, but is only explicated with the help of the rules to the extent that the invention can be understood. On a single-track route, three trains each come from two sides to two alternate stations, see the arrangement according to FIG. 7.

REPLACEMENT BUTT (RULE 26) Location of the trains:

CN (1) 101

CN (2) 102

ZN (3) A2 ZN (4) B3

CN (5) 105

CN (6) 106

Routes:

ZN (1) 101 - 102 - A2 - 103 - 104 - B2 - 105 - 106 ZN (2) 102 - A2 - 103 - 104 - B2 - 105 - 106 (*)

ZN (3) A2 - 103 - 104 - B2 - 105 - 106

ZN (4) B3 - 104 - 103 - A3 - 102 - 101 (**)

ZN (5) 105 - B3 - 104 - 103 - A3 - 102 - 101

ZN (6) 106 - 105 - B3 - 104 - 103 - A3 - 102 - 101

The application of rule 1 is not listed here.

Rule 2 gives, among other things, :

2/103 - 1 / A2 (***)

1 / A2 - »4/102

5/104 -> 6 / B3 6 / B3 - »3/105

3/105 - »2 / B2

4/102 -> 5 / A3

The dependency 2/103 -> 1 / A2 according to line (***) results as follows: The obstruction of the CN (1) by CN (2) leads to dependencies according to rule 2.

Train Zl = ZN (2), train Z2 = ZN (1)

The reference location of Zl in relation to Z2 is track field 102.

Z2 cannot reach track field 102 because of Zl; this means: Track field A = 102, see row (*). Only when Zl is in track field A2 can the first route from Z2 (101-102) be set; it follows:

Track field B = A2.

Only when Zl has left the track system to be protected can all Z2 routes be set; this results in: track field C = 106.

ERSATZBUπ (RULE 26) Since track field B does not correspond to track field C and Z2 can go to track field A if Z2 is in track field B, rule 2b applies. From this follows the result given in the line (***).

The transitivity results in:

2/103 - »1 / A2 and 1 / A2 -» 4/102 leads to 2/103 ^■ 4/102.

According to rule 3, the dependency arises: 2 / B2 -> 4/102.

This dependency 2 / B2 - 4/102 results from the dependency 2/103 - »4/102 as follows: move 2 is the first move Zl in the sense of rule 3,

Train 4 is the second train Z2 in the sense of rule 3. Routes for train 2 and train 4

ZN (2) 102 - A2 - 103 - 104 - B2 - 105 - 106 (*) ZN (4) B3 - 104 - 103 - A3 - 102 - 101 (**) From the route for train 2 in the with (* ) designated line, track field 103 prevents the entry of route 103 - A3 - 102 from train 4, see line (**). Rule 3 now requires, with regard to the first move - here move 2 - that move 2 must first be moved to B2; Moving on to track field 104 is not sufficient, since train 2 with track field 104 prevents the entry of route 104 - 103 - A3 - 102 from train 4, as already mentioned above: 2 / B2 - »4/102

The transitivity results in:

5/104 - »6 / B3 and 6 / B3 -> 3/105 leads to 5/104 -> 3/105.

According to rule 3, the dependency arises: 5 / A3 - ^ 3/105.

This creates the cycle 3/105 - »2 / B2 -» 4/102 -> 5 / A3 - 3/105. Since 2 / 2B - 1/104 and 5 / A3 ^■ 6/103, no train can reach its destination.

The method according to the invention can also be used to deal with planning requirements. For a station with the track arrangement according to FIG. 6 with sufficiently long track

ERSATZBUπ (RULE 26) fields, a scheduled transfer point should be provided for two trains in the same direction of travel: express train 1 overtakes a regional train 2 and this ensures a mutual connection (these trains are not shown in FIG. 6).

Location of the trains:

CN (1) A2

ZN (2) 101 routes: ZN (1) 101 - A2 - 102

ZN (2) 101 - AI - 102

According to rule 2, there is no new dependency. Train 1 can only continue to track field 102 if train 2 has previously entered track field AI, so the following notation results in the introduced notation: 2 / AI - »1/102.

According to rule 3, there is no new dependency. Result: Turn 1 and Turn 2 can reach their destination.

Implementations of rules 1, 2a-2c and 3 are possible, which are based on another structure diagram according to FIG. 3.

ERSATZBUπ (REGEL26)

Claims

claims

1. A method for preventing the overfilling of a track system divided into track fields (101, 102, A2), which contains a driving level (I) with routes and a signal box level (II) with routes, these levels for requesting the setting of a route and for reporting of train positions are coupled and a train position (X / 101) is determined by a train identifier (X) identifying a train and a track field (101), characterized in that before requesting the setting of a route in the driving line (I) by a check of Train positions (X / 101) it is determined whether a train may enter the track fields used for the intended route without the track system being overfilled.

2. The method according to claim 1, characterized in that the following procedural steps are carried out for checking train positions (X / 101) in the driving mode: a) A dependency is stored, according to which a train position (X / 102) can only be reached if the train (X) the track field immediately preceding in the track

(X / 101) has reached (rule 1), whereby the dependency is defined as a mandatory sequence of two train positions (789/101 - »789/102); b) for a variation of two trains (Zl, Z2) it is checked whether a reference point of the first train (Zl) is driving on the

Route of the second train (Z2) prevented (rule 2; ST2: R2) and saved as a dependency (Zl / 101 -> Z2 / 102); c) for all trains cl) new transit dependencies (X / A - Y / B and Y / B - Z / C => X / A - Z / C; ST4) are generated and saved by applying a transitivity, c2) for the dependencies generated in method step cl) it is checked whether there is an imperative sequence, after which the first train (Zl) to a first track field (A)

ERSATZBUπ (RULE 26) must travel before the second train (Z2) may travel to a second track field (B) (Rule 3; ST5: R3).

3. The method according to claim 2, characterized in that the method step c) is carried out for all trains as often until no new dependencies can be generated or until no train can reach the destination specified by its route (CYC4).

4. The method according to claim 2 or 3, characterized in that the reference point of a train (Zl) to another train (Z2) is between the reported position and the next steering track field on its route and a steering track field is defined as the start of one Route that is requested from the driving level.

5. The method according to any one of claims 2 to 4, characterized in that step a) for all trains (CYCl) and step b) for all variations (CYC2) of two trains (Zl, Z2) is carried out.

6. The method according to any one of claims 2 to 5, characterized in that schedule dependencies of trains and predetermined train sequences are stored as dependencies (X / A -> Y / B) and a method step d) is provided between the method steps b) and c) , in which the stored dependencies are inserted for the trains in question and additionally checked in process step c).

7. System for preventing the overfilling of a track system divided into track fields (101, 102, A2), which contains a driving level (I) with routes and a signal box level (II) with routes, these levels for requesting the setting of a route and for reporting of train positions are coupled and a train position (X / 101) is determined by a train identifier (X) identifying a train and a track field (101), characterized in that a method module is provided which, before requesting the setting of a route in the route () I) through

REPLACEMENT SHEET (RULE 28) a check of train positions (X / 101) determines whether a train may travel on the track fields used for the intended route without the track system being overfilled.

8. System according to claim 7, characterized in that the method module for checking train positions (X / 101) in the Fahrwebene contains the following modules: a) A first row module that stores a dependency, after which a train position (X / 102) can be reached when the train (X) has reached the track field (X / 101) immediately preceding in the guideway (rule 1), whereby the dependency is defined as an imperative sequence of two train positions (789/101 -> 789/102) ; b) a relation module, which checks for two trains (Zl, Z2) whether a reference point of the first train (Zl) prevents driving on the route of the second train (Z2) (rule 2; ST2: R2) and as a dependency (Zl / 101 -> Z2 / 102) saves; cl) a transitivity module that generates and stores new dependencies (X / A -> Y / B and Y / B -> Z / C => X / A - Z / C; ST4) by using a transitivity, c2) a second row module, which is connected to the transitivity module and checks whether there is an imperative sequence, according to which the first train (Zl) must travel to a first track field (A) before the second train (Z2) to a second Track field (B) may drive (rule 3; ST5: R3).

9. System according to claim 8, characterized in that the transitivity module and the second row module is a first iteration module, which executes an iteration (CYC4) for all trains until no new dependencies can be generated or until no train through its route can achieve predetermined goal.

10. System according to claim 8 or 9, characterized in that the reference location is defined in the relations module, after which the reference location of a train (Zl) to one

ERSATZBUπ (RULE 26) another train (Z2) is between the reported position and the next guiding track field on its route and a guiding track field is defined as the start of a route that is requested from the driving level.

11. System according to one of claims 8 to 10, characterized in that the first row module is a second iteration module that executes an iteration (CYCl) for all trains and that a third iteration module is superordinate to the relations module that for all variations of two Trains (Zl, Z2) executes an iteration (CYC2).

12. System according to any one of claims 8 to 11, characterized in that a data module is provided in which schedule dependencies of trains and predetermined train sequences are stored as dependencies (X / A - Y / B) and a disposition module is provided which for trains in question inserts the stored dependencies and feeds them to the transitivity module.

REPLACEMENT BUTT (RULE 26)