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WO1997009218A2 - Procede de regulation de moyens de transport - Google Patents

Procede de regulation de moyens de transport Download PDF

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Publication number
WO1997009218A2
WO1997009218A2 PCT/DE1996/001498 DE9601498W WO9709218A2 WO 1997009218 A2 WO1997009218 A2 WO 1997009218A2 DE 9601498 W DE9601498 W DE 9601498W WO 9709218 A2 WO9709218 A2 WO 9709218A2
Authority
WO
WIPO (PCT)
Prior art keywords
transport
line network
graph
occupancy plan
occupancy
Prior art date
Application number
PCT/DE1996/001498
Other languages
German (de)
English (en)
Other versions
WO1997009218A3 (fr
Inventor
Ulrich Lauther
Karl-Heinz Erhard
Original Assignee
Siemens Aktiengesellschaft
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 Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to AU72774/96A priority Critical patent/AU7277496A/en
Publication of WO1997009218A2 publication Critical patent/WO1997009218A2/fr
Publication of WO1997009218A3 publication Critical patent/WO1997009218A3/fr

Links

Classifications

    • 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 invention relates to a method with which it is possible to regulate means of transport, which are controlled in a given line network on given sequences of start and destination points, in a manner with the aid of a computer that deviations from given departure times and Arrival times of the means of transport are minimized as far as possible.
  • a disadvantage of this method is that this method was specifically designed for track sections and also only pursues local optimization strategies.
  • the fact that this method is based on conflict detection, that is to say that this method is only carried out when a conflict is detected, and not, for example, at periodic intervals, leads to the fact that there are possible chances of optimization in disposition without conflict situations occurring not be used in this case.
  • the invention is based on the problem of specifying a method for regulating means of transport with the aid of a computer which avoids the disadvantages described above.
  • the problem is solved by the method according to claim 1.
  • the method according to the invention pursues a fundamentally different objective.
  • An occupancy plan is drawn up on the basis of a predefined line network and on the basis of predefined arrival and departure times of the means of transport from various stops of the means of transport and of predefined sequences of start and destination points. This occupancy plan is completely deleted and regenerated before each new creation.
  • the individual means of transport are sequentially assigned in accordance with their priority when the occupancy plan is generated, by which parts of the line network are assigned to the individual means of transport for specific time intervals.
  • the still unoccupied time intervals are represented in the form of an interval graph and a so-called shortest path method, also referred to as a short-test path algorithm, is used on this interval graph in order to find an optimal route to be determined by the still unoccupied time intervals for the respective means of transport.
  • Adjusted parts of the line network which are now occupied by the means of transport at the respective time intervals.
  • the advantages of the method can be seen above all in the fact that a quick determination of permitted and optimized routes of the means of transport is made possible. Furthermore, this optimization is not restricted to local optimization strategies, but takes into account the global situation in the entire line network, in particular by completely deleting the old occupancy plan when generating a new occupancy plan.
  • the method is not a special solution for track sections, but can be used in general for any type of network, the parts of which are divided into sections. This broad applicability is also evident in the fact that the method can also be used in the regulation of aircraft.
  • the method according to the invention is further improved, since time gaps that are only slightly too small to be occupied by a means of transport on a route can be further optimized, so that time intervals already planned up to be shifted to a certain extent in order to enlarge free time intervals and thus quickly enable improved regulation of the means of transport.
  • FIG. 1 shows a flow diagram in which individual method steps of the method are shown
  • FIG. 2 shows a flow chart in which some additional procedural steps which serve to compact the occupancy plan are described
  • Figure 3 is a sketch in which a line network of a simple
  • Embodiment is shown with four parts;
  • FIG. 4 shows a time diagram (occupancy plan) for the four parts of the line network shown in FIG. 3, in which a possible occupancy of the line network by means of transport is shown;
  • FIGS. 5a and b show a sketch in which a target timetable of four trains in a line network of a second exemplary embodiment is shown and a state which arises if there is no regulation if a train is delayed;
  • FIGS. 6a and b show sketches in which, on the one hand, a regulation is shown which results when using known methods which are based on conflict detection and conflict resolution (FIG. 6a) and a solution which is obtained by using the ver - driving can result, for example ( Figure 6b);
  • FIG. 7 shows a time diagram (occupancy plan) for the four parts of the line network of the first exemplary embodiment, with an intuitive representation of the free time intervals of the occupancy plan in the form of an interval graph which has ten nodes and five edges;
  • Figure 8 shows an occupancy plan and a shift graph.
  • Means of transport Vi to be controlled are controlled in a line network LN.
  • An index i uniquely designates each means of transport Vi and is a natural number in the range from 1 to m, where a natural number m is the number of those located or to be controlled in the line network LN Transport Vi indicates.
  • Predetermined arrival times and predefined departure times are assigned to each means of transport Vi for each stopping point which the respective means of transport Vi is to approach.
  • each means of transport Vi are also given sequences of starting and destination points which each means of transport Vi has to travel through.
  • a second index j denotes a part TLNj of each Line network LN is unique and is a natural number in the range from 1 to n, the natural number n indicating the number of parts TLNj of the line network LN.
  • occupancy plan BP is iteratively regenerated in the following method steps. As long as not all means of transport Vi have been taken into account in the occupancy plan BP 03, the following steps are carried out sequentially for each means of transport Vi:
  • a means of transport Vi with the highest priority of the means of transport Vi not yet taken into account in the occupancy plan BP is selected and read 04 into a memory of the computer.
  • an interval graph IG uses an shortest route method (shortest path algorithm) to optimally route the means of transport Vi to be assigned to the occupancy plan, that is to say the parts TLNj of the line network LN and also to the respective time intervals len in which the means of transport Vi requires this part TLNj.
  • shortest route method shortest path algorithm
  • the interval graph IG is adjusted with respect to the parts TLNj of the line network LN which were "occupied" for the respective means of transport Vi in the previous step 05, by in each case a previously free time interval now either in two new ones , smaller, free time intervals are divided or if the free time interval has been completely "occupied" for the means of transport Vi, it is deleted.
  • a last step 07 which is carried out for all means of transport Vi, the parts TLNj of the line network LN required by the means of transport Vi are finally occupied at the required time intervals. If all means of transport Vi have been taken into account in the occupancy plan BP 03, all means of transport Vi are regulated in accordance with the newly created occupancy plan BP 08.
  • the line network LN is represented within the computer in the form of an undirected network graph consisting of nodes and edges.
  • a node of the undirected network graph represents, for example, a switch, if the means of transport Vi are possibly rail-bound vehicles, a signal, or a point at which a change in the maximum permissible speed of the means of transport Vi occurs.
  • An edge of the undirected network graph represents a part TLNj of the line network LN (see FIG. 3).
  • Two parts TLNj of the line network LN are in conflict with one another if they cannot be occupied at the same time, for example if they cross each other or if so-called edge protection is used.
  • Two parts TLNj of the line network LN of a rigid intersection also form a conflict pair. All conflicts are modeled by a directed conflict graph. The conflict graph is directed to too
  • a route is represented by the specification of a start node of the undirected network graph and a destination node of the undirected network graph.
  • the occupancy plan BP represents both the "target behavior” and "actual behavior” of the individual means of transport Vi.
  • the occupancy plan BP has a number of time intervals.
  • a certain time interval embodies the occupancy of a certain edge, ie a certain part TLNj of the line network LN in the non-directional network graph by a certain means of transport Vi.
  • the free time intervals of the occupancy plan BP are shown in the form of the interval graph IG.
  • the computer If there is conflict between one edge and another edge, so-called conflict edges, then the computer generates a conflict interval ki for each time interval for which there is a conflict.
  • This first exemplary embodiment serves only to clarify the method and limits the general usability to any number of parts TLNj of the line network LN, and any structure of the line network LN as well as any number of means of transport Vi which are located in the line network LN no way.
  • FIG. 4 For the first exemplary embodiment, a possible occupancy is shown in FIG. 4 in a diagram dependent on a time t, the occupancy plan BP.
  • a second means of transport V2 travels the parts TLN2, TLN3 and TLN4 of the line network LN in exactly this order. episode.
  • a first means of transport VI only crosses the first part TLN1 of the line network LN. Since the first part TLN1 and the third part TLN3 of the line network LN cross (see FIG. 3), these two parts TLN1, TLN3 of the line network LN conflict with one another.
  • TLNl is the conflicting edge of TLN3 and TLN3 is the conflicting edge of TLNl.
  • the occupancy for the third part TLN3 of the line network LN is assigned a conflict interval ki3 by the first means of transport VI by the computer.
  • the conflict interval ki3 has the same time values as the time interval which is assigned to the first part TLN1 in the occupancy for the first means of transport VI.
  • a waiting interval W describes a time interval during which the second means of transport V2 has to wait on the second part TLN2 of the line network LN until it is allowed to "enter” the third part TLN3, since the conflict that arises from the first means of transport VI by crossing the first part TLN1 with the third part TLN3 of the line network LN, has been dissolved again.
  • a first conflict interval kil is shown, since in this time interval the third part TLN3 of the line network LN is "occupied" by the first means of transport VI, and thus the first part TLN1, since the first part TLN1 represents a conflict edge of the third part TLN3 of the line network LN, a conflict interval must be assigned.
  • FIG. 7 shows the occupancy plan BP in the form of an interval graph IG.
  • Edges are introduced into the interval graph IG precisely when it is possible to travel between the two associated time intervals.
  • Time conditions for example the overlap of free time intervals and topological conditions, for example transition possibilities between the legs of a switch when using the method for rail-bound means of transport Vi, are taken into account and described in a uniform manner.
  • a shortest path method (short-path algorithm) is taken into account for the respective means of transport Vi to be assigned, taking into account the starting point of the means of transport Vi and the destination of the means of transport Vi and the stops of the transport Kehrsstoff ⁇ Vi applied.
  • a time-shortest, permissible route is determined for each means of transport Vi in accordance with its assigned priority.
  • the order of the means of transport Vi for assignment within the occupancy plan BP is according to the Priorities that are assigned to the means of transport Vi.
  • the interval graph IG After a means of transport Vi has been reassigned to the occupancy plan BP using the interval graph IG, the interval graph IG must of course also be adapted according to the new occupancy 06. This means that in the event that a means of transport Vi is part of a free time interval occupied, this free time interval is divided into either two new, smaller free time intervals which then "enclose" the time period occupied by the means of transport Vi, or, if the newly occupied time interval directly follows an already occupied time interval, only a new one If the assigned time interval completely covers the previously declared free time interval, no new free time interval is formed.
  • the means of transport Vi are regulated in a last step 08 in accordance with the requirements that result from the occupancy plan BP, which may have additional waiting times, for example, as indicated in FIG. 3 with the waiting interval W.
  • the regulation of the means of transport Vi can be carried out in several ways, for example it is provided that the means of transport Vi may, as shown in FIG. 3, be stopped at a stopping point for a certain time interval until they are allowed to continue again.
  • An advantage of this method is that different requirements of different line networks LN can be easily taken into account in the model of the different graphs.
  • a further simple variant, which can be taken into account in the method, is to regulate the traffic center Vi by changing the speeds on the individual parts TLNj of the line network LN.
  • the change in the speeds is then taken into account in the interval graph IG by appropriately adapting the free time intervals in the occupancy plan BP.
  • the means of transport Vi are assigned to the parts TLNj of the line network LN in the order of priority of the individual means of transport Vi.
  • the priority of the means of transport Vi is a value which is determined from at least one of the following criteria:
  • the means of transport as such can be assigned different meanings within the framework of the entire transport network; it can be, for example, that the meaning of a means of transport Vi that transports people is greater than the meaning of a means of transport Vi that is ter transported, or vice versa, depending on the application;
  • the start times of the individual means of transport Vi can also be taken into account when forming the priority of the means of transport Vi;
  • a desired arrival time can also be of great importance in a particular application, which then also influences the priority of the means of transport Vi;
  • a directed shift graph vg is first generated in order to formally describe which time intervals have to be shifted 22 if a specific time interval is shifted.
  • the safety distance is reset to the value fixed before the reduction.
  • the displacement graph vg is decompacted 23, that is to say the resulting occupancy plan is now consistent. Since time intervals here may be shifted too far into the future, the displacement graph vg is compacted in a further step 24. In this step, the time intervals are shifted to the left as far as possible.
  • the new time values for the time intervals are taken from the shift graph vg and the occupancy plan BP is adjusted accordingly 25.
  • the starting point for the generation of the shift graph vg is the occupancy plan BP.
  • Each node v of the shift graph vg represents the beginning of a time interval in the occupancy plan BP. This time value indicates the point in time at which the top of the means of transport Vi travels the part TLNj of the line network LN belonging to the time interval.
  • a directed edge e in the shift graph vg describes that the time value of the target node of the directed edge e must be at least as large as the time value of the start node of the directed edge e.
  • the index v and the index e are arbitrary natural numbers which uniquely identify a node v and an edge e, respectively.
  • the numbers lie in the range between 1 and the number of nodes v or edges e occurring in the shift graph vg.
  • movable (v) Specification as to whether or not the time value assigned to node v may be changed;
  • time value of the target node of the directed edge e must be at least as large as the time value of the starting node of the respective directed edge e plus cost (e).
  • the parameter mintime (v) is introduced in order to describe, for example, departure times of means of transport Vi in intermediate stops, that is, it should be taken into account that the means of transport Vi may not depart from the intermediate stop before a predetermined time.
  • the parameter movable (v) is introduced to e.g. B., when using the method for rail-bound means of transport Vi, to model track barriers. In this case, the time values of a track lock must not be changed.
  • the edges of the displacement graph vg are generated in the following way:
  • a specific time interval z which is contained in the predetermined route of the means of transport Vi and in the line network LN, is introduced for explanation.
  • the following sizes are also introduced:
  • the conflict interval belonging to the time interval z is designated kiz.
  • new edges are determined which have a target node t of the respective new edge and a start node u of the respective new edge.
  • cost (u, t) denotes the weight of the respective new edge.
  • va (z) denotes the node in the shift graph vg which represents the respective start of the time interval z.
  • a travel time tedge for a route length of the edge e and a travel time tlen for a route length which is equal to the length of the means of transport Vi are introduced.
  • edge parameter cost (u, t) is to be defined.
  • the large number of different cases is caused by the fact that the number of nodes in the shift graph vg has been minimized.
  • the elimination of the nodes, which represent the time values of the conflict intervals means that an edge must be generated from node va (z) to node va (gn (kiz)) in order to ensure that there is no overlap between the intervals kiz and gn (kiz ) to ensure (see equation 3).
  • Kir gn (zp (z)) applies.
  • Kir gn (kizp (z)) applies.
  • An index r denotes a further time interval not equal to the respective time interval z.
  • a special case leads to four further cases, namely if the means of transport Vi is on several edges, that is to say if the length of the means of transport Vi is greater than the length of the edge itself. These four cases are obtained from the
  • the shift graph vg to the occupancy plan BP from FIG. 4 is shown in FIG.
  • the edges of the displacement graph vg are indexed with the respective number of the case or the respective equation according to the overview shown above.
  • line network LN with a constriction Ver which is only from one means of transport Vi to one, is shown in FIGS. 5a and 5b can be occupied at a specific point in time, the predetermined travel times of three modes of transport with high priority VI, V2, V3 and one mode of transport with lower priority V4 are shown in a path-time diagram.
  • FIG. 5b shows a malfunction that occurs and a delay in the means of transport V2 associated therewith. This delay leads to an increase in a time interval ti2 / which lies between the first means of transport VI and the second means of transport V2. This time interval ti2 is increased by the delay to a new time interval t' ⁇ 2 .
  • the method is carried out when disturbances have occurred in the line network LN and / or in the means of transport Vi and / or other disturbances which are reported to influence the flow of traffic. These fault messages are received and saved.
  • a fault is understood to mean, for example, a case when a part TLNj of the line network LN fails or is blocked.
  • a new occupancy plan BP can be determined taking into account the reported malfunctions.
  • connection relationships between means of transport VI into account in the regulation and thus in the occupancy plan by simply generating dependent arrival and departure times of the means of transport Vi. This means that for a means of transport Vi this case that it has to wait for another means of transport must be taken into account in the occupancy plan BP.
  • a further development of the method also provides for at least one of the following secondary conditions to be taken into account when generating the occupancy plan (BP):
  • An optimal order sequence is that which has the lowest value in the target function of all possible order sequences.
  • the target function can also have other parameters, for example the weighting of delays which must exceed a predetermined threshold in order to be taken into account at all. Further aspects which, depending on the application, lead to a change in the target function can be taken into account in the method without restrictions.
  • the remaining orders o are planned individually, taking into account the already planned orders g.
  • the target function values of the o individual plans are added to the target function value of the g plans already carried out. If the lower bound calculated in this way is greater than or equal to the target function value of the earlier best order order Popt 'which is continuously updated during the process, then none of the o! (! in this context means fact, that is, all permutations of the o order sequences) o order sequences are better than the order sequence p opt • Consequently, these order sequences no longer need to be taken into account.
  • the order of the branching can be optimized. After the planning of g orders, the remaining o orders that are still to be planned are planned in order for trial purposes.
  • the order in which this trial planning takes place can be optimized by first planning the job that causes the smallest increase in the target function value among all the jobs. Accordingly, before the branching, all orders are sorted in ascending order with respect to this growth.
  • branch-and-bound algorithm described above can be accelerated using two parameters: - A branch barrier bs.
  • the calculated lower bound is multiplied by the stretching factor sf, the value of which is greater than 1. This is equivalent to imagining that you have a better lower bound.
  • the line network with the individual parts TLNj of the line network LN corresponds to the air corridors assigned to the individual aircraft on a flight route.
  • Another area of application of the method is in the disposition of collective stops.
  • the procedure is such that the means of transport Vi are first assigned to the respective stops of the collective stop, and then the optimal route is calculated for each means of transport Vi.
  • the method can also be used advantageously to create target timetables for the means of transport Vi.
  • the method can of course be used for any type of network disposition, since the method does not represent a special solution, but rather can be used for general network graphs.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Conveyors (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Data Exchanges In Wide-Area Networks (AREA)

Abstract

Pour réguler des moyens de transport (Vi) dans un réseau de lignes (LN) prédéterminé, on efface systématiquement un plan d'occupation (BP') déjà existant et on génère un plan d'occupation (BP) entièrement nouveau. Ladite génération s'effectue de telle manière que chaque moyen de transport (Vi) est affecté de façon séquentielle à des intervalles de temps et à des itinéraires déterminés dans un graphe d'intervalle (IG). Pour affecter au moyen de transport (Vi) considéré des itinéraires et des intervalles de temps optimaux, on utilise le procédé de la plus courte distance (Shortest Path Algorithm). On obtient ainsi une affectation et une régulation globalement optimales des moyens de transport (Vi) sur des parties (TLNj) du réseau de lignes (LN).
PCT/DE1996/001498 1995-09-07 1996-08-08 Procede de regulation de moyens de transport WO1997009218A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU72774/96A AU7277496A (en) 1995-09-07 1996-08-08 Transport means control process

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19533127.3 1995-09-07
DE19533127 1995-09-07

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WO1997009218A2 true WO1997009218A2 (fr) 1997-03-13
WO1997009218A3 WO1997009218A3 (fr) 1997-04-10

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Cited By (9)

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EP0933280A2 (fr) * 1998-01-26 1999-08-04 Alcatel Procédé de résolution des conflits de table horaire d'un réseau de transport et agencement de traitement correspondant
US6016307A (en) * 1996-10-31 2000-01-18 Connect One, Inc. Multi-protocol telecommunications routing optimization
US6574547B2 (en) 2001-09-27 2003-06-03 International Business Machines Corporation Use of vehicle permissions to control individual operator parameters in a hierarchical traffic control system
US6580997B2 (en) 2001-09-27 2003-06-17 International Business Machines Corporation Hierarchical traffic control system which includes vehicle roles and permissions
US6609061B2 (en) 2001-09-27 2003-08-19 International Business Machines Corporation Method and system for allowing vehicles to negotiate roles and permission sets in a hierarchical traffic control system
US6611750B2 (en) 2001-09-27 2003-08-26 International Business Machines Corporation Hierarchical traffic control system
US6646568B2 (en) 2001-09-27 2003-11-11 International Business Machines Corporation System and method for automated parking
WO2009043770A1 (fr) * 2007-09-27 2009-04-09 Siemens Aktiengesellschaft Procédé d'établissement d'horaires de circulation de systèmes de transport avec prise en compte de limites temporelles
FR2955954A1 (fr) * 2010-02-04 2011-08-05 Ineo Systrans Systeme de gestion de services

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FR2692542A1 (fr) * 1992-06-23 1993-12-24 Mitsubishi Electric Corp Système de commande de trafic ferroviaire.

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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6016307A (en) * 1996-10-31 2000-01-18 Connect One, Inc. Multi-protocol telecommunications routing optimization
US9806988B2 (en) 1996-10-31 2017-10-31 Patentmarks Communications, Llc Multi-protocol telecommunications routing optimization
EP0933280A2 (fr) * 1998-01-26 1999-08-04 Alcatel Procédé de résolution des conflits de table horaire d'un réseau de transport et agencement de traitement correspondant
EP0933280A3 (fr) * 1998-01-26 2002-05-15 Alcatel Procédé de résolution des conflits de table horaire d'un réseau de transport et agencement de traitement correspondant
US6611750B2 (en) 2001-09-27 2003-08-26 International Business Machines Corporation Hierarchical traffic control system
US6609061B2 (en) 2001-09-27 2003-08-19 International Business Machines Corporation Method and system for allowing vehicles to negotiate roles and permission sets in a hierarchical traffic control system
US6580997B2 (en) 2001-09-27 2003-06-17 International Business Machines Corporation Hierarchical traffic control system which includes vehicle roles and permissions
US6646568B2 (en) 2001-09-27 2003-11-11 International Business Machines Corporation System and method for automated parking
US6681175B2 (en) 2001-09-27 2004-01-20 International Business Machines Corporation Hierarchical traffic control system which includes vehicle roles and permissions
US6885935B2 (en) 2001-09-27 2005-04-26 International Business Machines Corporation Use of vehicle permissions to control individual operator parameters in a hierarchical traffic control system
US6574547B2 (en) 2001-09-27 2003-06-03 International Business Machines Corporation Use of vehicle permissions to control individual operator parameters in a hierarchical traffic control system
WO2009043770A1 (fr) * 2007-09-27 2009-04-09 Siemens Aktiengesellschaft Procédé d'établissement d'horaires de circulation de systèmes de transport avec prise en compte de limites temporelles
FR2955954A1 (fr) * 2010-02-04 2011-08-05 Ineo Systrans Systeme de gestion de services

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Publication number Publication date
WO1997009218A3 (fr) 1997-04-10
AU7277496A (en) 1997-03-27
AR003516A1 (es) 1998-08-05

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