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EP1541442B1 - Méthode pour l'information actuelle de déviations d'un table horaire publié - Google Patents

Méthode pour l'information actuelle de déviations d'un table horaire publié Download PDF

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Publication number
EP1541442B1
EP1541442B1 EP03360138A EP03360138A EP1541442B1 EP 1541442 B1 EP1541442 B1 EP 1541442B1 EP 03360138 A EP03360138 A EP 03360138A EP 03360138 A EP03360138 A EP 03360138A EP 1541442 B1 EP1541442 B1 EP 1541442B1
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EP
European Patent Office
Prior art keywords
timetable
train
document
forecast
day
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.)
Revoked
Application number
EP03360138A
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German (de)
English (en)
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EP1541442A1 (fr
Inventor
Detlef Daase
Hans-Peter Jürgen Huber
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.)
Alcatel Lucent SAS
Original Assignee
Alcatel SA
Nokia Inc
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Filing date
Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=34486514&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1541442(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Alcatel SA, Nokia Inc filed Critical Alcatel SA
Priority to AT03360138T priority Critical patent/ATE318744T1/de
Priority to EP03360138A priority patent/EP1541442B1/fr
Priority to DE50302522T priority patent/DE50302522D1/de
Publication of EP1541442A1 publication Critical patent/EP1541442A1/fr
Application granted granted Critical
Publication of EP1541442B1 publication Critical patent/EP1541442B1/fr
Anticipated expiration legal-status Critical
Revoked 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
    • B61L27/12—Preparing schedules

Definitions

  • the invention relates to a method for prompt information on deviations from a published timetable, in particular annual or periodic timetable, in which at least one schedule is generated for the day, the current operating position of a vehicle or flight-bound transport system, in particular railway system, including current delays and disposition decisions is determined and from the at least one schedule for the day and the current operating position, a forecast for the future operating position is determined.
  • a published timetable in particular annual or periodic timetable
  • at least one schedule is generated for the day
  • the current operating position of a vehicle or flight-bound transport system, in particular railway system, including current delays and disposition decisions is determined and from the at least one schedule for the day and the current operating position, a forecast for the future operating position is determined.
  • a transport company and in particular a railway undertaking, must inform operating personnel, passengers and other carriers, to whom connecting relationships exist ("business partners"), when which trains go where and where and which connections between the trains.
  • a timetable document describes an application-related part of the overall timetable. Examples of timetable documents are the driver's book timetable and the departure board at the station. The publication takes place only at long intervals. The departure board is published twice a year, for example, as a summer and winter timetable document.
  • a timetable consists of all the train journeys that occur in the geographical and temporal scope of the timetable and the connections from train number to train number in the station (for example station).
  • a train run consists of the train number, the track-specific clear path of the train, a sequence of times relative to points (eg railway signals) on the route of this train (space-time coordinates) and physical train data for the travel time calculation, such as mass of the train, Braking capability, etc.
  • a train may include conditions to continue on certain railway signals or an "exceptional consignment" mark.
  • a timetable is not to be kept as it was originally published due to short-term events, such as construction with diversions, or due to unplanned events such as technical disruptions, weather conditions, delays, and reactions to these events (Dispo decisions).
  • the MRP schedule contains a train run for each train number, which is determined from a daily target schedule and / or a train run, which is determined from a daily operating schedule, all changed train runs, if available, and all scheduling decisions , if available. Furthermore it can contain train runs under construction (for new train numbers). This may result in new train runs of the daily scheduled timetable or the daily operating timetable.
  • the dispatching schedule can contain copies of existing train runs for which dispatching decisions are tried and calculated without being implemented in active operation. Such a copy may be changed by a decision of the dispatcher.
  • the forecast timetable contains, redundantly to the scheduling schedule, a train run for each train number, which is determined from a daily target schedule and / or a train run, which is determined from a daily operating schedule, as well as all predicted train runs, if available , Also included is a train run as actually operated, i. all actual messages for the train run.
  • a disadvantage of the aforementioned method is that they are too complicated and too slow. The information is not available to all recipients at the same time. Customers and business partners will be informed late, if at all.
  • the object of the invention is to provide a method by which all authorized interested parties can be informed as quickly as possible about the deviations in the train timetable that concern you.
  • the object of the invention is to provide a method for the feedback from the signal boxes to the control technology, so that the control center learns the current operating position, as the basis for forecasting and scheduling decisions.
  • the timetable document can be generated from a timetable for the day, preferably a timetable that already takes into account scheduling decisions, and the current operational situation, wherein a prognosis can be determined from the current operational situation that is included in the timetable document.
  • a simple implementation of the method results when the timetable document is generated from a known scheduling scheduling for the day and a known per se driving schedule for the day (both together contain a forecast determined from the current operating position).
  • a process "recalculate train run” makes the forecast for a specific train run (after a delay or in a MRP measure) by recalculating this train run.
  • the newly calculated train run enters the forecast timetable as a train run "changed” to the scheduling timetable or as a train run "forecast”.
  • the forecast generated from the current operating situation consists of all the train runs "Forecast", train runs "Changed” and the runs "TARGET" for which there were no deviations, i. from the planning and forecasting timetable together. If there are several newly calculated train runs ("changed” or "forecast”) for the same train number, only the last calculated one is valid.
  • the actual messages according to the current operating situation trigger the forecast in case of delays.
  • a single schedule for the day is generated, which contains only those data (in terms of time, content) that are necessary for the prognosis of Trains from now on, waiving functionalities that are not necessary for a timetable document.
  • a timetable is referred to below as the best-prognosis timetable.
  • the best-forecasting schedule contains only information regarding the future, with the exception of a reference train run for each train number, while the scheduling and forecasting timetable contains past, present and future of train runs. The reference train run is completely taken over.
  • the advantage of the best-forecasting schedule is that it prepares the targeted, consistent, simultaneous and rapid dissemination of information about deviations from published timetable documents by current timetable documents according to the invention, whenever a change has occurred which relates to a timetable document according to the invention . If there is a best-guessing roadmap, then only that one roadmap needs to be considered, as it is generated from the scheduling and forecasting schedules and is updated as they are. The forecast can be made outside the scheduling and forecasting timetable, in a "recalculate train run" process. It is therefore not necessary to wait for an update of the scheduling and / or forecast schedules and assigned databases.
  • the best-forecasting timetable may include for each train number: as a reference train a train run determined from a daytime schedule and / or a train run determined from a daytime service schedule; the most recent, ie last calculated, modified train run "Best Forecast”. Older predicted train runs "Best Forecast” for the same train number are deleted, so that the best-forecast timetable for a train number contains only the reference train and the most recent train run "Best Forecast”.
  • the train run "Best Forecast” corresponds to a train run "changed” in the MRP timetable or a newly calculated train run "Forecast” in the forecast timetable due to an MRP decision.
  • the most recent train run "Best Forecast” contains only data about the not yet traveled part of the train run. The history of how a train drove can no longer be deduced from the best-forecast timetable. A best-forecast train run is less detailed than the corresponding changed run or forecast run of the scheduling or forecasting schedule.
  • each new dispatch decision and each new delay leads to an update of the best-forecasting timetable at the earliest possible time and subsequently to the updating of the current timetable documents. Due to a significantly lower data volume, updating the best-forecast timetable is faster than updating the scheduling and forecasting timetable.
  • this individual current timetable underlay has the following properties:
  • This "view” can be configured individually, for example by specifying a time window, by limiting the space or by specifying train types, such as Intercity or Intercity Express.
  • train types such as Intercity or Intercity Express.
  • the information about train runs and connections is taken from the best-forecast timetable.
  • the best-forecasting timetable is updated constantly. The information is no longer obsolete as in a conventional timetable document, because at the earliest possible time, the timetable document is automatically updated, for example, at the moment of the occurrence of a delay or a dispositive change.
  • the configurability means for example, that a transport company can specify which employees automatically receive which information automatically as individual timetable documents. It only distributes the information that really interests the individual.
  • the information recipient can freely choose from a variety of electronic formats, electronic distribution media, languages (German, English, ). Ongoing operations are easier to coordinate with other carriers and business partners. The service for the customer is significantly improved.
  • the method according to the invention can be used for every traffic system in which there is a published timetable which can not be complied with with certainty, in which an ongoing comparison of the moving traffic (IST) with the currently valid timetable for the day (SOLL) takes place the infrastructure and optionally the speed behavior of the vehicles is known.
  • IST moving traffic
  • SOLL currently valid timetable for the day
  • the timetable document can be subscribed. This means that everyone gets what they need for as long as they want. This results in a great variety of applications. It will inform those who have expressed their interest through a one-time or periodic subscription and who fulfill the requirements.
  • the timetable document is generated electronically and is available electronically. It can be created, transformed and transported in any number of languages, formats and media.
  • the lifetime is independent of an official timetable period.
  • the update and distribution takes place at the earliest possible date. In particular, it can be provided that the distribution does not take place once at the beginning of the timetable period, but whenever a change in the best-prognosis timetable has occurred, which relates to the corresponding individual current timetable document.
  • Each individual individual timetable document may be assigned to: one or more interested parties to whom the individual timetable document will be delivered, one or more formats, media and languages in which the individual timetable document will be distributed, a destination specification for the electronic timetable Distribution of the timetable document, eg mobile telephone number and a client and bill-to party.
  • the railway administration can provide particularly required individual timetable documents as a template for acceptance and modification.
  • the lifetime of an individual timetable is independent of fixed validity periods, such as winter or summer timetable.
  • the timetable documents can be generated, modified or deleted at any time.
  • the updating of the individual timetable is advantageously event-driven.
  • Events in this sense are deviations from the planned, ie in particular delay, rerouting or a change of the station driving order (BFO). These deviations are detected by constant monitoring of the operating situation of the traffic route system.
  • Other events include tampering with the schedule for the day by a human dispatcher or an automatic conflict resolution or scheduling system.
  • An update of an individual timetable document is only ever carried out for these events if an individual timetable document is affected by the change. If an individual timetable document is affected, the update will take place immediately. The subscriber therefore only receives an updated individual timetable document if it concerns a change according to his chosen filter criteria.
  • a quick distribution directly from the source of the information to the end receiver of the information can be ensured. All subscribers are quasi-informed at the same time. After each update of the daily timetable, especially the best-forecast timetable, will be redistributed. The distribution takes place electronically instead of slowly calling people.
  • the distribution of the individual timetable document advantageously takes place with each update of the best-prognostic timetable concerning the individual timetable.
  • the distribution can be done very quickly by electronic means.
  • the distribution can take place, for example, as text (in various languages) via mobile phones as SMS, via fax, e-mail, telex, telegraph or as text and graphics on the Internet.
  • the distribution can be distributed as an automatic voice message (“automatic voice message”) via mobile, landline, train radio or directly through station speakers.
  • Connections to other systems are possible, so that the current timetable document can be transferred to other systems.
  • These other systems can, for example, transfer subscriber starnm data and booked train journeys as a train-flow filter, connection filter without any effort for the subscriber.
  • connections to work planning systems are conceivable. For example, for a train attendant scheduled to train 4711 on day X, an individual timetable document will automatically be subscribed for that same train and day.
  • passing on of individual timetable documents to passenger information systems is conceivable.
  • the individual timetable document may for example be booked and / or paid for via a mobile telephone.
  • the creation and subscription of individual timetable documents is also conceivable via the Internet or intranet of a transport company.
  • the distribution of individual timetable documents may be under the control of the transport operator.
  • the distribution of Individual timetable documents are selectively or completely shut down, for example in nuclear waste transports or military trains.
  • the inventive method in particular the generation of a current timetable document, the updating, configuration and distribution of the timetable documents can be implemented in a computer program or software.
  • Each train attendant gets during his service all updates of the train run of his train including all (lost) connections continuously as text via SMS on his mobile phone. He can pass this information via on-board speakers to his passengers.
  • the train run of his train is the filter on the basis of which the individual timetable document is created. The train scheduler's individual timetable will only be updated when changes are made to the best-forecast timetable that relate to the train journey of its train.
  • An individual timetable document may be used, for example, whenever a passenger wishes to travel from Braunschweig to Berlin on a train of the class ICE or IC every Monday - Friday between 3:00 pm and 6:00 pm. In order to waste no time, he wants to be informed about current departure times (delays) and track changes of the trains filtered out for him currently by SMS on his mobile phone.
  • the dispatcher at the emergency terminal can receive all train passes through his IP as text by fax or by mobile phone.
  • Another example is that all trains and connections that affect a station in its own operating area of a (Nebenrown) -Stilltechnik that is not connected via the computer system "Zuglenkung" to the control center, the dispatcher sent as text via teletype to the signal box become. The dispatcher reads the individual timetable document and then sets his driving lanes.
  • the location of the routes is significant because the scheduling schedule must be operational for the day, i. Driveways must be provided and train rides must be made.
  • the scheduling schedule represents the desired operational quality for this day.
  • Interlocking systems must be connected to a disposable control system in such a way that train journeys are carried out as planned in the timetable for the day.
  • Train location messages (train no., Location, time, optional direction of travel) must be continuously transmitted from the interlockings to the control center ("actual messages") in order to know the current status (including delays) across all interchangeables and thus allocate them can.
  • Each signal box has an interlocking district in which it sets switches and signals.
  • An interlocking comprises one or more stations.
  • the station In knowledge of the starting station of the train run (entrance of the Wermeldestelle), the destination station of the train run (exit of the Wermeldestelle), the station tracks for transit or stop, the times for arrival, departure, transit and operational conditions, the dispatcher on the signal box for each train ride to set the right roads in good time and to prevent misdirections. It can be provided that the daily train station timetable is calculated daily before the start of the production day from the scheduling schedule for the day (in BZ 2000) or the timetable for the day to day-specific deviations from the annual schedule, for example, by construction sites already included in these roadmaps.
  • the daytime train station timetable is distributed to the dispatcher on the signal box.
  • the distribution is in the simplest case as text, for example by teletype or fax, in the more complex case electronically to the tabular output on a timetable monitor.
  • the daily train station timetables affected by the scheduling decisions are determined, recalculated and redistributed.
  • the dispatchers may order an individual timetable document to update the daily train timetable. It can also be provided that the daily train station timetable is based on an individual timetable document. Thus, new times or track changes as a result of Dispo decisions note all concerned dispatcher.
  • the update can be used to prevent misdirections as well as with the first creation.
  • an interlocking is connected to current Dispo decisions of a dispositive control system so that caused by the control system faulty lines are prevented.
  • train location notifications (train no., Location, time) must be transmitted from the signal boxes to the operation control center.
  • the daily train station timetable can be output to the dispatcher in tabular form on a timetable monitor.
  • the daily train timetable is extended to include information on actual times and / or actual tracks used for departure, arrival or transit of trains (IST indications). This IST information is supplemented by the dispatcher after each departure, arrival, transit in the daytime train station timetable on the timetable monitor.
  • the monitor has an interactive user interface.
  • the implementation of the feedback from the signal boxes to the control system using an extended timetable document is seen as an independent invention.
  • the supplements are electronically transferred back to the operations control center and incorporated into the forecast timetable. There they serve as a basis for disposition decisions.
  • the transmission of train location messages is characterized in that the format and the data structure of the data set are tuned for easy processing in the control center and easy incorporation into the forecasting schedule, for example by specifying the (database) key values for the data record the SOLL part of the Daytime Train Station timetable. This is particularly easily possible if the interactive user interface of a timetable monitor provides enhancements in the daily station timetable (table) for this IST information.
  • the data record can be sent back to the control center on one or more arbitrary electronic media, individually or redundantly (signal-wise secure), for example twice: once via UMTS mobile radio and once via telephone cable.
  • the return can be encrypted and / or secured with Authentication (Electronic) Authenticated Identification of the sender). It is particularly fast if no slow bus system is used.
  • these actual data in the daily train station timetable can be supplemented with further information for later statistical evaluation, for example "traveler behavior" as a reason for delay.
  • a new delay quality defect
  • all daytime train station schedules affected by the delay can be determined, recalculated and redistributed, or a current timetable document for updating.
  • a Dispo decision can be made.
  • the advantage of the method is that all signal boxes with manual operation by dispatcher, regardless of design and equipment, with a short time horizon, without development, test, maintenance of a train control (ZL) - system and a control center and therefore with low effort for the Signaling industry can be connected to the dispositive control technology. At the same time, existing investments in old carousels are protected.
  • ZL train control
  • the "connection” comprises two directions, namely from the control technology (for example BZ 2000) to the signal boxes and a feedback from the signal boxes to the control system.
  • the first direction is realized in the prior art by telephoning and a steering plan interface (in the control center).
  • the first direction is realized by a current timetable document and / or a daily station timetable.
  • the second direction is realized in the prior art by a message image interface (in the control center).
  • a feedback with monitor solution is provided for this purpose.
  • the security gap - errors due to inconsistencies in configuration data - can be closed. Incorrect information in the daytime train schedule, e.g. due to configuration errors in the control center, the dispatcher can recognize. Ambiguities can clarify the dispatcher quickly with the dispatcher in the control technology by telephone and thus prevent misdirection, because not (possibly inconsistent) planning data in computer system "train control" or planning data in the operations center determine which routes are made for a particular train, but a human Specialist, who is on site anyway (driver).
  • the control center learns the current operating situation. This leads eg to delays to a new prognosis.
  • the forecast is (a) template for planning decisions.
  • the decision-making decisions or new forecasts lead to new daily train station timetables adapted to the new operating situation. Daily train station timetables allow the new operational will to be implemented consistently in the control center, quickly and across the boundaries of the signal box.
  • a comparable circuit is possible according to the prior art only for (relatively few) interlockings, which are equipped with train steering and train number detection system (so-called sub-centers).
  • Such signal boxes / sub-centers are connected to the control center (BZ 2000) via a control center (steering plan and message screen interface).
  • BZ 2000 train steering and train number detection system
  • the main advantage of feedback with monitor solution is that by enabling this feedback for all interlocking with manual operation by the dispatcher, regardless of design and equipment, all interlockings (not just the sub-centers) to the control center can be connected.
  • a control center such as BZ 2000, a much larger area of activity, namely virtually the entire route network including Maufflen, instead of only a few sub-centers mainly on busy main lines.
  • FIG. 1 shows as a central element a best-prognosis schedule 1 to which the parameters reference train, reference port, best-forecast train run and best-prognosis port are fed by a device 2 for guiding and updating the best-prognosis schedule 1 ,
  • a schedule for day 3 and the forecast timetable for day 4 are included in device 2.
  • the device 2 continues to receive the recalculated in the device 5 train run.
  • the device 7 which is fed to the best-prognosis schedule 1 and which is activated by the device 2, the timetable documents affected by a change of the best-prognosis timetable 1 are identified.
  • the identified timetable documents are recreated and distributed based on the best-prognosis timetable 1 in the device 8 .
  • the best-prognosis schedule 1 only information is supplied, which are interesting for the determination of current timetable documents 9 . In particular, no route information, signal information and the exact route of a train are transmitted.
  • the individual timetable documents 9 can be subscribed by subscribers 10 . For this purpose, a registration is required, which is indicated by the device 11 .
  • the subscriber 10 sets in the device 12 filter criteria for his individual timetable document 9. As a result, the timetable document 9 is configured.
  • the device 13 the individual timetable document 9 of a subscriber 10 is subscribed. Updated timetable documents 9 are forwarded by the device 8 to various subscribers such as operating personnel 14, business partners 15, passengers 16 or passenger information systems 17 .
  • the aforementioned devices 2, 5, 6, 7, 8, 11, 12, and 13 may be configured as processes in a computer program or software.
  • FIG. 2 indicates the integration of the method according to the invention into an existing concept of an operating center.
  • the bold arrows 20, 21, 22 indicate new interfaces via which information of a scheduling schedule 3 for one day, a forecasting schedule 4 for one day and newly calculated train runs into the device for guiding and initializing the best prognosis schedule. Timetable to be initiated. Due to error messages supplied via arrow 25 , the device 26 is re-scheduled. This is usually done by a route dispatcher or Buchlenker, which changes trains in advance through disposition decisions, in order to avoid delays and disruptions as well as possible conflicts, to minimize delays and to keep connections. To serve as a basis for decision-making he graphically displayed target train runs, forecast train runs and train runs that have been changed due to already taken Dispo decisions.
  • a train run in the device 27a can be redetermined starting from the dispatching schedule 3 (train run "changed”). If a deviation of a train from the desired train run is detected in the device 28 , a new train run (train run "forecast”) is likewise determined in the device 27b and fed to the forecast timetable 4. The train runs "Forecast” and “Run” are added to the best-forecast timetable as the "Best Forecast” train run. A train number is the current train run "Best Forecast”. A detected in the device 28 deviation is also passed to the device 26. Starting from the dispatching schedule 3, the setting instructions per sub-center 30 are determined in the device 29 per train run.
  • a steering plan 31 is created for the next 8 hours, which is distributed by the device 32 .
  • the steering plan 31 is deposited for each train and for each Huawei signal, which route is to be set with which slip path when approaching this train.
  • the train control plan 31 includes wait conditions and order controls on specified signals.
  • the train control system generates 31 control commands from the steering plan and sends them to the signal box for execution. This relieves the dispatcher of routine work.
  • the steering plans 31 are buffered and distributed with a preview of a few hours to the sub-centers 30.
  • the sub-centers 30 are connected to the infrastructure, ie switches, signals, free-reporting systems and the like. In conjunction, which in turn affect the trains 35 .
  • Faults are routed from the sub-centers 30 to the building design 36 and to the scheduling facility 37 .
  • scheduling decisions are forwarded by telephone 38 to the operating personnel 39 .
  • Passengers 40 and business partners 41 are not informed directly. This can be improved by the illustrated in Fig. 1 method by the individual timetable documents are created and passed on electronically.
  • FIG. 3 shows the daily initialization of daily train station schedules. From the daily scheduled timetable 50 and the daily operating timetable 51, the determination of which is explained in connection with FIG. 5, a daily station timetable 53 is determined in the device 52 for each Wermeldestelle.
  • the daytime train schedule 53 contains information such as connection, train number, track, time (departure, transit, arrival).
  • the device 52 of the train route is determined 54 that is just like the day station schedules distributed by the device 55 to the interlocking 56th
  • the impetus for distributing the daily train station timetables is the process 52.
  • the dispatcher 57 can set the correct routes in good time.
  • the updating of the daily train station timetables is carried out according to FIG. 4, when a train run in the device 60 is recalculated. This enters the scheduling schedule 3 and the forecast timetable 4. Due to the changed train run and the forecast of the train run, the affected daily train station timetables are determined in the device 61 . The daytime train schedule 53 is recalculated in the device 62 and redistributed by the device 55 to the affected interlockings 56.
  • Fig. 5 shows a first alternative of the daily Clearaufrüstung a signal box. 56.
  • a published scheduled timetable 66 which is generally valid for 6 months, is determined.
  • a daily target schedule 50 is determined for each day.
  • Parallel to the scheduled periodic schedule 66 there is an internal periodic operating schedule 67, which is also generally valid for 6 months.
  • the daily operating schedule 51 is determined for each day.
  • the scheduling schedule 3 determined. From this, in turn, the daily train schedule 53 can be determined.
  • the daily station schedule 53 becomes directly from the daytime schedule 50 and the daily service schedule 51, the deviations from the annual schedule, for example, due to construction 65 contains determined.
  • Fig. 7 shows a representation of how parallel to the train steering system 70, a steering plan 31, which is routed to a sub-center 30, and a daytime train schedule 53, is given to a simple interlocking 56.
  • the train control 70 in the sub-center 30 are transmitted the train number, the route and the parking conditions.
  • the sub-center 30 comprises a computer-assisted train steering system 70, an electronic interlocking 71 and a computer-aided train number notification system 72.
  • FIG. 8 substantially corresponds to FIG. 7 except that the update of the steering plan 31 and the daytime train schedule 53 is shown. If a delay is reported by a sub-central 30 or a simple interlocking 56, the forecast timetable 4 is updated. Then the affected tags station timetables 53 are brought up to date and transmitted to the affected simple interlockings 56. This can be done for example by an individual current timetable. If a dispatching decision 75 is made, this is included in the scheduling schedule 3. Subsequently, the affected steering plan 31 and the affected daily train station timetable 53 are updated and passed on to the affected sub-centers 30 and interlockings 56, respectively.
  • the user interface 79 contains the categories train number 81, "train from” 82, "train to” 83 and track 84. From this recognizes the dispatcher in the knowledge of the operating conditions, which routes he must ask. From the field "Halt?" He recognizes whether a train arrives, departs or passes.
  • the "TIME TIME” field 86 shows the time published in the timetable.
  • the "Forecast TIME” field 87 contains the last forecast reported by the control center.
  • the present line 88 represents the current time on the Y axis.
  • the table scrolls automatically as time progresses, for example, sorted by the last forecast time.
  • the function key "now” 89 the current system time (radio clock) is entered in a simultaneously selected field (ACTUAL TIME) 90 . This is done, for example, via a touch screen of a timetable monitor and two-finger operation.
  • a function key "Delay" 91 is provided to justify the delay for a single train or for a collective reasoning for all trains that have a common path within a period of time and that are late because of the same reason (eg "railway embankment burns").
  • the reasoning is in box 92 entered.
  • the interactive user interface 79 is only sensitive to entries for the present and the past.
  • the presented user interface 79 fully supports the local specialist in the creation of delays.
  • the delay minutes no longer have to be typed in manually, but are automatically calculated by the system from the difference between TARGET time and ACTUAL time.
  • a menu to be opened by the function key "Delay" 91 allows a fast assignment of justifications to data records. Data records with delays / justifications can be forwarded to a statistic system in the control center. Data records with unjustified delays can be automatically sent by the control center to the dispatcher for subsequent justification.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Alarm Systems (AREA)
  • Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)

Claims (9)

  1. Procédé pour l'information actualisée concernant des écarts par rapport à un horaire publié, en particulier un horaire annuel ou un horaire périodique, dans lequel au moins un horaire est géré pour la journée, la situation d'exploitation actuelle d'un système de circulation lié à l'horaire ou au plan de vol, en particulier un système ferroviaire, y compris les retards momentanés et des décisions de report, est déterminée et une prévision pour la situation d'exploitation à venir est déterminée à partir du au moins un horaire pour la journée et de la situation d'exploitation actuelle, au moins un document d'horaire (9) actuel est généré à partir de l'horaire pour la journée, de la situation d'exploitation actuelle et de la prévision, caractérisé en ce que des critères de filtre sont prédéfinissables et le document d'horaire (9) est configuré individuellement sur la base des critères de filtre.
  2. Procédé selon la revendication 1, caractérisé en ce qu'un horaire de prévision optimum (1) est généré comme horaire pour la journée, en particulier à partir d'un horaire (3) de report et d'un horaire de prévision (4) et l'au moins un document d'horaire (9) est déterminé à partir de l'horaire de prévision optimum (1).
  3. Procédé selon la revendication 1, caractérisé en ce que le document d'horaire (9) est actualisé lorsqu'une modification importante pour le document d'horaire (9) de l'horaire est survenue pour la journée.
  4. Procédé selon la revendication 1, caractérisé en ce que le document d'horaire (9) est généré sur une période prédéfinissable.
  5. Procédé selon la revendication 1, caractérisé en ce que le document d'horaire (9) est diffusé de façon électronique.
  6. Procédé selon la revendication 1, caractérisé en ce qu'un document d'horaire (9) est mis à disposition comme modèle et est modifié ensuite.
  7. Procédé selon la revendication 1, caractérisé en ce que, pour au moins une gare, en principe pour chaque gare, et/ou pour au moins un signal ferroviaire, on enregistre le moment où un train arrive, part ou passe et ces informations sont utilisées pour la mise à jour de l'horaire pour la journée, en particulier de l'horaire de prévision optimum (1).
  8. Procédé selon la revendication 1, caractérisé en ce qu'un horaire de gare journalier (53) est établi pour chaque gare, à chaque fois un horaire de gare journalier (53) actualisé ou un document d'horaire (9) actualisé étant transmis aux postes d'aiguillage (56) concernés par la modification en cas de modification du au moins un horaire pour la journée, en particulier de l'horaire de prévision (4) et de l'horaire de report (3) ou de l'horaire de prévision optimum (1).
  9. Programme informatique, dans lequel est mis en oeuvre le procédé selon la revendication 1.
EP03360138A 2003-12-08 2003-12-08 Méthode pour l'information actuelle de déviations d'un table horaire publié Revoked EP1541442B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT03360138T ATE318744T1 (de) 2003-12-08 2003-12-08 Verfahren zur zeitnahen information über abweichungen von einem veröffentlichten fahrplan
EP03360138A EP1541442B1 (fr) 2003-12-08 2003-12-08 Méthode pour l'information actuelle de déviations d'un table horaire publié
DE50302522T DE50302522D1 (de) 2003-12-08 2003-12-08 Verfahren zur zeitnahen Information über Abweichungen von einem veröffentlichten Fahrplan

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03360138A EP1541442B1 (fr) 2003-12-08 2003-12-08 Méthode pour l'information actuelle de déviations d'un table horaire publié

Publications (2)

Publication Number Publication Date
EP1541442A1 EP1541442A1 (fr) 2005-06-15
EP1541442B1 true EP1541442B1 (fr) 2006-03-01

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EP03360138A Revoked EP1541442B1 (fr) 2003-12-08 2003-12-08 Méthode pour l'information actuelle de déviations d'un table horaire publié

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EP (1) EP1541442B1 (fr)
AT (1) ATE318744T1 (fr)
DE (1) DE50302522D1 (fr)

Cited By (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

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018214911A1 (de) * 2018-09-03 2020-03-05 Siemens Mobility GmbH Verfahren und Vorrichtung zum automatischen Auslösen von Maßnahmen bei Verspätung eines Verkehrsmittels

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4122523A (en) * 1976-12-17 1978-10-24 General Signal Corporation Route conflict analysis system for control of railroads
US5623413A (en) * 1994-09-01 1997-04-22 Harris Corporation Scheduling system and method

Cited By (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

Also Published As

Publication number Publication date
ATE318744T1 (de) 2006-03-15
DE50302522D1 (de) 2006-04-27
EP1541442A1 (fr) 2005-06-15

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