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WO1997010983A1 - Procede de determination de donnees de regulation du comportement de vehicules sur rails - Google Patents

Procede de determination de donnees de regulation du comportement de vehicules sur rails Download PDF

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Publication number
WO1997010983A1
WO1997010983A1 PCT/DE1996/001631 DE9601631W WO9710983A1 WO 1997010983 A1 WO1997010983 A1 WO 1997010983A1 DE 9601631 W DE9601631 W DE 9601631W WO 9710983 A1 WO9710983 A1 WO 9710983A1
Authority
WO
WIPO (PCT)
Prior art keywords
approximation
speed
track
interval
motion
Prior art date
Application number
PCT/DE1996/001631
Other languages
German (de)
English (en)
Inventor
Martin Witte
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
Publication of WO1997010983A1 publication Critical patent/WO1997010983A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal

Definitions

  • the driving dynamic behavior possibly including the energy requirement of the individual track-bound vehicles, must be calculated in advance in order to be able to calculate optimal driving curves both in terms of energy and time. This is particularly important in automatic vehicles from a safety-technical point of view, that is to say, for example, the determination of the braking distance or also the determination of data for precise braking.
  • the invention is based on the problem of specifying a method with which movement data for regulating track-bound vehicles are determined, the determination of the data should be able to be carried out more quickly than is possible with the known method.
  • the acceleration is measured as a function of the speed of a vehicle.
  • the speed behavior is determined as a function of time. From this all further equations of motion, e.g. the acceleration, depending on the time, or the distance traveled, depending on the time, determines.
  • FIG. 1 shows a flow chart describing individual method steps of the method according to the invention
  • FIG. 2 shows a sketch in which the various possibilities for forming the approximation integrals described below are shown;
  • Figure 3 is a sketch showing various ways of forming the approximation factors.
  • movement variables ai (v) are determined for track-bound vehicles Fi.
  • a first index i clearly identifies a vehicle type with the same driving characteristics.
  • the index i is an arbitrary natural number.
  • the motion variables ai (v), which in each case depend on the acceleration behavior of the track-bound vehicles Fi describe gig of all possible speeds v ⁇ of the various track-bound vehicles F x , measured.
  • Movement differential equations are used to determine speeds v 2 (t) of the individual track-bound vehicles F x , depending on a time t
  • the determined speeds v x (t) of the track-bound vehicles F ⁇ are stored in a memory of a computer (step 3).
  • the determination of the further movement equations takes place as a function of the information required to control the track-bound vehicles F x and differs from case to case.
  • the motion differential equations a x (v) are given, for example, in the form of n support points. These support points form the speed intervals [v 1 - ) , V- L -J + I.], which are determined in accordance with the required accuracy of the approximation (step 4), as will be described below.
  • the first index I denotes the respective vehicle type F ⁇ and em second index j denotes a polygon course, that is to say unambiguously, a speed interval.
  • the polygons in the respective speed interval have the form c 1 - ] v 1 + d ⁇ , so they are linear.
  • the constants c- j and d- j are general constants for solving differential equations.
  • the motion differential equations a x (v) can be represented not only in m polygon courses, but also in the form of an explicit function or m in the form of so-called splmes, i.e. m in the form of quadratic polynomials, which smooth the motion differential equations a ⁇ (v ) at the n support points.
  • the times t ⁇ are the times at which the track-bound vehicle reaches the speed V ⁇ . This happens at a point s 3 .
  • the total motion equations are then composed of the solutions of the equations of motion in the respective speed intervals.
  • a ⁇ (t 'Pi) Pi * a x (t • p x )
  • the approximation factors p xl are each for freely selectable approximation speed intervals [v lx , v x ] _ + ⁇ ] determined.
  • the speed approximation intervals [v xl , v ⁇ l + l] do not have to match the speed intervals [v x - j , v X ⁇ +1 ] described above. They can differ from one another in any way and overlap.
  • Em index 1 is any natural number and uniquely identifies each speed approximation interval I v ⁇ l- v ⁇ l + ll.
  • the speed approximation interval [v xx , v x ] _ + x ] can be subdivided further and further depending on the required goodness of the approximation. In this way, explicit access to the driving dynamics variables of interest is gained and there is no need for iterative approximations.
  • a first possibility is that the approximation factors p lx are formed in such a way that the respective average acceleration m corresponds to the approximation of speed.
  • tion interval [v xl , v lx + 1 ] remains the same (see FIGS. 3, 31, 32). This is equivalent to the following:
  • a x n (v x ) denotes actual movement variables m the respective speed approximation interval [v lx , v xx + x ], which differ from the movement variables (a x (v x )) in the following way:
  • f x (v x ) is assumed to be constant and is designated f x .
  • step 7 can be used to determine the approximation factors p x ⁇ in the following way (see FIGS. 5, 7, 21, 31):
  • the polynomial q x (v x ) can be formed by a linear approximation
  • the polynomial qi (vi) K is constant for the very simple case that occurs particularly in the case of track inclinations or changes in the weight of the track-bound vehicles Fi.
  • the approximation factors p xl are stored according to step 8 in a memory of the computer used for the approximation.
  • the approximated solutions AL 1X are now used according to step 10 in order to regulate the driving properties of the individual track-bound vehicles F x .
  • the criterion for forming the approximation factors p x ⁇ is the minimization of the quadratic error when the acceleration behavior of the individual track-bound vehicles F x changes .
  • the individual changes are additionally m different with the weighting function in the speed approximation interval [v x ⁇ , v 11 + 1 ]. weighted g x ⁇ (v).
  • the following results for the formation of the approximation factors p ⁇ x are additionally m different with the weighting function in the speed approximation interval [v x ⁇ , v 11 + 1 ]. weighted g x ⁇ (v).
  • the index ⁇ uniquely denotes each weighting function g X ⁇ (v) and is any natural number.
  • the intervals at which each weighting function g X ⁇ (v) is valid are again completely independent of the speed approximation intervals [v x ⁇ , v xl + 1 ] and the speed intervals [v X ⁇ , V ⁇ ⁇ +] J.
  • the weighting of the changes between the movement quantities a x (v x ) and the changed movement quantities a x n (v 1 ) m at the respective speed approximation intervals [v x ⁇ , v 11 + 1 ] is carried out in such a way that, for example, errors m in the acceleration phase be weighted more heavily at low speeds.
  • Linear functions are generally sufficient as weighting functions g ⁇ (v).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

Les données de régulation du comportement de circulation de véhicules sur rails (Fi) sont déterminées par la mesure d'une courbe d'accélération (ai(vi)) pour chaque véhicule, mesure à partir de laquelle on détermine et on enregistre des vitesses (vi(t)). On procède à l'évaluation des modifications de la 'courbe normale' (ai(vi)) à des intervalles d'approximation de la vitesse ([vi1, vil+1]) par des coefficients d'approximation (pi1) qui tiennent compte des causes des modifications dans la mesure, les coefficients d'approximation (pi1) étant liés à la courbe d'accélération (ai(vi)) de l'intervalle d'approximation de la vitesse ([vi1, vi1+1]) concerné. Cela permet d'éviter chaque fois la résolution des équations de vitesse différentielle et rend possible la régulation rapide du comportement des véhicules ferroviaires (Fi).
PCT/DE1996/001631 1995-09-21 1996-09-02 Procede de determination de donnees de regulation du comportement de vehicules sur rails WO1997010983A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19535122.3 1995-09-21
DE19535122A DE19535122C1 (de) 1995-09-21 1995-09-21 Verfahren zur Ermittlung von Daten zur Regelung der Fahrt von spurgebundenen Fahrzeugen

Publications (1)

Publication Number Publication Date
WO1997010983A1 true WO1997010983A1 (fr) 1997-03-27

Family

ID=7772794

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1996/001631 WO1997010983A1 (fr) 1995-09-21 1996-09-02 Procede de determination de donnees de regulation du comportement de vehicules sur rails

Country Status (2)

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DE (1) DE19535122C1 (fr)
WO (1) WO1997010983A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10012928A1 (de) * 2000-03-16 2001-09-20 Daimlerchrysler Rail Systems Verfahren und Vorrichtung zur Regelung der Geschwindigkeit eines Schienenfahrzeugs
DE102005020771A1 (de) * 2005-05-02 2006-11-09 Db Systems Gmbh Exakte Ermittlung der Fahrzeit von Schienenfahrzeugen

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990003622A1 (fr) * 1988-09-28 1990-04-05 Teknis Systems (Australia) Pty. Ltd. Systeme de conservation d'energie pour vehicules sur rail
EP0605848A1 (fr) * 1992-12-28 1994-07-13 UNION SWITCH & SIGNAL Inc. Système de commande de trafic utilisant un appareil de mesure d'informations de véhicule embarque

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990003622A1 (fr) * 1988-09-28 1990-04-05 Teknis Systems (Australia) Pty. Ltd. Systeme de conservation d'energie pour vehicules sur rail
EP0605848A1 (fr) * 1992-12-28 1994-07-13 UNION SWITCH & SIGNAL Inc. Système de commande de trafic utilisant un appareil de mesure d'informations de véhicule embarque

Also Published As

Publication number Publication date
DE19535122C1 (de) 1997-01-23

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