EP2186707A1 - Procédé de détermination d'une migration optimale - Google Patents

Procédé de détermination d'une migration optimale Download PDF

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Publication number
EP2186707A1
EP2186707A1 EP09014337A EP09014337A EP2186707A1 EP 2186707 A1 EP2186707 A1 EP 2186707A1 EP 09014337 A EP09014337 A EP 09014337A EP 09014337 A EP09014337 A EP 09014337A EP 2186707 A1 EP2186707 A1 EP 2186707A1
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EP
European Patent Office
Prior art keywords
migration
section
technical equipment
sections
equipment
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.)
Withdrawn
Application number
EP09014337A
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German (de)
English (en)
Inventor
Christoph Lackhove
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.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
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Deutsches Zentrum fuer Luft und Raumfahrt eV
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Application filed by Deutsches Zentrum fuer Luft und Raumfahrt eV filed Critical Deutsches Zentrum fuer Luft und Raumfahrt eV
Publication of EP2186707A1 publication Critical patent/EP2186707A1/fr
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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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously

Definitions

  • the invention relates to a method for determining an optimal migration from an initial technical equipment state to a final technical equipment state of a vehicle-traveled route corridor, wherein a technical equipment state represents the amount of all route system technical equipment systems, and the equipment initial state is the one on the route corridor existing technical equipment systems and the final stage of the technical equipment represents at least the equipment to be installed along the route corridor.
  • ERTMS European Rail Traffic Management System
  • ETCS European Train Control System
  • route corridors which represent important traffic routes.
  • route corridors are chosen transnationally, so that a rail vehicle must be equipped with the current train control techniques of the countries through which the corridor leads.
  • the aim now is to convert such a complete route corridor to the new uniform system without interrupting ongoing operations.
  • the article describes this in terms of the corridor that leads from Rotterdam to Genoa. It states in particular that a migration strategy must be in place both for the expansion and the dismantling of superfluous infrastructures, which is optimal both from a technical and economic point of view. Because in the long run, it makes no sense to continue to operate parts of the route corridor with the legacy system. As a result, full migration of the new Europe-wide train control system can only be gradual.
  • the route corridor to be migrated is first subdivided into at least two sections, with the subdivision of the route corridor taking place in sections, advantageously as a function of topological events such as national and state borders.
  • the railway vehicles traveling on the route corridor are considered.
  • Each section is assigned the vehicles that drive the section concerned exclusively. If a vehicle is assigned to several sections, this means that such a vehicle can drive on several sections.
  • the next step is the determination of a migration scenario.
  • the individual sections of the route corridor and, if appropriate, the vehicles belonging to the respective sections are successively migrated, so that after completion of all necessary migration steps the route corridor has the desired final equipment state.
  • a migration step of a section can understanding that a technical equipment system will be added to the section or an existing technical equipment system will be removed from the section.
  • it is necessary that, after the completion of the migration step, the vehicles covered by the section are technically still able to travel on them, ie that the technical equipment systems on the vehicles interact with those present in the section concerned. This requirement arises from the fact that it must be ensured throughout the migration that the vehicles can continue to drive on the appropriate section unhindered.
  • the order in which the sections are migrated one after the other is freely selectable.
  • the determination of such a migration scenario mentioned above is repeated by always choosing a different sequence of migration of the sections, resulting in a variety of migration scenarios.
  • These migration scenarios differ in each migration step in the respective technical equipment state.
  • the optimal scenario is selected from the large number of migration scenarios, which is most suitable for carrying out the migration of the route corridor.
  • the determination can also be made advantageously in terms of economic aspects or temporal aspects, as well as in terms of technical equipment level.
  • the route corridor to be migrated is a track and the corresponding vehicles rail vehicles, the technical equipment systems are part of a Eisenbahnleit- and security technology.
  • the method can be used to simulate the migration of a route corridor that runs through several states to the desired ERTMS and to determine the optimal migration strategy.
  • the order of sequential migration of the sections can be determined by assigning appropriate priorities, e.g. result from economic or technical point of view. Several sections can be assigned the same priorities. This can reduce the number of possible migration scenarios.
  • each node of the directed graph represents a technical equipment state of the route corridor, wherein each edge from one node to a next following node represents the migration step of a section.
  • Such a migration scenario is completed when the last node (end node) has the desired final technical equipment state.
  • Such a directed graph may be, for example, a Petri net.
  • FIG. 1 a is a schematic representation of a route corridor 1, which is divided into three sections A1, A2 and A3.
  • the A-1 train protection system is installed in section A1, which may be the Danish train protection system ZUB 123, for example.
  • a system B installed, which may be, for example, the German train protection system INDUSI / LZB.
  • route corridor 1 could extend from Denmark to Austria, so that section A1 lies in Denmark, section A2 in Germany and section A3 in Austria.
  • FIG. 1 It can be seen that in section A1 only the vehicle F1 drives, the vehicle F1 being equipped with the system A on the train side, so that the train-side system A and the track-side system A of the section A1 interact and a train protection is carried out in this area can.
  • the second vehicle F2 is designed to travel in the two sections A2 and A3.
  • the vehicle F2 is equipped with the train protection system B on the vehicle side, so that it interacts with the trackside installed system B in section A2 and A3 for the purpose of train control.
  • section A2 is Germany and section A3 is Austria, the fact is that the vehicle F2 cross-borders and so on interoperability must be guaranteed.
  • the aim is now to equip the entire route corridor 1 with the train control system C, which may be, for example, the European European Train Control System (ETCS).
  • ECS European European Train Control System
  • both on the trackside as well as on the vehicle appropriate conversion measures must be made, so that a cross-border rail transport is possible.
  • FIG. 1b Full migration to system C is in FIG. 1b shown.
  • the following describes the determination of a migration scenario with the following invention.
  • the individual sections as well as the vehicles connected to the sections are migrated sequentially, that is successively, until the new system C is completely installed.
  • section A1 is migrated, so that in addition to the already existing system A, the system C is additionally installed on the line.
  • the belonging to the section A1 vehicle F1 can continue to drive the route, although it is not yet equipped with the system C, since system A is still installed on the track and active.
  • a migration of section A1 is incomplete since the dismantling of system A has not yet taken place.
  • Such a deconstruction can take place only when the vehicle F1 is equipped with the system C on the vehicle side.
  • the system A in section A1 becomes superfluous and can be removed from the corresponding section in a second migration step, wherein it is important to note that there are no other vehicles that are in section A1 to the system A are reliant. This is the case here.
  • the section A1 After two migration steps, the section A1 would have been completely migrated to the system C, as in FIG. 1b is shown.
  • the section A2 is now on the system C migrated, with a demolition of the old system can not be done here because the vehicle F2 is equipped only with the system B. Only when the vehicle F2 is equipped with the system C, could at least be a trackside dismantling of the system B in section A2.
  • the system B installed on the vehicle F2 can not yet be removed from the rail vehicle because only the system B is present in the section A3. In this respect, the vehicle F2 still needs the system B in order to be able to drive on the section A3.
  • the system B can now be dismantled on the vehicle F2 and the new system C exclusively installed, since in both sections, which are traveled by the vehicle F2, the corresponding System is present.
  • boundary conditions of the migration can be considered, for example, that only on-board or trackside dual equipment should be provided.
  • an appropriate prioritization of the sections can also be achieved that a certain Sequence of migration of the sections should be adhered to.
  • a migration scenario Upon completion of a determination of such a migration scenario, other migration scenarios are created with different sequences of migration or different strategies. For example, it is conceivable that the first migration scenario envisages only dual equipment on-board, while the second migration scenario envisages only dual-track equipment. In a third migration scenario, both a trackside and a vehicle-side dual equipment could then be provided, so that ultimately results in three different migration scenarios for each selected order. If the sequences of the sequential migration are changed, a large number of migration scenarios result, from which the optimal migration can be determined at the end. This can be done, for example, in terms of economic or technical aspects.
  • the multiplicity of migration scenarios can be represented advantageously in a Petri net, as shown in part in FIG. 2 is shown.
  • the initial node N1 represents the technical equipment initial state of the complete route corridor. Starting from the starting node N1, the technical equipment status of the route corridor is changed by means of a migration E1 of a section, which is then represented by the node N2. By further migration of a section, what in FIG. 2 is represented by the edge E2, the final state N3 is reached at which the migration is completed. Starting from N3 to the root node N1, this would be a complete migration scenario, represented by this type of representation.
  • a further migration scenario could result from the fact that in node N2, which represents a certain equipment state of the route corridor, a migration of a section is carried out, which in figure 2 denoted by E3 and leading to the equipment state of the node N4. This would then be a second migration scenario M2, which at least partially coincides with the first migration scenario M1.
  • the various migration scenarios that resulted from the step-by-step migration of the individual sections can be mapped in such a mathematically correct model. Based on this, it is now possible to determine those final states in which at least one section is still equipped with an old system, although this is not required by any vehicle. If such an end node was found, then this is a migration scenario, which does not make much sense for the present case and can be deleted from the large number of migration scenarios. In the Petri net in FIG. 2 this would be done by deleting the end node and then recursively dropping each additional node that only leads to that deleted end node. As a result, the complexity of the network can be significantly reduced and thus limited to the exclusively meaningful migration scenarios.
  • the division into categories can take place for each node, so that each node belongs to a category.
  • the migration process is no longer seen as an undifferentiated process, but there is a subdivision into phases.
  • the whole process can be completely automated, so that no intervention is necessary by hand.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP09014337A 2008-11-17 2009-11-17 Procédé de détermination d'une migration optimale Withdrawn EP2186707A1 (fr)

Applications Claiming Priority (1)

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DE102008057750A DE102008057750A1 (de) 2008-11-17 2008-11-17 Verfahren zur Ermittlung einer optimalen Migration

Publications (1)

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EP2186707A1 true EP2186707A1 (fr) 2010-05-19

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EP09014337A Withdrawn EP2186707A1 (fr) 2008-11-17 2009-11-17 Procédé de détermination d'une migration optimale

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EP (1) EP2186707A1 (fr)
DE (1) DE102008057750A1 (fr)

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE59610130D1 (de) * 1996-03-21 2003-03-20 Alcatel Sa Verfahren zur Steuerung und Sicherung eines spurgeführten Transportsystems

Non-Patent Citations (6)

* Cited by examiner, † Cited by third party
Title
DACHWALD R: "SYSTEMVERSIONS-MANAGEMENT BEI ETCS", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 99, no. 11, 1 November 2007 (2007-11-01), pages 6 - 08,10, XP001507234, ISSN: 0037-4997 *
KLOMP J ET AL: "IMPLEMENTING ERTMS ON THE BETUWEROUTE", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 99, 1 May 2007 (2007-05-01), pages 36 - 41, XP001540210, ISSN: 0037-4997 *
MINDEL K: "MIGRATING FROM LZB TO ETCS : Alcatel and Deutsche Bahn are cooperating closely in the development and introduction of ETCS with the aim of making cross-border traffic more economic. Together they have demonstrated a technically feasible migration path from the current system", ALCATEL TELECOMMUNICATIONS REVIEW, COMPAGNIE FINANCIÈRE ALCATEL, 54 RUE DE LA BOÉTIE 75008 PARIS, 1 April 2004 (2004-04-01), XP007010133, ISSN: 1267-7167 *
MINDEL K: "MIGRATION VON DER LZB ZU ETCS IN DEUTSCHLAND", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 93, no. 9, 1 September 2001 (2001-09-01), pages 6 - 09, XP001093396, ISSN: 0037-4997 *
PORE J: "MIGRATION TO ERTMS ON EXISTING LINES", PROCEEDINGS - INSTITUTION OF RAILWAY SIGNAL ENGINEERS, INSTITUTION OF RAILWAY SIGNAL ENGINEERS, GB, 12 February 2003 (2003-02-12), pages 1 - 08, XP001246785, ISSN: 0073-9839 *
ZUEND A ET AL: "DIE NETZWEITE UMSETZUNG VON ETCS IN DER SCHWEIZ", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, 1 July 2006 (2006-07-01), pages 6 - 09, XP001244501, ISSN: 0037-4997 *

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