CN101529205B - 用于协调铁路路线计划器和车场计划器的方法和装置 - Google Patents

用于协调铁路路线计划器和车场计划器的方法和装置 Download PDF

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CN101529205B
CN101529205B CN2007800042021A CN200780004202A CN101529205B CN 101529205 B CN101529205 B CN 101529205B CN 2007800042021 A CN2007800042021 A CN 2007800042021A CN 200780004202 A CN200780004202 A CN 200780004202A CN 101529205 B CN101529205 B CN 101529205B
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CN101529205A (zh
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约瑟夫·W·菲尔普
乔安妮·马科
米切尔·S·威尔斯
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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Abstract

本发明提供了一种用于协调铁路路线计划器和车场计划器的方法和装置。用于移动多个目标通过多路径系统的调度系统和方法,该多线路系统被描述为载货铁路调度系统。该调度系统使用资源调度装置来最小化资源异常,同时最小化与该方案相关联的总成本。可实现的运动计划可被用于帮助控制或自动控制穿过该系统的列车的运动。存在类似的用于在车场或终点站内移动列车的运动计划器。通过路线和车场计划器的连接实现系统的协调和系统效率的提高。

Description

用于协调铁路路线计划器和车场计划器的方法和装置
相关申请
该申请是2004年2月25日提交的申请No.10/785059部分连续申请,要求受益于2003年2月27日提交的美国临时申请60/449849。
该申请还是下列同时提交的申请之一;
GEH00166,申请号----------,名称为“用于管理不能预料的局部列车的调度装置和方法”;
GEH00167,申请号----------,名称为“用于优化通行权的保持的方法和装置”;
GEH00169,申请号----------,名称为“用于选择性地使列车位置报告无效的方法和装置”;
GEH00170,申请号----------,名称为“用于自动选择列车活动位置的方法和装置”;
GEH00171,申请号----------,名称为“用于拥挤管理的方法和装置”;
GEH00172,申请号----------,名称为“用于利用拥挤预测规则自动选择穿过拥挤区域的替代路线的方法和装置”;
GEH00173,申请号----------,名称为“用于估计列车位置的方法和装置”;
包括同时提交的上述申请的每一个的揭示由此合并于此以作参考。
技术领域
本发明涉及通过复杂运动限定系统调度多个单元的运动,且在揭示的实施例中,涉及调度货车列车在铁路系统上的运动,且特别涉及道路计划器的线路和车场(yard)计划器之间的接口。
背景技术
用于调度在铁路网上的列车的运动的系统和方法已经在美国专利6154735、5794172和5623413中描述,其公开内容合并于此以作参考。
如参考的专利和申请所公开的,其公开内容合并于此以作参考,铁路包括三个主要部分:(1)铁轨基础设施,包括轨道、道岔(switch)、通讯系统和控制系统;(2)铁路车辆,包括机车和车厢;以及(3)操作和保养铁路的人员(或机务人员)。通常,这些部分中的每个都通过使用高水平的调度而被使用,通过该调度,人员、机车和车厢被分配到轨道各段且允许它们在该轨道上以一方式运动,通过该方式避免碰撞且允许铁路系统发送货物到各个目的地。
如参考申请所公开的,精确控制系统包括使用优化调度装置,该装置将调度轨道系统的所有方面,考虑物理法则、铁路规则、人员工作条例、与各客户订立的实际合同条款和任意边界条件或约束,该条件或约束控制可能的解或时刻表,例如旅客运输、某些设备的运行时间、轨道保养、工作规则等。边界条件与每一次行动的价值演算的组合将导致一时刻表,其最大化了某些价值,例如总系统成本。
如参考申请所公开的,关于确定时刻表,可使用细粒结构(fine grainstructure)建立对于实际控制列车的运动必需的运动计划。这样的细粒机构包括按人名来分配人员以及按数字来分配特定机车,且可包括对于跨铁路网的列车的运动确定精确的时间和在一时间内的距离和列车操作的所有细节,动力水平、转弯、坡度、轨道拓扑、风和天气条件。该运动计划可被用于指导列车的人工调度和控制牵引力,或被设置到机车以使得其可被火车司机执行或通过机车上的可转换动作自动执行。
计划系统实质上是分等级的,其中问题被抽象到相对高的级别以用于初始优化过程,且然后因此得到的解被映射到较低的抽象低级别以用于进一步优化。在所有级别使用统计处理,以最小化总的计算量,使得整个处理可计算地执行。使用专家系统作为这些处理的管理器,且该专家系统也是一工具,通过该工具,建立解算的各种边界条件和约束。在此使用的专家系统可允许使用者提供设置在解算处理中的规则。
当前,调度员的控制铁路地域的观点可被认为是近视的。调度员仅在他们自己的控制地域内观察和处理信息,且很少或没有考虑邻近地域的运行或把铁路网作为一整体。由于单独的调度员在铁路网的较小部分上的决定,当前调度系统简单地执行控制,且可以预期在轨道上的目标的运动(如列车、保养车辆、勘察车辆等)和可利用的轨道源限制(如轨道数目、退役轨道、考虑靠近活动轨道的保养人员的安全的限制)之间发生的冲突时,调度员只能利用稍微提前的洞察或警告来解决。
该问题特别发生在功能显著不同的地域。例如,存在大量接收轨道或接收导轨和大量的出发轨道或导轨的终点站或车场。多车厢列车到达各个接收导轨且分散和重组为出发导轨的多车厢列车。路线调度员和车场管理员之间的协调用于确保进入的列车被接收在具有合适的车场入口的接收线上,以重新编组列车。同样,路线调度员必须知道出发线路,以在列车离开车场后计划该列车的运动。
如参考申请所公开的,运动计划器可用于计划各个地域内的列车的运动。当一个地域是车场或终点站时,用于车场外或终点站外区域的路线计划必须独立于终点站的计划。
当引起问题时,用于路线和车场的运动计划器完全独立于车场管理员和调度员之间的通讯,该通讯典型地基于使用无线电或电话而完成。这样的通讯不允许车场的车厢的计划的运动和路线上的列车的计划的运动之间的足够的协调,以优化通过铁路网的列车的运动。
而且,车场管理员的运动计划是基于计划的到达和出发时间,且当列车接近终点站时更新的信息通常不传给车场管理员,且经常需要做重大修订。因此,使用车场资源效率较低。同样,当列车要被释放到路线调度员时,第一正确指示通常是来自车场管理员的电话呼叫,其指示列车已编组且准备出发。由于偏离预测的出发时间所要求的资源分配中的变化导致低效率。
更重要的是,路线调度员把列车发送到终点站的信息不涉及终点站的容量、车厢连接条件或车场内的拥挤,且通常基于列车跨该路线运动的速度估计。因此,列车经常被路线调度员发送到拥挤的终点站,导致拥挤增加和加剧了车场管理员在重新编组列车时的问题。发送列车到终点站中的延迟可允许车场管理员在车场内更有效地操作和提高整个系统的效率。该延迟还允许其它列车使用铁路资源来增加系统的吞吐量。
车场管理员基于车场中的列车的组合的速度进行估计,而不管道路条件或拥挤,且经常组合发送给路线调度员的列车而不管道路的拥挤,这加剧了调度员在移动列车中的问题。在新编组的列车向路线发送中的延迟可允许路线调度员更有效地操作和改善整个系统效率。已知的是,加快特定列车的组合收效甚微,车场管理员可分配车场资源给其它列车来增加车场和的效率和系统的吞吐量。在这种情况下,如果离开终点站的路线被拥挤,则较高数量的车厢不能得到车场中的优先权。
发明内容
相应地,本发明的一个目的是通过电子连接增加路线和终点站计划系统之间的协调,减少语音通讯和避免各自的调度员的打断。运动计划器的电子连接导致连续更新的信息和列车的路线和车场运动的计划的改善,增加整个运输系统的收益性。
本领域技术人员从本发明的权利要求书、附图和下文的优选实施例的详细描述可明白本发明的这些和其他目的和优点。
附图说明
图1是示出路线的运动计划器和车场的运动计划器之间的接口的功能性方框图。
具体实施方式
参考申请中公开的装置可在这里公开的方法的执行中使用。替换地,合适的传统电子接口可被使用,只要其具有接收来自一个运动计划器的输出信息和提供输入信息给其它计划器的能力。
参考图1,路线运动计划器100和车场运动计划器110可如参考申请所述地设置。信息,如来自路线计划器100的到达时间和到达轨道信息预期通过接口120连续地传给车场计划器110,在那里该信息可以以传统的方式显示给车场管理员和/或被车场运动计划器110自动使用。
来自车场计划器110的出发时间和出发轨道信息预期通过同样的电子接口120连续地传给路线计划器100,在那里该信息可以以传统的方式显示给路线调度员和/或被路线计划器100自动使用。
关于车场和道路的拥挤的状态信息有助于计划处理,因为其便于识别通过轨道网移动多个列车所需的行动和分配资源给每个识别的行动。运动计划器100和110都以参考申请所公开的方式操作,以通过该系统优化列车的运动,作为识别的行动和分配的资源的成本的函数(function)。
铁路车场可包括多个子车场,每个子车场被设计用于执行特定的任务。没有进入铁路车场的列车典型地处于由调度员执行的路线运动计划控制之下。当列车进入铁路车场时,对于列车的运动的责任转到铁路车场人员。车场人员将依照由铁路车场计划器执行的计划来控制列车的运动。铁路车场运动计划不同于路线运动计划之处在于路线运动计划把列车认为是单一主体且计划使用资源移动列车无冲突地通过铁路网。在铁路车场,列车被分成单独的车厢,每个车厢被计划用于特定地点的特定任务,且被计划与其他车厢重新连接用于铁路网上的通用目的。因此,由于路线计划器和铁路车场计划器负责调度不同的主体,目前为止还没有尝试在路线计划器和车场计划器之间传递信息,以在整个铁路网内优化列车的运动。
铁路车场的一个典型配置包括用于接收来自轨道网的列车的接收车场。该接收车场是用于接收列车且允许铁路车场人员检查列车的一个或多个组的轨道。一旦检查完成,机车从有轨车脱离,且完成进一步的检查和保养。有轨车被移动到驼峰车场用于分类。驼峰车场包括坡地,其馈送到接收盆地,该盆地允许单独的有轨车被推动到驼峰,然后通过重力馈送到适当的接收盆地。一系列道岔装置位于驼峰的下游,控制每个车厢到其相应轨道的发送。有轨车被分类为通用目的块。一旦有轨车被分类为块,它们被作为块移动到到达车场,在该车场,基于每个车厢的次目的地,车厢被引导到分类轨道。在到达车场,这些车厢被检查且列车组进行制动和加速试验。因此,在一个或多个指定行动区域,拥挤可出现在车场。本申请的车场计划器可通过接口120识别拥挤和评估路线上的接近车场的列车。如果列车的车厢的行动场所不可用,有利的是可以控制车场外接近中的列车。在另一实施例中,车场计划器110可与路线计划器100连接,告知由于车场的特定状况,车场准备接收较远的而非靠近车场的列车。因此路线运动计划器100可对其运动计划作出调整,以改变到达车场的列车的次序。
在另一实施例中,路线计划器100已经计划两列车顺序地从车场出发。如果由于一个车厢的问题,计划出发的第一列车被阻拦,则车场计划器110可通过接口120通知路线计划器100,计划出发的第二列车将在第一列车之前准备好,以使得路线计划器100可改变列车出发的顺序。替换地,路线计划器100可通知车场计划器110,由于操作约束,计划出发的第一列车更重要,因此出发的顺序将保持相同,即使第二列车在第一列车之前准备好出发。
在本申请的另一实施例中,可建立车场终点站的模型来帮助预测通过车场的有轨车的运动,代替用于车场的单独的计划。这样的模型可基于来往于路线的列车的当前和计划的动态运动来估计车场何时可接收和发出列车。该模型可包括终点站容量、车场容量、入车场驻留、出车场驻留、默认车场或轨道资源分配。容量可被数学地模型化为一个或多个队列,单独的轨道资源可被整合为一个轨道或队列以用于模型化。终点站的数学模型提供车场的容量的估计,其可接着被用于调整路线计划,而没有详细的终点站计划器的复杂度和成本,且没有确定实际的终点站行动。
虽然已描述了本发明的优选实施例,应理解,所述实施例仅是示意性的,当与整个范围的等价物一致时,本发明的范围仅由权利要求限定,本领域技术人员熟读本申请可自然地做出许多变化和修改。

Claims (5)

1.一种铁路调度系统,用于调度通过具有路线轨道和铁路车场轨道的铁路网的列车的运动,该系统包括:
用于铁路车场的车场运动计划器,用于调度穿过铁路车场的车厢的运动,且用于评估选择的列车进入铁路车场的调度运动,每个车厢具有与其相关的边际成本,该车场运动计划器优化通过该铁路车场的车厢的运动的总成本,其中车场运动计划器调度选择的列车的单独的车厢用于铁路车场中特定地点的特定任务,以估计铁路车场的可行性;和
接口,用于将关于选择的列车在铁路车场中特定地点的可行性的信息传送到路线运动计划器,以优化通过铁路网的列车的运动的总成本,
其中路线运动计划器调度路线上的列车,每个列车具有与其相关的边际成本,该路线运动计划器优化在该路线上的列车的运动的总成本,其中路线运动计划器根据铁路车场的可行性调度选择的列车的运动。
2.如权利要求1所述的系统,其中所述车场运动计划器把铁路车场内存在拥挤的信息传递给路线运动计划器。
3.如权利要求2所述的系统,其中所述路线运动计划器响应来自车场运动计划器的通讯,延缓列车进入铁路车场的运动。
4.如权利要求1所述的系统,路线运动计划器和车场运动计划器两者都以成本优化的方式运行。
5.一种用于调度通过具有路线轨道和铁路车场轨道的铁路网的列车的运动的方法,该方法包括:
使用车场运动计划器调度通过铁路车场的车厢的运动,每个车厢具有与其相关的边际成本,该车场运动计划器优化通过铁路车场的车厢的运动的总成本,其中车场运动计划器调度选择的列车的单独的车厢以执行铁路车场中特定地点的特定任务,以估计铁路车场接收选择的列车的可行性;
通过车场运动计划器评估选择的列车进入铁路车场的调度运动;
将关于选择的列车在铁路车场中特定地点的可行性的信息传送到路线运动计划器,以优化通过铁路网的选择的列车的运动的总成本;以及
利用路线运动计划器调度路线轨道上的选择的列车,每个列车具有与其相关的边际成本,该路线运动计划器优化在该路线轨道上的列车的运动的总成本,其中路线运动计划器根据铁路车场的可行性调度选择的列车的运动。
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