GB2507388A

GB2507388A - Taking power consumption into account when rescheduling trains following a delay

Info

Publication number: GB2507388A
Application number: GB1314842.4A
Authority: GB
Inventors: Takumi Fushiki; Toshiharu Sugawara; Kentaro Maki; Shuichiro Sakikawa; Hideki Osumi; Tsutomu Miyauchi
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2012-09-28
Filing date: 2013-08-20
Publication date: 2014-04-30
Anticipated expiration: 2033-08-20
Also published as: GB2516383A; GB201314842D0; GB2507388B; GB2516383B; GB2516383A8; GB2516383B8; GB201417608D0

Abstract

Train operation management comprising obtaining a location of a train 182 and generating and displaying an actually implemented train schedule 122 and a predicted train schedule 123. When an even delays the train, the system 100 predicts train stoppage, acceleration or deceleration caused by the event; generates a predicted train schedule; finds a predicted amount of power 128 consumed by the train according to the predicted schedule; and displays 131 a temporal change in the predicted power consumption. The predicted schedule may include passenger handling time 113. A power supply-demand system (1, Fig.18) comprising a power converter connected between a power storage device and a feeder includes a charge-discharge control device which acquires said predicted train schedule and controls the power converter in accordance with when the train accelerates or when consumption exceeds a predetermined value.

Description

DESCRIPTION

TRAIN OPERATION MANAGEMENT SYSTEM AND TRAIN OPERATION MANAGEMENT

METHOD

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a train operation management system In railways, and particularly to a train operation management system which displays the amount of power consumed by traveling of trains.

2. Description of the Related Art

in railway train operation, a delay from an initial operation plan may occur and operation that is different from the initial operation plan may take place in some cases.

Such a state Is defined as a "train schedule disruption". If the train schedule Is dIsrupted while a train is traveling, acceleration and deceleration or stoppage between stations that is not expected from the train schedule (planned train schedule) representing the initial operation plan may occur, increasing power consumption, compared with the traveling according to the planned train schedule.

For example, JP-A-1O-322905 provides a method in which, if a train schedule disruption occurs, the train schedule is switched to a revised train schedule which is used when abnormal state occurs based on a determination with reference to actually implemented train schedule information, which is the actually operating schedule, and train location information, and a simulation Is conducted based on the revised train schedule pattern information so as to revise the predIcted value of the amount of power consumed.

Also, the operation management system may have some cases where the operation plan must be changed in terms of train schedule, car and crew, due to elements such as natural disaster or failure of car. Such a change made to the operation plan during the operation Is called an operation rearrangement.

A technique for smoothly carrying out an operation rearrangement may be, for example, the operation management system of JP-A-5-77734. JP-A-5-77734 describes a technIque in which an adjustment range of optimum stoppage time for a control target train is decided based on the delay time of the control target train and the subsequent train, and departure timing is given, thus realizing an early recovery from the delay.

The method dIsclosed in JP-A-1O-322905 has a problem that no measures to reduce power consumption can be taken on the operation management system side because the result of prediction of power consumption is not reflected on the operation management system. That Is, when a train schedule disruptIon occurs, there Is a problem that the instruction staff does not know the relation between the train schedule after the disruption and the increase and decrease in power consumption due to the disruption and therefore finds it difficult to carry out an operation rearrangement to reduce power consumption.

Also, the operation management system decides an operation rearrangement proposal (time interval adjustment or the like) which can avoid disturbance to the train operation, based on information of the train and train schedule or the like. The operation management system then reflects the decision content on the train operation schedule and controls the train based on the train schedule as a result of the reflection. The driver of the train with an increased interval wfth the preceding train due to the train schedule disruption drives the train in such a way as to recover from the train schedule disruption as much as possible.

However, according to related-art technique ike JPA5J7734, in driving trains when recovering from a train schedule disruption, individual drivers drive the trains according to a different train schedule from normal time or in a different travefling pattern from normal time. Therefore, simultaneous power running of plural trains may lower feeder voltage.

Consequently, a fail in feeder voltage causes a fail in acceleration perlbrmance, making it longer to recover the train schedule. That is, there is a problem that the recovery of the train schedule is delayed by the fail in feeder voltage.

SUMMARY OF THE INVENTION

In view of the foregoing problems, an object of the invention is to provide a train operation management system and a train operation management support method in which, when a train schedule disruption occurs, a predicted train schedule after the disruption is calculated and an amount of power consumed corresponding to the predicted train schedule is presented.

Another object of the invention is to restrain a fall in feeder voltage when a disruption occurs in a train schedule, and to restrain a fall in acceleration performance of the train due to the fall in feeder voltage.

In order to address the foregoing problems, for example, the configurations described in the attached claims are employed.

The present application includes plural measures to address the foregoing problems.

One of such measures is a train operation management system including: an arithmetic processing unit which takes in a location of a train on a line, generates an actually implemented train schedule representing an actual traveling record of the train, and generates a predicted train schedule that predicts future traveling of the train from the location of the train on the line; and a storage unit which stores the actually implemented train schedule and the predicted train schedule, the arithmetic processing unit reading out the actually implemented train schedule and the predicted train schedule stored in the storage unit and displays the actually implemented train schedule and the predicted train schedule on a display screen. When a delay event that causes a delay in the operation of the train occurs, the arithmetic processing unit predicts stoppage, acceleration, or deceleration of the train between stations caused by the delay event, generates the predicted train schedule alter the occurrence of the delay event for each train, finds a predicted amount of power consumed in the case where the train operates according to the predicted train schedule, stores the predicted train schedule and the predicted amount oF power consumed into the storage unit, reads out the predicted train schedule and the predicted amount of power consumed from the stcrage unit, and displays a temporal change in the predicted amount of power consumed, on the display screen.

A power supplfdenland system according to the invention includes: a power storage device installed on the ground; a power converter which Is connected between the power storage device and a feeder and cariles out discharge from the power storage device to the feeder and charge from the feeder to the power storage device; and a charge-discharge control device which outputs a control signal to the power converter and controls the charge and discharge of the power converter. The charge-discharge control device acquires a predicted train schedule which predicts a future operating state of each train, finds a train which is delayed in operation based on the predicted train schedule, and controls the power converter to perform discharge from the power storage device to the feeder at the timing when the delayed train accelerates.

According to the invention, when a train schedule disruption occurs, a predicted train schedule after the disruption is calculated and an amount of power consumed con-esponding to the predicted train schedule is presented. Therefore, instruction staff using the operation management system can give a train operation instruction to realize a reduction in power consumption, and this can contribute to a reduction in power consumption.

Also, according to the invention, when a train schedule disruption occurs, a fall in feeder voltage can be restrained and a fall in acceleration performance of the train due to the fall in feeder voltage can be restrained. Consequently, recovery from a delay can be made quickly, leading to early recover from the train schedule disruption.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. I shows an embodiment of a train operation management system according to the invention.

FIGS. 2A and 2B show an example of the data format of a train schedule used in the invention.

FIG. 3 shows an example of a screen display unit according to the invention.

FIG. 4 shows the configuration of a passenger handling time estimating unit.

FIG. 5 shows the configuration of a past actually Implemented train schedule database used by the passenger handling time estimating unit.

FIG. 6 is a flowchart of processing by the passenger handling time estimating unit.

FIG. 7 Is an explanatory view of a principle of predicted train schedule calculation.

FIG. 8 is a flowchart of processing by a predicted train schedule calculating unit.

FIG. 9 shows a second embodiment of the train operation management system according to the invention.

FIG. 10 shows the configuration or a passenger handling time estimating unit.

FIG. 11 shows the configuration of a past actually implemented train schedule database used by the passenger handling time estimating unit according to the second embodIment.

FIG. 12 is a flowchart of processing by the passenger handling time estimating unit according to the second embodIment.

FIG. 13 shows an example of a screen display unit after an operation rearrangement.

FIG. 14 shows a basic configuration of a train operation management system according to the invention.

FIG. 15 shows an example of the configuration of a train operation management system according to a third embodiment.

FIG. 16 shows another example of the configuration of the train operation management system according to the third embodiment.

FIG. 17 shows another example of the configuration of the train operation management system according to the third embodiment.

FIG. 18 shows a railway system including a power supply-demand system for railways according to a fourth embodiment.

FIGS. 19A and 19B show an example of the data format of a train schedule according to the fourth embodiment.

FiG. 20 is a flowchart relating to a load predicting unit and a charge-discharge control unit according to the fourth embodiment.

FIGS. 21A and 21 B show operation maps of charge-discharge control according to the fourth embodiment.

FIG. 22 shows the relation between train speed and torque according to the fourth embodiment.

FiG. 23 shows planning lines in the case where the control according to the fourth embodiment is not applied.

FIG. 24 shows an example of operation where the control according to the fourth embodiment is applied.

FIG. 25 shows planning lines in the case where the control according to the fourth embodiment is applied.

FIG. 26 is a flowchart relating to a load predicting unit and a charge-discharge control unit according to a fifth embodiment.

FIG. 27 shows an operation map of charge-discharge control according to the fifth embodiment.

FIG. 28 is a flowchart relating to a load predicting unit and a charge-discharge control unit according to a sixth embodiment.

FIG. 29 shows an example of operation where the control according to the sixth embodiment is applied.

FIG. 30 is a flowchart relating to a load predIcting unit and a charge-discharge unit according to a seventh embodiment.

FIG. 31 shows an example of operation where the control according to the seventh embodiment is applied.

FIG. 32 shows a railway system including a power supply-demand system for railways according to an eighth embodiment.

FIG. 33 shows plannIng lines and the amount of power consumed where the control according to the eighth embodiment Is not applied.

FIG. 34 shows planning lines and the amount of power consumed where the control according to the eighth embodiment Is applied.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of a train operation management system according to the invention will be described with reference to the drawings.

Embodiment I FIG. 14 shows a basic configuration of a train operation management system as an embodiment of the Invention. An operation management system 100 Includes a storage device 120 in which various programs and files are stored, an arithmetic processing device which reads files stored in the storage device 120, carries out execution of programs and arithmetIc processIng and controls other devIces constituting the operation management system 100, and an input-output device 130 which takes input from outside or makes output to outside. The storage device 120 includes an auxiliary storage device 134 in which various programs such as OS and applications are stored, and a main storage device 133 into which the arithmetic processing devIce 110 reads various programs stored In the auxiliary storage device, in an executable manner. The input-output device 130 includes an input device 132 which includes a mouse, keyboard and the like and accepts input from outside, and a display device 131 which includes a display or the like and outputs information to outside.

Next, specific processing contents of a train operation management system according to the Invention will be described with reference to FiG. 1. FIG. I shows an embodiment of a frain operation management system according to the invention. In FIG. 1, various data stored in the auxiliary storage device 134 shown in FIG. 14 are shown inside the storage device 120, and programs and processing read into the main storage device 133 shown in FIG. 14 and executed by the arithmetic processing device 110 are shown as a block diagram inside the arithmetic processing device 110. Numeral 100 represents an operation management system which manages operation of travelling trains. Numeral 140 represents an operation planning server which manages an operation plan of trains. Numeral 150 represents a course control device which sends a control command to a ground facility 183 such as a signal or switch and controls the course of a train 182. Numerai 170 represents a power supply-demand system linked to the operation management system. Numeral 160 represents a feeder voltage control device which controls the voltage of a feeder 181 supplying power to the train 162. Also, the course control device 150 connects to the operation management system 100 via an operation management network 191. The power supply-demand system 170 connects to the feeder voltage control device 160 via a voltage management network 192.

The operation management system 100 includes a train scheduie management unit 111 which manages traIn schedules, a predicted train schedule calculating unit 112 which calculates a predicted train schedule based on the current operation status, a passenger handling time estimating unit 113 which estimates the time given for the operation of the train based on the number of passengers on the platform and train, and a display processing unit 114 which carries out display processing onto the display device 131, as processing executed by the arithmetic processing device 110. in the storage device 120, a planned train schedule 121, an actually Implemented train schedule 122, and a predicted train schedule 123 are stored as train schedules. Also, a past train schedule DB 124 in which a past actually implemented train schedule is stored, and an actual passenger handling time DB 125 in which the number of passengers on the platform and train and the time given to the operation of the train In the past are stored are stored in the storage device 120. Moreover, in the storage device 120, a planned amount of power consumed 126 in the case where the train operates according to plan, an actual amount of power consumed 127 in actual operation of the train, and a predicted amount of power consumed 128 in the case where the train operates according to the predicted train schedule 123 are stored as amount of power consumed which are required for the operation of the train. Also, a predicted amount of power supplied 129 indicating an upper limit of the amount of power which the power supply-demand system 170 can supply Is stored In the storage devIce 120.

The operation management system 100 is a system which receives a planned train schedule equivalent to a train operation plan and a train location on the line equivalent to the current location of the train, monitors a discrepancy between the planned train schedule and the current location of the train, gives a train operation instruction to the train or an on-site facility according to need, and thus controls the operation of the train. The operation management system 100 according to the invention connected to the power supply-demand system 170 in order to reduce power consumption, particularly when a disruption occurs.

The power supply-demand system 170 has a power consumption estimating unit 171 which estimates the amount of power consumed, based on train schedules such as the planned train schedule 121, the actually implemented train schedule 122 and the predicted train schedule 123, and a feeder voltage instruction unit 172 which sends a voltage instruction for the feeder 181 to the feeder voltage control device 160 via the voltage management network 192.

Here, the actual amount of power consumed 127 found by the power consumption estimating unit 171 can be calculated using the actually implemented train schedule 122 or can be calculated based on the measurement of the actual amount of power consumed. in addition to estimating the amount of power consumed, the power consumption estimating unit 171 provides the operation management system 100 with the predicted amount of power supplied 129 indicating the upper limit of the amount of power that the power supply-demand system 170 can supply. This predicted amount of power supplIed 129 can be decided in advance as a criterion for the upper limit of power supplied by the power supply-demand system 170.

Hereinafter, a method for reducing the amount of power consumed by a train will be described, refening to functions of each unit and data flows constituting the operation management system 100.

The train schedule management unit 111 sends an operation instruction to the train based on a train operation plan. if the train is delayed with respect to the plan, the train schedule management unit 111 transmIts this change to the predicted train schedule calculating unit 112 and modifies the train operation instruction based on a train schedule change corresponding to that change. Here, train schedule types handied by the train schedule management unit 111 and theIr data formats will be described.

There are three types of train schedule, that is, the planned train scheduie 121, the actually Implemented train schedule 122, and the predicted train schedule 123. The planned train schedule 121 is a train schedule which is based on a train operation plan and is given from the operation pianning server 140 arranged outside the operation management system. In normal time when a disruption such as a delay due to trouble does not occur, the train basicaiiy operates according to this pianned train scheduie 121. The actuaiiy impiemented train schedule 122 is formed by converting the train location on the iine as the actual traveling record of the train into a train schedule data format. The predicted train schedule 123 Is a train scheduie which predicts train operation after the current Lime, based on the actually implemented train schedule.

Next, the train schedule data format wiU be described. FIGS. 2A and 2B show an example of the data format used in the invention. A train schedule format 200 is common to the planned. actuafly implemented, and predicted train schedules (the presence or absence of entry items may vary). In the train schedule format 200, serial numbers in order of traveling direction are shown longitudinaliy and each entry item included in the train schedule format is shown laterally. The train schedule format 200 includes arrival time and departure time of each train at stations in order of traveling direction. The train schedule format 200 includes a train number 201 in order to identify each train. If a train passes a station, no arrival or departure time is given for the station in question (as indicated by in the example of train number A702 at station C in FIG. 2A) and the time when the train passes the station may be given instead. Also, in order to express a change In speed or stoppage between stations, the location between stations and the corresponding time are given, as shown in a format 202. The format 202 shows that the train with train number A701 has stopped at a point 1.0 km from station B (in the case of the predicted train schedule, the format shows that the train wifl stop in the future). Since the format 202 has serial numbers formed by adding indices to the sehal numbers of the data format 200, the format 202 indicates the association with the data format 200 (in the example of FIG. 2k the format 202 continues to the departure from station B shown at No.4.) According to the invention, by showing the location between stations and the time as in the format 202, it is possible to grasp and estimate the state of the train between stations.

Back to FIG. 1, data flows will be described. The past train schedule DB 124 stores actually impiemented train schedules managed by the train schedule management unit 111.

The train schedules stored in the past train schedule OB 124 are used as the past actually implemented train schedule information by the passenger handling time estimating unit 113 to calculate the passenger handling time at the station. The processing by the passenger handling time estimating unit 113 will be described later with reference to FIGS. 4, 5 and 6.

The planned train schedule 121 and the actually implemented train schedule 122 managed by the train schedule management unit 111 are given as input to the predicted train scheduie calculating unit 112. The predicted train schedule calculating unit 112 connects to the passenger handling time estimating unit 113 and creates a predicted train schedule in consideration of the actualiy implemented train scheduie and the passenger handling time.

The method for creating the predicted train schedule will be described later with reference to FiGS. 7 and 8.

The predicted train schedule 123 predicted by the predicted train schedule calculating unit 112 is used by the power consumption estimating unit 171 of the power suppIydernand system 170 to acquire the predicted amount of power consumed 128 by the train which is calculated based on the predicted train schedule.

The dispiay device 131 presents the amount of po'jver consumed or its influence on the train operation, together with the various train schedules. An example of screen on the display device 131 will be described later with reference to FIG. 3. Since the display device 131 presents*he influence of the amount of power consumed, together with the train operation status, the instruction staff can carry out an operation to reduce the amount of power consumed. Thus, the amount of power consumed by the train operation cati be reduced.

In the operation management system 100, the train location on the line is input to the train schedule management unit 111. and the train schedule management unit generates the actually Implemented train schedule 122. However, the actually Implemented train schedule 122 may be generated by an external device and given as input information together with the train location on the line. The train operation instruction may vary depending on the facility for controlling the train. If the train control facility has an automatic course control function, the train schedule Itself may be used as the operation Instruction. if the train scheduie management unit 111 connects to the course control device 150 which controls the ground facility 183 such as a signal or switch, as shown in FIG. 1, the course of the train is the train operation instruction. Meanwhile, if a direction instruction to the train is possible, an instruction on deterrence of operation, an instruction about traveling speed and the like may be included.

FiG. 3 shows an example of display on the display device 131. Numeral 301 represents an operation menu. Numeral 302 represents a main screen display area where planning lines and the amount of power consumed are displayed. Numeral 303 represents a message display area. The operation menu 301 has functions of operating various operation rearrangements to change a train schedule corresponding to the train operation instruction by manipulating planning lines, and of changing display settings of the main screen display area 302. The various operation rearrangements include functions to change the train schedule such as deterrence of the train, track number change, order change, and suspension (partial suspension) of service. The display settings include whether to display planning lines or not, the type of planning line to be displayed, whether to dIsplay the amount of power consumed or not, and the like.

in the main screen display area 302, the horizontal axis represents time and planning lines 305, 306, 307, 307-2, 307-3 and amounts of power consumed 309, 310, 311, 312 are displayed. The vertical axis for planning lines represents the locations of stations, and time and a section of statIons for which planning lines should be displayed can be changed by scrolling the screen. The vertical axis for the amount of power consumed represents the sum of the amounts of power consumed by trains present in the section of stations employed as a display target in the main screen display area. Even If the screen is scrolled In the direction of the vertical axis for planning lines, the vertical axis may be fixed and the sum of the amount of power consumed within the range as a whole may be constantly displayed from below the main screen display area. A straight line 304 in the main screen display area 302 represents a current tIme line, which shows the current time.

The area to the left of the current time line 304 in the main screen display area 302 is the past.

The area to the right Is the future. Planning lines and the amounts of power consumed in the right area are calculated by the predicted train schedule calculating unit 112 and the train scheduie management unit 111.

The planning lines 305, 306, 307 represent the planned traIn schedule 121, the actually Implemented train schedule 122, and the predicted train schedule 123, respectively.

A letter string 308 shows the train number and the amount of increase or decrease in the amount of power consumed corresponding to the each train schedule. The example of FIG. 3 shows the cIrcumstance where the train (train number A701) with the actually implemented train schedule 306 is delayed at station 0 and a train schedule disruption with respect to the planned train schedule 305 has taken place. The predicted train schedule 307 shows a predicted train schedule calculated by the predicted train schedule calculating unit 112 in consIderatIon of the Influence of the train schedule disruptIon on the actually Implemented train schedule 306.

Also, the increase or decrease in the amount of power consumed with respect to the planned train schedule is expressed by the loller string 308 (in the example of FIG. 3, +1%).

Numerals 307-2 and 307-3 represent predicted train schedules for trains subsequent to the train expressed by 307. The predicted train schedule 307-2 (train number A702) shows that the delay expected for the preceding train A701 reduces the distance between the train A701 and the train A702 and thus causes stoppage between stations (the portion where the predicted train schedule 307-2 is horizontal with the horizontal axis between station B and station C). This is because the calculation of the predicted train schedule is done in consideration of stoppage by a signal and security device or stoppage by the driver.

Also, the predicted train schedule 307-2 expresses deceleration due to the reduction in the distance as in the above case (the portion where the slope of the predicted train schedule 307-2 changes between station C and station D). A train number letter string 308-2 corresponding to the predicted train schedule 307-2 expresses the increase or decrease in the amount of power consumed corresponding to the planned train schedule (in the example of FiG. 3, +15%), similarly to 308. in a train number letter string that shows the largest increase in the amount of power consumed, of the display target trains, or that shows an increase in the amount of power consumed beyond a preset threshold value, as in the example of the train number ietter string 308-2, the entire train number letter string or the increase or decrease In the amount of power consumed may be shown In bold letters or in a different color so as to distinguish from other trains. By distinguishing the train in question from other trains, it is possibie to suggest to the instruction staff that carries out an operation rearrangement using the display devIce 131 that an operation rearrangement of the train in question or a train that may have Influence on the train In questIon is needed. The predicted train schedule 307-3 and the train number letter string 308-3 show the predicted train schedule and the amount of power consumed for the next subsequent train A703.

The amounts of power consumed 309, 310, 311, 312 show temporal changes in the planned amount or power consumed 126, the actual amount of power consumed 127, the predicted amount of power supplied 129, and the predicted amount of power consumed 128, respectively. The planned amount of power consumed 309, the actual amount of power consumed 310 and the predicted amount of power consumed 312 dIsplayed on the display device 131 are time-series graphs expressing the results of summing the total amounts of power consumed corresponding to the planned train schedule, the actually Implemented traIn schedule, and the predicted train schedule, respectively, for each section and for each train over a predetermined time range.

The predicted amount of power supplIed 311 shows a maximum value of power that the power supply-demand system 170 can supply. The example of FIG. 3 suggests the circumstance where the predicted amount of power consumed 312 exceeds the predicted amount of power supplied 311. In FiG. 3, a time slot where train operation is difficult because of the occurrence of such a circumstance Is shown. With this display, the Instruction staff can specify a lime slot and train for which an operation rearrangement Is necessary.

The message area 303 displays a message prompting the instruction staff to carry out an operation to reduce the amount of power consumed, because of an increase in the amount of power consumed based on prediction. As in the foregoing example, the instruction staff can recognize that an operation rearrangement is needed.

While the display devIce 131 displays the planning lines, the amounts of power consumed and the message on the same screen, the display device 131 may also employ a form to display one of these elements or a combination thereof.

FIG. 13 shows an example of the screen display unit after an operation rearrangement is made to the circumstance of FIG. 3 or the amount of power supplied is changed on the side of the power supply-demand system 170. In FIG. 13. for example, delayed departure (intentional delay of departure time) of the train number A700 at station D is instructed. A main screen display area 1302 displays the planning lines and the amounts of power consumed, after the operation rearrangement. Numeral 1306 represents the predicted train schedule after the operation rearrangement of the train number A700, and expresses the delayed departure from station D. The display device 131 recalculates and displays the predicted train schedule for the subsequent trains by this operation rearrangement. Numerals 1307, 1307-2, 1307-3 show the predicted train schedules for each train after the operation rearrangement. in the example of FIG. 13. elimination of the delay of the train number A701 at station D (1307), elimination of the deceleration of the train number A702 between stations C and D (1307-2), and elimination of the deceleration of the train number A703 between stations B and C (1307-3) are predicted, and changes equlvaient to the Increase In the amount of power consumed, based on the predicted train schedules (for example, a letter strIng 1308) are displayed.

The sum of the amounts of power consumed is also updated. Numeral 1312 represents temporal change in the predicted amount of power consumed after the operation rearrangement. Numeral 1311 represents temporal change In the predicted amount of power supplied. The example of FiG. 13 shows the result of increasing the amount of power supplied on the side of the power supply-demand system 170 to increase the predicted amount of power supplied 1311, then reducing the predicted amount of power consumed 1312 by the operaUon rearrangement, and carrying out an operation by the operation management system 100 and the power supply-demand system 170 in cooperation with each other to reduce the amount of power consumed below the amount of power supplied.

Also, in a message display area 1303, since the amount of power consumed has fallen below the amount of power supplied, the message display (the example of 303 in FIG. 3) to the instruction staff is not shown.

As described above, since the screen display unit displays the amounts of power consumed before and after an operation rearrangement, the train operation management system according to the invention has an effect of prompting the Instruction staff to carry out an operation rearrangement to reduce the amount of power consumed.

FIG. 4 shows the configuration of the passenger handling time estimating unit according to the invention. The passenger handling time estimating unit 113 includes a delayed actually implemented train schedule editing unit 401 and a passenger handling tIme calculating unit 402. The passenger handling time estimating unit 113 estImates passenger handling time using the past train schedule DB 124, while storing data at the time when a delay occurs, from past train schedules. The delayed actually implemented train schedule editing unit 401 reads the past planned and actually implemented train schedules stored In the past train schedule DB 124, calculates a time interval from the preceding train having data of the actually implemented train schedule with a delay from the planned train schedule, stoppage time, and passenger handling time, and stores the result of the calculation in the actual passenger handling time DB 125. The items to be calculated will be described in detail later with reference to FIG. 5. The passenger handling time calculating unit 402 estimates and sends back the passenger handling time with reference to the actual passenger handling time DB 125 in response to a passenger handling time calculation request from outside. A detailed processing flow thereof will be described with reference to FiG. 6.

FIG. 5 shows the data format of the actual passenger handlIng tIme DB 125 used by the passenger handling lime estimating unit 113. The actual passenger handling time DB stores data for each station and for each direction (up and down). Each record constituting the actual passenger handling time DB 125 is recorded, corresponding to the train schedule at the time when a train is delayed, that is. the train schedule in which the arrival time in the actuaily implemented train schedule has a iarger value than in the planned train schedule. Each record includes items such as No., date, arrival time, normal time interval from the preceding train, delayed time interval from the preceding train, stoppage time, and increase in passenger handling time. No. represents serial numbers of records, which are attached in order of recording. The arrival time is arrival time in the actually implemented train schedule where a delay occurs. The normal time interval from the preceding train is the arrival time of a train that is delayed In the planned train schedule corresponding to the actually implemented train schedule of the train in question (the planned train schedule having the same train number as the actually implemented train schedule) minus the departure lime of the preceding trains (in FIG. 3, the difference in the direction of the horizontal axis of the planned train schedule at a certain station). That is, this is equivalent to the time period for which passengers wait for the train at the station in normal tIme. The delayed time Interval from the preceding train is the arrIval tIme of a traIn that Is delayed in the actually implemented train schedule minus the departure time of the preceding train. This is equivalent to the time period for which passengers wait for the train when the train schedule is disrupted. The stoppage time is the stoppage time at the station in the actually implemented train schedule of a train that Is delayed, that is, the departure time minus the arrival time. The increase in passenger handling time is the amount of increase in the stoppage time in the actually implemented train schedule with respect to the stoppage time in the planned train schedule of a train that is delayed. The passenger handling time estimating unit 113 according to the invention assumes that an increase in stoppage time is caused by an increase in passenger handling time due to an increase in the number of passengers. Therefore, the different in stoppage time = the increase in passenger handling time holds.

FIG. 6 is a flowchart showing processing by the passenger handling time calculating unit 402. HereInafter, the processing flow wlii be described with reference to processing steps of the processing flowchart.

Step 501 (hereinafter, step is abbreviated as 5): The system reads the actual passenger handling time DB 125 in advance at the time when the processing starts.

8502: The system starts a monitoring processing loop to accept a passenger handling time calculation request event from outside.

S503: If a passenger handling time calculation request event is accepted in 8502, the system proceeds to S504. If no calculation request Is generated, the system returns to 8502 and continues event acceptance.

8504: The calculation request event includes parameters of target station, direction, date, time, and time interval from the preceding train. The system reads the various parameters included in the calculation request event.

S505: Referring to the station and direction of the various parameters, the actual passenger handling time DB 125 for the station and direction in question is selected. Data of date corresponding to the date Included in the parameters Is extracted from the DB. Here, in extracting the date, categories grouping dates with statically similar passengers' demand, such as weekdays, Saturdays, and holidays, are given in advance, and the data record of the date according to the category is extracted from the past actually implemented train schedule D B. 8506: A function to derive the passenger handling time from the extracted past train schedule database is created. If the function is expressed as f, the functional form is expressed by the following equation (1).

Passenger handling time = f (date, time, time interval from the preceding train) ... (1) This functional form Is employed based on the following assumptions.

1. The passenger handlIng time has a functIonal relation with the number of waIting passengers at the station. That Is, there is a positive correlation such that if the number of waiting passengers at the station increases, the passenger handling time increases.

2. The number of waiting passengers at the station can be calculated as demand 0 (date, time) [person/h] corresponding to the date and time In question (usIng the arrival time in the past train schedule database) x time interval from the preceding train [hi.

3. Demand 0 (date, time) tends to be statistically similar. Therefore, even if 0 (date, time) cannot be measured directly, data of the passenger handling time (= stoppage time) with respect to the time interval from the preceding train corresponding to a statistically similar date and time from the past actual record can be extracted from the past train schedule database.

4. In a delay case, data with Increased passenger handling tIme is provided particularly as a resuR of increase in time interval from the preceding train. That is, a large volume of data of P(x,y)= P (time Interval from the preceding train in the delay case, passenger handling time ( stoppage time + increase in passenger handling time)) can be provided.

5. An estimate value y of y is expressed by polynomial approximation. In this case, y Is expressed by a polynomial that minimizes the difference of y.y using the minimum square method or the like based on the data of P. 8507: The date, the time and the time interval from the preceding train read in 8504 are entered Into the function obtained in 8506, and the passenger handling time Is calculated.

$508: The passenger handling time obtained in $507 is returned to the processing at the requesting side.

$509: The system returns to the event monitoring loop (the processing returns to 8502).

With the configurations of FIGS. 4, 5 and 6, the passenger handling time estimating unit 113 can estimate passenger handling time, which changes with date, time, and time Interval from the preceding train, based on the past actual record. Thus, by gMng the time interval from the preceding train, it is possible to predict passenger handling time that corresponds more accurately to the actual situation.

Next, the processing by the predicted train schedule calculating unit 112 will be described. First, the principles of the calculation of predicted train schedules and characteristics of the invention will be described with reference to FIG. 7. Similarly to FIG. 3, FIG. 7 shows various train schedules in the form of a planning line diagram. Numeral 701 represents a planning line diagram. Numerals 702, 703, 704, 705 represent individual predicted train schedules. In the planning line diagram 701, planning lines are shown with the horizontal axis representing time and the vertical axis representing the location of stations, as in the main screen display area 302 of FIG. 3. As shown in the legend, thin lines represent planned train schedules, bold lines represent actually implemented train schedules, and dotted lines represent predicted train schedules. In the calculation of predicted train schedules, train schedules after the current time are calculated in order from the train with the smallest value of time (closest to the current time).

in the example of FIG. 7, train schedules are calculated in order of 702, 703, 704, 705. If there is no disruption as in the predicted train schedule 702, the time and location found In the actually Implemented train schedule are used as a starting point, and the standard traveling time between stations that is defined in advance (it may be a standard traveling speed) and the stoppage time are sequentially stacked for calculation. If there is a disruption, the time and location found in the actually implemented train schedule Including a disruption are used as a starting point, and the traveling time between stations in a recovery operation that is defined in advance (or as a recovery traveling speed, a higher speed than the standard traveling speed is set In order to carry out normal recovery operation), and the stoppage time taking into consideration the increase in the number of passengers waiting at the station, are sequentially stacked for calculation.

Here, In order to consider the increase the number of passengers waiting at the station, the Increase in the time Interval from the precedIng train is calculated using the delay from the planned train schedule at each station, and the time interval from the preceding train includIng the increase In the time interval Is used as input to calculate the stoppage time taking into consideration the increase in the passenger handling time, using the passenger handling time estimating unit 113 (the example of (1) in FiG. 7, 706, 707, 708). Moreover, with respect to the subsequent trains, the signal and security device predicts stoppage or deceleration of the train due to the reduction in the distance between the train and the preceding train (the example of (2) in FIG. 7, 709, 710, 711) and predicted train schedules are calculated (predicted train schedules 704, 705).

Next, the processing by the predicted train schedule calculating unit 112 will be described with reference to a flowchart. FIG. 8 is a flowchart of processing by the predicted train schedule calculating unit. Hereinafter, the predicted train schedule calculation processing For each train will be described with reference to the processing flow.

6801: The actually Implemented train schedule of the train In question Is read.

5802: Whether the calculation is already done up to the terminal station or the predicted time point is checked in the predicted train schedule or the actually implemented train schedule of the train in question. Here, the terminal station and the predicted time point are defined as preset values in the predicted train schedule calculating unit in advance.

if the result of 8802 is YES, that is, if the calculate is already done, the predicted train schedule is determined as being already calculated, and the processing ends. If the result of 8802 is NO, the flow proceeds to 8803 to continue the processing.

5803: Whether the predicted train schedule calculation target is a station or between stations is determined. If the latest time at which the predicted train schedule is already calculated is the arrIval time at a station, the next predicted train schedule calculation target is determined as a station. If the latest time at which the predicted train schedule is already calculated is the departure time from a station, the next predicted train schedule calculation target is determined as between stations. If the target is a station, the processing proceeds to 8804. If the target is between stations, the processing proceeds to 8806.

8804: A passenger handling time request is issued to the passenger handling time estimating unit 113, using the date, time (= the time of the largest value at which the predicted train schedule is already calculated, given in S803, which is the arrival time at a station in this case) and the time interval from the preceding train as parameters, and the passenger handling time is acquired.

6805: The passenger handling time Is added as the stoppage time at the station to the arrival time at the station. The departure time from the station Is thus calculated and added to the result of the calculation of the predicted train schedule. After the processing, the predicted train schedule Is updated and the flow returns to 6802.

6806: If the prediction target Is between stations, the anival time at the next station is calculated. As shown in FIG. 7, the calculation of the arrival time uses the traveling time between stations, which varies depending on whether the train in question is delayed or not.

if the train is not delayed, the standard traveling time is added. If the traIn Is delayed, the recover traveling time is added.

8807: The train schedule of the preceding train arriving at the next station is read.

At this point, the actually Implemented train schedule is read with respect to a time slot where the actually implemented train schedule of the precedIng train exists, and the predicted train schedule is read with respect to a time slot where the actually implemented train schedule does not exist.

8808: The train schedule of the preceding train read in 8807 and the train schedule of the train in question up to the next station calculated in 8806 are compared with each other, and the distance from the preceding train Is calculated. The time range in which the distance from the preceding train is calculated Is from the departure time from the station of the train in question to the arrival time at the next station. In this range, the train schedule of the preceding train is already calculated as the actually implemented or predicted train schedule, and the train schedule of the subsequent train, too, is already calculated up to the arrival time at the next station in S806.

S809: Whether there is a point within the time range of 8808 at which the distance from the preceding train is shorter than the distance that requires deceieration or stoppage according to the setting of the signal and security device, is determined. That is, a predetermined distance or longer needs to be maintained from the preceding train, and this processing is to determine whether deceleration or stoppage is needed at a point between stations because of the shortening distance from the preceding train, If there is a point at which the distance is shorter than the predetermined distance, the time of the smallest value is taken out as a stoppage or deceleration starting point, and the processing proceeds to 8810. If such a point does not exist, the arrival time at the next station calculated in 8806 becomes a possible arrival time, and therefore the arrival time at the next station is added to the predicted train schedule and the predicted train schedule is updated.

8810: If there is a stcppage or deceleration starting point, the time and the distance corresponding to that point as a point between stations are added to the predicted train schedule, and thefl arriva' time at the next station is thus revised again. ri the revision, if deceleration is employed as the setting of the signal and security device, the arrival time at the next station is revised using the speed indicated by that deceleration. If it is determined that stoppage is employed, it is then assumed that the train stops until the predicted time, and the train schedule up to the predicted time is revised as the arrival time at the next station (though actual arrival does not take piace, the revision is made in the subsequent 8811).

8811: The processing of 8810 causes the train to be handled as decelerating or stopping. However, at this point, if the distance from the preceding train is calculated again as in 8808, there isa point where a sufficient distance can he secured as the setting of the signal and security device and therefore the deceleration or stoppage can be canceled. The time and distance of this point is calculated, 8812: The point calculated in 8811 is added to the redicted train schedule and the arrival time at the next station is calculated again by a similar method to 8806. Thus., the arrival time at the next station is revised again and the processing returns to 8808.

The above processing enables realization of the predictions of (1) and (2) shown in FiG. 7 by the predicted train schedule calcuiating unit 112. Particular in the processing oop from 8808 to 8812, the stoppage or deceleration of the subsequent train can be reflected on the predicted train schedule.

The power consumption estimating unit 171 shown in FIG. I uses, as input, the predicted train schedule including the stoppage or deceleration of the subsequent train obtained by the predicted train schedule calculating unit shown in FIG. 8, and calculates the amount of power consumed by the train in question. The traveling speed between stations or the traveling speed up to the deceleration and stoppage between stations can be calculated based on tre predicted train schedule. As the traveling speed can be calculated, the acceleration time due to power running to realize that traveling speed, the traveling time of coasting, and the deceleration time by braking (in this case, regeneration occurs) can be calculated, based on the acceleration and deceleration characteristics of the train. Thus, the amount of power consumed during each time period is calculated. The result is sent back to the operation management system 100 as the amount of power consumed by each train. The display processing unit 114 can caiculate the sum of the amounts ol power consumed in the section in question, by totaling the amounts of power consumed by each train. Also, the amounts of power consumed corresponding to the planned train schedule and the actually implemented train schedule can be calculated for each train, similarly to the method described In the descrIptIon of the power consumption estimating unit 171. By calculating the amount of power consumed corresponding to the planned train schedule and holding the calculated amount of power consumed, in the display device 131 in advance as data, or by having the amount of power consumed calculated by the power consumption estimating unit 171 wIth respect to the planned train schedule similarly to the predicted train schedule, the display device 131 can compare and contrast the amount of power consumed with respect to the planned train schedule (= normal time) and the predicted train schedule (= particularly when a disruption occurs).

As described above, in this embodiment, the planned, actually implemented and predicted train schedules can be displayed and the amount of power consumed corresponding to each train schedule can be displayed. Therefore, the Instruction staff can confirm an increase or decrease in power consumption due to a train schedule disruption and can carry out an operation rearrangement in consideration of power consumption.

Also, every time the instruction staff enters an operation rearrangement proposal such as delayed departure or track number change, the amount of power consumed involved in the operation rearrangement can be displayed sequentially. Therefore, the instruction staff can select an appropriate operation rearrangement proposal to reduce power consumption and carry out the operation rearrangement.

Embodiment 2 FIG. 9 shows a second embodiment of the train operation management system according to the invention. Similar parts to FIG. 1 are denoted by the same reference numerals, and parts overlapping with FiG. 1 are partly omitted. A passenger handling time estimating unit 903 has a different functIon from that of the traIn operation management system of FiG. 1. The passenger handling time estimating unIt 903 uses, as input, the number of passengers accumulated at the station and the passenger load factor provided from an external passenger demand measuring device 901, estimates the passenger handling time at the statIon corresponding to the number of passengers accumulated at the station and the passenger load factor, and stores the passenger handling time into an extended actual passenger handling time DB 902. The processing by the passenger handling time estimating unit 903 will be described later with reference to FIGS. 10, 11 and 12.

Except for the passenger handling time estimating unit 903, the system carries out the calculation of predicted train schedules In consideration of stoppage or deceleration of the subsequent train and the estimation of the amount or power consumed based on the calculation of predicted train schedules, as in FIG. 1, and the display device 131 presents various train schedules as well as the amount of power consumed or its influence on the train operation. Since the passenger handling time estimating unit 903 uses actually measured values of passenger demand such as the number of passengers accumulated at the station and the passenger load factor, more accurate prediction of passenger handling time is possible. This makes the determInatIon of operation rearrangements by the InstructIon staff more suitable for the actual train operation, and further reduction in the amount of power consumed can be expected.

FIG. 10 shows the configuration of the passenger handling time estimating unit 903 according to the Invention. The passenger handling time estimating unIt 903 Includes a delayed actually implemented train schedule editing unit 1001, a passenger handling time calculating unit 1003, and a number of passengers accumulated at station and passenger load factor processing unit 1002. The passenger handling time estimating unit 903 accumulates data at the time when a delay occurs, based on past train schedules, and accumulates data in the extended actual passenger handling time DB 902 using the past data and the actually measured values of passenger demand such as the number of passengers accumulated at the station and the passenger load factor, thus estimating the passenger handling time. The number of passengers accumulated at station and passenger load factor processing unit 1002 acquires the number of passengers accumulated at the station and the passenger load factor of the train measured moment by moment, from the passenger demand measuring device 901, sends these data to the delayed actually implemented train schedule editing unit 1001 to associate these data with the past actually implemented train schedule, and also sends these data to the passenger handling time calculating unit 1003 for use in the estimation of the passenger handling time. The delayed actually implemented train schedule editing unit 1001 reads the planned and actually implemented train schedules as past train schedules, calculates the lime interval form the preceding train having data such that the actually implemented train schedule is delayed from the planned train schedule, the stoppage time, and the passenger handling time, and stores these data in association with the number of passengers accumulated at the station in question and the passenger load factor up to the station in question, in the extended actual passenger handling time DB 902. The Items to be calculated will be described in detail later with reference to FIG. 11. The passenger handling time calculating unit 1003 estimates and returns the passenger handling lime with reference to the current number oF passengers accumulated at the station, the passenger load factor and the extended actual passenger handling time DB 902, in response to a passenger handling time calculation request from outside. The processing flow thereof will be described in detail with reference to FIG. 12.

FiG. 11 shows the data format of the extended actual passenger handling time DB 902 used by the passenger handling time estimating unit 903. The extended actual passenger handling time DB 902 stores data for each station and for each direction (up and down). Each record constituting the extended actual passenger handling time DR 902 is recorded corresponding to the train schedule at the time when a train is delayed, that is, the train scheduie in which the arrival time in the actually implemented train schedule has a larger vaiue than in the planned train schedule. Each record has a structure in which the number of passengers accumulated at the station in question and the passenger load factor up to the station in question are added to the past actually implemented train schedule DB 402. The number of passengers accumulated at the station in question is the number of passengers accumulated by date or by arrival time. For example, the number of accumulated passengers may be directly measured by a video camera, or may be indirectly measured by measuring the number of passengers in a passage to platforms using a video camera and then using the cumulatIve value thereof to estimate the number of accumulated passengers. The pass enger oad factors the passenger load factor of the train in question up to the station in question. The passenger ioad factor uses a measured value by a load compensating device or the like instaUed in the train.

HG. 12 shows a flowchart of processing by the passenger handflng time calculating unit 1003. Hereinafter, a flow of processing wifl be described with reference to processing steps in the flowchart.

Step 1201: The system reads the extended past actuaUy implemented train scheduie database in advance when the orocessing starts.

S1202: The system starts a monitoring processing oop to accept a passenger handling time caiculation request event from outside.

S1203: If a passenger handling time calculation request event is accepted in 31202, the system proceeds to 31204. if no calculation request is generated, the system returns to S 1202 and continues event acceptance.

81204: The calculation request event includes parameters of target station, direction, and time interval from the preceding train. The system reads the various parameters included in the calculation request event.

31205: Referring to the station and direction of the various parameters, the extended actual passenger handiing time DB 902 for the station and direction in question is selected.

31206: A function to derive the passenger handling time from the extracted extended past actually implemented train schedule database is created. If the function is expressed as f, the functional form is expressed by the following equation (2).

Passenger handling time = f (number of passengers accumulated at station, passenger load factor) ... (2) This functional form is employed based on the following assumptions.

1. The passenger handling time has a functional relation with the number of waiting passengers at the station and the passenger load factor before alighting. That is, there is a positive correlation such that if the number of waiting passengers at the station increases, the boarding time increases, and if the passenger load factor increases, the alighting time increase, and therefore the passenger handling time increases as a total thereof.

2. The number of waiting passengers at the station can he measured as the number of passengers accumulated at the station. Also, since no passenger boarding or alighting takes place between stations, the measured value of the passenger load factor at the departure from the previous station can be used as the passenger load factor before alighting.

3. In the extended past aotualiy implemented train schedule database, data of the passenger handling time is held in associated with the number of passengers accumuiated at the station and the passenger load factor. Based on this data, the passenger handling time is estimated by polynomial approximation of the number of passengers accumulated at the station and the passenger load factor. Parameters of the polynomial are decided so as to minimize the difference between the estimated value of passenger handling time and the actual value, using the minimum square method or the like.

31207: The cunent number of passengers accumuiated at the station and the passenger load factor are entered into the function obtained in 31206, and the passenger handling time is calculated.

81208: The passenger handling time obtained in 81207 is retumed to the processing at the requesting side.

51209: The system returns to the event monitoring loop (the processing returns to 81202).

With the configurations of Fl G8. 10, 11 and 12, passenger handling time caicuiating unit 1003 can estimate passenger handling time, which changes with the number of passenger accumulated at the station and the passenger load factor. Therefore, passenger handling time that corresponds more accurateiy to the actual situation can be predicted. By using the result of the prediction to estimate the amount of power consumed, the prediction accuracy of the amount of power consumed is improved and an operation rearrangement proposal to reduce the amount of power consumed can be established more appropriately.

Embodiment 3 in the operation of trains, if a train schedule disruption occurs, power consumption increases proportionally to the traveling in the planned train schedule. Particularly, departure of plural trains in close timing to each other (hereinafter referred to as "simultaneous departure") has a large influence on the power system. Therefore, the influence of simultaneous departure needs to be restrained according to the amount of increase in power consumption. Meanwhile, deterrence of departure delays recovery of the train schedule and can lead to a fail in transport capability. Therefore, unnecessary deterrence of departure should be avoided. in this embodiment, an operation management system which restrains the influence of simultaneous departure and properly predicts power consumption at the time of train schedule disruption in order to properly determine the need of deterrence of departure is provided.

FIG. 15 shows a third embodiment of the train operation management system according to the invention. Similar parts to FIG. I are denoted by the same reference numerals and parts overlapping with FIG. I are partly omitted. This system is different from the train operation management system of FIG. I by having a simultaneous departure avoidance instructing unit 1501.

The simultaneous departure avoidance instructing unit 1501 acquires information (time, train) about the possibility of simuitaneous departure in which power consumption needs to be restrained, from the predicted train schedule calculating unit 112, and communicates the departure timing of each train to each driver in order to prevent simultaneous departure.

For example, In the example of FIG. 3, the predicted traIn schedule 307 and the predicted train schedule 307-2 have departures in a close time slot and the influence thereof Is expected to lead a rapid increase In the predicted amount of power consumed. in the case where deterrence of simultaneous departure can prevent a situation where the predicted amount of power consumed 312 exceeds the predicted amount of power supplied 311, the simultaneous departure avoidance instructing unIt 1501 of FIG. 15 gives an Instruction to the driver of each train to deter the simultaneous departure. That Is, the simultaneous departure avoidance instructing unit 1501 extracts trains that depart at substantially equal timing based on the train schedule predicted by the predicted train schedule calculating unIt 112, and gives the driver of the each train, for example, an instruction of delayed departure (intentional delay of departure time) to shift the timing of departure.

Also, other simultaneous departure avoidance instructions may be considered than giving an instruction of delayed departure from the station so as to prevent simultaneous departure that would occur later. For example, it is possible to instruct a group of two or more train sets that can have simultaneous departure in such a way that a predetermined interval (for example, several ten seconds) is provided between the departure times thereof.

Also, the simultaneous departure avoidance instructing unIt 1501 can display trains that may have simultaneous departure and time on the display screen 131, instead oF giving a direction instruction to the train drivers. Thus, the instruction staff can carry out an operation rearrangement to avoid the simultaneous departure.

Moreover, an acceleration method instructing unit 1601 can be provided instead of the simultaneous departure avoidance instructing unit 1501 of FIG. 15, as shown in FIG. 16.

If simultaneous departure cannot be avoided, the acceleration method Instructing unit 1601 allows the simultaneous departure but outputs an instruction to restrain acceleration at the time of departure. As a specific example, it is possible to communicate with the driver to limit the power running notch.

Also, a driving and braking force characteristic change unit 1701 can be provided instead of the simultaneous departure avoidance instructing unit 1501, as shown in FIG. 17.

If simultaneous departure cannot be avoided, the driving and braking force characteristic change unit 1701 allows the simultaneous departure but limits the driving force that can be actually outputted and thus restrains power consumption. As a specific example, it is possible to communicate a message to change the driving and braking force settIng to the train car system from the driving and brakIng force characteristic change unit 1701 and thus change characteristics of output torque with respect to the notch. Thus, even if the driver enters the same notch as normal time, the amount of power consumed is restrained. Even if simultaneous departure takes place, increase in the amount of power consumed is restraIned.

Thus, according to this embodiment, an appropriate driving instruction and operation rearrangement can be carried out in consideration of the increase in power consumption due to simultaneous departure.

As described above, Embodiments 1 to 3 describe examples in which one arithmetic processing device and one storage device are provided inside the operation management system. However, an arithmetic processing device for each processing carried out by the operation management system 100 or for each data managed by the operation management system 100 can be provided, or separate servers can be provided to construct an operation management system including the plural servers.

Also, Embodiments I to 3 describe examples in which the power consumption estimating unit 171 which estimates the amount of power consumed is provided inside the power supply-demand system 170. However, a power consumption estimating unit which estimates the amount of power consumed may be provided inside the operation management system 100.

The invention is not limited to the foregoing embodiments and includes various modifications. For example, while the foregoing embodiments are described in detail in order to facWtate understanding of the invention, the invention is not necessarHy limited to a system having aU the described configurations. Also, a part of the configuration of one embodiment can be replaced with the conFiguration of another embodiment. and the configuration of one embodiment can be added to the configuration of another embodiment.

Moreover, addition. deletion or substitution of another configuration may be made to a part of the configuration of each embodiment.

Furthermore, the foregcing configurations, functions, processing units, processing measures and the ike may he parUv or entirely reahzed with hardware, for example, by designing on an integrated circuit. Also, the foregoing configurations, functions and the ike may be realized with software by a processor interpreting and executEng progi-ams to realize the individual functions. Information of programs, tables, files and the like to realize each function can be stored in a recording device such as memory, hard disk or SSD (solid state drive) or a recording medium such as IC card, SD card or DVD.

Also, control lines and information lines that are considered necessary for explanation are shown, and not all control lines and information lines are necessarily shown in terms of products. In practice, it can be considered that substantially all the configuration pails are connected to each other.

Embodiment 4 FIG. 18 shows a railway system including a power supplpdemand system according to the invention. Numeral 2 represents an operation management system which manages operation of trains. Numeral I represents a power supplydemand system linked to the operation management system.

First, a power system will be described. For example, DC power of 1500[V] is supplied to a train 5 between a feeder 6 and a rail 7 from an AC system 3 via a transtormer 41 and a rectifier 42 of a substation 4. Hereinafter, the feeder 6 and the rail 7 are referred to simply as the feeders 6, 7. The power supply-demand system I for charging and discharging a battery 14 is connected to the feeders 6, 7.

Next, the operation management system 2 will be described, The operation management system 2 has a train schedule management unit 21, a past train schedule DB 22. a passenger handling time estimating unit 23, a predicted train schedule calculating unit 24, and a screen cisplay unit 25. The operation management system 2 receives a planned train schedule equivalent to an operation plan of a train and train location on the line as the current location of the train as input from outside, monitors a discrepancy between the planned train schedule and the current location of the train, and gives a train operation instruction to the train and an onsite facility according to need, thus controlling the operation of the train.

The train schedule management unit 21 sends an operation instruction to the train based on the planned train schedule and the train location on the line, and if the train is delayed from the plan, the train schedule management unit 21 transmits the change to the predicted train schedule calculating unit 24 and modifies the train operation instruction based on a train schedule change corresponding to that change. Here, the type of train schedue and the data format thereof handled by the train schedule management unit 21 will be described.

There are three types of train schedule, that is, planned train schedule, actually implemented train schedule, and predicted train schedule. The planned train schedule is a train schedule provided from outside the operation management system and based on a train operatIon plan. In normal time when there Is no dIsruption such as delay due to trouble, the train basically operates according to this planned train schedule. The actually implemented train schedule represents the train location on the line as the actual traveling record of the train converted into a train schedule data format. The predicted train schedule is a train schedule which predicts train operation after the current time, based on the actually implemented train schedule.

Next, the train schedule data format will be described. FIGS. 19A and 19B show an example of the data format used in the invention. A train schedule format 1900 is common to the planned, actually implemented, and predicted train schedules (the presence or absence of entry items may vary). In the train schedule format 1900, serial numbers in order of travelIng dIrectIon are shown longitudInally, and arrival tIme and departure time is given for each train in order of traveling direction. The train schedule format 1900 includes a train number 1901 in order to identify each train. If a train passes a station, arrival or departure time may be omitted for the station in question (as indicated by "-" in the example of train number A702 at station C in FIG. 19A) and the time when the train passes the station may be given instead. Also, in order to express a change in speed or stoppage in other places than stations, the location between stations and the corresponding time are given, as shown in a format 1902. In the example of FIG. 19B, the format 1902 shows that the train with train number A701 has stopped at a point 1.0 [kmj from station B. The format 1902 has serial numbers formed by adding indices to the serial numbers of the data format 1900.

According to the Invention, by showing the location between statIons and the time as In the format 1902, It Is possible to grasp and estimate the state of the train between stations.

Back to FIG. 18, data flows will be described. The past train schedule DB 22 stores actually Implemented train schedules managed by the train schedule management unIt 21.

The passenger handling time estimating unit 23 compares the actually implemented train schedule (station, direction, date, time, time interval from the preceding train and the like) with information of the past actually implemented train schedule, and estimates the passenger handling time at the station. The planned train schedule and the actually implemented train schedule managed by the train schedule management unit 21 are provided as input to the predicted train schedule calculating unit 24. The predicted train schedule calculating unit 24 creates a predicted train schedule In consideration of the actually Implemented train schedule and the passenger handling time. The predicted train schedule caiculating unit 24 transmits the predicted train schedule that is created to the power supply-demand system 1. The screen display unit 25 presents various train schedules.

When a train schedule disruption occurs, an operator, not shown, gives an instruction on measures of operation rearrangement according to need while viewing the screen display unit 25.

in the operation management system 2, the train locatIon on the line is Input to the train schedule management unit, and the train schedule management unit creates the actually implemented train schedule. However, the actually implemented train schedule may be created by an external device and provided as input information together with the train location on the line. Also, the train operation instruction may vary depending on the facility which controls the train. If the train control facility has an automatic course control function, the train schedule itself may be used as an operation instruction, If the train schedule management unit connects to an Intetlocklng device which controls a ground facility such as a signal or switch, the course of the train serves as the train operation instruction. It it is possible to give a direction instruction to the train, the instruction may include an instruction on deterrence of operation, traveling speed and the like.

Next, the power supply-demand system 1 will be described. The power supply-demand system 1 includes a charge-discharge control device 16, a battery 14, and a power converter 15. The charge-discharge control device 16 is provided with an arithmetic processing unit 17 and a storage unit 18. A load prediction unit 12 and a charge-discharge control unit 13 are provided as programs executed by the arithmetic processing unit 17. A train traveling pattern DB 11 and an acceleration performance DB are stored in the storage unit 18. The load prediction unit 12 estimates a load applIed to the DC system and whIch train generates the load, based on the predicted train schedule calculated by the operation management system 2 and the train traveling pattern. The charge-discharge control unit 13, as will be described later, controls a gate signal of the power converter 15 and charges or discharges the battery 14, based on the load information, battery voltage, charge-discharge current, and feeder voltage. While the battery 14 is used as a power storage device in this embodiment, other power storage devices such as capacitor may also be used.

Next, the flowchart for the load prediction unit 12 and the charge-discharge control unit 13 will be described with reference to FIG. 20. In 8301. the load prediction unit 12 estimates a load applied to the DC system and which train causes the load, based on the train traveling pattern and the predicted train schedule calculated by the operatIon management system 2. In the train traveling pattern DB, the travelIng pattern including acceleration and deceleration of the train between stations is stored. By applying the traveling pattern to the predicted train schedule for each traIn, the load applied to the DC system and which train causes the load can be estimated. Since the traveling pattern at the time of train schedule disruption is different from normal time, a traveling pattern for recovery from train schedule disruption can be used to improve load prediction accuracy. Next, in 5302, whether the traIn schedule Is disrupted or not is determined. If the result is YES, the processing proceeds to 8303. If the result is NO, the processing proceeds to 8304. In 8303, the charge-discharge control unit 13 controls the power converter 15, based on an operation map for when the train schedule is disrupted shown in FIG. 21 B. In 8304, the charge-dIscharge control unit 13 controls the power converter 15, based on an operation map for normal time shown in FIG. 21A.

Next, the operation maps of charge-dIscharge control shown In FIGS. 21A and 21B will be described. These operation maps are stored in the storage unit 18 of FIG. 18. FIG. 21A shows the operation map for when the train schedule is normal. FIG. 21 B shows the operation map for when the train schedule is disrupted. First, the operation map for when the train schedule Is normal will be described with reference to FIG. 21A. The vertical axis represents a feeder voltage Vs. The horizontal axis represents a state of charge SOC of the battery 14. A power charge operation start voltage Vabs and a power discharge operation start voltage Vdlsc are threshold values by which to determIne operation conditions.

SOCref represents an instruction value of the state of charge of the battery 14. A deviation reference value ASOC between the state of charge SOC and the state of charge instruction value SOCref is a condition to stop switching an IGBT, not shown. The output voltage of the rectifier 42 when no regeneratIve train car exists on the feeders 6, 7, that is, when no load is applied, is expressed as VssO.

In this example, if the feeder voltage Vs is larger than the power charge operation start voltage Vabs, the battery 14 Is charged. If the feeder voltage Vs Is smaller than the power discharge operation start voltage VdIsc, the battery 14 Is discharged. By doing so, the battery is charged when the feeder voltage Vs increases due to simultaneous regeneration by plural train cars. Thus, power that is not effectively utilized in the conventional technique can be absorbed. Moreover, the battery is discharged when the feeder voltage Vs falls due to simultaneous power running of plural train cars. Thus, regenerated power can be reused.

lithe feeder voltage Vs Is equal to or lower than the power charge operation start voltage Vabs and equal to or higher than the power discharge operation start voltage Vdisc, the state of charge of the battery 14 is controlled. In the state of charge control, the charge-discharge control is performed in such a way that the state of charge SOC of the battery 14 coIncides with the state of charge Instruction value SOCref. That Is, In this area, the battery 14 is discharged if the state of charge SOC of the battery 14 is greater than the state of charge instruction value SOCref, and the battery 14 is charged if the state of charge SOC of the battery 14 is smaller than the state of charge instruction value SOCref.

in the state of charge control, if the absolute value of the deviation between the state of charge SOC of the battery 14 and the state of charge instruction value SOCref is smaller than the reference value ASOC, switchIng of the IGBT, not shown, Is stopped and no charging or discharging is carried out. This is called suppressive control. Thus, standby loss of the power converter 15 can be reduced.

The power charge operation start voltage Vabs is set to a higher value than the output voltage VssO of the rectifier 42 at the time of no load. If the power charge operation start voltage Vabs is set to a lower value than the output voltage VssO of the rectifier 42 at the time of no load, even when the regenerative train car 5 does not exist on the feeders 6, 7, power from the AC system 3 is absorbed by the battery 14 via the rectifier 42 and the battery 14 Is charged. If the power charge operation start voltage Vabs is higher than the output voltage VssO of the rectifier 42 at the time of no load, the battery 14 is charged only when regenerated power is generated on the feeders 6, 7. Conversely, If the power charge operation start voltage Vabs is too high, absorption of regenerated power is delayed. That is, it is desirable that the power charge operation start voltage Vabs is set to a voltage several ten [I] higher than the output voltage VssO of the rectifier 42 at the time of no load. While Vabs is constant with respect to SOC in this example, Vabs may be varied. For example, if Vabs is set to be higher when SOC is a predetermined value or higher, the voltage to start charging becomes higher when SOC becomes larger. Thus, overcharging of the battery 14 can be prevented.

The power discharge operation start voltage Vdisc is set to a lower value than the output voltage VssO of the rectifier 42 at the time of no load. By doing so, the battery 14 is discharged only when power on the feeders 6, 7 is insufficIent. if the power discharge operation start voltage Vdisc is too ow, the effect of restraining a faH in the feeder voltage cannot be achieved sufficiently. That is, the power discharge operafion start voltage Vdisc is set to a value several Len [V. lower than the output voltage \IssQ of the rectifier 42 at the time of no load. While fdisc is constant in relation to SOC in this example. k/disc may be varied. For example, if Vdisc is set to be lower when SOC is a predetermined value or lower, the voltage to start discharging becomes lower when SOC becomes smaller. That is, when SOC is small, over-discharging of the battery 14 can he prevented.

In the example of FIG. 21A, the state of charge instruction value SOCref is set to a lower value than 50%. This is a case where absorption of a large amount of regenerated power by the battery 14 is emphasized. However, if the state of charge instruction vaftie SOCref is too low, a shortage of power on the feeders cannot be securely supplemented.

Therefore, it is desirable that the state of charge instruction value SOCref is approximately 10% to 40%. While the above example emphasizes the absorption of regenerated power by the battery 14, the state of charge instruction value SOCref may be set to a higher value than 50%, emphasizing the supply of power to supplement the power shortage on the feeders 6. 7, instead of emphasizing the absorption of regenerated power by the battery 14.

If the deviation reference value \SOC is too smalL the stoppage of the switching does not last for a long period, reducing the effect of reducing standby loss. Meanwhile, if the deviation reference value ASOC is too laiqe, the range in which state of charge control can be carried out is reduced, causing problems with improvement in the utilization rate of the battery. Therefore, if full charge is expressed as 100%, the deviation reference value ASOC should be approximately several %. While the suppression area is within the state of charge instruction value SOCref the deviation reference value ASOC, the suppression area may be asymmetrical.

Next] the operation map of chargedischarge control for when the train schedule is disrupted wifl be described with reference to FIG. 218. The basic operation is the same as when the train schedule is normal. However, c:ischarge control is carried out to maintain \disc only when the delayed train car is on power running, based on what causes the load estimated in S301 of FIG. 20. To find a delayed train car here, the difference between the planned train schedule and the predicted train schedule for each train provided in the operation management system 2 is found and a train car with the difference equal to or greater than a çredetermined value can be determined as a delayed train car. Discharging is prohibited when other train cars are on power running. Thus, when a train car trying to recover from a train schedule disruption is on power running, a fail in the feeder voltage can be restrained securely, and a situation where a fall in the feeder voltage cannot be restrained because of insufficient charging of the battery 14 when the train car with a train schedule disruption accelerates can be avoided.

Next, the influence of restraining a fail in the feeder voltage on the acceleration performance of the train car, stored in the acceleration performance DB 19 of FIG. 18, will be described with reference to FIG. 22. FIG. 22 is a graph with the horizontal axis representing train speed and the vertical axis representing train torque. A motor generally has three areas, that is, an area with a constant torque where the speed is VI or lower (hereinafter a constant-torque area), an area with a constant power where the speed is Vi or higher and V2 or lower (hereinafter, a constant-power area), and a characteristic area where the speed is V2 or higher. If the feeder voltage Is raised, the speed VI rises and acceleration performance can be improved. That is, by using this control to restrain a fall in the feeder voltage when a train car trying to recover from a train schedule disruption is on power running, a fall in the acceleratIon performance of the traIn can be restrained and the train schedule disruption can be resolved early. In the acceleration performance DB 19, acceleration performance shown in FIG. 22 is stored for every plural train cars.

Next, planning lines in the case where this control is not applied will be described with reference to FIG. 23. In FIG. 23, the vertical axis represents the location on a route and the horizontal axis represents time. The legend shows that a thin solid line represents a planned train schedule, a bold solid line represents an actually implemented train schedule, and a broken line represents a predicted train schedule. The current time is 7:09. At time 7:01, a trouble occurs in a train A701, which has stopped at station 0, and A701 departs with a slight delay from the scheduled time 7:01. Consequently, A701 arrives at station A at 7:09, four minutes behInd the planned traIn schedule. The passenger handlIng tIme estimating unit 23 reads the station where the train stops, direction, date, time, and time interval from the preceding train from the actually implemented train schedule, then compares the read data with the past train schedule data, and predicts the passenger handling time. Here, it is estimated that passengers boarding A701 at station A increase because of the four-minute delay and therefore the passenger handling time is longer than in normal time. The time when the train arrives at station B is further delayed and the passenger handling time becomes even longer. In this way, the short delay generated in A701 is expected to have an expanding ripple effect on the subsequent trains A702, A703 that causes a train schedule disruption. Meanwhile, In JP-A-10-322905, an operation rearrangement (tIme Interval adjustment or the lIke) that enables avoidance of hIndrance to the train operation Is carried out. The train drIver drives the train at the fastest possible speed so as to recover from the train schedule disruption as soon as possible, based on the operation rearrangement. However, the operation of the train with the dIsrupted traIn schedule is up to the driver only. Therefore, If the feeder voltage falls because of power running of each train, there is a problem that a fall in acceleration performance due to a fall in voltage occurs and consequently it takes long to recover the train schedule.

Next, an advantage of the case where the present control Is applied to deal with the foregoing problem will be described with reference to FIGS. 24 and 8. FIG. 24 shows an example of operation in the case where the present control is applied. However, in FIG. 24, for simplification, it is assumed that the power discharge operation start voltage Vdlsc and the power charge operation start voltage Vabs shown In FIGS. 21A and 21B are set at the same value (that is, state of charge control is not considered). In FIG. 24, the horizontal axis represents tIme, and the vertical axIs represents speed, feeder voltage, charge-dIscharge instruction, and SOC of the battery 14. This is a situation where there is a train schedule disruption on a down track whereas there is no train schedule disruption on an up track.

Based on the flowchart of FIG. 20, the charge-discharge control for when a train schedule disruption occurs, shown in FIG. 21 B, Is applied to both the up and down tracks. According to the charge-discharge control of FIG. 21 B, the power supply-demand system I does not discharge the battery 14 even if the feeder voltage falls because of power running of a train a running according to the normal train schedule as shown in a period from time A to time B. Subsequently, at time C, the train a starts regenerative braking. Based on a rise in the feeder voltage due to the regenerative braking, the power supply-demand system 1 carries out voltage control (charge) and charges the battery 14. In a period from time D to time E, a train A with a disrupted train schedule has started power running. However, since the regenerated power of the train a is greater than the power used for power running by the train A, the power supply-demand system I continues the voltage control (charge). From time E, the power used for power running by the train A is greater than the regenerated power of the train a and the feeder voltage falls.

Therefore, after time E, the power supply-demand system I carries out voltage control (discharge) to cope with the fali in the feeder voltage and restrains the fall in the feeder voltage. After time F, the train car to which the present control is not applied has slower acceleration because the train has the low-voltage torque characteristic of FIG. 22.

Meanwhile, in the train car to which the present control is applied, the fall in the feeder voltage is restrained by the discharge control and the fall In the acceleration performance of the train is restrained. Therefore, the traveling time between stations can be reduced as shown in FiG. 24 and the train schedule disruption can be resolved early. At time H, the train A starts regenerative braking. This causes a rise in the feeder voltage. Therefore, the power supply-demand system I switches control to the voltage control (charge) and charges the battery 14 with the regenerated power of the train A. FIG. 25 shows planning lines in the case where the present control is applied.

When a train A701 delayed from the train schedule accelerates, the power supply-demand system I discharges the battery 14 and retrains a fail in the feeder voltage. Therefore, a fall In the acceleration performance of the train A70I is restrained and the traveling time thereof is shortened. Moreover, since the delay from the planned train schedule can be reduced, there is an advantage that the passenger handling time is reduced. Thus, with the use of the power supply-demand system 1 according to the invention, ripple effects of a train schedule disruption can be minimized and the train schedule disruption can be resolved early.

Consequently, this leads to power saving compared with the case where the train schedule Is severely disrupted. Moreover, compared with the case where the present control is not applied, a smaller current flowing through the driving system suffices. Therefore, current loss is reduced and consequently a power saving effect can be expected.

Moreover, according to the present control, with respect to a train car without having a train schedule disruption, the battery 14 is not discharged even if the feeder voltage falls.

Therefore, unnecessary power consumption can be restrained. By doing so, a situation where a fall in the feeder voitage cannot be restrained due to insufficient charging of the battery 14 when a train car with a train schedule disruption accelerates can be avoided.

Embodiment 5 A fifth embodiment of the invention will be described in terms of differences from the fourth embodiment. A flowchart relating to the fifth embodiment is shown In FIG. 26.

Processing of 8901 is similar to 8301 and therefore description thereof is omitted. In 8902, charge-discharge control is carried out using an operation map for charge-discharge control of FIG. 27. That is, in the fifth embodiment, the operation map is not switched whether there is a train schedule disruption or not.

Next, the operation map for charge-discharge control is shown in FiG. 27. Basic operation is the same as FIG. 21A of the fourth embodiment. The difference is that a power discharge operation start voltage Vdisc2 with respect to power running of a train car with a train schedule disruption is set between the power discharge operation start voltage Vdisc and the output voltage VssO of the rectifier 42 at the time of no load. The power discharge operation start voltage Vdisc is a threshold value of voltage control (discharge) for other train cars than the delayed train car.

According to the fifth embodiment, when the train car trying to recover from a train schedule disruption is on power running, the feeder voltage can be controlled to Vdisc2 and the acceleration performance of the train car trying to recover from the train schedule disruption can be improved, compared with. Embodiment 4. Consequently, a significant reduction in the traveling time and hence a reduction in the passenger handling time can he expected, and the train schedule disruption can be resolved early.

Embodiment 6 A sixth embodiment of the invention will be described in terms of differences from the fourth embodiment. A flowchart relating to the sixth embodiment is shown in FiG. 28.

Processing of Sliol is similar to 8301 and therefore description thereof is omitted. In S1102, the charge-discharge control unit 13 estimates the speed of a train having a train schedule disruption, based on outputs of the speed pattern DB and the predicted train schedule. However, the train speed may be directly acquired from the train or may be acquired by other measures. Subsequently, in 51103, whether there is a train schedule disruption or not is determined. If there is a train schedule disruption, the processing proceeds to 81104. if there is no train schedule disruption, the processing proceeds to S1i07, In S1i04, whether the train speed is a speed at which to switch from the constant-torque area tc the constant-power area (Vi in FIG. 22) or higher is determined.

The speed Vi at which to switch from the constant-tcrque area to the constant-power area is not constant but varies depending on the feeder voltage. If the result is YES, the processing proceeds to 81106. If the result is NO, the processing proceeds to 81105. In 81105, discharge control is prohibited. Since discharge control is initially set as being permitted, discharge control is aiways permitted when it is not prohibited. In 81106, charge-discharge control is carries out based on the operation map for when there is a train schedule disruption shown in FIG. 21B. In Silo?, charge-discharge control is carried out based on the operation map for normal time shown in FIG. 21 A. An example of operation in the case where the sixth embodiment is applied will be described with reference to FIG. 29. In FIG. 29, as in FIG. 24. For simpiification, it is assumed that the power discharge operation start voltage Vdisc and the power charge operation start voltage Vabs are set at the same value (that is, state of charge control is not considered). Only the period from time E to time F, which is different from the example of operation in FIG. 24 where the fourth embodiment is applied, will he described. In the period from time E to time F. the feeder voltage is below Vdisc. However, in SI 104, the train speed is detemmined as being equal to or lower than the speed at which to switch from the constant-torque area to the constant-power area (Vi of FIG. 22), and discharge control is prohibited in 81105. Therefore, the power supply-demand system I does not carry out discharge control. Detecting that the train speed exceeds Vi at time F, the power supply-demand system I starts discharge control and controls the feeder voltage to Vdisc.

The subsequent processing is similar to FIG. 24 and therefore is not described further in detail.

As descflbed above, in the sixth embodiment, the battery 14 is discharged only when the train car trying to recover from a train schedule disruption is on power running and the train speed is VI or higher. According to the present control, compared with Embodiment 4, the battery l4is not discharged when acceleration performance is not affected (E to Fin FIG. 29). Therefore, excessive power consumption can be restrained, compared with Embodiment 4. Also, a fall in the feeder voltage at the time of power running can be restrained, and a fall in the acceleration performance of the train car trying to recover from a train schedule disruption can be restrained.

Embodiment 7 A seventh embodiment of the invention will be described in terms of difference from the fourth embodiment. A flowchart relating to a power supply-demand system 1 according to the seventh embodiment is shown in FIG. 30. The difference from the fourth embodiment is 81302 to 81304. Other parts of the processing will not be described. In 81302, whether a future load on the DC system calculated in 81301 is a predetermined value or higher is determined. If the result is NO, the processing proceeds to SI 303 and the state of charge instruction value SOCref is set to 30% in preparation for regenerated power in the future. If the result is YES, the processing proceeds to 81304 and the state of charge instruction value SOCref Is set to 70% in preparation for a future Increase In the load. While it is determined In SI 302 whether the load on the DC system Is a predetermined value or higher, whether the state of charge SOC of the battery 14 can compensate for a future load on the DC system or not may be determined instead. Also, the instruction value SOCref is set to 30% in S1303 and 70% In 81304 but not limited to these values.

An example of operation in the case where the seventh embodiment is applied is shown in FIG. 31. This is a case where train schedules are disrupted on both up and down tracks at station A and station B, and the operation management system 2 at time A determines that each train can depart at time C and thus switches predicted train schedules.

At time A, the power supply-demand system 1 determines in 81301 and 81302 that the load on the DC system is a predetermined value or higher, and sets the state of charge instruction value SOCref to 70% In 51304 In preparation of an increase in the load on the DC system.

By this processIng, the power supply-demand system I at time A starts charging the battery 14 through state of charge control in preparation of an increase in the load. At time B, since the state of charge SOC of the battery 14 has reached the suppressive control area, the charge control is stopped. At time C, each train accelerates all at once. Without control, the feeder voltage rapidly falls and the load on the substation increases. Meanwhile, if the control of this embodiment is applied, the power supply-demand system 1 discharges the battery l4so that the feeder voltage does not fall. Therefore, the load on the substation can be restrained. Moreover, the Feeder voltage can be maintained at a higher value than in the case without control, and a fall in the acceleration performance of the train trying to recover from a train schedule delay can be restrained. Therefore, the train schedule disruption can be resolved early.

As described above, the power supply-demand system I predicts a future load to be applied to the DC system, based on the predicted train schedule, and changes the state of charge Instruction value SOCref. Thus, the capacity of the battery 14 can be effectively utilized. That is, even in the case where the load concentrates on the system as in the case of simultaneous power running at the time of a train schedule disruption, the feeder voltage can be maintained and a fall in the acceleration performance of each train can be restrained.

Thus, the train schedule disruption can be resolved quickly. Moreover, the burden on the substation can be reduced.

Embodiment 8 An eighth embodiment of the invention will be described in terms of differences from the fourth embodiment. A railway system including a power supply-demand system I according to the eighth embodiment Is shown in FIG. 32. In the eighth embodiment, the power supply-demand system I has a power consumption estimating unit 1501 instead of the train traveling pattern DB 11 and the load prediction unit 12. The power consumption estimating unit 1501 estimates the amount of power consumed by the entire DC system or by each substation 4. based on the predicted train schedule estimated by the operation management system 2, and transmits the amount of power consumed to the operation management system 2 and the charge-discharge control unit 13. The charge-discharge control unit 13 carries out discharge control of the battery, based on the above amount of power consumed and a predicted amount of power supplied indicating a maximum value of the amount of power supplied. The predicted train schedule calculating unit 24 of the operation management system 2 transmIts the amount of power consumed to the screen display unit 25. Other parts of the configuration are similar to the fourth embodiment and therefore will not be described further in detail.

Next, an example of display on the screen display unit 25 of the eighth embodiment is shown in FIG. 33. Numeral 1601 represents an operation menu. Numeral 1602 represents a main screen display area where planning lines and the amount of power consumed are displayed. Numeral 1603 represents a message display area. The operation menu 1601 has functions of operating various operation rearrangements to change a train schedule by manipulating planning lines, and of changing display settings of the main screen display area 1602. The various operation rearrangements include functions to change the train schedule such as deterrence of the train, track number change, order change, and suspensIon (partial suspensIon) of service. The display settings Include whether to display planning lines or not, the type of planning line to be displayed, whether to display the amount of power consumed or not, and the like. in the main screen display area 1602, the horizontal axis represents time and planning lines 1605, 1806, 1607, 1607-2, 1607-3 and amounts of power consumed 1609, 1610, 1611, 1612 are displayed. The vertical axis for planning lines represents the locations of stations, and time and a section of stations for which planning lines should be displayed can be changed by scrolling the screen.

The vertical axis for the amount of power consumed represents the sum of the amounts of power consumed by the entire DC system or by a substation. A straight line 1604 in the main screen display area 1602 represents a current time line, which shows the current time.

The area to the left of the current time line 1604 in the main screen display area 1602 is the past. The area to the right is the future. Planning lines and the amounts of power consumed in the right area are calculated by the predicted train schedule calculating unit 24 and the power consumption estimating unit 1501.

The pianning lines 1605, 1606, 1607 represent a planned train schedule, an actualiy implemented train schedule, and a predicted train schedule, respectiveiy. A iefter string 1608 shows the train number corresponding to each train schedule and an increase or decrease in the amount of power consumed with respect to the planned train schedule. The example of FIG. 23 shows the circumstance where the train (train number A701) with the actually implemented train schedule 1606 is delayed at station 0 and a train schedule disruption with respect to the planned train schedule 1605 has taken place. The predicted train schedule 1607 shows a predicted train schedule calculated by the predicted train schedule calculating unit 24 in consideration of the influence of the train schedule disruption on the actually implemented train schedule 1606. Also, the increase or decrease in the amount of power consumed with respect to the planned train schedule at this point is expressed by the letter string 1608 (in the example of FiG. 33, +1%). Numerals 1607-2 and 1607-3 represent predicted train schedules for trains subsequent to the train expressed by 1607. The predicted train schedule 1607-2 (train number A702) shows that the delay expected for the preceding train A701 reduces the distance between the train A701 and the train A702 and thus causes stoppage between stations (the portion where the predicted train schedule 1607-2 is horizontal with the horizontal axis between station B and station C). This is because the calculation of the predicted train schedule is done in consideration of stoppage by a signal and security devIce or stoppage by the driver. Also, the predIcted train schedule 1607-2 expresses deceleration due to the reduction in the dIstance as in the above case (the portion where the slope of the predicted train schedule 307-2 changes between station C and station D). A train number letter string 1608-2 corresponding to the predicted train schedule 1607-2 expresses the increase or decrease in the amount of power consumed corresponding to the planned train schedule (in the example of FIG. 33, +15%), simiiarly to 1608. In a train number letter string that shows the largest increase in the amount of power consumed, of the display target trains, or that shows an increase in the amount of power consumed beyond a preset threshold value, as in the example of the train number ietter string 1608-2, the entire train number letter string or the increase or decrease in the amount of power consumed may be shown in bold letters or in a different color so as to distinguish from other trains. By distinguishing the train in question from other trains, it is possible to suggest to the Instruction staff that carries out an operation rearrangement using the screen display unit 25 that an operation rearrangement of the train in question or a train that may have influence on the train in question Is needed. The predicted train schedule 1607-3 and the train number letter string 1608-3 show the predicted train schedule and the amount of power consumed for the next subsequent train A703. The amounts of power consumed 1609, 1610, 1611, 1612 show temporal changes in the planned amount of power consumed, the actual amount of power consumed, the predicted amount of power supplied, and the predicted amount of power consumed, respectively. The planned amount of power consumed 1609, the actual amount of power consumed 1610 and the predicted amount of power consumed 1612 are time-series graphs expressing the results of summing the totai amounts of power consumed corresponding to the planned train schedule, the actually implemented train schedule, and the predicted train schedule, respectively, for each section and for each train over a predetermined time range. The predicted amount of power supplIed 1611 shows a maximum value of power that the entIre DC system or the substation 4 can supply. However, the predicted amount of power supplied may be a contract power value decided with an electric power company. The example of FIG. 33 suggests the circumstance where the predicted amount of power consumed 1612 exceeds the predicted amount of power supplIed 1611. In FIG. 33, a time slot where train operation Is difficult because of the occurrence of such a circumstance is shown. With this display, the instruction staff can specify a time slot and train for which an operation rearrangement is necessary. The message area 1603 displays a message prompting the instruction staff to carry out an operation to reduce the amount of power consumed, because of an increase in the amount of power consumed based on prediction. As in the foregoing example, the Instruction staff can recognize that an operation rearrangement Is needed. While the screen display unit 25 displays the planning lines, the amounts of power consumed and the message on the same screen, the screen display unit 25 may also employ a form to display one of these elements or a combination thereof. FIG. 34 shows an example of the screen display unit 25 at the time when an operation rearrangement is made to the circumstance of FIG. 33 by the driver and power supply-demand system I is to discharge the battery. FIG. 34 shows an example where delayed departure (intentional delay of departure lime) of, for example, the train number A700 at station D is instructed. A main screen display area 1702 displays the planning lines and the amounts of power consumed, after the operation rearrangement.

Numeral 1706 represents the predicted train schedule after the operation rearrangement for the train number A700, and expresses the delayed departure from station D. The screen display unIt 25 recalculates and displays the predicted traIn schedule for the subsequent trains by this operation rearrangement. Numerals 1707, 1707-2, 1707-3 show the predicted train schedules For each train after the operation rearrangement. In the example of FIG. 34, elimination of the delay of the train number A701 at station D (1707), elimination of the deceleration of the train number A702 between stations C and D (1 707-2), and elimination of the deceleration of the train number A703 between stations B and C (1707-3) are predicted, and changes equivalent to the increase in the amount of power consumed, based on the predicted train schedules (for example, a letter string 1708) are displayed. The sum of the amounts of power consumed is also updated. Numeral 1712 represents temporal change in the predicted amount of power consumed after the operation rearrangement. Numeral 1711 represents temporal change in the predicted amount of power supplIed. The example of FIG. 34 predicts that the charge-discharge control unit 13 of the power supply-demand system 1 determInes that the predicted amount of power exceeds the amount of power consumed, if the present state continues, and that the battery 14 is discharged from 7:15, thus increasing the predicted amount of power supplied 1711. In this manner, in FiG. 34, the operation management system 2 and the power supply-demand system 1 work in cooperation with each other to reduce the amount of power consumed below the amount of power supplied. Also, in a message display area 1703, since the amount of power consumed has fallen below the amount of power supplied, the message display (the example of 1703 in FIG. 34) to the instruction staff is not shown.

As described above, since the screen display unit 25 displays the amounts of power consumed before arid after an operation rearrangement, the train operation management system I according to the invention has an effect of prompting the instruction staff to carry out an operation rearrangement to reduce the amount of power consumed. Moreover, since the charge-discharge control unit 13 carries out charge-discharge control of the battery based on the amount of power consumed and the predicted amount of power supplied, the amount of power supplied can he temporarily increased. The operation management system 2 according to the invention can be expected to have an effect of restraining the amount of power consumed below the amount of power supped. Whiie this embodiment is described on the assumption that there is only one power supply-demand system, there may be plural power supply-demand systems. Also, in Embodiments I to 8, examples where the load prediction unit 12 or the power consumption estimating unit 1501 is provided inside the power supply-demand system I are described. However, these units may he provided inside the operation management system 2.

The invention is not limited to the above embodiments and includes various modifications. For example, the above embodiments are described in detail in order to facilitate understanding of the invention, and therefore the invention is not limited to a system having all the configurations described above. Also, a pad of the configuration of an embodiment can be replaced by the configuration of another embodiment, and the configuration of an embodiment can be added to the configuration of another embodiment.

Moreover, addition, deletion or substitution of another configuration can he made to a part of the configuration of each embodiment.

Furthermore, the foregoing configurations, functions, processing units, processing measures and the like may be partiy or entirely realized with hardware, for example, by designing on an integrated circuit, Also, the foregoing configurations, functions and the like may be reaiized with software by a processor interpreting and executing programs to realize the individuai functions. Information of programs, tables, flies and the like to realize each function can he stored in a recording device such as memory, hard disk or 550 (solid state drive) or a recording medium such as IC card, SD card or DVD, Aiso. control lines and information lines that are considered necessary for explanation are shown. and not all control lines and information lines are necessarily shown in terms of products. In practice, it can be considered that substantiaily all the configuration parts are connected to each other.

Claims

CLAIMS1. A train operation management system comprising: an arithmetic processing unit which takes in a location of a train on a line, generates an actually Implemented train schedule representing an actual traveling record of the train, and generates a predicted train schedule that predicts future traveling of the train from the location of the train on the line; and a storage unit which stores the actually Implemented train schedule and the predicted train schedule, the arithmetic processing unit reading out the actually implemented train schedule and the predicted train schedule stored in the storage unit and displays the actually implemented train schedule and the predicted train schedule on a display screen, wherein when a delay event that causes a delay in the operation of the train occurs, the arithmetic processing unit predicts stoppage, acceleration, or deceleration of the train between stations caused by the delay event, generates the predicted train schedule after the occurrence of the delay event for each train, finds a predicted amount of power consumed in the case where the train operates according to the predicted train schedule, stores the predicted train schedule and the predicted amount of power consumed into the storage unit, reads out the predicted train schedule and the predicted amount of power consumed from the storage unit, and displays a temporal change in the predicted amount of power consumed, on the display screen.
2. The train operation management system according to claim 1, wherein the storage unit stores a planned train schedule representing an operation plan that is planned in advance, and the arithmetic processing unit finds a planned amount of power consumed In the case where the train operates according to the planned train schedule, compares the predicted amount of power consumed and the planned amount of power consumed for each train, and displays an Increase or decrease in the amount of power consumed due to the delay event, for each train.
3. The traIn operation management system according to claim 1 or 2, wherein the storage unit stores a predicted amount of power supplied, defining an amount of power that can be supplied for train operation, for each time period, and the arithmetic processing unit displays a temporal change in the predicted amount of power consumed and a temporal change in the predicted amount of power supplied, on the display screen.
4. The train operation management system according to claim 3, wherein the arithmetic processing unit displays a warning on the display screen if the predicted amount of power consumed exceeds the predicted amount of power supplied, during a time period.
5. The train operation management system according to any one of the previous claims, wherein the arithmetic processing unit predicts arrival time at a next station after the occurrence of the delay event with respect to each train, using a traveling time that Is a predetermined time required for the train to travel between stations, and the location of the train on the line, calculates a distance from a preceding train preceding each train, based on the anival time at the next station predicted for each train, and sets stoppage of a subsequent train or a point where the subsequent train should decelerate and finds the predicted train schedule after the occurrence of the delay event, if the distance from the preceding train Is shorter than a predetermined distance at a point between stations.
6. The train operation management system according to any one of the previous claims, wherein the storage unit stores a passenger handling time database which stores the relation between a past actual traveling record of the train, operation date and time of the train, and stoppage time of each train at the station, and the arIthmetic processing unit collates the actually traveling record of the train after the occurrence of the delay event and the operation date and time of the train, with the passenger handling time database, thus predicts stoppage time of each station at the station, then predicts departure time of each train from the station, and creates the predicted train schedule.
7. The train operation management system according to claim 6, wherein the passenger handling time database further stores the relation with the number of passengers accumulated at the station or a passenger load factor of the train in the past operation, and the arithmetic processing unit collates the number of passengers accumulated at the station or the passenger load factor of the train after the occurrence of the delay event, with the passenger handling lime database, thus predicts stoppage time of each train at the station, then predicts departure time of each train from the station, and creates the predicted train schedule.
8. The train operation management system according to any one of the previous claims, wherein the arithmetic processing unit extracts trains which depart at substantially the same time from the predicted train schedule stored in the storage unit and displays the extracted trains.
9. The train operation management system according to claim 8, wherein the arithmetic processing unit outputs, to drivers of the extracted trains, a driving instruction to shift departure timing of the train or a driving instruction to restrain acceleration on departure of the train.
10. The train operation management system according to claim 8 or 9, wherein the arithmetic processing unit outputs a change instruction to change an output torque characteristic to a train car system which controls an output torque required for driving the extracted trains.
11. A train operation management method in which a location of a train on a line Is taken in, an actually implemented train schedule representing an actual traveling record of the train is generated, a predicted train schedule that predicts future traveling of the train is generated from the location oF the train on the line, and the actually implemented train schedule and the predicted traIn schedule are read out and displayed in a display screen, the method comprising: when a delay event that causes a delay in the operation of the train occurs, predicting stoppage, acceleration, or deceleration of the train between stations caused by the delay event, and generating the predIcted train schedule after the occurrence of the delay event for each train; finding a predicted amount of power consumed in the case where the train operates according to the predicted train schedule, and storing the predicted train schedule and the predicted amount of power consumed into a storage device; and reading out the predicted train schedule and the predicted amount of power consumed from the storage device, and dIsplaying a temporal change in the predicted amount of power consumed, on the display screen.
12. A power supply-demand system comprising: a power storage device installed on the ground; a power converter which is connected between the power storage device and a feeder and carries out discharge from the power storage device to the feeder and charge from the feeder to the power storage device; and a charge-discharge control device which outputs a control signal to the power converter and controls the charge and discharge of the power converter, wherein the charge-discharge control device acquires a predicted train schedule which predicts a future operating state of each traIn, finds a train which is delayed in operation based on the predicted train schedule, and controls the power converter to perform discharge from the power storage device to the feeder at the timing when the delayed train accelerates.
13. The power supply-demand system according to claim 12, wherein the charge-discharge control device has a traveling pattern DB which stores a traveling pattern of a train between stations, and the charge-discharge control device predicts timing when the delayed train accelerates based on the predicted train schedule and the traveling pattern DB, and controls the power converter to discharge the power storage device based on the predicted timing.
14. The power supply-demand system according to claim 12 or 13, wherein a power discharge start voltage is defined in advance in the charge-discharge control device, and the charge-discharge control device controls the power converter to discharge from the power storage device to the feeder when the feeder voltage is iower than the power discharge start voltage, and in determining whether or not to discharge the power storage device when the deiayed train acceierates, the power discharge start voltage that is higher than the power discharge start voltage for a train without a delay is used.
15. The power supply-demand system according to any one of claims 12 to 14, wherein the charge-discharge control device has an acceleration performance DB which stores a speed range for each train in which a torque of a motor dilving the train is substantially constant irrespectIve of travelIng speed of the train, and if the delayed train is accelerating and the traveling speed of the delayed train exceeds the speed range stored in the acceleration performance DB, the power converter is controlled to discharge the power storage device.
18. The power supply-demand system according to any one of claims 12 to 15, wherein the charge-discharge control device predicts a future load applied to a system supplying power to the feeder, from the predicted train schedule, and controls the power converter to charge the power storage device and raise a state of charge if the predicted load is a predetermined value or higher.
17. The power supply-demand system according to any one of claims 12 to 16, wherein the charge discharge control device predicts a future load applied to a system supplying power to the feeder, from the predicted train schedule, and controls the power converter to discharge the power storage device and reduce a state of charge if the predicted load is a predetermined value or lower.
18. The power supply-demand system according to any one of claims 12 to 17, wherein a power discharge start voltage and a power charge start voltage are defined in advance In the charge-discharge control device, and the charge-discharge control device controls the power converter to discharge from the power storage device to the feeder when the feeder voltage Is lower than the power discharge start voltage, and controls the power converter to charge from the feeder to the power storage device when the feeder voltage is lower than the power charge start voltage, and the charge-discharge control device controls the power converter in such a way that a state of charge of the power storage device coincides with a predetermined state of charge instruction value, when the feeder voltage is higher than the power discharge start voltage and lower than the power charge start voltage.
19. The power supply-demand system according to claim 18, wherein the charge-discharge control device predicts a future load applied to a system supplying power to the feeder, from the predicted train schedule, and raIses the state of charge instruction value if the load applied to the system is a predetermined value or higher.
20. The power supply-demand system according to claim 18 or 19, wherein the charge-discharge control device predicts a future load applied to a system supplying power to the feeder, from the predicted train schedule, and lowers the state of charge instruction value if the load applied to the system is a predetermined value or lower.
21. A power supply-demand system comprising: a power storage device installed on the ground; a power converter which is connected between the power storage device and a feeder and carries out discharge from the power storage device to the feeder and charge from the feeder to the power storage device; and a charge-discharge control device which outputs a control signal to the power converter and controls the charge and discharge of the power converter, wherein the charge-discharge control device acquires a predicted train schedule which predicts a future operating state of each train, predicts an amount of power consumed in train operation based on the predicted train schedule, and controls the power converter to discharge the power storage device if the predicted value of the amount of power consumed exceeds a predetermined value.
22. The power supply-demand system according to claim 214 wherein the predetermined value is a maximum amount of power at a substation or a contract amount of power.