EP2735492A2

EP2735492A2 - Train traffic management system and method for controlling the same

Info

Publication number: EP2735492A2
Application number: EP13192724.6A
Authority: EP
Inventors: Kenji Akamatsu; Daichi Murakami; Yasuhiro Tanaka
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2012-11-26
Filing date: 2013-11-13
Publication date: 2014-05-28
Also published as: EP2735492A3; JP2014104794A; JP5959419B2

Abstract

This invention aims to support timetable replanning in a manner causing a minimum loss to the train operating company in case of a timetable disruption.

There is provided a timetable replanning support device including: a loss management database which stores beforehand loss values caused by train delays to the train operating company based on a plurality of indices including at least train type, delay time and transportation amount; a timetable replanning candidate calculation part which performs calculations to generate at least one timetable replanning candidate based on the current operation plan; a timetable replanning candidate evaluation part which calculates the loss value of the timetable replanning candidate generated by the timetable replanning candidate calculation part based on the loss management database; and a timetable replanning candidate presentation part which presents the timetable replanning candidates in association with the loss values.

Description

BACKGROUND OF THE INVENTION

The present invention relates to a train traffic management system and a method for controlling the train traffic management system.
When the timetable of trains is disrupted due to bad weather or an accident resulting in injury or death, it is necessary to make an operation plan in a manner restoring the original timetable through timetable replanning ( JP-2001-1903-A ). With conventional train traffic management systems, there have been developed techniques for predicting the timetable using a timetable replanning apparatus. One conventional technique involves referencing the actual timetable and matching delays in the timetable against past delay patterns in order to present a timetable replanning candidate ( JP-2011-111058-A ). With this conventional technique, if there exist a plurality of similar timetable replanning candidates, they are evaluated by predetermined criteria so that only those candidates evaluated to have scores higher than a predetermined level are presented.
Another conventional technique has been developed to predict the flow of passengers for appropriate timetable replanning ( JP-2010-61321-A ). The technique involves obtaining statistical data by counting the number of passengers and retaining the statistical data. This conventional technique permits searches through similar past data so as to predict the passenger flow.

SUMMARY OF THE INVENTION

When the train timetable is disrupted, it is possible to present timetable replanning candidates automatically to a certain extent by calculating a predicted timetable. However, conventional timetable replanning candidates have been generated merely to restore the original timetable; the timetable replanning candidates are not generated from the standpoint of them causing the train operating company to incur losses.
For example, if a train with a high vehicle occupancy is compared with a train with a low vehicle occupancy, the high vehicle occupancy train is generally found to cause greater losses to the company than the other train. Also, in the case of a limited express, the company needs to refund limited express tickets if the train is delayed longer than a predetermined period of time, which contributes to increasing the losses. Furthermore, in some countries, the company is required to pay fines if particular trains (e.g., freight trains transporting specific cargoes) are delayed longer than a predetermined time period.
The present invention has been made in view of the above problem, and an object of the invention is to provide a train traffic management system and a method for controlling such a system whereby timetable replanning candidates are evaluated and presented based on the loss values incurred by the train operating company due to train delays.
In order to solve the above problem, the present invention proposes, in a first aspect, a train traffic management system for managing train traffic. The system includes a timetable replanning support device that generates and presents at least one timetable replanning candidate for changing an operation plan of trains with a view to dealing with an operation plan disruption. The timetable replanning support device includes: a loss management database which stores beforehand loss values caused by train delays to a train operating company based on a plurality of predetermined indices including at least train type, delay time and transportation amount; a timetable replanning candidate calculation part which performs calculations to generate at least one of the timetable replanning candidates based on the current operation plan; a timetable replanning candidate evaluation part which calculates the loss value of the timetable replanning candidate generated by the timetable replanning candidate calculation part based on the loss management database; and a timetable replanning candidate presentation part which presents the timetable replanning candidates in association with the loss values.
According to the present invention, the loss values caused by train delays to the train operating company are presented in association with timetable replanning candidates. This makes it easy to select the timetable replanning candidate incurring the lowest loss value.
According to a second aspect of the present invention, there is provided a method for controlling a train traffic management system for managing train traffic, said train traffic management system including a timetable replanning support device which generates and presents at least one timetable replanning candidate for changing an operation plan of trains with a view to dealing with an operation plan disruption, said method causing said timetable replanning support device to:

store beforehand in a loss management database loss values caused by train delays to a train operating company based on a plurality of indices including at least train type, delay time and transportation amount;
perform calculations to generate at least one of said timetable replanning candidates based on the current operation plan;
calculate the loss value of said timetable replanning candidate based on said loss management database; and
present said timetable replanning candidates in association with said loss values.

The method of the second aspect corresponds to the system of the first aspect. Optional features of the system of the first aspect thus pertain also to the method of the second aspect.
Further aspects of the present invention provide: (i) a computer program comprising code which, when run on a computer, causes the computer to perform the method of the second aspect, and (ii) a computer readable medium storing a computer program comprising code which, when run on a computer, causes the computer to perform the method of the second aspect.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is an explanatory drawing outlining a train traffic management system;
Fig. 2 is an explanatory drawing showing structures of a passenger flow measurement device and a passenger flow statistics database;
Fig. 3 is an explanatory drawing showing a timetable replanning support device and a typical method of setting loss points;
Fig. 4 shows a typical structure of a loss point database;
Fig. 5 shows a typical window displaying a list of timetable replanning candidates;
Fig. 6 shows a typical window displaying a detailed timetable replanning candidate; and
Fig. 7 shows a timetable replanning support device and a typical detailed window of a timetable replanning candidate making up a second embodiment of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Some embodiments of the present invention are explained below with reference to the accompanying drawings. One embodiment, to be discussed below in detail, includes a timetable replanning support device as means for allowing the operator of the train traffic management system to perform timetable replanning in a manner minimizing losses. For each timetable replanning candidate, the timetable replanning support device calculates quantitatively the losses caused by each delayed train as loss points and presents the operator therewith. Timetable replanning candidates may be calculated automatically by computer or manually by the operator. The timetable replanning support device may include, for example, a prediction part that calculates a predicted timetable, a generation part that generates timetable replanning candidates, and a loss point database that defines loss points by condition.
With this embodiment structured as described above, the operator can select and execute an appropriate timetable replanning candidate while examining a tradeoff between various conditions such as actual track conditions and car operation scheduling conditions on the one hand and loss points on the other hand.
The embodiment to be discussed below may, for example, be a train traffic management system including a centralized traffic control device 1 that acquires track occupancy of trains and on-site facility conditions, a programmed route control device 2 that controls train routes based on the timetable and train location information while monitoring train traffic conditions consecutively, a timetable management device 3 that manages train scheduling and its implementation and the actual timetable, a timetable replanning device 4 that permits timetable replanning input in case of a timetable disruption in order to give instructions to the programmed route control device, a timetable replanning support device 6 that evaluates timetable replanning candidates for the timetable replanning device 4, and a passenger flow measurement device 5 that calculates the flow of passengers by time zone, by line section, by train type, etc., and stores statistically the results of the calculations.
As will be discussed later with reference to Fig. 3, the timetable replanning support device 6 may include a timetable replanning candidate generation part 64 that generates a timetable replanning candidate suitable for the current timetable conditions, a timetable replanning candidate presentation part 62 that transmits the generated timetable replanning candidate to the timetable replanning device 4 for display thereby, a timetable replanning candidate temporary storage part 63 that stores temporarily a plurality of timetable replanning candidates for comparison therebetween, and a loss point database 61 that stores data quantified by factor to represent the losses caused by train delays.
Furthermore, the timetable replanning candidate generation part 64 may be configured to include a calculation part 641 that generates timetable replanning candidates based on timetable disruption information indicative of timetable disruptions, and an evaluation part 642 that calculates loss points for the timetable replanning candidate generated by the calculation part 641 by referencing the data registered in the loss point database 61.
Also, the passenger flow measurement device 5 may predict the flow of passengers by measuring the composition of passengers by line section, by train type, by time zone, etc., and having the measured data registered and stored in a passenger flow statistics database 51.

First embodiment

A first embodiment of the present invention will now be explained with reference to Figs. 1 through 6. Fig. 1 is an explanatory drawing outlining a train traffic management system as the first embodiment. In the train traffic management system, for example, the centralized traffic control device 1, programmed route control device 2, timetable management device 3, timetable replanning device 4, passenger flow measurement device 5, and timetable replanning support device 6 are interconnected in a bidirectionally communicable manner via a LAN (local area network) constituting a communication network. The devices 1 through 6 may each be constituted as a separate computer, or the functions for implementing the devices 1 through 6 may be installed as computer programs in one or a plurality of computers.
The centralized traffic control device 1 is connected to diverse kinds of equipment disposed along the tracks such as signals 8 and points 9, and monitors and controls the conditions of such equipment (e.g., signal indications, points being in normal or reverse position, and track occupancies). Such equipment conditions are transmitted from the centralized traffic control device 1 to the programmed route control device 2 via a LAN 7.
The programmed route control device 2 transmits to the centralized traffic control device 1 control signals for controlling trains appropriately based on the equipment conditions acquired from the centralized traffic control device 1 and on the day-to-day timetable. The control signals are used to control the operations of the signals 8 and points 9.
The timetable management device 3 manages the planned timetable, day-to-day timetable, and actual timetable. The timetable replanning device 4 displays a train path screen. In case of a timetable disruption, the timetable replanning device 4 accepts the operator's input to perform timetable replanning such as changing of train times and thinning-out of trains and gives commands to the programmed route control device 2 accordingly. The "paths" on the screen are diagonal lines indicated on the timetable (diagram) and representative of a train each. The passenger flow measurement device 5 and timetable replanning support device 6 will be discussed later in detail with reference to other relevant drawings.
As shown in Fig. 2, the passenger flow measurement device 5 for measuring the flowing state of passengers for management purposes includes the passenger flow statistics database 51. The passenger flow statistics database 51 stores the data counting the flow of passengers in the form of records 511 constituting statistical values. As indicated by the structure of the records 511, the passenger flow measurement device 5 counts the flow of passengers by time zone, by line section, and by train type for management purposes, for example.
The statistical data about passenger flows managed by the passenger flow statistics database 51 is used to predict the flow of passengers in case of a timetable disruption, as will be discussed later. In addition to that, the statistical data about passenger flows may also be used in timetable revision in the future.
Fig. 3 shows a typical structure of the timetable replanning support device 6. The timetable replanning support device 6 may include, for example, the loss point database 61 serving as a "loss management database," timetable replanning candidate presentation part 62, timetable replanning candidate temporary storage part 63, and timetable replanning candidate generation part 64.
The timetable replanning candidate presentation part 62 presents the operator with the timetable replanning candidate generated by the timetable replanning candidate generation part 64 on a computer screen for example. Instead of, or along with, the screen display, synthesized speech output or print output may be employed to present the timetable replanning candidate to the operator.
The timetable replanning candidate temporary storage part 63 stores temporarily a plurality of timetable replanning candidates generated by the timetable replanning candidate generation part 64 so that the candidates may be studied comparatively. The timetable replanning candidate temporary storage part 63 may store the timetable replanning candidates in a semiconductor memory device such as a flash memory or on a hard disk drive, for example.
The timetable replanning candidate generation part 64 generates timetable replanning candidates. Each timetable replanning candidate generated by the timetable replanning candidate generation part 64 is associated with loss points that can be referenced by the operator upon timetable replanning. Thus the operator may select the timetable replanning candidates associated with minimum loss points while considering the car operation scheduling conditions and track conditions in case of a timetable disruption.
The loss point database 61 stores various kinds of data for calculating the loss points of generated timetable replanning candidates. The parameters involved may include train type, delay time (delay period), delay time-related threshold value, and passenger flow statistical value, for example.
Fig. 4 shows typical records 611 of the loss point database 61. The record data is managed by train type. In the case of local train data 61A, for example, loss points are stored beforehand in association with varying delay times each corresponding to a passenger flow value. The passenger flow value is one example of "transportation amount" and may be rephrased as the transportation amount of passengers.
In Fig. 4, the delay time values are shown managed in units of 10 minutes such as 10 minutes late, 20 minutes late, and 30 minutes late. Alternatively, the delay times may be managed in other unit times such as 5 minutes, 15 minutes, 20 minutes, 30 minutes, 60 minutes, 90 minutes, or 120 minutes. With this embodiment, a cancelled train is also regarded as one mode of delay time and is managed under the delay time item.
Incidentally, this embodiment manages passenger flow values in units of 100 persons such as 100 persons/day, 200 persons/day, and 300 persons/day. Alternatively, the passenger flow values may be managed in units of other passenger counts such as 1000 persons/day, 1500 persons/day, or 2000 persons/day.
In the case of limited express data 61B, as with the local train data 61A, loss points are stored beforehand in association with varying delay times each corresponding to a passenger flow value.
In the case of freight train data 61C, container counts are used in place of passenger flow values. The container count is another example of "transportation amount." The container count is the number of containers transported by freight train. As such, the container counter may be rephrased as the transportation amount of freight.
The item "exceeding threshold" is explained below. When the delay time of a train exceeds a predetermined threshold value, the operator is notified that the threshold value has been exceeded. In Fig. 4, a threshold being exceeded is represented by a hollow circle for ease of understanding. For example, in the case of the local train data 61A, no threshold value is set so that even if the local train in question is delayed by more than 60 minutes or cancelled outright, the threshold is not considered exceeded. In the case of the limited express data 61B, if a delay time of 60 minutes is set as the threshold value and if the limited express in question is delayed by more than 60 minutes (or cancelled), the threshold value is detected exceeded and the operator is notified thereof with an indication of the hollow circle. Also in the case of the freight train data 61C, if the freight train in question is delayed by more than a predetermined delay time (or cancelled), a mark (hollow circle) indicative of a threshold value being exceeded is displayed in a window 20, to be discussed later with reference to Fig. 6, for notification to the operator.
Explained below with reference to Fig. 3 is how to set loss points. Shown in the lower portion of Fig. 3 is the way in which loss points are set in keeping with delay times. As the delay time is increased in stepped fashion, so are loss points LP. If the operator (user) sets a certain delay time Th as the threshold value, the loss points for the delay time set as the threshold value Th are raised by an additional value dLP. That is, the loss points in effect when the threshold value Th is exceeded are larger by dLP than normal loss points.
What follows is a more detailed explanation of the loss points. The loss points are calculated for each train with regard to its delays. As described above, a passenger flow count is estimated for a local train, for example, by the same time zone, by the same line section and by the same line, by referencing the data in the passenger flow statistics database 51. Loss points are then defined based on that passenger flow count and the delay time values. For a limited express, the threshold value is set as the delay time beyond which the limited express ticket is to be refunded. Where the threshold value is exceeded, loss points dLP corresponding to reimbursements are added. For a freight train, the threshold value is set as the delay time beyond which fines are to be paid. The loss points are classified by the condition in the manner described above and stored in the loss point database 61.
Incidentally, loss point values may be rewritten manually by the operator. The loss point values may be set as desired depending on the situation such as train type and line section. Also, the loss point values may be calculated by the calculation part 641 of the timetable replanning candidate generation part 64. In case of a timetable disruption, timetable replanning is basically carried out in a manner minimizing total loss points.
However, the timetable replanning candidate with a minimum of loss points may not be an optimal candidate. That is because there can be an irregular passenger flow due to an event or the like taking place or because of the possibility that a route may have become blocked due to track obstruction.
The timetable replanning support device 6 thus allows the timetable replanning candidate presentation part 62 and timetable replanning candidate temporary storage part 63 to implement functions for storing a plurality of timetable replanning candidates and presenting the operator therewith. The timetable replanning candidates may include both the candidates automatically generated and those manually input by the operator.
The timetable replanning candidate temporary storage part 63 stores the calculated timetable replanning candidates and those input by the operator. The timetable replanning candidate presentation part 62 transmits information indicative of a train path screen and loss point display about each of the timetable replanning candidates to the timetable replanning device 4 for timetable replanning execution. From among the timetable replanning candidates thus presented, the operator selects one deemed optimal for the situation at hand. Thereafter the selected timetable replanning candidate is executed.
A typical method of calculating loss points is as follows: The operator designates the target range of timetable replanning by the section width and the time width. The target range in which loss points are calculated is the range thus designated. Within the defined range, loss points are calculated for each train. The loss point database 61 is used in calculating such loss points.
In this manner, the loss points for passenger trains (local and limited express trains) can be calculated in the designated range using the values of the line section with the largest passenger flow and the delay time as keys.
In the case of a limited express, as discussed above, more loss points are calculated in addition to those for the local train because the company is obligated to make reimbursements for delays when the threshold is exceeded. Also in the case of a freight train, additional loss points are calculated to cover the fines to be paid for delays. The loss points LP are thus calculated repeatedly for each of all trains within the defined range, whereby the total loss points LX are calculated. The sum of all loss points LP calculated in this manner constitutes the total loss points LX for one timetable replanning candidate.
The timetable replanning candidate generation part 64 of the timetable replanning support device 6 can automatically generate a number of timetable replanning candidates in ascending order of total loss points LX. The number of timetable replanning candidates to be generated may be varied with the settings in effect.
Explained next is how to calculate the total loss points LX when the operator manually generates a timetable replanning candidate using the timetable replanning device 4. The timetable replanning candidate generation part 64 of the timetable replanning support device 6 calculates the loss points of a manually generated timetable replanning candidate in the same manner as when timetable replanning candidates are generated automatically.
The timetable replanning candidate generation part 64 is designed to store temporarily a plurality of timetable replanning candidates input by the operator.
Fig. 5 is a typical window 10 displaying a list of timetable replanning candidates presented to the operator by the timetable replanning candidate presentation part 62 of the timetable replanning device 4. The window 10 in Fig. 5 displays in list form one or a plurality of timetable replanning candidates automatically generated by the timetable replanning candidate generation part 64 and indicated together with their respective total loss points, and one or a plurality of timetable replanning candidates input manually by the operator using the timetable replanning device 4 and also indicated together with their respective total loss points.
In the timetable replanning candidate list display window 10, an automatic/manual distinction, total loss points LX, a train path screen display button 102, and a timetable replanning approval button 103 are displayed for each timetable replanning candidate 101 (for each ID identifying a timetable replanning candidate, to be exact). When the operator clicks on the train path screen display button 102 for the desired timetable replanning candidate, a timetable replanning candidate detail display window 20 appears (to be discussed later with reference to Fig. 6).
When the operator clicks on the timetable replanning approval button 103, the corresponding timetable replanning candidate is approved and executed. Also, when the operator clicks on a timetable replanning candidate adding button 104, a new timetable replanning candidate can be input manually.
Fig. 6 shows the window 20 displaying details of a timetable replanning candidate. In the upper portion of Fig. 6, the selected timetable replanning candidate is shown with a planned train path 201 for each train in contrast with an executed train path 202 in effect when the timetable replanning candidate is executed. Shown in the lower portion of Fig. 6 is display information 203 that includes the planned time, execution time, train type, distinction of threshold being exceeded/not exceeded, and loss points regarding each of the trains included in the timetable replanning candidate of interest.
The operator decides on the timetable replanning candidate to be ultimately selected while considering the train path screen and the loss points displayed on the detail window as well as the current situation, and clicks on the timetable replanning approval button 103. The timetable replanning candidate thus selected is transmitted to the programmed route control device 2.
With this embodiment thus structured, the operator can select an optimum timetable replanning candidate based on the losses (typically, financial losses) to be incurred by the train operating company. This makes it possible efficiently to support timetable replanning work.
This embodiment has been described using examples in which the losses incurred by the train operating company are financial losses (refunding of limited express tickets, payment of fines for delays in cargo arrival, etc.). However, this is not limitative of the present invention. Alternatively, losses in reputation and reliability may be quantified in some way, so that timetable replanning candidates may be arranged to be selected in a manner minimizing such losses.

Second embodiment

A second embodiment of the present invention is explained below with reference to Fig. 7. Because the second embodiment is a variation of the first embodiment, the differences between the two embodiments will be mainly discussed. With the second embodiment, information about an event taking place in a given line section is acquired and displayed in the detailed window 20.
The timetable replanning support device 6A shown in the upper portion of Fig. 7 is furnished with an event information acquisition part 65 in addition to the components 61 through 64 described above in connection with the first embodiment. For example, the event information acquisition part 65 acquires information about an event occurring at a station included in the timetable replanning candidate of interest (yard event) or about an event taking place within the range of a predetermined distance from such a station (peripheral event). The event information acquisition part 65 collects information from news distribution servers distributing news and ticket marketing servers selling tickets of concerts and live performances online, for example. Alternatively, the operator may manually register event information.
On the train path screen, for example, a predetermined event occurrence mark 204 is displayed to indicate the station at or near which the event takes place. When the operator clicks on the mark 204, details of the event are displayed. For example, detailed event information may include the event start time, event end time, a description of the event, and the event type, as needed.
The second embodiment structured as described above offers the same effects as the first embodiment. Furthermore, the second embodiment presents timetable replanning candidates together with the information about events taking place at or near any of the stations included in a given timetable replanning candidate, so that the operator can select the appropriate timetable replanning candidate by taking the event-related situation into consideration. This makes the embodiment easier and more reliable to use.
The present invention is not limited by the embodiments and examples discussed above. Those skilled in the art may conceive diverse additions, changes and modification to this invention without departing from the spirit and scope thereof.

Claims

A train traffic management system for managing train traffic, comprising:
a timetable replanning support device which generates and presents at least one timetable replanning candidate for changing an operation plan of trains with a view to dealing with an operation plan disruption;

wherein said timetable replanning support device includes:
a loss management database which stores beforehand loss values caused by train delays to a train operating company based on a plurality of predetermined indices including at least train type, delay time and transportation amount;

a timetable replanning candidate calculation part which performs calculations to generate at least one of said timetable replanning candidates based on the current operation plan;

a timetable replanning candidate evaluation part which calculates the loss value of said timetable replanning candidate generated by said timetable replanning candidate calculation part based on said loss management database; and

a timetable replanning candidate presentation part which presents said timetable replanning candidates in association with said loss values.
The train traffic management system according to claim 1, further comprising a table replanning candidate storage part which stores a plurality of said timetable replanning candidates for comparison therebetween upon generation thereof by said timetable replanning candidate calculation part.
The train traffic management system according to claim 2, wherein a specific index selected from said plurality of indices may be set with a predetermined threshold value;
wherein said timetable replanning candidate evaluation part determines whether said specific index has exceeded said predetermined threshold value; and
wherein, if said specific index is determined by said timetable replanning candidate evaluation part to have exceeded said predetermined threshold value, said timetable replanning candidate presentation part presents the result of the determination.
The train traffic management system according to claim 3, wherein, if said specific index has exceeded said predetermined threshold value, said timetable replanning candidate evaluation part adds a predetermined loss value to the loss value of said specific index.
The train traffic management system according to any one of claims 1 through 4, further comprising an event information acquisition part which acquires information about an event taking place within a range of a predetermined distance from a station included in any of said timetable replanning candidates;
wherein said timetable replanning candidate presentation part presents the information about said event in association with the corresponding timetable replanning candidate.
A method for controlling a train traffic management system for managing train traffic, said train traffic management system including a timetable replanning support device which generates and presents at least one timetable replanning candidate for changing an operation plan of trains with a view to dealing with an operation plan disruption, said method causing said timetable replanning support device to:
store beforehand in a loss management database loss values caused by train delays to a train operating company based on a plurality of indices including at least train type, delay time and transportation amount;

perform calculations to generate at least one of said timetable replanning candidates based on the current operation plan;

calculate the loss value of said timetable replanning candidate based on said loss management database; and

present said timetable replanning candidates in association with said loss values.
A computer program comprising code which, when run on a computer, causes the computer to perform the method of claim 6.
A computer readable medium storing a computer program comprising code which, when run on a computer, causes the computer to perform the method of claim 6.