EP2913244A1 - Vorrichtung, system und verfahren für zugdienstverwaltung - Google Patents

Vorrichtung, system und verfahren für zugdienstverwaltung Download PDF

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Publication number
EP2913244A1
EP2913244A1 EP12887244.7A EP12887244A EP2913244A1 EP 2913244 A1 EP2913244 A1 EP 2913244A1 EP 12887244 A EP12887244 A EP 12887244A EP 2913244 A1 EP2913244 A1 EP 2913244A1
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EP
European Patent Office
Prior art keywords
timetable
train
predicted
trains
train operation
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Ceased
Application number
EP12887244.7A
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English (en)
French (fr)
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EP2913244A4 (de
Inventor
Satoshi Ichihashi
Daichi Murakami
Kenji Oota
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Hitachi Ltd
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Hitachi Ltd
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Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP2913244A1 publication Critical patent/EP2913244A1/de
Publication of EP2913244A4 publication Critical patent/EP2913244A4/de
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation

Definitions

  • the present invention relates to a train operation management system for managing the operation of railway trains, and more particularly, relates to a technology that supports suitable operation management when a railway timetable disruption occurs.
  • railway trains are carried out based on a predetermined schedule.
  • trains may be unable to operate as scheduled for some reason, causing trains to be delayed.
  • a preliminary scheduled timetable is referred to as a "scheduled timetable”.
  • a state in which trains are unable to operate according to the scheduled timetable is referred to as a "timetable disruption”.
  • a train operation management system anticipates the timetable on the basis of which trains will subsequently operate. This anticipated timetable is referred to as a "predicted timetable".
  • the train timetable in the case a timetable disruption has occurred, the train timetable is switched to an aberrant revised timetable according to a judgment based on actual timetable information and train position information. At that time, simulations are carried out based on revised timetable patterns and the predicted value of electrical power consumption is revised.
  • PTL 2 a technology is disclosed in which onboard apparatuses installed on trains are configured to calculate the optimum running pattern for realizing comfortable train running with low energy consumption while satisfying limiting conditions such as travel distance, travel time or speed limit, and allow trains to run based on the calculated optimum running pattern.
  • Cost increases attributable to timetable disruptions are not only caused by increases in electrical power consumption. For example, when a train is delayed, fines may be levied against the company managing train operation, it may become necessary to refund express fares or other fares, and train operation costs may increase as a result thereof.
  • PTL 1 and PTL 2 consider electrical power consumption and energy consumption, they do not comprehensively take into consideration increases in various costs caused by timetable disruptions. Consequently, in PTL 1, changes in total cost attributable to timetable disruptions cannot be predicted. In addition, in PTL 2, information is not provided for suitably selecting a timetable so as to curtail total cost with respect to timetable disruptions.
  • An object of the present invention is to provide a technology that makes it possible to provide information for suitably selecting a timetable when a timetable disruption has occurred.
  • a train operation management apparatus for managing operation of railway trains is configured to propose, when a timetable disruption has occurred, a timetable that prioritizes the time points of train arrivals and departures provided that the total cost, based on electrical power consumption required for train operation and the degree of the effect of delays in the form of monetary costs associated with train operation, is lower than that of a timetable that is anticipated to occur due to the timetable disruption.
  • information can be provided for suitably selecting a timetable when a timetable disruption has occurred.
  • Fig. 1 is a block diagram showing the configuration of a train operation management system according to the present embodiment.
  • a train operation management system 10 is configured to include a train operation management apparatus 11 and a communication apparatus 12.
  • the train operation management apparatus 11 is an apparatus that is configured to execute various types of processing for managing the operation of railway trains.
  • the communication apparatus 12 is an apparatus that is configured to carry out communication with each train in order to control the operation of each train.
  • Fig. 1 does not show the physical configuration of the train operation management system, but rather schematically shows the functional configuration thereof.
  • the train operation management apparatus 11 and the communication apparatus 12 may be configured with a plurality of processing apparatuses and display operation consoles.
  • the train operation management system 10 proposes a train operation timetable based on total cost, including electrical power consumption and monetary costs, when a timetable disruption has occurred. Consequently, if monetary costs are incurred due to delays caused by a timetable disruption when a timetable disruption has occurred, the train operation management apparatus 11 acquires a timetable that prioritizes the time points of the arrivals and departures of trains (second predicted timetable) over a timetable that is anticipated due to the timetable disturbance (first predicted timetable). This is because monetary costs are expected to be reduced by prioritizing arrival time points and departure time points.
  • the train operation management apparatus 11 compares total cost, based on the amount of electrical power consumption associated with train operation and the degree of the effect of delays in the form of monetary costs associated with train operation, between the first predicted timetable and the second predicted timetable. If total cost is lower for the second predicated timetable than the first predicted timetable, the train operation management apparatus 11 presents an operator with train operation based on the second predicted timetable on a screen display and the like.
  • a timetable can be proposed based on total cost that includes the amount of electrical power consumption and monetary costs, information can be provided for suitably selecting a timetable when a timetable disruption has occurred.
  • the train operation management apparatus 11 calculates the target speed of each train according to the selected predicted timetable.
  • the communication apparatus 12 indicates each train to operate at the target speed calculated by the train operation management apparatus 11. As a result, each train can be operated at a speed that corresponds to the predicted timetable selected by the operator.
  • the train operation management apparatus 11 may calculate the first predicted timetable under those conditions that do not allow changing the track numbers used by trains or interchanging the order between trains, and calculate the second predicted timetable under those conditions that allow changing of the track numbers used by trains or interchanging the order between trains.
  • the second predicted timetable can be proposed in the case delays in the time points of arrivals and departures of trains can be reduced as compared with the first predicted timetable by changing one or both of station track numbers used by trains or the order of those trains.
  • the degree of the effect of delays is, for example, the monetary value of fines paid by the company that manages the operation of trains to the company that operates the trains.
  • a second predicted timetable can be presented that makes it possible to reduce fines paid by the company managing the operation of trains to the company that operates the trains.
  • the method used to calculate the degree of the effect of delays in the form of the monetary amount of fines there are no particular limitations on the method used to calculate the degree of the effect of delays in the form of the monetary amount of fines in that case.
  • the effect of a delay on passengers is typically large in the case of a large station serving a large number of passengers.
  • a delay in a line having high occupancy has a greater effect on passengers than a delay in a line having low occupancy.
  • a delay during a time period when there are large numbers of passengers has a greater effect on passengers than a delay during a time period when there are small numbers of passengers.
  • fines may be estimated by multiplying coefficients weighted for stations, lines, time periods, train type, a plurality thereof or all thereof by a value corresponding to delay time as an example of a method for estimating fines.
  • Fig. 2 is a block diagram of a train operation management system according to the present example.
  • the train operation management system is provided with an operation arrangement onsole 101, an operation display console 102, a central apparatus 103 and a communication system apparatus 108.
  • the central apparatus 103 is provided with a route control apparatus 104, a timetable management apparatus 105, a prediction arithmetic processing apparatus 106, a driving support apparatus 107 and a linkage apparatus 109.
  • the train operation management system receives inputs from the outside in the form of a scheduled timetable corresponding to the train operation schedule and the current locations of trains in the form of train on-rail positions.
  • the train operation management system controls train operation by monitoring changes in the scheduled timetable and current train on-rail positions, changing the timetable of train operation as necessary, and indicating train operation to trains and local equipment.
  • the operation arrangement console 101 is a terminal apparatus provided with a display unit and an operating unit not shown.
  • the operation arrangement console 101 is configured to display various types of timetable data received from the timetable management apparatus 105 and the prediction arithmetic processing apparatus 106 on the display unit.
  • a scheduled timetable based on the train operation schedule and an actual timetable data indicating the results of actual train operation, for example, are received from the timetable management apparatus 105.
  • Predicted timetable data that predicts the operation of trains at the current time and beyond, for example, is received from the prediction arithmetic processing apparatus 106.
  • the scheduled timetable, actual timetable and predicted timetable are displayed on a single screen.
  • An operator is able to add changes to the timetables displayed on the display unit by operating the operating unit of the operation arrangement console 101.
  • the operation arrangement console 101 is configured to transmit information on changes made to the timetables by the operator to the timetable management apparatus 105.
  • the operation display console 102 is a terminal apparatus provided with a display unit and an operating unit not shown, and displays current train operating status. In addition, the operation display console 102 is configured to enable an operator to control local equipment with the operating unit.
  • the route control apparatus 104 is configured to control local equipment such as signaling equipment using timetable data received from the timetable management apparatus 105 and train on-rail information received from the linkage apparatus 109.
  • the timetable management apparatus 105 is configured to send operation indications to trains based on the train operation schedule in addition to managing the actual results of train operation. In addition, in the case the actual operation of a train has been delayed relative to the schedule, the timetable management apparatus 105 is configured to notify the prediction arithmetic processing apparatus 106 of that delay. When a predicted timetable that has been changed in accommodation of that delay is received from the prediction arithmetic processing apparatus 106, the timetable management apparatus 105 is configured to revise train operation indications on the basis thereof.
  • timetable management apparatus 105 handles the types of data handled by the timetable management apparatus 105 and the format of that data.
  • the types of timetables consist of the previously described three types consisting of the scheduled timetable, actual timetable and predicted timetable.
  • the scheduled timetable is a timetable that is based on the train operation schedule, and is imparted to the train operation management system from the outside. Trains basically operate in accordance with this scheduled timetable during normal operation when train delays or other timetable disruptions caused by obstacles and the like have not occurred.
  • the actual timetable is a timetable obtained from train on-rail positions measured in the form of the actual results of train operation.
  • the actual timetable is obtained by converting train on-rail positions acquired in chronological order to a timetable format.
  • the predicted timetable is a timetable that predicts train operation at the current time point and beyond based on the actual timetable. Normally, the predicted timetable is compiled so as to prevent interchanging of train order or changing the lines used by trains even if a timetable disruption has occurred. However, in the present example, interchanging of train order or changing lines used by trains is allowed, and a predicted timetable that prioritizes the train arrival time points and departure time points is utilized in order to be able to propose a predicted timetable that minimizes total cost.
  • Fig. 3 is a drawing showing data formats of a timetable in the present example.
  • the scheduled timetable, actual timetable and predicted timetable all share the same data formats. However, this does not mean that the data formats completely coincide with respect to the presence or absence of parameters contained therein.
  • the timetables contain information on the two types of timetable formats 111 and 113 shown in Figs. 3(a) and 3(b) .
  • the timetable format 111 shown in Fig. 3(a) indicates the timetable format of each serial number in order of progression in the vertical direction, and indicates each parameter contained in each timetable format in the horizontal direction.
  • the timetable format 111 contains information indicated for each train on the arrival time points at each station and the departure time points from each station through which the trains pass. Each train is identified by a train number 112.
  • station arrival time points and departure time points are not indicated for stations through which trains pass without stopping.
  • hyphens are indicated in rows containing the arrival time points and departure time points of stations through which trains pass without stopping.
  • this is only one example.
  • the time points at which trains pass by without stopping may be indicated in the rows containing arrival time points and departure time points.
  • a train of train number 1A is represented as having stopped at a location 1.0 km from station B (or will stop there in the future in the case of a predicted timetable).
  • timetable format 113 serial numbers are used that have a subscript added to the serial numbers of the timetable format 111. As a result, there is a correlation between the timetable format 113 and the timetable format 111.
  • Nos. 4-1 and 4-2 of timetable format 113 are indicated as being linked after train No. 4 in timetable format 113 had departed station B. Train status can be determined and ascertained by indicating positions and time points between stations in this manner.
  • the prediction arithmetic processing apparatus 106 is configured to calculate a predicted timetable using various predefined data based on scheduled timetable and actual timetable data received from the timetable management apparatus 105 and the contents of changes to the timetables received from the operation arrangement console 101.
  • the prediction arithmetic processing apparatus 106 is configured to transmit the calculated predicted timetable to the operation arrangement console 101.
  • the driving support apparatus 107 is configured to calculate for each train an optimum driving curve for traveling while consuming less energy with respect to driving each train at the current time point and beyond by utilizing the scheduled timetable and actual timetable received from the timetable management apparatus 105, the predicted timetable received from the prediction arithmetic processing apparatus 106, and various predefined data. Moreover, the driving support apparatus 107 is configured to calculate the target running speed of each train and the number of notches for achieving the target running speed based on the optimum driving curve for each train.
  • each of the above-mentioned data used when calculating the optimum driving curve includes parameter values used to determine a calculation formula for calculating the optimum driving curve of each train from the train operation timetable.
  • the optimum driving curve is a curve that regulates speed relative to train position, and enables energy consumption to be minimized by running the train at a speed in accordance with this curve.
  • the number of notches refers to the number of control stages of a controller used to control train speed. A train can be run according to this optimum driving curve by running the train in accordance with the calculated number of notches.
  • the communication system apparatus 108 is a communication apparatus configured to transmit data generated in the operation arrangement console 101, the operation display console 102 and the central apparatus 103 to the onboard communication apparatus of each train (not shown). For example, information on the target running speed and number of notches for achieving that speed generated by the driving support apparatus 107 are transmitted to onboard each train from the communication system apparatus 108.
  • the linkage apparatus 109 is configured to collect information from local equipment and transmit that information to the route control apparatus 104, as well as receive control indications from the route control apparatus 104 and control local equipment on the basis thereof.
  • a LAN 110 is a communication channel that is configured to enable exchange of information among the operation arrangement console 101, the operation display console 102, the central apparatus 103 and the communication system apparatus 108.
  • Fig. 4 is a drawing for explaining the operation of the train operation management system according to the present example.
  • a train operation management system 100 is coupled to an electrical power demand system 120.
  • the train operation management system 100 is configured to propose the optimum operation mode in consideration of electrical power consumption and the degree of the effect of delays by utilizing data of the electrical power demand system 120 particularly when a timetable disruption has occurred.
  • this electrical power demand system 120 may also be constructed within the train operation management system 100.
  • a database 114 used by the driving support apparatus 107 is also depicted in this drawing.
  • the database 114 is configured to store various parameters for calculating the degree of the effect of delays.
  • the database 114 is configured to store data of various timetables acquired from an external management apparatus by the driving support apparatus 107 for calculating the optimum driving curve, line data including station names, distances between stations, grades, curves, branches and speed limits, and carriage data including carriage weight, carriage length, train set, acceleration, deceleration, grade resistance type and occupancy. Data stored in the database 114 can be referenced as necessary.
  • the database 114 is configured to have an external interface for changing parameters for calculating the degree of the effect of delays. For example, in the case the degree of the effect of a delay has occurred due to a delay and a fine has been levied corresponding to the time of the delay, the database 114 is configured to define such parameters as the date, time period, train operating company, amount of fine according to the delay time for each station, weight of the fine according to train type or occupancy, and makes changes as necessary.
  • the following provides an explanation of a method for proposing the optimum driving mode in consideration of electrical power consumption and the degree of the effect of delays in accordance with the flow of data among each of the apparatuses that compose the train operation management system 100.
  • the driving support apparatus 107 is configured to calculate the optimum running speed of each train based on the actual timetable and scheduled timetable received from the timetable management apparatus 105 and the predicted timetable received from the prediction arithmetic processing apparatus 106.
  • the predicted timetable during a timetable disruption is generated in the timetable format 111 explained using Fig. 3 .
  • Each train is assumed to be operated in observance of the indicated arrival order and departure order at each station.
  • the driving support apparatus 107 is configured to calculate the degree of the effect of delays indicated as monetary costs by referencing various predefined parameters from the database 114.
  • the degree of the effect of delays may directly result in the payment of money or may a factor behind the indirect payment of money. For example, this may be a fine incurred due to a train having been delayed for a fixed amount of time or a refund for a basic fare or express fare.
  • the degree of the effect of a delay increases if the delay occurs at a station serving a large number of passengers.
  • the degree of the effect of a delay increases if the delay occurs for an express train.
  • the driving support apparatus 107 is configured to indicate the prediction arithmetic processing apparatus 106 to calculate a predicted timetable so as to reduce the degree of the effect of delays. In addition, the driving support apparatus 107 is configured to notify an electrical power consumption arithmetic processing unit 121 provided by the electrical power demand system 120 of the predicted timetable when the predicted timetable is obtained from the prediction arithmetic processing apparatus 106, and indicate calculation of electrical power consumption.
  • the driving support apparatus 107 is configured to carry out a predefined weighted arithmetic processing based on a plurality of predicted timetables received from the prediction arithmetic processing apparatus 106 and electrical power consumption dependent upon the predicted timetable received from the power consumption demand system 120.
  • This weighted arithmetic processing is processing for judging whether or not an operation arrangement proposal for changing the operation mode is to be proposed. If the value obtained as a result of weighted arithmetic processing exceeds a certain fixed threshold value, the operation arrangement proposal for changing the operation mode is decided to be proposed.
  • the driving support apparatus 107 is configured to transmit the proposed operation mode-based operation arrangement proposal to the operation arrangement console 101 in addition to the normal operation mode.
  • the operation arrangement console 101 is configured to display the proposed operation mode received from the driving support apparatus 107 on a screen. When an operator selects either operation mode after having viewed the screen display, the operation arrangement console 101 is configured to transmit the selected operation mode to the driving support apparatus 107.
  • the driving support apparatus 107 is configured to calculate the optimum running speed in the operation mode received from the operation arrangement console 101 for each train, calculate the target running speed corresponding to current running status along with the number of notches for achieving that target running speed, and transmit calculation results to the communication system apparatus 108.
  • the driving support apparatus 107 is basically configured to propose running while consuming less energy, when a timetable disruption has occurred, the driving support apparatus 107 of the present example is configured to be able to propose an operation mode that takes into consideration total cost in terms of both electrical power consumption and the degree of the effect of delays. For example, although electrical power consumption may be equal or increase, since monetary costs of fines incurred due to delays are reduced, an operation mode can be proposed that is favorable in terms of total cost.
  • Fig. 5 is a drawing showing an example of the display of the operation arrangement console 101.
  • reference number 201 indicates an operation arrangement console screen
  • reference number 202 indicates a main screen display area for displaying timetable plots
  • reference number 251 indicates a message display area.
  • a procedure for carrying out various types of arrangement for changing timetables corresponding to train driving indications by manipulating the timetable plots, and a procedure for changing display settings of the main screen display area 202, can be carried out from the operation menu of the operation arrangement console screen 201.
  • the various types of operation arrangement include various changes in train timetables such as train deterrence, line changes, order changes or suspension of operation (partial suspension of operation).
  • Display settings include selection of whether or not timetable plots are displayed and selection of the type of plot to be displayed.
  • the main screen display area 202 is an area that displays timetable plots by plotting time points on the horizontal axis and plotting an array of stations on the vertical axis.
  • Timetable plots 203 to 210 are displayed in the main screen display area 202.
  • the time points and station intervals on the horizontal axis and vertical axis of the timetable plots used to display timetable plots can respectively be changed by scrolling the screen.
  • the time points on the vertical axis are fixed and the current time point of the main screen display area 202 in the form of the current time point line of straight line 211 does not move.
  • the area to the left of the current time point line 211 of the main screen display area 202 indicates the past while the area to the right indicates the future, and the timetable plots of the area to the right are calculated by the prediction arithmetic processing apparatus 106.
  • the scheduled timetable, actual timetable and predicted timetable are displayed in the main screen display area.
  • the scheduled timetable is indicated with narrow solid lines
  • the actual timetable is indicated with wide solid lines
  • the predicted timetable is indicated with broken lines.
  • character strings 212 respectively indicate the train number of each train.
  • Fig. 5 Since the example shown in Fig. 5 indicates a state in which a timetable disruption has not occurred, the scheduled timetable and actual timetable coincide in the past, and the scheduled timetable and predicted timetable coincide in the future.
  • Fig. 6 is a drawing showing an example of the display of the operation arrangement console 101 when a train of train number 4A has been delayed between station D and station C.
  • a predicted timetable 1205 calculated by the prediction arithmetic processing apparatus 106 is delayed relative to the scheduled timetable 205.
  • delays also occur in the predicted timetables of subsequent trains due the delay of the train number 4A.
  • a predicted timetable 1206 is shown for a scheduled timetable 206 of train number 6A.
  • a predicted timetable 1208 is shown for a scheduled timetable 208 of train number 8A. The predicted timetable 1208 of the train number 8A is delayed relative to the scheduled timetable 208.
  • arrival order and departure order at station C are defined in the prediction arithmetic processing apparatus 106, arrival order and departure order in the scheduled timetable are maintained in the predicted timetables as well as a result thereof.
  • the prediction arithmetic processing apparatus 106 is configured to calculate predicted timetables based on predefined constants such as minimum inter-station travel time or minimum train interval.
  • Minimum inter-station travel time refers to the minimum amount of time required to travel between certain stations and is defined for each train.
  • Minimum train interval refers to the minimum time interval between trains. In the interval between station C and station A in predicted timetables 1205 and 1207, the inter-station travel time is shorter than that of predicted timetables 205 and 207.
  • the driving support apparatus 107 requests the prediction arithmetic processing apparatus 106 to carry out arithmetic processing of the predicted timetable for the case the order is not changed and for the case the order is changed, respectively.
  • the driving support apparatus 107 is configured to then acquire the amounts of electrical power consumption of those predicted timetables from the electrical power consumption arithmetic processing unit 121.
  • Fig. 7 is a drawing showing an example of the display of the operation arrangement console 101 in the case of having changed the order.
  • Fig. 8 is a graph showing a running curve between station A and station C. Speed is plotted on the vertical axis and distance is plotted on the horizontal axis.
  • Curve 302 is a running curve of a train operated according to the normal scheduled timetable, and the inter-station travel time is 15 minutes.
  • Curve 301 is a running curve during recovery operation, and when compared with the running curve 302 according to the normal scheduled timetable, inter-station travel time is shortened to 13 minutes. In the case of curve 303, inter-station travel time increases to 17 minutes in comparison with the running curve 302 according to the normal scheduled timetable.
  • the driving support apparatus 107 is configured to calculate the degree of the effect of delays for a received predicted timetable.
  • An example of the degree of the effect of delays is explained using Figs. 9 to 11 for a fine incurred due to a delay that is paid by the company managing train operation to the company operating the trains.
  • Fig. 9 is a table showing station information on station C in a state in which the delay shown in Fig. 5 has not occurred.
  • Station information 401 includes information consisting of arrival order 402, arrival time point 403, departure time point 404, direction 405 and delay 406 for each train at station C.
  • Arrival order 402 indicates the order at which trains arrive at station C
  • arrival time point 403 and departure time point 404 indicate the arrival and departure time points of trains
  • direction 405 indicates the direction of travel of a train
  • delay 406 indicates the delay times of each train.
  • the delay 406 of all trains is zero minutes.
  • Fig. 10 is a table showing station information on station C in the state in which a delay has occurred in a train of train number 4A as shown in Fig. 6 .
  • This station information is based on a predicted timetable calculated by the prediction arithmetic processing apparatus 106 based on the status of the delay.
  • a train of train number 4A is delayed by 20 minutes in comparison with the scheduled timetable, and a delay is also indicated as having appeared in the arrival time points of subsequent trains at station C.
  • Fig. 11 is a table showing station information on station C in the case the order of arrival at station C has been interchanged between a train of train number 4A and a train of train number 5A.
  • the delay 406 of the train of train number 4A is 20 minutes, and although this is no different from that of the station information 401 of Fig. 10 , the delay time of the train of train number 5A in Fig. 10 is 6 minutes, while it is 0 minutes in Fig. 11 . In other words, delay time is reduced as a result of interchanging train order. Fines can be calculated as an example of the degree of the effect of delays as was previously explained using Figs. 9 to 11 .
  • the driving support apparatus 107 is configured to be able to obtain the degree of the effect of delays and electrical power consumption in predicted timetables before and after implementing a change in train order.
  • the driving support apparatus 107 is also configured to be able to propose a time point-prioritized operation mode in the case total cost is reduced by carrying out weighted arithmetic processing based on predefined information on the basis of this information, and changing train order by prioritizing arrival time points and departure time points. For example, although electrical power consumption may be equal or increase in the case of not changing train order, since the degree of the effect of delays is reduced, an operation mode that prioritizes time points can be proposed such that total cost is reduced.
  • the predicted timetable in the case of having changed the operation mode can be displayed on the main screen display area 202 before deciding whether or not to change the operation mode.
  • the operation arrangement console screen when a change in the operation mode is proposed is as shown, for example, in Fig. 7 .
  • a message asking whether or not the operation mode is to be changed is displayed in the message display area 251.
  • the arrival order of trains at station C is changed and the arrival time points at station C in the scheduled timetable 1208 of the train of train number 5A are nearly in accordance with the scheduled timetable 208.
  • the target running speed based on the predicted timetable 1208 following the change, and the number of notches for achieving that target running speed are transmitted to onboard the train number 5A. Consequently, when the operation mode is changed, the driving support apparatus 107 is configured to again generate an optimum running curve, calculate the target running speed and number of notches for achieving that target running speed for each train, and transmit that information to the communication system apparatus 108. The communication system apparatus 108 then transmits the target running speed and number of notches for achieving that target running speed received from the driving support apparatus 107 to a communication device onboard the target train.
  • Figs. 12 to 14 are flow charts showing processing for proposing an operation mode that prioritizes time points in the present example.
  • Fig. 12 shows a flow chart of processing 501 for proposing a time point-prioritized operation mode displayed in the message display area 251 of the operation arrangement console screen 201.
  • the following provides an explanation of the processing flow in accordance with the processing steps of this processing flow.
  • This system processing is mainly carried out by the driving support apparatus 107.
  • Step S601 The system is configured to read the actual timetable from the timetable management apparatus 105 and read the predicted timetable from the prediction arithmetic processing apparatus 106 at the start of processing.
  • Delay time calculation processing 502 Delay time calculation processing 502 is carried out for each train based on the timetable data read in step S501. The processing flow of delay time calculation processing 502 will be subsequently described using Fig. 13 .
  • Step S602 In the case a charge has been incurred in the delay time calculation processing 502, the system is configured to proceed to step S603. If a charge has not been incurred, the system is configured to proceed to step S604.
  • Step S603 The system is configured to request the prediction arithmetic processing apparatus 106 to carry out operation arrangement, including changing train order or changing lines used by trains, in the interval for which a charge has been incurred.
  • a predicted timetable calculated by the prediction arithmetic processing apparatus 106 is read by the system, and delay time calculation processing 502 is again carried out.
  • the predicted timetable calculated by the prediction arithmetic processing apparatus 106 is only used as a verification timetable at this point in time, and is not reflected in the timetable management apparatus 105 as the predicted timetable used for actual train operation.
  • Electrical power calculation processing 503 Electrical power calculation processing 503 for calculating electrical power consumption for each train is carried out based on the timetable data read in step S501. The processing flow of electrical power calculation processing 503 will be subsequently described using Fig. 13 .
  • Step S604 The system is configured to carry out weighted arithmetic processing using a predefined database based on the charge incurred due to a delay and electrical power consumption calculated dependent on the presence or absence of an incurred charge from the delay time calculation processing 502 and the electrical power calculation processing 503.
  • Step S605 If the value of the result of arithmetic processing exceeds a threshold value as a result of the weighted arithmetic processing in step S604, use of the predicted timetable calculated in step S603 is judged to result in a more favorable total cost than the case of using the normal scheduled timetable. In that case, the system is configured to proceed to step S606. In the case the value resulting from arithmetic processing does not exceed the threshold value, the system is configured to proceed to step S609.
  • Step S606 A proposal for a time point-prioritized operation mode is displayed in the message display area 251 of the operation arrangement console screen 201. At this time, the predicted timetable calculated in step S603 can be displayed in the main screen display area 202.
  • Step S607 In the case the time point-prioritized operation mode displayed on the operation arrangement console 201 in step S606 has been selected, the system is configured to proceed to step S608. In the case the time point-prioritized operation mode has not been selected, the system is configured to proceed to step S609.
  • Step S609 The optimum driving curve of each train is calculated based on the scheduled timetable, actual timetable and predicted timetable retained by the timetable management apparatus 105. Moreover, the target running speed for achieving the calculated optimum driving curve and the number of notches for achieving that target running speed are calculated.
  • Fig. 13 shows a flow chart indicating the processing of the delay time calculation processing 502. The following provides an explanation of the processing flow in accordance with the processing steps of this processing flow.
  • Step S701 The system is configured to initiate a terminal station processing loop for calculating the delay time at each station to the terminal station of each run for each train.
  • Step S702 The system is configured to calculate the delay time between each station based on the scheduled timetable, actual timetable and predicted timetable read at the start of processing.
  • Step S703 In the case the delay time calculated in step S702 is determined to incur a charge by referencing a predefined database, the system is configured to proceed to step S704. In the case the delay time is determined to not incur a charge, the system is configured to proceed to step S705.
  • Step S704 The amounts of the incurred charges are recorded by referencing a predefined database.
  • Step S706 The accumulated value of charges incurred to the terminal station is calculated based on the amounts of the incurred charges recorded in step S704.
  • Fig. 14 shows a flow chart of the electrical power calculation processing 503. The following provides an explanation of the processing flow in accordance with the processing steps of this processing flow.
  • Step S801 The system is configured to initiate a terminal station processing loop for calculating the amount of electrical power consumed to the terminal station of each run for each train in operation.
  • Step S802 The system is configured to request the electrical power consumption arithmetic processing unit 121 to calculate electrical power consumption based on the scheduled timetable, actual timetable and predicted timetable read at the start of processing.
  • Step S803 In the case a charge has been incurred in the delay time calculation processing 502, the system is configured to proceed to step S804. In the case a charge has not been incurred, the system is configured to proceed to step S806.
  • Step S804 The system is configured to read a predicted timetable that has implemented a change in train order or a change in the lines used by trains in the interval for which a charge has been incurred. A predicted timetable similar to that of step S603 is used for this predicted timetable.
  • Step S805 The system is configured to request the electrical power consumption arithmetic processing unit 121 to calculate electrical power consumption based on the predicted timetable read in step S804.
  • Step S806 Processing is repeated from step S802 to step S805 to the terminal station.
  • the system is configured to proceed to step S807 in the case processing to the terminal station has been completed.
  • Step S807 The accumulated value of electrical power consumption to the terminal station is calculated based on the electrical power consumption recorded in step S802.
  • Step S808 The accumulated value of electrical power consumption to the terminal station is calculated based on the electrical power consumption recorded in step S805.
  • the above has provided a detailed description of the degree of the effect of delays as shown in Fig. 13 using the example of incurring a charge due to a delay.
  • the present invention is not limited thereto.
  • the degree of the effect on operation dependent on station size can also be used for the degree of the effect of delays, and in that case, the degrees of the effect of delays for each station size are used as parameters and preliminarily defined in the database 114. For example, a delay at a large station is considered to have an effect such that the amounts of refunds paid are larger than in the case of a delay at a small station.
  • an operation mode that matches demand can be presented to an operator in consideration of total cost by providing a function for calculating the degree of the effect of delays and a function for calculating electrical power consumption in the driving support apparatus 107.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
EP12887244.7A 2012-10-24 2012-10-24 Vorrichtung, system und verfahren für zugdienstverwaltung Ceased EP2913244A4 (de)

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PCT/JP2012/077427 WO2014064778A1 (ja) 2012-10-24 2012-10-24 列車運行管理装置、システム、および方法

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EP3243726A1 (de) 2016-05-09 2017-11-15 ALSTOM Transport Technologies Verkehrsverwaltungsverfahren und verkehrsverwaltungssystem
EP3351453A4 (de) * 2015-09-18 2019-05-15 Hitachi, Ltd. Vorrichtung und system zur unterstützung der neuplanung von operationen

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JP2017210181A (ja) * 2016-05-27 2017-11-30 株式会社日立製作所 目標ダイヤ作成装置および目標ダイヤ作成方法
JP7080019B2 (ja) * 2017-06-02 2022-06-03 株式会社日立製作所 列車運行制御装置
JP6951996B2 (ja) * 2018-03-22 2021-10-20 株式会社日立製作所 列車運行管理システムおよび列車運行管理方法
CN111144594B (zh) * 2019-11-25 2023-07-28 大众问问(北京)信息科技有限公司 一种出发时刻确定方法、装置及设备
JP7271451B2 (ja) * 2020-01-17 2023-05-11 株式会社東芝 情報処理装置、情報処理方法、コンピュータプログラム及び方法

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EP3351453A4 (de) * 2015-09-18 2019-05-15 Hitachi, Ltd. Vorrichtung und system zur unterstützung der neuplanung von operationen
EP3243726A1 (de) 2016-05-09 2017-11-15 ALSTOM Transport Technologies Verkehrsverwaltungsverfahren und verkehrsverwaltungssystem
WO2017194416A1 (en) 2016-05-09 2017-11-16 Alstom Transport Technologies Traffic management method and traffic management system
US10773741B2 (en) 2016-05-09 2020-09-15 Alstom Transport Technologies Traffic management method and traffic management system

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JP6026551B2 (ja) 2016-11-16
EP2913244A4 (de) 2016-07-27
WO2014064778A1 (ja) 2014-05-01
JPWO2014064778A1 (ja) 2016-09-05
AU2012393186A1 (en) 2015-05-07
AU2019203608B2 (en) 2020-07-23
AU2019203608A1 (en) 2019-06-13

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