GB2536546A - Timetable estimation device and method - Google Patents
Timetable estimation device and method Download PDFInfo
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- GB2536546A GB2536546A GB1601062.1A GB201601062A GB2536546A GB 2536546 A GB2536546 A GB 2536546A GB 201601062 A GB201601062 A GB 201601062A GB 2536546 A GB2536546 A GB 2536546A
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- 238000004088 simulation Methods 0.000 claims abstract description 221
- 238000004519 manufacturing process Methods 0.000 claims description 69
- 238000012545 processing Methods 0.000 claims description 34
- 238000013500 data storage Methods 0.000 claims description 21
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- 230000008569 process Effects 0.000 claims description 8
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- 230000000694 effects Effects 0.000 abstract description 8
- 238000010586 diagram Methods 0.000 description 30
- 238000007726 management method Methods 0.000 description 20
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Classifications
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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
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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
- B61L27/12—Preparing schedules
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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
- B61L27/60—Testing or simulation
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Abstract
Based on input from a commander, a device produces simulation information 21a of a train operation control (e.g. a temporary speed restriction or track use prohibition) to be set or released at a future time. The simulation information is used in producing per-time-zone inter-station travel time information representing a time required for a train to travel from a station to a next station in each time zone. The travel time information is used in producing an estimated timetable representing future train movements. The commander may thus determine whether to implement the train operation control based on the effect it will have on the timetable. An alarm may indicate any discrepancy between the simulation information and a real-time status of a railway facility so that the commander may decide which information to adopt.
Description
TITLE OF THE INVENTION
TIMETABLE ESTIMATION DEVICE AND METHOD
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a technology for estimating a future operation timetable in the operation management of a train.
2. Description of the Related Art
An operation management system is a system which automatically controls signals and switches based on a train operation timetable. A train operation management system is capable of displaying a display control screen for displaying an on-rail position of a train and performing obstacle control on ground facilities or the course of the train, and an operation arrangement screen for displaying timetable lines and performing timetable changes on a train operation timetable. A commander who manages the train operation confirms the current operation conditions based on the on-rail condition of the train displayed on the display control screen of the operation management system and the timetable lines displayed on the operation arrangement screen.
Recently, an operation management system which has a function of displaying estimated lines depicting future operation conditions has been developed. The estimated lines depict an estimated timetable calculated by a timetable estimation function. In the timetable estimation function, an estimated timetable is calculated by finding an arrival/departure time at each station by sequentially executing the following process until a terminal station: calculating an estimated time of arrival and departure at a next station considering the train operation timetable, the newest train operation actual result information, and an inter-station travel time and then calculating an estimated time of arrival and departure at a following station after the next station based on the calculated estimated time of departure at the next station. The inter-station travel time information is information of a time required for the train to travel between stations, and is produced based on a track circuit travel time, which is a time required for the train to travel over a track circuit, as well as the conditions of the line and the facilities. Therefore, the estimated timetable changes moment by moment based on the conditions of the line and the facilities. The commander checks the estimated lines depicting the estimated timetable in order to confirm the ever-changing future operation conditions.
If a train delay has occurred due to various factors such as a natural disaster, a car breakdown, bad weather, etc., the commander changes the train operation timetable, which is referred to as operation arrangement, in order to recover the train delay. For example, the commander attempts to recover timetable disruptions by combining various controls such as changing the train departure order, changing the track used by a train, setting a new train, suspending the operation of a train, and the like.
However, a train operation timetable is complex, and a timetable change implemented in order to recover a specific train delay may cause additional delays when considering the overall timetable. Therefore, the commander must implement timetable changes on the basis of some kind of judgment by an appropriate means upon considering the effect that a timetable change will have on the overall timetable.
In the train operation management system disclosed in JP-2011-016461-A, before actually changing a timetable by the timetable estimation function as described above, estimated lines which estimate the future operation conditions are displayed based on a train operation timetable, a train operation actual result, a newest station status, and the timetable change to be implemented, and this can support the judgment of the timetable change by the commander. Thus, the commander can implement the timetable change upon confirming its effect on the overall timetable.
During a breakdown of ground facilities, a maintenance inspection, or a natural disaster, the commander issues a use stop instruction for a signal, a switch, and a track or issues a train travel speed restriction for a fixed section in consideration of safe train operation. Further, the commander may implement such restraints not only for a train but also at each station in order to adjust the operation intervals between trains. These train operation controls, which are referred to as obstacle controls, are necessary for safe train operation. However, these controls may also cause train delays due to facility stops, track use prohibitions, speed restrictions, and the like. Therefore, the commander makes determinations regarding implementing such obstacle controls based on a comprehensive judgment considering not only the necessity and urgency of the control but also the level of effect the control will have on the overall timetable.
SUMMARY OF THE INVENTION
In current operation management systems, no consideration has been given to calculating a predicted timetable which predicts what will happen when a future train operation control such as a speed restriction is executed. Obstacle control for a facility or sec:_ion as described above is only reflected on the estimated timetable after the control has actually been set and the set control is reflected in an interlocking device and the operation management system has received status information such as station status information from the interlocking device. Therefore, an estimated timetable in the case that an obstacle control has been applied cannot be confirmed before executing the obstacle control. Thus, the commander must make an assumption based on past experience regarding the effect that the obstacle control will have on the overall timetable in order to make an appropriate judgment regarding the control to be executed.
However, since obstacle controls are controls on portions such as facilities and sections that affect the operation of multiple trains, the effects of such obstacle controls are more complex than a timetable change applied to the train operation timetable, and it is difficult to distinguish whether such obstacle controls are appropriate. Under the present circumstances, distinguishing the effects of such obstacle controls is mostly dependent on the work experience and know-how of each commander.
Another problem is that, when an obstacle control is actually set in the operation management system, there may be deviations between the subsequent estimated timetable and the subsequent actual train operation, and estimated lines that diverge from reality may be displayed.
For example, if a speed restriction at a certain time in a certain section is input into the operation management system, all of the subsequent estimated timetables are calculated based on the restricted speed, and estimated lines in which the speed restriction is continually set are displayed. In reality, the speed restriction that was set may be released due to subsequent circumstantial changes, and it is expected that the train operation control will change. However, displaying estimated lines in which the speed restriction that was set is continuous in spite of the above is not very convenient.
A concrete example is explained below.
When a natural disaster such as an earthquake has occurred, a travel stop is set in an arbitrary section, and in this state, maintenance workers make the rounds to inspect the tracks and ground facilities. Once the safety has been confirmed by such inspections, the travel stop is released and train travel is restarted.
However, the estimated timetable is calculated based on the newest station status information received from the interlocking device, and thus while the travel stop is set, estimated lines are displayed as if the setting of the travel stop will continue. In other words, the above-mentioned section is subject to the travel stop in all of that day's predicted timetables regardless of whether or not the travel stop is expected to be released. Thus, a discrepancy arises between the actual operation and the display of the estimated lines.
When a natural disaster such as heavy rain or strong wind has occurred, the speed at which a train travels may be restricted. In this case as well, while the speed restriction is set, estimated lines are displayed as if the speed restriction will be continually set thereafter.
However, in actuality, the speed restriction may be released if the weather improves, or the speed restriction may be strengthened if the weather becomes worse. In other words, a situation in which the setting is changed by releasing or strengthening the speed restriction is more common than a situation in which the same speed restriction is set continually. In this case as well, the display of the estimated lines while the speed restriction is set may diverge from the actual future operation.
An object of the present invention is to provide a technology capable of calculating a predicted timetable which predicts what will happen when a future train operation control is set in train operation management.
A timetable estimation device according to an aspect of the present invention includes: a simulation information production unit that produces, on the basis of input from a commander, simulation information including information of a train operation control to be set or released at a future time; an inter-station travel time production unit that produces, on the basis of the simulation information, pertime-zone inter-station travel time information which represents a time required for a train to travel from a predetermined station to a next station in each time zone; and a timetable estimation unit that produces, on the basis of the per-time-zone inter-station travel time information, an estimated timetable which represents transitions in train position in accordance with the passage of time in the future.
According to the present invention, a predicted timetable which predicts what will happen when a future train operation control is set can be calculated in train operation management.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a block diagram illustrating an operation management system according to the present embodiment; Fig. 2 is a diagram illustrating internal constitutions or various processes of various devices according to the present embodiment; Fig. 3 is a diagram illustrating an example of a simulation information input screen; Fig. 4 is a diagram illustrating another example of a simulation information input screen; Fig. 5 is a diagram illustrating a simulation table 56b of the present embodiment; Fig. 6 is a diagram illustrating an example of a simulation information deletion screen; Fig. 7 is a diagram illustrating per-time-zone inter-station travel time information 56a in the present embodiment; Fig. 8 is a diagram illustrating estimated lines before simulation information input; Fig. 9 is a diagram illustrating estimated lines after simulation information input; Fig. 10 is a screen illustrating an alarm That is output when a discrepancy exists between simulation information and current station facility status information, and a prompt for selecting a method for producing an estimated timetable in such a case; Fig. 11 is a diagram illustrating estimated lines that are displayed in the case that a commander selected the station facility status information when the alarm was output; Fig. 12 is diagram a illustrating a screen prompting the selection of whether or not to execute train operation control based on the simulation information in the case that the commander selected the simulation information in response to the alarm; Fig. 13 is a diagram illustrating estimated lines that are displayed in the case that a selection was made to execute train operation control based on the simulation information; Fig. 14 is a diagram illustrating estimated lines that are displayed in the case that a selection was not made to execute train operation control based on the simulation information; Fig. 15 is a diagram illustrating a screen proposing to reflect the simulation information; Fig. 16 is a diagram illustrating a screen proposing to reflect the simulation information; Fig. 17 is a flowchart illustrating the processing of a simulation table production unit 51 according to the present embodiment; Fig. 18 is a flowchart illustrating the processing of a per-time-zone inter-station travel time production unit 52 according to the present embodiment; and Fig. 19 is a diagram illustrating the relaionship between a timetable estimation unit 53 and data used by the timetable estimation unit 53 in the production of an estimated timetable in the present embodiment.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Embodiments of the present invention will be described below with reference to the accompanying drawings.
Fig. 1 is a block diagram illustrating an operation management system according to the present embodiment. The operation management system includes a central system 1 and a station system 2.
The central system 1 includes a display control screen display device 3, an operation arrangement screen display device 4, an operation arrangement support device 5, a route control device 6, and a central communication device 7. The station system 2 includes a station communication device 8, and an interlocking device 9.
The central communication device 7 of the central system 1 and the station communication device 8 of the station system 2 are connected by a communication line, and thus the central system 1 and the station system 2 can communication with each other. Normally, a plurality of station systems 2 are connected to the central system 1.
Fig. 2 is a diagram illustrating internal constitutions or various processes of various devices according to the present embodiment.
The display control screen display device 3 has an operation input unit 31. The operation arrangement screen display device 4 has an operation input unit 41 and an estimated line display unit 42. The operation input unit 31 receives an input of simulation information by a commander from the display control screen, and transmits this input to the operation arrangement support device 5. The operation input unit 41 receives an input of simulation information by the commander from the operation arrangement screen and transmits this input to the operation arrangement support device S. The estimated line display unit 42 receives information of estimated lines from the operation arrangement support device 5 and displays them on the operation arrangement screen.
The operation arrangement support device 5 includes a simulation table production unit 51, a per-time-zone inter-station travel time production unit 52, a timetable estimation unit 53, a display processing unit 54, an alarm output unit 55, a data storage unit 56, a timetable storage unit 57, a station status information storage processing unit 58, and an actual result information storage processing unit 59. The operation of the operation arrangement support device 5 will be explained later.
The route control device 6 includes a control processing unit 61, a station status information transmission/reception processing unit 62, and a travel actual result transmission/reception processing unit 63.
The control processing unit 61 generates information of train operation control based on information received from the operation arrangement support device 5 and transmits the information to the central communication device 7. The station status information transmission/reception processing unit 62 receives station status information from the central communication device 7 and transmits the information to the operation arrangement support device 5. The travel actual result transmission/reception processing unit 63 receives information of travel actual results from the central communication device 7 and transmits the information to the operation arrangement support device 5.
The central communication device 7 has a transmission/reception processing unit 71. The transmission/reception processing unit 71 relays the train operation control, station status information, and travel actual result information between the route control device 6 and the station communication device 8.
The station communication device 8 has a transmission/reception processing unit 81. The transmission/reception processing unit 81 relays the train operation control, station status information, and travel actual result information between the central communication device 7 and the interlocking device 9.
The interlocking device 9 includes a control processing unit 91, a station status information transmission/reception processing unit 92, and a travel actual result transmission/reception processing unit 93. The control processing unit 91 executes train operation control based on information received from the station communication device 8. The train operation control is control to signals and switches within the station system 2 regarding operation of the train. The station status information transmission/reception processing unit 92 collects station status information from the signals and the switches within the station system 2, and transmits the information to the station communication device 8. The travel actual result transmission/reception processing unit 93 collects travel actual result information of a train from the track circuit within the station system 2 and transmits the information to the station communication device 8.
Hereinafter, the operation of the operation management system will be explained with a focus on the operation arrangement support device 5.
First, the overall operation of the operation management system will be explained.
In the operation arrangement support device 5, the simulation table production unit 51 produces simulation information including information of a train operation control to be set, changed, or released at a future time based on an input from the commander, and records the simulation information in the data storage unit 56 as a simulation table 56b. On the basis of the simulation information in the simulation table 56b, the per-time-zone inter-station travel time production unit 52 produces pertime-zone inter-station travel time information 56a, which represents a time required for a train to travel from a predetermined station to the next station in each time zone, and records the per-time-zone inter-station travel time information 56a in the data storage unit 56. On The basis of the per-time-zone inter-station travel time information 56a in the data storage unit 56, the timetable estimation unit 53 produces an estimated timetable, which represents transitions in train position in accordance with the passage of time in the future, and records the estimated timetable as an estimated timetable file 57b in the timetable storage unit 57.
According to the present embodiment, a future estimated timetable is produced on the basis of the pertime-zone inter-station travel time information 56a which is calculated from information of a train operation control expected at a future time. Therefore, even if the train operation control is not actually set in the train operation management, a predicted timetable indicating what will happen with the operation of the train in the case that the future train operation control is set can be ascertained in advance.
The per-time-zone inter-station travel time information 56a is information that associates at least a time zone in which a start time is defined, an inter-station portion represented by two stations included in the route, and an inter-station travel time which is a time required for the train to travel over the inter-station portion in the relevant time zone. If it is indicated in the simulation information that a prescribed train operation control is to be set at an arbitrary setting time, the per-time-zone inter-station travel time production unit 52 establishes a restricted speed of train travel based on the train operation control, calculates the inter-station travel time based on the restricted speed, and then associates the time zone of the setting time and beyond, the inter-station portion included in the subject of the train operation control, and the per-time-zone inter-station travel time and registers them in the per-time-zone inter-station travel time information 56a. On the basis of the per-time-zone inter-station travel time information 56a, the timetable estimation unit 53 produces an estimated timetable in which the position of the train at each time is established so that the relevant inter-station travel time is required for the train to travel over the inter-station portion in the relevant time zone. Thereby, the time zone, the inter-station portion, and the inter-station travel time are associated in consideration of the restricted speed, and the estimated timetable is produced using this associated information. Thus, an estimated timetable that accurately reflects the position of the train which changes depending on the restricted speed can be produced.
The train operation control included in the simulation information can also be a speed restriction, and a target portion on the route to which the speed restriction is to be applied, a setting time for setting the speed restriction and a release time for releasing the speed restriction, and a restricted speed which is the maximum speed permitted in the speed restriction can be established in the simulation information. Referring to the simulation information, the per-time-zone inter-station travel time production unit 52 produces the per-time-zone inter-station travel time information 56a under the condition that the train travels over the target portion at or below the restricted speed during the time duration from the setting time to the release time. Thereby, train travel considering the setting and release of the speed restriction in the case that a speed restriction has been set in a certain portion on the route in a certain time zone can be reflected in the per-time-zone inter-station travel time information 56a. Thus, an appropriate estimated timetable using an appropriate per-time-zone inter-station travel time can be produced.
The simulation table production unit 51 registers simulation information produced beforehand to the data storage unit 56. The station status information storage processing unit 58 stores status information related to the status of a facility provided in real time as station facility status information 56d in the data storage unit 56. If there is a discrepancy between the status of the train operation control based on the station facility status information 56d and the status of the train operation control based on the simulation information, the simulation table production unit 51 makes the alarm output unit 55 output an alarm. Thereby, a discrepancy between the train operation status and the simulated status can be notified with an alarm so as to provide the commander with an opportunity to make a judgement regarding whether or not to set the train operation control. Therefore, human error and the like can be prevented and appropriate control can be applied.
The alarm output unit 55 prompts the commander to make a judgment regarding whether to adopt the actual station facility status information 56d or to adopt the simulation information (the simulation table 56b) that was simulated. For example, a screen that presents a selection can be displayed. If a selection is made to adopr_ the simulation information, the simulation table production unit 51 sets or releases the train operation control on the basis of the simulation information. In this way, if the commander adopts the simulation information, train operation control based on this simulation information is applied, and thus the commander does not need to perform another operation for setting or releasing the train operation control.
If a selection is made to adopt the simulation information, the simulation table production unit 51 can also prompt the commander to make a judgment regarding whether it is necessary to set or release a train operation control included in the simulation information, and if this is determined to be necessary, the simulation table production unit 51 can set or release this train operation control. If the commander adopts the simulation information and determines that it is necessary to execute the train operation control, this train operation control is applied, and thus the commander does not need to perform another operation for setting or releasing the train operation control and the train operation control can be executed upon confirmation thereof.
When the alarm output unit 55 has prompted the commander to make a judgment regarding whether to adopt the station facility status information 56d or to adopt the simulation information, if the commander selects the station facility status information 56d, the simulation table production unit 51 can discard the simulation information of the simulation table 56b. In this case, if the commander adopts the station facility status information, the stimulation information is discarded, and thus the commander does not need to perform another operation for discarding the simulation information.
If the current time is in a predetermined relationship with the setting time or release time of the train operation control in the simulation information registered in the simulation table 56b of the data storage unit 56 and there is a discrepancy between the status of the train operation control based on the station facility status information and the status of the train operation control based on the simulation information, the simulation table production unit 51 makes the alarm output unit 55 output an alarm. Various embodiments can be conceived for the above-mentioned predetermined relationship, such as the current time has become the setting time, the current time is between the setting time and the release time, the current time is a predetermined time before the setting time, and the like. When the current time is in The predetermined relationship with the setting time or the release time, if there is a discrepancy between the train operation status and the simulated status, this discrepancy can be notified with an alarm so as to provide the commander with an opportunity to make a judgement regarding whether or not to set the train operation control. Therefore, human error and the like can be prevented and appropriate control can be applied.
The simulation table production unit 51 can also register simulation information produced beforehand to the data storage unit 56, and make the alarm output unit 55 output an alarm if the current time reaches a predetermined time before the setting time or release time of the train operation control in the simulation information registered in the data storage unit 56. When a time at which the train operation control was set or released in the simulation is approaching, this can be notified with an alarm so as to provide the commander with an opportunity to make a judgement regarding whether or not to set the train operation control. Therefore, human error and the like can be prevented and appropriate control can be applied.
The display processing unit 54 performs a process for displaying timetable lines of the estimated timetable produced by the timetable estimation unit 53 on a screen. The commander can confirm, on the screen display, the timetable lines of the estimated timetable based on the simulation information. Therefore, even if the train operation control is not actually set in the train operation management, the commander can visually confirm what will happen with the operation of the train in the case that the future train operation control is set.
The operation of the operation management system will now be explained in more detail below.
The processing of each device when producing the estimated timetable reflecting the simulation information will now be explained.
Fig. 3 is a diagram illustrating an example of a simulation information input screen. Fig. 3 illustrates a simulation information input screen for inputting simulation information from the display control screen. Fig. 4 is a diagram illustrating another example of a simulation information input screen. Fig. 4 illustrates a simulation information input screen for inputting simulation information from an operation arrangement screen.
Referring to Fig. 3, each station and route is depicted on the display control screen, and where the train is located on the route is displayed. The commander displays a simulation input screen 21a, inputs a restricted facility/section, a restricted time, a restricted speed, and a restriction content, and presses the "set" button. The restricted facility/section can be set by clicking a target facility or section on the screen or by inputting a facility/section name. The restricted time can be set by inputting a time. The restricted speed can be set by inputting a speed. For example, in the case of s=opping a facility, 0 km/h should be input for the restricted speed. The restriction content can be set by inputting a restriction content. In the example of Fig. 3, this content is set to a use prohibition of Outbound Track 1 in the time zone of from 15:00 to 16:30.
Referring to Fig. 4, the operation arrangement screen displays the timetable lines of a train operation timetable such as a past actual result timetable or a future estimated timetable with the stations to which the train travels on the vertical axis and the time on the horizontal axis. The commander displays a simulation input screen 31a, inputs a restricted facility/section, a restricted time, and a restricted speed, and presses the "set" button. The restricted facility/section can be set by clicking a target facility or section on the screen or by inputting a facility/section name. The restricted time can be set by clicking a start time and an end time on the screen or by inputting a time. The restricted speed can be set by inputting a speed. In the case of stopping a facility, 0 km/h should be input for the restricted speed. The restriction content can be set by inputting a restriction content. In the example of Fig. 4, this content is set to a restricted speed of 30 km/h in the section between outbound 191.2 km to 199.2 km in the time zone of from 13:00 to 13:50.
When the commander inputs a train operation control from the simulation information input screen of Fig. 3 or Fig. 4, the simulation table production unit 51 registers the information of the train operation control to the simulation table 56b of the data storage unit 56.
The simulation information is information that designates a train operation control to be simulated. If a train operation control of applying a speed restriction in a certain section is to be simulated, the simulation information includes information of a restricted section indicating a section in which the restriction is to be applied, a restricted time which is a time during which the restriction is to be applied, a restricted speed which is a maximum speed to be permitted, and a restriction content indicating that a speed restriction is to be applied.
The simulation table 56b is a table in which the simulation information is registered. Fig. 5 is a diagram illustrating the simulation table 56b of the present embodiment. When the simulation information is input by the commander, the information of the restricted section, restricted time, restricted speed, and restriction content are associated and stored in the simulation table 56b.
The simulation table production unit 51 registers the simulation information to the simulation table 56b.
Fig. 6 is a diagram illustrating an example of a simulation information deletion screen. Fig. 6 illustrates a simulation information deletion screen for deleting simulation information from the operation arrangement screen.
Referring to Fig. 6, the commander displays a simulation data deletion screen 31b, selects a piece of simulation information to be deleted from among the simulation information stored in the simulation table, and presses the "set" button. Thereby, this piece of simulation information can be deleted.
When the commander deletes simulation information of a train operation control from the simulation information deletion screen of Fig. 6, the simulation table production unit 51 deletes the information of the train operation control from the simulation table 56b of the data storage unit 56.
The commander can also input a change to the set content of a train operation control in the simulation information. In this case, when the commander inputs a change to the train operation control from the simulation information input screen of Fig. 3 or Fig. 4, the simulation table production unit 51 registers the changed information of the train operation control to the simulation table 56b of the data storage unit 56.
After producing the simulation table 56b, the pertime-zone inter-station travel time production unit 52 produces the per-time-zone inter-station travel time information 56a which defines the travel time between stations in each time zone. Fig. 7 is a diagram illustrating the per-time-zone inter-station travel time information 56a in the present embodiment. Information of a time zone, inter-station, pass-pass time, pass-stop time, stop-pass time, and stop-stop time are associated and stored in the per-time-zone inter-station travel time information 56a.
An example of a time required for the train to travel between Station A and Station B will now be explained. Travel times are defined for each of The inbound direction and the outbound direction. The travel time includes a pass-pass time, a pass-stop time, a stop-pass time, and a stop-stop time. In the direction from Station A toward Station B, the pass-pass time is the travel time in the case that Station A is a pass station and Station B is a pass station. The pass-stop time is the travel time in the case that Station A is a pass station and Station B is a stop station. The stop-pass time is the travel time in the case that Station A is a stop station and Station B is a pass station. The stop-stop time is the travel time in the case that Station A is a stop station and Station B is a stop station. A combination of the information of time zone, inter-station, pass-pass time, pass-stop time, stop-pass time, and stop-stop time is defined for each inter-station and each of inbound and outbound in a single table. For example, in the inbound direction between Station A and Station B, if both Station A and Station B are pass stations, the travel time (pass-pass time) is Xla seconds. A table is produced with these travel times for each time zone.
Next, the timetable estimation unit 53 estimates a timetable referring to an operation plan file 57a and an operation actual result file 57c of the timetable storage unit 57 and the per-time-zone inter-station travel time information 56a of the data storage unit 56, and stores the estimated timetable that is produced in an estimated timetable file 57b of the timetable storage unit 57.
The display processing unit 54 acquires the estimated timetable file 57b of the timetable storage unit 57 and sends it to the estimated line display unit 42, and the estimated line display unit 42 depicts the estimated lines on the operation arrangement screen. Thereby, the commander can see on the screen the estimated lines reflecting the simulation information.
Fig. 8 is a diagram illustrating estimated lines before simulation information input, and Fig. 9 is a diagram illustrating estimated lines after simulation information input. According to the above processing, the estimated lines before simulation information input shown in Fig. 8 become the estimated lines after simulation input shown in Fig. 9 upon input of the simulation information shown in Fig. 4. Thus, the effect that a train operation control such as an obstacle control in the simulation information will have on the overall operation timetable can be understood before setting the control.
When the simulation information in Fig. 4 has been input and "set" has been pressed, timetable estimation using the simulation information is executed, and thus estimated lines (31c and 31d) in which the speed restriction set in Fig. 4 is applied so that the speed of the train has dropped, or in other words the inclination has decreased, are displayed as shown in Fig. 9. In the example of Fig. 9, when displaying the estimated lines, the estimated lines included in the restricted facility/section and the restricted time are displayed with bold lines or different colors so that the commander can clearly confirm places where delays will occur by the simulation information. Further, by selecting the estimated lines according to the simulation information on the screen, a screen 31e is pop-up displayed to enable confirmation of the content of the simulation information.
The simulation table production unit 51 de:,ermines whether the simulation data and the station facility status information match each other in an arbitrary period, and if there is a discrepancy, the alarm output unit 55 is activated and made to output an alarm. The alarm output unit 55 outputs an alarm for notifying the commander that there is a discrepancy between the simulation information and the station facility status information, and displays a screen for prompting the commander to select one of the simulation information or the station facility status information to reflect on the estimated timetable.
If the commander selects the station facility status information, the simulation table production unit 51 discards the simulation information, the per-time-zone inter-station travel time production unit 52 reproduces the per-time-zone inter-station travel time production information, and the timetable estimation unit 53 produces an estimated timetable based on the station facility status information. On the other hand, if the commander adopts the simulation information, the timetable estimation unit 53 produces an estimated timetable based on the simulation information.
Fig. 10 is a screen illustrating an alarm That is output when a discrepancy exists between the simulation information and the current station facility status information, and a prompt for selecting a method for producing an estimated timetable in such a case. Fig. 11 is a diagram illustrating estimated lines that are displayed in the case that the commander selected the station facility status information when the alarm was output.
Referring to Fig. 10, an alarm is output because a discrepancy exists between the simulation data and the newest station status information, and a display prompting the commander to select the information to be used in the timetable estimation is carried out. If there is a discrepancy between the simulation data and the station status information, the commander is notified that a discrepancy exists between the simulation information and the station status information by the alarm sound and a warning screen 31h. In the warning screen 31h, the commander can make a selection regarding which of the simulation data or the station status information to use as the basis for the timetable estimation.
Fig. 11 illustrates estimated lines that are displayed in the case that the commander selected the station facility status information when the alarm of Fig. 10 was output. If the "yes" button is pressed in Fig. 10, estimated lines of the estimated timetable based on the station facility status information will be displayed. In the example of Fig. 11, estimated lines according to a state in which an obstacle control has not been set at the current time are displayed. Since a train operation control according to the simulation information is not included, there are no train lines displayed with bold lines.
According to the above processing, when the alarm is displayed on the screen as shown in Fig. 10, if the commander selects the station facility status information, estimated lines based on the station facility status information can be displayed as shown in Fig. 11, and if the commander selects the simulation information, estimated lines based on the simulation information can be displayed.
Further, the alarm output unit 55 has a function to propose executing a train operation control based on the simulation information when the commander has selected the simulation information. If the commander makes a selection to accept this proposal and execute the train operation control, the alarm output unit 55 transmits an instruction for executing the train operation control to the interlocking device 9 shown in Fig. 1.
Fig. 12 is a diagram illustrating a screen prompting the selection of whether or not to execute a train operation control based on the simulation information in the case that the commander selected the simulation information in response to the alarm. Fig. 13 is a diagram illustrating estimated lines that are displayed in the case that a selection was made to execute the train operation control based on the simulation information. Fig. 14 is a diagram illustrating estimated lines that are displayed in the case that a selection was not made to execute the train operation control based on the simulation information.
Referring to Fig. 12, estimated lines in the case that the commander selected the simulation information when the alarm was output as shown in Fig. 10 are displayed. If the commander presses the "no" button in Fig. 10, since a discrepancy exists between the station facility status information and the simulation information, a screen 31i prompting the commander to make a selection regarding whether or not to execute a control based on the simulation information is displayed as shown in Fig. 12. If the commander presses the "control" button on this screen, the control based on the simulation information will actually be executed.
Referring to Fig. 13, estimated lines after the "control" button has been pressed in Fig. 12 are displayed. Estimated lines adopting the simulation information from the current time are displayed. As explained above, by pressing the "control button", an obstacle control based on the simulation information is set. Herein, since the obstacle control is set at the current time, estimated lines (31] and 31k) to which the speed restriction is applied at the current time are displayed.
Referring to Fig. 14, estimated lines after the "cancel" button has been pressed in Fig. 12 are displayed. The simulation information at the current time or immediately thereafter has been canceled, but estimated lines adopting the simulation information at a future time are displayed. Since an obstacle control has not been set at the current time, a speed restriction is not applied to the estimated line (311) at the current time, but the speed restriction is reflected in the estimated line (31m) at a future time.
According to the above processing, if the commander makes a selection to execute a train operation control based on the simulation information in the selection screen shown in Fig. 12, estimated lines in which the train operation control has been executed are displayed as shown in Fig. 13. On the other hand, if the commander makes a selection not to execute a train operation control based on the simulation information, estimated lines in which the train operation control has not been executed based on the simulation information are displayed as shown in Fig. 14.
The alarm output unit 55 also has a function to propose to set or release a train operation control based on the simulation information at an arbitrary time prior to the start time (setting time) or end time (release time) of the restriction in the simulation information. If the commander makes a selection to execute a train operation control based on the simulation information on a screen proposing to reflect the simulation information as shown in Fig. 15 and Fig. 16, the alarm output unit 55 transmits an instruction for the train operation control to the interlocking device 9 shown in Fig. 1.
In Fig. 15, a screen 31f, which outputs an alarm proposing to start a control based on the simulation information, is displayed at an arbitrary time prior to a restriction start time in the simulation information. If the commander presses the "yes" button, a control instruction based on the simulation information is transmitted to the interlocking device 9 as shown in Fig. 2, and the obstacle control is set for the on-site facility.
In Fig. 16, a screen 31g, which outputs an alarm proposing to release a control based on the simulation information, is displayed at an arbitrary time prior to a restriction end time in the simulation information. If the commander presses the "yes" button, a control instruction based on the simulation information is transmitted to the interlocking device 9, and the obstacle control is released for the on-site facility.
According to the above processing, the commander can select whether or not to execute a train operation control upon viewing a screen proposing the train operation control according to the stimulation information, and thus the load on the commander in setting and releasing the simulation information is lightened. Further, since an alarm is output at a start time and end time of the restriction, forgetting to set or release the restriction can be prevented.
Fig. 17 is a flowchart illustrating the processing of the simulation table production unit 51 according to the present embodiment. The simulation table production unit 51 is activated when simulation information is input or deleted by the commander and when a train operation control such as an obstacle control is set or released.
In step 51a, the simulation table production unit 51 determines whether the provided data is an input or deletion of simulation information. If the provided data is an input or deletion of simulation information, in step 51b, the simulation table production unit 51 registers or deletes the simulation information that was input to/from the simulation table.
If the provided data is not an input or deletion of simulation information, in step 51c, the simulation table production unit 51 determines whether there is simulation information in the simulation table 56b.
If there is simulation information, in step 51d, the simulation table production unit 51 determines whether the newest station facility status information is within a restricted time of the simulation information and whether the facility status of the station facility status information is consistent with the restricted speed and the restriction content in the restricted section of the simulation information. If they are consistent, or in other words if the newest station facility status information and the simulation information match, the simulation table production unit 51 terminates the process.
If there is a discrepancy between the two, the simulation table production unit 51 activates the alarm output unit 55 in step Sle. In step 51f, if the station facility status information is selected by the commander as the information to be used in the production of the estimated timetable (YES), the simulation table production unit 51 deletes the simulation information in step 51g. On the other hand, if the simulation information is selected (NO), the simulation table production unit 51 terminates the process.
Fig. 18 is a flowchart illustrating the processing of a per-time-zone inter-station travel time production unit 52 according to the present embodiment. The per-timezone inter-station travel time production unit 52 is activated at the time of input or deletion of simulation data by the commander and in an arbitrary period. When the per-time-zone inter-station travel time production unit 52 is activated, in step 52a, a current time HH:MM is acquired the current time is set to hh:mm. After HH:MM is set to hh:mm, the per-time-zone inter-station travel time production unit 52 determines whether hh:mm is the current time in step 52b.
If hh:mm is the current time, in step 52e, the pertime-zone inter-station travel time production unit 52 produces the per-time-zone inter-station travel time information 56a using the newest station facility status information and the track circuit travel time information. The track circuit travel time information is the time required for the train to travel over the track circuit.
On the other hand, if hh:mm is not the current time in step 52b, the per-time-zone inter-station travel time production unit 52 determines whether hh:mm is within a time duration in which a restriction of the simulation information is set in step 52c. If hh:mm is not within a time duration in which a restriction is set, the per-timezone inter-station travel time production unit 52 produces the per-time-zone inter-station travel time information 56a in step 52e.
On the other hand, if hh:mm is within a time duration in which a restriction is set in step 52b, the per-time-zone inter-station travel time production unit 52 produces the per-time-zone inter-station travel time information 56a using the simulation information and the track circuit travel time information in step 52d.
After the per-time-zone inter-station travel time information 56a has been produced in step 52d or step 52e, the per-time-zone inter-station travel time production unit 52 determines whether the per-time-zone inter-station travel time information 56a has been produced up to the scheduled time of completion of the current day's last train travel in step 52f. If the per-time-zone inter-station travel time information 56a has not been completely produced up to the scheduled time of completion of the last train travel, in step 52g, the per-time-zone inter-station travel time production unit 52 adds a time of a certain period to hh:mm, or in other words sets hh:mm = hh:mm + arbitrary time, and returns to step 52b.
In step 52f, if the per-time-zone inter-station travel time information 56a has been completely produced over all time zones up to the scheduled time of completion of the last train travel, the per-time-zone inter-station travel time production unit 52 terminates the process.
Fig. 19 is a diagram illustrating the relacionship between the timetable estimation unit 53 and data used by the timetable estimation unit 53 in the production of an estimated timetable in the present embodiment. The timetable estimation unit 53 produces an estimated timetable referring to the operation plan file 57a and the operation actual result file 57c of the timetable storage unit 57 and the per-time-zone inter-station travel time information 56a of the data storage unit 56. The timetable estimation unit 53 stores the estimated timetable that is produced is stored in the estimated timetable file 57b of the timetable storage unit 57.
The above-described simulation information can be further set in the case that an obstacle has already been set.
The above-described embodiments of the present invention are examples for explaining the present invention, and the scope of the present invention is not limited to only the above embodiments. A person skilled in the art can carry out the present invention in various other forms without deviating from the spirit of the present invention.
Claims (13)
- What is claimed is: 1. A timetable estimation device comprising: a simulation information production unit that produces, on the basis of input from a commander, simulation information including information of a train operation control to be set or released at a future time; an inter-station travel time production unit that produces, on the basis of the simulation information, pertime-zone inter-station travel time information which represents a time required for a train to travel from a predetermined station to a next station in each time zone; and a timetable estimation unit that produces, on the basis of the per-time-zone inter-station travel time information, an estimated timetable which represents transitions in train position in accordance with the passage of time in the future.
- 2. The timetable estimation device according to claim 1, wherein the per-time-zone inter-station travel time information is information that associates at least a time zone in which a start time is defined, an inter-station portion represented by two stations included in a route, and an inter-station travel time which is a time required for a train to travel over the inter-station portion in the relevant time zone, wherein, if it is indicated in the simulation information that a prescribed train operation control is to be set at an arbitrary setting time, the inter-station travel time production unit establishes a restricted speed of train travel based on the train operation control, calculates the inter-station travel time based on the restricted speed, and then associates a time zone of the setting time and beyond, an inter-station portion included in a subject of the train operation control, and the inter-station travel time and registers them in the per-time-zone inter-station travel time information, and wherein, on the basis of the per-time-zone inter-station travel time information, the timetable estimation unit produces an estimated timetable in which a position of the train at each time is established so that the relevant inter-station travel time is required for the train to travel over the inter-station portion in the relevant time zone.
- 3. The timetable estimation device according to claim 2, wherein a train operation control included in the simulation information is a speed restriction, and in the simulation information, a target portion on the route to which the speed restriction is to be applied, a setting time for setting the speed restriction and a release time for releasing the setting, and a restricted speed which is a maximum speed permitted in the speed restriction are established, and wherein, referring to the simulation information, the inter-station travel time production unit generates the per-time-zone inter-station travel time information under a condition that the train travels over the target portion at or below the restricted speed during a time duration from the setting time to the release time.
- 4. The timetable estimation device according to claim 1, further comprising a data storage unit, a status information storage processing unit, and an alarm output unit, wherein the simulation information production unit registers the simulation information produced beforehand to the data storage unit, wherein the status information storage processing unit stores status information related to a status of a facility provided in real time in the data storage unit, and wherein, if there is a discrepancy between a status of a train operation control based on the status information and a status of a train operation control based on the simulation information, the simulation information production unit makes the alarm output unit output an alarm.
- 5. The timetable estimation device according to claim 4, wherein the alarm output unit prompts the commander to make a judgment regarding whether to adopt the status information or to adopt the simulation information, and if a selection is made to adopt the simulation information, the simulation information production unit sets or releases a train operation control on the basis of the simulation information.
- 6. The timetable estimation device according to claim 5, wherein if a selection is made to adopt the simulation information, the simulation information production unit prompts the commander to make a judgment regarding whether it is necessary to set or release a train operation control included in the simulation information, and if this is determined to be necessary, the simulation information production unit sets or releases the train operation control.
- 7. The timetable estimation device according to claim 4, wherein the alarm output unit prompts the commander to make a judgment regarding whether to adopt the status information or to adopt the simulation information, and if a selection is made to adopt the status information, the simulation information production unit discards the simulation information.
- 8. The timetable estimation device according to claim 4, wherein, if a current time is in a predetermined relationship with the setting time or the release time of a train operation control in the simulation information registered in the data storage unit and there is a discrepancy between a status of the train operation control based on the status information and a status of the train operation control based on the simulation information, the simulation information production unit makes the alarm output unit output an alarm.
- 9. The timetable estimation device according to claim 1, further comprising a data storage unit and an alarm output unit, and wherein the simulation information production unit registers the simulation information produced beforehand to the data storage unit, and makes the alarm output unit output an alarm if the current time reaches a predetermined time before the setting time or the release time of a train operation control in the simulation information registered in the data storage unit.
- 10. The timetable estimation device according to claim 1, further comprising a display processing unit that performs a process for displaying estimated lines of the estimated timetable on a screen.
- 11. A timetable estimation method comprising: producing, by a simulation information production unit, simulation information including information of a train operation control to be set or released at a future time on the basis of input from a commander; producing, by an inter-station travel time production unit, per-time-zone inter-station travel time information which represents a time required for a train to travel from a predetermined station to a next station in each time zone on the basis of the simulation information; and producing, by a timetable estimation unit, an estimated timetable which represents transitions in train position in accordance with the passage of time in the future on the basis of the per-time-zone inter-station travel time information.
- 12. The timetable estimation method according to claim 11, wherein the per-time-zone inter-station travel time information is information that associates at least a time zone in which a start time is defined, an inter-station portion represented by two stations included in a route, and an inter-station travel time which is a time required for a train to travel over the inter-station portion in the relevant time zone, wherein, if it is indicated in the simulation information that a prescribed train operation control is to be set at an arbitrary setting time, the inter-station travel time production unit establishes a restricted speed of train travel based on the train operation control, calculates the inter-station travel time based on the restricted speed, and then associates a time zone of the setting time and beyond, an inter-station portion included in a subject of the train operation control, and the inter-station travel time and registers them in the per-time-zone inter-station travel time information, and wherein, on the basis of the per-time-zone inter-station travel time information, the timetable estimation unit produces an estimated timetable in which a position of the train at each time is established so that the relevant inter-station travel time is required for the train to travel over the inter-station portion in the relevant time zone.
- 13. The timetable estimation method according to claim 12, wherein a train operation control included in the simulation information is a speed restriction, and in the simulation information, a target portion on the route to which the speed restriction is to be applied, a setting time for setting the speed restriction and a release time for releasing the setting, and a restricted speed which is a maximum speed permitted in the speed restriction are established, and wherein, referring to the simulation information, the inter-station travel time production unit generates the per-time-zone inter-station travel time information under a condition that the train travels over the target portion at or below the restricted speed during a time duration from the setting time to the release time.
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| Application Number | Priority Date | Filing Date | Title |
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| JP2015015007A JP6295211B2 (en) | 2015-01-29 | 2015-01-29 | Diamond prediction apparatus and method |
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| GB201601062D0 GB201601062D0 (en) | 2016-03-02 |
| GB2536546A true GB2536546A (en) | 2016-09-21 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2580873A (en) * | 2018-11-02 | 2020-08-05 | Bombardier Transp Gmbh | Method and arrangement for safely operating at least one track-bound vehicle |
| CN112758139A (en) * | 2021-02-18 | 2021-05-07 | 卡斯柯信号有限公司 | Interface simulation system suitable for multiple systems |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU2021221626A1 (en) * | 2021-08-24 | 2023-03-16 | Technological Resources Pty. Limited | A hybrid method for controlling a railway system and an apparatus therefor |
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| JPH09315310A (en) * | 1996-06-04 | 1997-12-09 | Toshiba Corp | Train operation control device |
| EP2937258A1 (en) * | 2014-04-25 | 2015-10-28 | Hitachi, Ltd. | Traffic control system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3359440B2 (en) * | 1994-12-01 | 2002-12-24 | 三菱電機株式会社 | Train operation prediction device, traffic control plan creation device, train operation plan creation device, and train operation support device |
| JPH08310396A (en) * | 1995-05-15 | 1996-11-26 | Hitachi Ltd | Controller of temporary speed limit signal device |
| JP5019240B2 (en) * | 2010-07-26 | 2012-09-05 | 株式会社日立製作所 | Diamond evaluation device |
| JP2013203078A (en) * | 2012-03-27 | 2013-10-07 | Hitachi Ltd | Train rescheduling support device and method of supporting train rescheduling |
-
2015
- 2015-01-29 JP JP2015015007A patent/JP6295211B2/en active Active
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2016
- 2016-01-20 GB GB1601062.1A patent/GB2536546A/en not_active Withdrawn
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09315310A (en) * | 1996-06-04 | 1997-12-09 | Toshiba Corp | Train operation control device |
| EP2937258A1 (en) * | 2014-04-25 | 2015-10-28 | Hitachi, Ltd. | Traffic control system |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2580873A (en) * | 2018-11-02 | 2020-08-05 | Bombardier Transp Gmbh | Method and arrangement for safely operating at least one track-bound vehicle |
| CN112758139A (en) * | 2021-02-18 | 2021-05-07 | 卡斯柯信号有限公司 | Interface simulation system suitable for multiple systems |
Also Published As
| Publication number | Publication date |
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| JP6295211B2 (en) | 2018-03-14 |
| JP2016137864A (en) | 2016-08-04 |
| GB201601062D0 (en) | 2016-03-02 |
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