JP2000177590A - Station yard shunting plan making device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce labor required for diagram revising work, and to shorten time by automatically and quickly making a station yard shunting plan without relying on manpower. SOLUTION: A station yard shunting plan is initially set from a train diagram, and a network making means 1 makes a shunting plan network by expressing the station yard shunting plan by a certain kind of PRET network. A time calculating means 2 calculates the practicable time of respective nodes corresponding to departure and arrival of trains in the shunting plan network, and an evaluating means 3 evaluates whether or not the practicable time satisfies the train diagram. A network transforming means 5 makes plural shunting plan networks by transforming a path up to reaching the nodes of not satisfying the train diagram, similarly performs processing in the time calculating means 2 and the evaluating means 3 on the plural shunting plan networks, selects one shunting plan network by a selecting means 4, remakes plural networks by transforming the shunting plan network, and a condition satisfying shunting plan is obtained by repeating similar processing.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a station yard exchange plan creating technique for creating a schedule of vehicle exchange work on a track wired in a station yard (hereinafter referred to as "station yard exchange plan").

[0002]

2. Description of the Related Art For a station where a train is to be moved to another track, such as a train to be moved to a temporary pull-up line for holding a vehicle, which train is to be transferred to which track,
Since it is necessary to determine when to move, the work schedule is planned and a station replacement plan is created. This station yard replacement plan is created in accordance with a train schedule (basic schedule) created when a schedule is revised, a train schedule (executed schedule) created when a temporary train is operated, and the like.

[0003] In the train schedule, the time of arrival and departure of the train at the station, the number of the train, and the like are determined, and the train that arrives at the station and returns to which train is determined by the vehicle operation. As a station yard replacement plan, it is required to create a plan that protects the train schedule by the vehicle operation. Here, in order for a train to arrive or depart according to a train schedule or to be physically realizable, the train must be able to appear on a predetermined line at a predetermined time. If it is not possible to create a station yard replacement plan that specifies the replacement work, the train schedule itself cannot be executed. Therefore, the station changeover plan occupies a very important position in the railway, and it is required to create a station changeover plan that protects the train schedule.

Heretofore, such a station premises replacement plan has been manually created. In other words, by considering the conditions of train schedules and facilities at each station, the creator utilizes his own knowledge and experience to search for a schedule of replacement work that enables the train schedule to be executed, A station replacement plan was to be created.

[0005]

By the way, train schedules are generally created mainly in consideration of user's convenience, such as connection with trains in the entire line section or other line sections. That is, the train schedule is not necessarily created with the station replacement plan at each station in mind, and there is no guarantee that a station replacement plan that protects all the created train schedules can be created. . If it is not possible to create a station yard replacement plan that protects the train schedule at a certain station, the train schedule cannot be executed as it is, so the train schedule has to be corrected.

However, the train schedule is determined not only at the station, but also in consideration of the connection with the trains of the entire line section and, in some cases, the trains of other line sections as described above. However, it can affect a wide range and is generally difficult to modify. Therefore, even if the train schedule is modified, it is desirable that the change be as small as possible. For that purpose, it is necessary to create a station yard replacement plan that protects the train schedule as much as possible.

[0007] On the other hand, when actually performing the replacement work, it is necessary to ensure that vehicles do not compete on the pull-up line, to keep the travel time to the pull-up line, and to use a pull-up line that has a route to reach there. There are various restrictions such as securing a time interval between vehicles required for security. In preparing the station replacement plan, it is necessary to consider not only the above train schedule, but also to satisfy these restrictions. The replacement time had to be determined and a replacement work schedule had to be sought.

[0008] As described above, the preparation of a station yard replacement plan is an extremely complicated problem in that a train schedule must be created under various restrictions while protecting the train schedule as much as possible. Conventionally, there has been a problem that it takes a lot of labor and a lot of time to create it.

The present invention has been made in view of the above circumstances, and enables a station yard replacement plan to be created automatically and promptly without human intervention. It is an object of the present invention to provide a station yard exchange plan creation device that can reduce the number of trains and time.

[0010]

According to the first aspect of the present invention,
Based on the predetermined line information in the station yard where each vehicle should arrive and depart, nodes that represent arrival or departure from each line for each vehicle are transitioned by arcs weighted by the required time of transition between nodes. Network creation means for creating a network connected in order, time calculation means for calculating a time range in which each node can execute arrival and departure based on the weight of the arc, and time calculation means. Evaluating means for evaluating whether the time range satisfies the train schedule, selecting means for selecting one network that does not satisfy the train schedule based on the evaluation by the evaluating means, and selecting the train diagram in the network selected by the selecting means. Change the network route to reach nodes in the time range that is not satisfied and deform the network And a network deformation means that,
When a plurality of deformed networks are created by the network deforming means and the time calculation means, the processing by the evaluation means and the selection means are repeated, when a network in which the time range in all nodes satisfies the train diagram is obtained, The arrival and departure of vehicles represented by the network is used as a vehicle replacement plan in the station premises.

According to a second aspect of the present invention, in the station yard exchange plan creating apparatus according to the first aspect, the selecting means selects one network which does not satisfy the train schedule by roulette selection based on the evaluation result by the evaluating means. It is characterized by selecting one.

According to a third aspect of the present invention, in the station yard exchange plan creating apparatus according to the first or second aspect, the evaluation means calculates a predetermined travel time between tracks in addition to a train schedule. Evaluating whether the time range calculated by the means satisfies, the selecting means selects one of the networks which does not satisfy the train schedule or the travel time based on the evaluation by the evaluating means, and the network deforming means, In the network selected by the selection means, the network route is changed until reaching a train diagram or a node in a time range that does not satisfy the travel time, and the network in which the time range in all nodes satisfies the train diagram and the travel time is satisfied. When it is obtained, the arrival and departure of the vehicle represented by the network is notified to the vehicle in the station premises. It is characterized in that the input and 換計 image.

According to a fourth aspect of the present invention, in the station yard exchange plan creating apparatus according to any one of the first to third aspects, the network deforming means is provided at each one of the locations on the network route. This is characterized in that a plurality of networks in which the above modification is applied once is created.

According to a fifth aspect of the present invention, in the station yard exchange plan creating apparatus according to any one of the first to fourth aspects, a numbering line for each vehicle to the station yard and a numbering line from the station yard. According to the above, a line on which each vehicle should arrive and depart in the station yard is determined in advance, and the network creating means creates the network according to the definition and the line information.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS <Prerequisite Configuration, etc.> An embodiment of the present invention will be described below with reference to the drawings. at first,
In the present embodiment, a configuration of a station (a specific example of a station for which a station yard exchange plan is created according to the present invention) for which a station yard exchange plan is created will be described.

FIG. 1 shows the wiring of the track at the station. In this figure, platforms P1 and P2 are platforms on which passengers get on and off trains, respectively. Tracks L1, L2, L3
Are railway lines from which trains can arrive directly from outside the station. The up line UD and the down line DD are respectively connected to the up and down lines, and are used to temporarily hold the vehicle when the arriving train returns, for example. The detention line LD is not used as a train departure / departure line because there is no platform, and is used for temporary detention of a vehicle.

The diagonal lines connecting the lines are paths (lines) connecting the respective lines, and a branching device (not shown) for determining the traveling direction is provided at each connection point. In addition, since the upward pulling line UD, the downward pulling line DD, and the detention line LD are all lines used for exchanging vehicles, hereinafter, when simply referred to as a "pulling line", these upward and downward pulling lines are referred to as "upline". It means both of the indwelling track.

In such wiring, a vehicle replacement operation is performed as necessary. In other words, replacement means moving a vehicle between a track and a pull-up line as shown in the drawing, or between pull-up lines, and when replacement is required, the arrival train and the There is a case where the number of the train when the train departs is different from the number of the train, or where another train uses the number between the arrival time and the departure time even if the number of the destination line and the number of the originating line are the same. In addition, even if the vehicle has been moved to the pull-up line, if another vehicle has to use the pull-up line because there is no other vacant pull-up line, another pull-up line is required. The exchange to the upper line is performed (hereinafter, such exchange is referred to as “two-stage exchange”).

FIG. 2 shows an example of a station replacement plan for the station shown in FIG. FIG. 2 is called a work diagram, and expresses a moving schedule of the vehicle with the passage of time in the horizontal axis direction. For example, a white number "1" indicates that the train arrives at the line L1 and stops for a time corresponding to the width in the horizontal axis direction, and then moves to the upward pulling line UD. That is, the train is stopped for a predetermined time after arriving at the line L1, moved to the up line UD, detained for a predetermined time, moved to the line L3, and departed after a lapse of a predetermined time (white outline in the figure). Part of the number "2"). The same applies to the trains shown in other parts in the figure, and the movement schedule as shown in the figure is defined for the trains with white numerals.

In the station exchange plan described below, as in the above exchange plan, for vehicles that need to be exchanged, "Which line should be replaced?" (The departure time from the line to the line or the departure time and the arrival time from the line to the line) ”is determined from the conditions such as the time and line determined by the train schedule.

<Basic Principle> Next, the basic principle of creating a station premises exchange plan in this embodiment will be outlined. In the station yard replacement plan creation, "occupation" of the occupation of the carriage line of the vehicle,
By considering the occupation and movement of the line from arrival to departure of the train station as one "project", and assuming the line and pull-up line as "resources", a kind of finite resource project scheduling problem (Resource Constrained Project Scheduuling)
Problem; hereinafter, referred to as “RCPSP”. ). Therefore, in the present embodiment, the premises replacement plan is prepared based on the problem of allocating resources and the problem of determining the resource use time, that is, the problem of determining the use plan of a pull-up line (which pull-up line is used) and the execution time of the replacement. Separate into decision problems.

Then, as shown in FIG. 3, the former decision problem is solved by a local search in a neighborhood determined by a predetermined stochastic selection method (described later). The search space at this time is a set of exchange procedures (only the order of movement between the vehicle track and the pull-up line) that does not take the exchange execution time into consideration, and this is locally searched to obtain a plurality of usage plans. It should be noted that the plurality of use plans obtained here are candidates for a station yard replacement plan which is the final solution, and hence these may be hereinafter referred to as “solution candidates”.

Subsequently, with respect to the latter decision problem, an executable time of replacement (a hatched area in the solution space in FIG. 3) is calculated for each of the plurality of solution candidates obtained as a result of the local search, and the executable times are calculated. Evaluates whether satisfies the constraints imposed on the replacement work. Here, the following should be considered as restrictions imposed on the replacement work.

Restrictions on Train Schedule In the train schedule, the arrival time and arrival line of the train at the station, the departure time from the station and the departure line are defined. Therefore,
These times and lines must be observed during the replacement work.

Restrictions attributable to the equipment: Presence or absence of a course: A physical route (track) must exist between the point before the movement and the point after the movement.・ Effective length of pull-up line: Since the length of the pull-up line is finite, the number of vehicles that can be accommodated is limited. Trains less than that number can be accommodated, but more trains cannot be accommodated. -Competition on the pull-up line: The number of trains that can be simultaneously accommodated in the pull-up line is fixed, but usually, one pull-up line accommodates only one train. In other words, only one train of trains can be accommodated in a pull-up line, and when two or more trains compete, another pull-up line must be used or a train that has already been detained must be moved.

Restrictions on time Stop time on the track and the pull-up line: On the track and the pull-up line, a stop time (minimum stop time) longer than a predetermined time must be secured for passengers getting on and off and checking the inside of the car. Must. Transit time: The transit time when the vehicle moves between tracks, such as the transit time (replacement time) between the line and the pull-up line, is a fixed time (predetermined for each traveling route) It should be about 2 minutes, though it depends on the station and the location. This is because if the time is too short, the vehicle cannot physically arrive, and if the time is too long, the time to hinder the course will be long.・ Traffic hindrance time: At a railway station, multiple routes may intersect. For example, in FIG. 1, the route starting from the line L1 in the upward direction and the route from the upward pulling line UD to the line L2 cross each other. In such a case, it is not possible to simultaneously execute the exchanges on these routes. Swapping on these routes is the time when the switch turns (
This is called "interference time". ). This is a constraint that must be absolutely observed in terms of security, and it is extremely important to consider the route obstruction time when determining the replacement time. This is because, if a train that departs outside the station or arrives at the station causes a trouble in the course due to the exchange, the train cannot keep the arrival / departure time specified by the train schedule.

Among the above-mentioned restrictions, restrictions other than the turn-around time of the restrictions on the train schedule and the restrictions on the time cannot be relaxed due to physical conditions. The train schedule is required to be protected as much as possible, and the turnaround time can be relaxed (cannot be shortened) as long as it is longer, but it is naturally not preferable to make it too long.
Unnecessary replacement is a waste of energy, so the number of replacements should be as small as possible.

To summarize the above, the evaluation criteria for the solution candidate whose feasible time has been calculated are as follows.・ The departure / departure time specified in the train schedule must be observed as much as possible.・ Make sure that the predetermined turnover time is kept as much as possible.・ The number of replacements is small.

As a result of the evaluation based on these evaluation criteria, when a solution candidate satisfying the constraint is obtained, the use plan specified by the candidate and the execution time plan within the executable time range are replaced with the station yard replacement plan (solution). ). On the other hand, when a solution candidate satisfying the constraint is not obtained, the process returns to the above-described use plan determination again. In this case, one solution candidate is selected by the predetermined stochastic selection method, and the neighborhood of the local search is determined based on the solution candidate. In the present embodiment, the generation of the solution candidate, the calculation and evaluation of the executable time, and the selection of the solution candidate are repeated until a solution candidate satisfying the constraint is obtained, thereby generating a station premises exchange plan.

By the way, the principle described above is derived by considering the preparation of a station premises exchange plan as a kind of RCPSP.
It has the following features as compared with SP.

The number of tasks that make up a project is not given and needs to be changed dynamically in the course of problem solving (thus increasing the search space, and so on). This is because it is necessary to consider the two-stage switching. As a solution, it is necessary to determine not only the work order but also the execution time. This is because the arrival / departure time determined by the train schedule must be observed. In a normal RCPSP, there is no restriction on the time interval between works, but in a station yard replacement plan, there are cases where the time between works must be a certain time. This is due to the fact that a certain time must be secured for the replacement work (described later). There are many target projects. Depending on the size of the station, several hundred to 1,000 trains per day are involved.

In the preparation of a station-exchange plan, the conventional concept cannot be directly applied to the neighborhood space and the search algorithm in the above local search because of such special circumstances. For this reason, in the present embodiment, a station premises exchange plan creation based on the above principle is realized by the unique configuration and operation described below.

<Station Replacement Plan Creation Device> (1) Configuration The station replacement plan creation device according to an embodiment of the present invention will be specifically described based on the premise of the above-described configuration of the station and the basic principle. I do. FIG. 4 is a block diagram showing the configuration of the station premises exchange plan creation device. In addition, the station yard exchange plan creation device is configured by predetermined calculation means and storage means and a predetermined program for operating them,
The following means can appropriately use information necessary for each process.

In FIG. 4, reference numeral 1 denotes a network creation means for creating a replacement plan network in which a replacement plan within a station premises is represented by a certain PERT network. The station yard exchange plan given to the network creating means 1 is generated by initial setting based on a train schedule or the like, and becomes an initial solution candidate of the station yard exchange plan (details of this initial setting). Will be described later). The exchange plan network includes virtual nodes (start node and end node) corresponding to the start and end of the exchange plan, and nodes (arrival node and departure node) corresponding to a vehicle arrival / departure event.
And an arc expressing the order of occurrence of those events, and an arc weight indicating the minimum necessary time between the occurrence of two events. In other words, the network creating means 1 expresses the arrival or departure of each train from each track as a node based on the given station yard exchange plan (initial solution candidate), and executes the arrival and departure between each node. An exchange planning network is created by connecting arcs according to the order and weighting each arc with the time required for transition between the nodes.

Here, there are the following arcs. Operational arc: exists between a destination node and a source node (between arrival and departure of a train), and the minimum stop time of the train becomes a weight. Swapping arc: exists between a source node and a destination node between different track numbers or pull-up lines (between departure and arrival at the time of switching), and the transit time between the track numbers or pull-up lines becomes a weight. -Track arc: exists between the source node and the destination node between the same track or pull-up line (between a train departure on the same track and the arrival of the next train), and the track or pull-up line is The time from when it becomes empty until it becomes available next time becomes the weight. -Route obstruction arc: existing between nodes using routes obstructing each other, and the route obstruction time is weighted. Planned time arc: an arc connecting a start node to a node whose execution time is determined by a train schedule, and the determined execution time is set as a weight. End arc: An arc connecting the end node to the end node of each track line and pull-up line, and has a weight of 0.

The network creating means 1 connects the nodes by all these arcs and creates a replacement planning network. The specific form of the exchange planning network will be clarified in the operation description described later.

Reference numeral 2 denotes time calculation means for calculating a time range in which each node of the exchange planning network can execute arrival and departure. Here, the executable time range is calculated by obtaining the earliest executable time and the latest executable time of each node based on the weight of each arc (the calculation method is almost the same as the ordinary PERT calculation). The same is true.) Although details will be described later, after the exchange planning network is first created by the network creation means 1, a plurality of exchange planning networks are obtained by the processing of the evaluation means 3, the selection means 4 and the network transformation means 5. , The time calculating means 2 calculates an executable time range in each node of each of the exchange planning networks.

The evaluation means 3 evaluates the replacement plan network based on the above-described evaluation criteria, and evaluates whether the time range calculated by the time calculation means 2 satisfies the train schedule and the transit time. That is, evaluation means 3
Determines whether a node whose execution time is determined by the train schedule is between the earliest executable time and the latest executable time of the node. For example, if “earliest executable time of a certain node”> “executable time determined by the train schedule”, the event of the node cannot be generated at the time determined by the train schedule, no matter how early. Therefore, it is determined that the node does not satisfy the train schedule. In addition, since the transit time is the weight of the replacement arc, whether or not it is satisfied is determined by the transition time between nodes before and after the replacement arc (determined from the executable time range of those nodes). It is determined based on whether it is shorter than this (or whether it is too long, etc.). For example, if the latest executable time of a node cannot secure a transition time longer than a predetermined exchange time with another node connected by the previous exchange arc, the node is switched. It is determined that the node does not satisfy the line time.

When there is a replacement planning network in which the time range in all nodes satisfies the train schedule, the transit time, and the like, it is output as a final solution.
In other cases, the number of nodes that do not satisfy the train schedule, the transit time, and the like for each switching plan network are supplied to the selection means 4 as evaluation values.

The selecting means 4 stochastically selects one replacement planning network based on the evaluation by the evaluating means 3.
Specifically, each replacement plan network (each solution candidate) is selected with a probability according to each evaluation value.
This is a selection method generally called roulette selection, and a solution candidate with a good evaluation value (a replacement planning network with a small number of nodes that do not satisfy the train schedule, etc.) is selected with a high probability corresponding to it. The solution candidate with the best evaluation value is not always selected. For example, if there are three solution candidates with evaluation values of “2”, “3”, and “6”,
The probability of each being chosen is become that way. It is not always advisable to select the solution candidate with the best evaluation value, and it has been found that it is effective to select one solution candidate for determining the neighborhood by such roulette selection.

In the initial stage of the operation, if only one initial solution candidate is given and therefore one replacement planning network is created by the network creating means 1, the selecting means 4 naturally switches the replacement. Select a planning network.

The network transforming means 5 transmits a network route (hereinafter, such a route as described above) to reach a node in a time range which does not satisfy the train schedule, the turnover time, etc. in the exchange planning network selected by the selecting means 4. This is a means for changing the "critical path") and creating a plurality of modified replacement planning networks. The process of creating a plurality of modified replacement planning networks corresponds to the generation of a plurality of solution candidates by the above-described local search. In the present embodiment, it is assumed that the next network modification operator has been applied once to the replacement plan network selected by the selection means 4 in the vicinity in this case, and a search is performed therein. Network deformation operator ・ Change of the draw line: Change the draw line to be used. -Two-stage exchange: Sets or cancels two-stage exchange. -Change order: Change the order of two adjacent occupations. -Reversal of path obstruction: Reversing the direction of the path obstruction arc.

That is, for a node that does not satisfy the train diagram, the network deforming means 5 uses the constituent elements in the path from the node to the node that satisfies the train diagram that first meets the train diagram that follows the critical path. The above-mentioned transformation operator is applied to each one of the arcs to obtain one solution candidate (transformed replacement planning network). At this time, a change in the pull-up line or two-step exchange is applied to the operation arc, a change in the order is applied to the line arc, and a change in the path obstruction is applied to the arc obstructing the path. Each execution of one of the applications generates a solution candidate. Therefore, each of the exchange planning networks modified and created by the network modification means 5 applies any one of the above-mentioned network modification operators to any part on the critical path with respect to the original exchange planning network. It will be. In addition, for nodes that do not satisfy the transfer time, the change of the pull-up line is applied to the nodes at both ends of the replacement arc for which the replacement time cannot be ensured, and solution candidates are generated.

As described above, the network transformation means 5 focuses on the critical path, and applies the network transformation operator to the arc on the critical path to the node that cannot comply with the constraint, thereby obtaining a plurality of transformed input paths. Create a replacement planning network (generate a plurality of new solution candidates).

(2) Operation Overview Next, the operation of the station premises exchange plan creating apparatus having the above configuration will be described. FIG. 5 shows a general flow (outline) of the operation.

In this station premise replacement plan creation device, the given initial solution candidates are represented in the replacement planning network by the network creation means 1, and the executable time range in each node is calculated by the time calculation means 2. Subsequently, as shown in the figure, the initial solution candidate is evaluated by the evaluation means 3,
A plurality of solution candidates (1), (2),..., (K) are generated by the network deforming means 5 based on the evaluation result. And
For each of these solution candidates, the executable time range at each node is calculated by the time calculation means 2 and the evaluation means 3
Evaluation means, and selecting means 4 according to the evaluation value of the result.
Probabilistically selects one solution candidate.

Thereafter, until a replacement planning network that satisfies a train schedule or the like (evaluation value is “0”) is obtained, a process of generating a plurality of solution candidates by the network modification, evaluating them, and selecting based on the evaluation results. Repeat the operation. As a result, a final solution is obtained, and the one represented by the replacement plan network is used as a station premises replacement plan.

Specific Operation Next, the operation of the station premises exchange plan creating apparatus will be described specifically with reference to an example of creating a station premises exchange plan. FIG. 6 shows a flowchart of the creation procedure.

In the preparation of a station premises exchange plan, first, one initial station premises exchange plan is created by initial setting (step S1). This initial setting is based on the arrival line to the station of the train and the departure line from the station (hereinafter referred to as "planned arrival line" and "planned departure line", respectively) determined by the train schedule. This is done by creating a station premises replacement plan without considering the competition of vehicles. For example:-The upline to be used is determined from the combination of the planned arrival line and the planned issue line.・ The replacement time is determined only from the minimum stop time. In this way, an appropriate initial replacement plan is created.

FIG. 7 shows an example of the above train schedule, that is, a train schedule corresponding to the input of the station yard replacement plan creation device (hereinafter, a train yard replacement plan based on this train schedule). The discussion will proceed while appropriately illustrating the case of creating a.). In this figure, X arrives at the line L1 (see also FIG. 1) at time 10:02, and arrives at time 10:23.
Represents a train departing from line L2, and Y represents time 10: 0
9 represents a train arriving at line L1 and departing from line L3 at time 10:19, Z represents a train arriving at line L2 at time 10:09 and departing from line L2 at time 10:10, and W Arrives at line L3 at 10:00 and arrives at time 1
At 0:23, a train departing from line L3 is shown.

Based on this train schedule, if the minimum stop time other than the train Z is set to 2 minutes and the initial setting is performed by the above procedure, a station replacement plan as shown in FIG. 8 is created. The station exchange plan in FIG. 8 cannot be executed as it is because the train X and the train Y are competing on the up-up line UD, but at this stage, it is sufficient that an appropriate initial exchange plan is obtained. There is no need to take into account competition on the draw line.

Next, in the network creating means 1,
The initial exchange plan is expressed by the above-described nodes, arcs, and the like to create an exchange plan network as an initial solution (step S2 in FIG. 6). FIG. 9 shows a replacement plan network expressing the initial replacement plan of FIG. In FIG. 9, “10:00” written together with the planned time arc from the start node
And the like represent execution times (hereinafter referred to as “planned execution times”) determined by the train schedule, and “1” or “2” written along with other arcs represents the weight of each arc ( Here, the minimum stop time and the route obstruction time are 2 minutes, and the turnover time and the continuation time are 1 minute.) The symbol in each node indicates "train"-"node number" and "arrival / departure division", where "A" of the "arrival / departure division" indicates arrival and "D" indicates origination.

The display stages of the nodes other than the start node and the end node correspond to the tracks. That is, the nodes “X-1A” to “Y-1D” are on line L1, the nodes “Z-1A” to “X-3D” are on line L2, and the nodes “W-1A” to “W- The stage of "3D" is on line L3, the stage of nodes "X-2A" to "Y-2D" is on up line UD,
The stages of nodes “W-2A” to “W-2D” are the down line D
D respectively. The stage corresponding to the indwelling line LD is the same as the stage corresponding to the line L3 and the upward pulling line UD.
(Because the indwelling number line LD is not used in the replacement plan of FIG. 8, there is no corresponding node in FIG. 9).

After creating such a replacement plan network, the process proceeds to step S3 in FIG. 6, and the time calculating means 2 calculates the executable time (earliest executable time and latest executable time) of each node. The method of this calculation is
Although the calculation method is substantially the same as the RT calculation method, there is a case where the turn-around time cannot be maintained with the normal calculation method as it is, and therefore, the exchange arc (for example, nodes “X-1D” to “X−2” in FIG.
A "and between nodes" X-2D "to" X-3A ", etc., to protect the transit time by performing backtracking, thereby making it impossible to relax due to physical conditions. Executable time that obeys all the constraints (restrictions other than the transit time of the above-mentioned facility and time constraints) is obtained as a calculation result.

Subsequently, the evaluation of the solution candidate, that is, the evaluation of the replacement plan network in which the executable time of each node is calculated is performed (step S4 in FIG. 6). This is because whether the planned execution time exists between the earliest executable time and the latest executable time of the node whose planned execution time is determined as described above, and the transition time between nodes before and after the replacement arc This is performed by the evaluation means 3 determining whether or not the time is shorter than the line time.

Here, in FIG. 9, the node "X-2"
The transition time of the exchange arc between D "and" X-3A "is 10:
Since it is one minute from 20 to 10:21, the node “X-2”
The earliest executable time of D "is 10:20.
The earliest executable time of the node “Y-3D” is “10:20”
+2 minutes + 2 minutes + 1 minute + 2 minutes = 10: 27 ″, and the plan execution time 10:19 cannot be maintained. This is because the competition on the up-drawing line UD in the initial replacement plan in FIG. Is determined as a node “Y-3D” that does not satisfy

Then, the evaluation means 3 determines whether or not all nodes comply with the planned execution time and the transfer time.
It is determined whether a solution candidate that satisfies the condition is obtained (FIG. 6)
Step S5). In the example of FIG. 9, since the node “Y-3D” does not observe the planned execution time, the determination result here is “NO” and the process proceeds to step S6 of FIG.

In step S6, one solution candidate is selected. Now, since the solution candidates are only the initial solution candidates, they are selected and the process proceeds to step S7, where the network transformation means 5 transforms the replacement planning network to generate a plurality of solution candidates.

The critical path in the switching plan network of FIG. 9 is from the start node to the nodes “X-1A”,
“X-1D”, “X-2A”, “X-2D”, “Y-2”
A "," Y-2D ", and" Y-3A "and the node" Y ".
Nodes “X-1A” to “Y-3D” in which arcs are indicated by bold lines indicate that the critical path is reversed from the node that does not satisfy the train diagram. Follow the path to the node that satisfies the first train diagram encountered. " Therefore, the network transformation means 5 applies the transformation operator to each of the arcs on the path of this part, and creates a plurality of transformed exchange planning networks (a plurality of solution candidates).

Next, returning to step S3, the executable time of each node is calculated in the same manner as described above for each of the transformed exchange planning networks. Thereafter, the process proceeds to step S4, where each solution candidate is evaluated, that is, for each of the plurality of transformed replacement planning networks,
It is determined in the same manner as described above whether the executable time of each node complies with the planned execution time or the like. Then, the number of nodes that do not adhere to the planned execution time, etc., is used as the evaluation value of each solution candidate, and after the determination in step S5 (the solution candidates in which all the nodes adhere to the planned execution time, etc. are not obtained yet). The process proceeds to step S6 again.

In step S6, the above-described roulette selection is performed using the obtained evaluation values, and one solution candidate is selected. FIG. 10 and FIG. 11 show examples of the solution candidates selected in step S6 through the processing in steps S3, S4 and S5 by modifying the replacement planning network in FIG. The replacement plan of FIG. 10 is based on the train X competing on the up-drawing line UD for 2 trains.
It has been decided to change the steps. This is shown in FIG.
11 obtained from the exchange planning network of FIG. 11 in which a two-stage exchange network transformation operator is applied to the line arc between the nodes “X-2D” and “Y-2A” in the exchange planning network of FIG. is there. In FIG. 11, the nodes "X-3A" to "X-4D" are nodes newly set by the two-stage exchange, and the arcs connecting these nodes with other nodes are also exchanged by two stages. It is newly set by.

Here, in FIG. 11, the nodes "X-1A", "X-1D", "X-2A",
Node "Z-1" via "X-2D" and "X-3A"
Looking at the path leading to “A”, the earliest executable time of the node “Z-1A” is “10: 02 + 2 minutes + 1 minute + 2 minutes + 1 minute +
2 minutes = 10: 10 ″, and the planned execution time is 10: 0
I can't keep 9 This is because, in the exchange plan of FIG. 10, the exchange of the train X from the upward pulling line UD to the detention line LD hinders the course of the train Z arriving at the line L2 (also see FIG. 1). Means that the means 3 determines that the node “Z-1A” does not satisfy the train schedule.

Therefore, in step S6, FIGS.
Is selected, in step S7, the network transforming means 5 pays attention to the critical path to the node "Z-1A". Then, for example, the node “X-3”
A plurality of exchange planning networks (a plurality of solution candidates) are created in the same manner as described above, for example, by applying a network transformation operator for reversing the path obstruction to the path obstruction arc indicated by a thick line between "A" and "Z-1A". .

As described above, the station exchange plan creating apparatus calculates the executable time of each node for the exchange plan network created from the initial exchange plan (step S1).
-S3), and after evaluating them to generate a plurality of solution candidates (steps S4-S7), evaluate the plurality of solution candidates (steps S3-S5) and select one solution candidate (step S6). , Again generate multiple solution candidates (step S7),
Is repeated. Then, when a replacement plan network in which all nodes observe the plan execution time and the transfer time is obtained, the determination result in step S5 is “Y”.
ES ”and the process proceeds to step S8.

In step S8, a final station premises replacement plan is determined. The final station yard replacement plan is a replacement plan expressed by a replacement plan network in which all nodes observe the plan execution time and the like, and the evaluation means 3 outputs this. For example, if the network obstacle operator of the obstacle obstacle reversal is applied to the above obstacle obstacle arc in FIG. 11, the solution candidates shown in FIGS. 12 and 13 are obtained. In the exchange planning network of FIG. I'm keeping line time. Therefore, in this specific example, the determination result is "YES" at the time when the replacement plan network of FIG. 13 is created in step S7 and the process proceeds to steps S3, S4, and S5, and the process proceeds to step S8 and the process of FIG. The replacement plan will be the final station yard replacement plan.

According to the station premises exchange plan creating apparatus, the station premises exchange plan that satisfies the train schedule is automatically created as described above. As a result, the labor required for the schedule revision work and the like is reduced, and the time required for this is also reduced.

In the above embodiment, step S
In step 1, the draw line to be used is determined from the combination of the planned incoming line and the planned issue line, but the correspondence between the combination and the draw line in this case is determined in advance, and the correspondence is stored in predetermined storage means. In addition, the pull-up line corresponding to the planned arrival line and the planned departure line defined by the train schedule may be automatically determined.

For example, the correspondence between the combination of the planned incoming line and the planned issuing line and the pull-up line to be used is determined in advance, and FIG.
4 is stored in a predetermined storage means as a table. Then, when a train timetable is given, an upline corresponding to a planned arrival line and a planned issue line of each train specified therein is determined with reference to the table. In the correspondence table shown in the drawing, when the planned arrival line is the line L1 and the planned issue line is L2, the upward replacement line UD is used in the initial replacement plan, and when the planned arrival line is the number L3 and the planned issue line is L1, It is determined that the down-drawing line DD is used in the initial replacement plan, and the like, thereby generating an initial solution candidate.

The initial solution candidate may be prepared and input by the creator as appropriate. In this way, it is possible to give an initial solution candidate that is highly likely to be able to create a station replacement plan by deformation based on the creator's knowledge and experience, etc., and flexible scheduling incorporating such knowledge and experience etc. Can be realized.

Further, in the above example, the evaluation criteria for the number of replacements were not utilized as a result. However, the number of replacements in each solution candidate is counted by the evaluation means 3 and the counted values are selected by the selection means. It may be used as one of the indices, or the one with the smallest number of replacements may be determined as the final solution when a plurality of replacement plans satisfying the train schedule and the transit time are obtained.

[0071]

As described above, according to the present invention, the arrival and departure of each vehicle on each track in the station premises is represented by a predetermined network, and each node corresponding to the arrival and departure can be executed by the network. Evaluate whether or not the train schedule is satisfied by calculating the time range, change the network route to reach the node that does not satisfy the train schedule in the selected network based on the evaluation, and create multiple deformed networks By repeating the calculation of time range, evaluation and selection in the same manner, a network that satisfies the train schedule is obtained, and the arrival and departure of the vehicle represented in the network is determined as a vehicle replacement plan in the station premises. Therefore, the station yard replacement plan can be created automatically and quickly without manual intervention. This allows
The effect of reducing labor and time required for timetable revision work and the like can be obtained.

According to the second aspect of the present invention, since the selection based on the evaluation is performed by the roulette wheel, a network having a good evaluation result is selected with a high probability corresponding thereto, but it is not always the best. The network of the evaluation result is not always selected. In the process of repeating the above evaluation, selection and deformation, it is not always advisable to select the network with the best evaluation result, and it is more effective to select it by roulette selection. , And the repetition process can be appropriately performed.

According to the third aspect of the present invention, evaluation,
In the process of selection and deformation, taking into account the travel time between tracks in addition to the train schedule, a network that satisfies both the train schedule and the travel time was obtained to create a vehicle replacement plan. And a station yard exchange plan that is compatible with both the predetermined turnover time and the like.

On the other hand, according to the invention of claim 4, a plurality of networks are created in which a predetermined modification is performed once at any one point in the network path to be changed. Very few networks will be obtained by the transformation. Therefore, compared with the case of considering all forms of networks, the number of networks to be processed for time calculation and evaluation can be significantly reduced, and a station yard replacement plan can be created more quickly to make a schedule revision work. And the like can be further reduced.

Further, according to the fifth aspect of the present invention, a line to be arriving and departing in the station yard is determined in advance according to the arrival and departure line of each vehicle, and a network is created according to the definition and the line information. Therefore, an initial network can be automatically created simply by designating the incoming / outgoing line of each vehicle. This makes it possible to automate the initial setting for the automatic creation of the station premises replacement plan, and further reduce the labor and the like.

[Brief description of the drawings]

FIG. 1 is a diagram showing a specific example of a configuration of a station to be created for a station yard exchange plan.

FIG. 2 is a diagram showing an example of a station replacement plan for the station of FIG. 1;

FIG. 3 is a diagram schematically illustrating a basic principle of a station yard exchange plan creation according to an embodiment of the present invention.

FIG. 4 is a block diagram illustrating a configuration of a station yard exchange plan creation device according to an embodiment of the present invention.

FIG. 5 is a diagram showing an overall operation flow (outline) of the station premises exchange plan creation device.

FIG. 6 is a flowchart showing a specific procedure for creating a station premises exchange plan by the station premises exchange plan creator.

FIG. 7 is a diagram showing an example of a train schedule corresponding to an input of the station yard exchange plan creation device.

FIG. 8 is a diagram showing an example of an initial station yard replacement plan created based on the train schedule of FIG. 7;

FIG. 9 is a diagram showing a replacement plan network expressing the initial replacement plan of FIG. 8;

FIG. 10 is a diagram showing an example of a station premises exchange plan (solution candidate) selected from a modification of the exchange plan network of FIG. 9;

11 is a diagram showing a replacement plan network expressing the replacement plan within the station yard of FIG. 10;

12 is a diagram showing an example of a station premises exchange plan (final solution) selected from a modification of the exchange plan network of FIG. 11;

13 is a diagram showing a replacement plan network expressing the replacement plan within the station yard of FIG. 12;

FIG. 14 is a diagram illustrating an example of a table in which a correspondence relationship between a combination of a planned arrival line and a planned issue line and a use pull-up line is determined.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Network creation means 2 Time calculation means 3 Evaluation means 4 Selection means 5 Network transformation means

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Naoto Fukumura 2-8-8 Hikarimachi, Kokubunji-shi, Tokyo F-term in the Railway Technical Research Institute 5H161 AA01 JJ31 JJ40

Claims (5)

[Claims] 1. A node representing arrival at each line or departure from each line is determined for each vehicle based on predetermined line information in a station yard where each vehicle should arrive at the time required for transition between the nodes. Network creation means for creating a network connected in accordance with a transition order by weighted arcs; time calculation means for calculating a time range in which each node can execute arrival and departure based on the weight of the arc; Evaluation means for evaluating whether the time range calculated by the means satisfies the train schedule; selecting means for selecting one network that does not satisfy the train schedule based on the evaluation by the evaluation means; Change the network route until reaching a node in the time range that does not satisfy the train schedule in the network. Network deforming means for deforming the network, and repeating the processing by the time calculating means, the evaluating means, and the selecting means by creating a plurality of deformed networks by the network deforming means, wherein the time range in all nodes is repeated. Wherein a network that satisfies a train schedule is obtained, and the arrival and departure of a vehicle represented by the network is used as a vehicle replacement plan in the station premises. 2. The station yard exchange plan creating apparatus according to claim 1, wherein the selecting means selects one network that does not satisfy the train schedule by roulette selection based on the result of the evaluation by the evaluating means. A station yard exchange plan creation device, characterized in that: 3. The station-exchange plan creating apparatus according to claim 1, wherein the evaluation means includes a time calculated by the time calculation means in addition to a train schedule. Evaluating whether or not the range is satisfied, based on the evaluation by the evaluation means, the selection means selects one of the networks that does not satisfy the train schedule or the travel time, and the network deformation means is selected by the selection means. Changing the network route until reaching a node in a train schedule or a time range that does not satisfy the travel time in the network, and when a network in which the time range in all nodes satisfies the train schedule and the travel time is obtained, The arrival and departure of vehicles expressed in the network shall be a vehicle replacement plan in the station premises. The station yard shunting planning apparatus according to claim. 4. The station pre-exchange plan creating apparatus according to claim 1, wherein said network transformation means performs a predetermined transformation once on any one of said network routes. A station yard exchange plan creation device, which creates a plurality of networks. 5. The station pre-exchange plan creating apparatus according to claim 1, wherein said station is changed according to an incoming line of each vehicle to said station premise and a starting line from said station premise. A train yard exchange plan creation device, wherein a railroad to which each vehicle arrives and departs in the yard is determined in advance, and the network creating means creates the network according to the definition and the railroad information.