JP2008179358A - Train operation arrangement apparatus for total traffic control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent omission of operation arrangement disrupting a train schedule, and to simply instruct operation arrangement. <P>SOLUTION: In the figure (a), when the operation arrangement in which a train 4 is cancelled between a station C and a station A is performed, a candidate train of cancellation is searched under a predetermined search condition, for example, an operation direction of the candidate train is reverse to that of the cancelled train 4 and its operation section matches with that of the cancelled train 4. As shown in Fig.(b), some candidate trains of cancellation are displayed, and a train 1 is selected as a first candidate. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a train operation management system for instructing operation arrangement corresponding to disturbances in train operations such as train accidents and delays, etc. by changing a train operation plan in a train operation management system used in an iron track and similar transportation. It is related with the operation arrangement apparatus.

  In the operation management system of a general operation management system, if operation control is not carried out, there is no means for instructing the commander to trains that interfere with train operation and calling attention. The operation for instructing train organization is performed by inputting the organization station, train number, changed operation order, etc. one by one, in the same way as normal organization instruction operation.

In addition, this type of operation arrangement device changes the diagram based on the contents of the instruction for arrangement, but the instructor uses broadcast, command phone, and train radio to contact the related station area and train of the arrangement contents. (For example, see Patent Document 1).
JP-A-9-315310

  Operational arrangements are implemented when recovering train schedules that have been disturbed due to factors such as train accidents and disasters along railway lines, and are operations that require a very quick response.

  When operation change or suspension is carried out with the operation control device, as post-treatment, the treatment of trains that have lost connection to the vehicle and the vehicle allocation has not been confirmed (operation control) and the number of operations or suspension in the vertical direction Although it is necessary to match, there was a possibility that the dispatcher would be postponed by being busy with other more urgent work, leaking treatment, and disturbing the train schedule .

  In addition, for the treatment of trains for which the allocation of vehicles is unconfirmed and the suspension operation for matching the number of operations, it is based on the same method as the normal organization instruction, so much time is required for input. Needed.

  In addition, depending on the details of the arrangement, inconvenience may occur in subsequent train operations due to the operation arrangement, but the inconvenience may occur before it becomes a problem based on the judgment and memory of the commander himself. Since the operation was organized, there was a possibility of leakage due to forgetfulness, etc., and disrupting the train schedule.

  When the operation was organized, the organization of the order took time to contact the station station and crew, etc., related to the station by means of a broadcast command phone, train radio, etc. Furthermore, since broadcasts cannot be confirmed as to whether they have been transmitted to the relevant station wards or the like, there is a problem in that it is necessary to individually contact the places requiring confirmation.

  The present invention has been made to solve the above-mentioned problems, and its purpose is to prevent train operation leakage that disturbs the train schedule and to provide train operation that can easily instruct operation control. It is to provide a management system operation arrangement device.

  The invention according to claim 1 is based on the train operation plan data stored in the storage device in advance, and a diagram display unit for displaying the train operation plan on the screen in a train operation chart format and a condition for disturbing the train operation are generated. When the train operation management system is equipped with an organization input unit for inputting operation organization contents and a diagram management unit for changing the train operation plan displayed on the diagram display unit according to the input of the organization input unit. In the equipment, when the train is suspended based on the schedule management information of the schedule management unit, in order to match the number of driving in the up and down direction, the most appropriate train with the driving direction opposite to that of the driving train The operation list is displayed on the screen as suspension candidates, and the operation means for selecting a train to be suspended from either the list or the train operation chart by an external input operation is provided. It is an.

  The invention according to claim 2 is based on the train operation plan data stored in the storage device in advance, and a diagram display unit for displaying the train operation plan on the screen in the form of a train operation chart and a condition for disturbing the train operation are generated. When the train operation management system is equipped with an organization input unit for inputting operation organization contents and a diagram management unit for changing the train operation plan displayed on the diagram display unit according to the input of the organization input unit. Based on the schedule management information of the schedule management unit in the device, as a result of the operation arrangement accompanying the increase and decrease of the train, a table in which the section where the number of suspended suspensions in the vertical direction does not match is displayed on the screen according to the number of mismatches It has a display means.

  ADVANTAGE OF THE INVENTION According to this invention, while being able to prevent the omission of the driving | operation adjustment which disturbs a train schedule, it can instruct | indicate driving | operation arrangement | positioning simply.

Hereinafter, the present invention will be described in detail based on preferred reference examples and embodiments shown in the drawings.
FIG. 1 is a block diagram showing a schematic configuration of a first reference example of an operation arranging apparatus of a train operation management system according to the present invention. In the figure, an operation organizing apparatus 1 is realized on a workstation and includes an organizing input unit 11, a diamond management unit 12, and a diagram display unit 13. It is connected.

  The diagram display unit 13 displays the latest train operation plan in a train operation chart format called a diagram based on train operation plan data stored in a database (not shown) constituting the operation management device 3. In the organization input unit 11, the operation organization content is input by the operation of the commander and passed to the diagram management unit 12. The diagram management unit 12 determines whether or not the contents of the arrangement are appropriate, and if it is appropriate, the diagram is changed based on the contents of the arrangement, and confirmation of the instruction contents of the arrangement and a warning item are displayed and a warning sound is displayed. Tell the commander. The train schedule changed by the operation arranging device 1 is transmitted to the operation management device 3 by the data transmission path 2, and the operation management device 3 performs train control based on the latest train diagram.

  FIG. 2 is a block diagram showing the relationship between the operation arrangement device 1 and each device connected to the operation arrangement device 1 and transmitting / receiving operation arrangement information and diagram data. In FIG. 1, the operation arranging device 1 is connected to an operation management device 3 and a transmission management device 4 by a data transmission path 2. The transmission management device 4 is connected to a plurality of station ward terminals 5 through the data transmission path 2. The transmission management device 4 is also connected to an on-vehicle receiver 7 on each train by wireless transmission means 6. Each on-vehicle receiver 7 is connected to an on-board terminal 8 in the same train by a data transmission path 2. Although a plurality of operation arranging devices 1 are provided, only one is shown for the sake of simplicity of the drawing.

  The operation adjustment instruction operation and the train diagram change are the same as the configuration shown in FIG. 1. When the operation adjustment apparatus 1 accepts the operation adjustment instruction operation, the diagram is changed based on the adjustment contents and changed. The subsequent train schedule is transmitted to the operation management device 3 through the data transmission path 2. In addition, the operation organizing apparatus 1 edits the organizing contents, determines a station area to which the organizing contents relate, and transmits the station area to the transmission management apparatus 4 through the data transmission path 2. Further, the transmission management device 4 transmits the data to the on-board terminal 8 via the station ward terminal 5 designated by the operation arranging device 1 and the on-vehicle receiver 7 installed in the train. The station terminal 5 and the on-board terminal 8 return a response confirmation as necessary. This response confirmation is transmitted to the operation organizing apparatus 1 via the transmission management apparatus 4, and the operation organizing apparatus 1 can confirm the response confirmation status at each station district terminal 5 and on-board terminal 8.

  3A and 3B show the display state of the diamond display unit 13. FIG. That is, in the train operation before the implementation of the arrangement, as shown in the figure (a), the train 2 (in the figure, the trainees 1, 2, 3, 4 are respectively in the 1st, 2nd, 3rd, 4th (Represented with “re” after the number) is turned back to station 1 and connected to train 1, and similarly, train 4 is turned back to station A and connected to train 3. On the other hand, as shown in FIG. 4B, when the operation change is performed with the post-operation train of the train 2 as the train 3 at the A station, the train 1 and the train 4 are disconnected from the vehicle operation at the A station. As a result, the vehicle assignment is indeterminate. In such a case, it is necessary to take measures such as reconnecting operation with another train or placing a suspension for a train for which the vehicle assignment is indefinite.

  In this reference example, for a train to which no previous operation is assigned at station A, that is, a train 1 that is a previous operation reservation train, for example, “●” is set as the previous operation reservation identifier at the corresponding position. In addition, it is clearly indicated that the vehicle operation has been terminated, and the train to which the vehicle is allocated after the operation is stopped at station A, that is, the train to which the vehicle is assigned is not confirmed, that is, the post-operation hold identifier at the corresponding position for the post-operation hold train For example, “★” is added to clearly indicate that the vehicle operation has been terminated. Furthermore, by changing the display type of the train lines of train 1 and train 4, for example, by thickening the lines and changing the display color, even if station A has been moved to a position where it is not displayed on the screen, You can check it.

  FIG. 4 is a flowchart showing a specific processing procedure when the diagram management unit 12 has a display change function for a certain train. In this case, first, it is determined whether or not the train designated by the operation change instruction input or the suspension instruction input by the diagram management unit 12, that is, the own train is in the previous operation pending state (A1). When the own train is in the previous operation hold state, the previous operation hold identifier on the own train diagram displayed on the diagram display unit is deleted (A2). When the own train is not in the pre-operation hold state, the post-operation hold identifier is displayed at the position where the hold state on the diagram of the pre-operation train displayed on the diagram display unit 13 occurs (A3). At this time, if the train streak without post-operation is changed to a form that can be easily visually confirmed, it can be easily recognized even if the display position of the pre-operation hold identifier is outside the display range of the diagram display unit 13. There are advantages.

  Next, it is determined whether or not the own train is in a post-operation pending state (A4). When the own train is in the post-operation hold state, the post-operation hold identifier on the diagram of the own train displayed on the diagram display unit 13 is deleted (A5). When the own train is not in the post-operation hold state, the pre-operation hold identifier is displayed at the position where the hold state on the diagram of the post-operation train displayed on the diagram display unit 13 occurs (A6). At this time, if the train line without pre-operation is changed and displayed in a form that can be easily visually confirmed, it is easy to recognize even if the display position of the post-operation hold identifier is outside the display range of the diagram display unit 13 There is.

  In the above reference example, functions for adding an identifier to the station position on the train operation chart screen and changing the display state of the train line are provided to the diagram management unit 12 for trains for which the vehicle assignment is unconfirmed. However, based on the diagram management information of the diagram management unit 12, even if this function is provided to the diagram display unit 13, or the display change means is independent of the diagram management unit 12 or the diagram display unit 13. May be provided.

  FIG. 5 is an example of a display screen for explaining a second reference example of the operation management device of the train operation management system according to the present invention, and the hardware configuration is the same as shown in FIGS. 1 and 2. The illustration is omitted. Here, trains for which the post-operation link is broken and the vehicle assignment is unconfirmed are displayed in the left column of the table as the “post-operation pending train list”, and the trains for which the pre-operation link is broken and the vehicle assignment is unconfirmed Is displayed in the right column of the table as “List of trains reserved for previous operation”.

  Among these, in the “post-operation reserved train list”, the trainee number, the reservation station, the arrival number line, and the arrival time are displayed for each train in the reservation state. In the “pre-operation reserved train list”, the train number, the reserved station, and the departure time are displayed for each train on hold. The trains are grouped in station units and displayed in order of time.

  FIG. 6 is a flowchart showing a specific processing procedure in the case where the diagram management unit 12 has this display function. Here, first, it is determined whether or not the train designated by the operation change instruction input or the suspension instruction input by the diagram management unit 12, that is, the own train is in the previous operation pending state (B1). When the own train is in the previous operation hold state, the own train is deleted from the previous operation hold train list (B2). When the own train is not in the pre-operation hold state, the previous operation train of the own train is added to the post-operation hold train list (B3).

  In this way, the corrected previous operation suspension train list is displayed (B4).

  Next, it is determined whether or not the own train is in a post-operation pending state (B5). When the own train is in the post-operation hold state, the own train is deleted from the post-operation hold train list (B6). When the own train is not in the post-operation hold state, the post-operation train is added to the previous operation hold train list (B7). After being corrected in this way, the operation suspension train list is displayed (B8).

  Either of these can be created first. In addition, as for the form of list creation, the train number, reservation station, numbered line, arrival time are displayed in order for the post-operation reservation train, and the train number, reservation station, departure number line, departure time are displayed in order for the previous operation reservation train. However, this order may be changed. Some items may be excluded.

  By displaying the list on the diagram display unit 13 in this manner, the commander can check the trains that have been out of vehicle operation in a tabular form.

  In the above reference example, the diagram management unit 12 has a function of displaying a list of train operation information on the display screen of the diagram display unit 13 for trains for which the vehicle assignment is unconfirmed. Based on the diagram management information of the unit 12, this function may be provided in the diagram display unit 13, or display change means may be provided independently of the diagram management unit 12 or the diagram display unit 13.

  FIG. 7 is a display screen example for explaining a third reference example of the train operation management system operation organizing apparatus according to the present invention, and the hardware configuration is the same as shown in FIGS. 1 and 2. The illustration is omitted. Here, an arrangement input area is displayed on the diagram display unit 13 to change the operation. In this reference example, when the station to be changed is designated, the “post-pending train list” held at the operation change execution station (C station) is displayed at the lower left of the organization input area, and at the lower right. The “pre-operation reserved train list” is displayed, and the arrival train of the operation change can be selected from the post-operation hold train list, and the departure train can be selected from the previous operation hold train list. In the present reference example, a train 28 that is put on hold after operation is selected and displayed as an arrival train on the screen.

  FIG. 8 is a flowchart showing a specific processing procedure when the diagram management unit 12 has the function of displaying the organization input area shown in FIG. Here, an arrangement item is designated from the arrangement input unit of the operation arrangement apparatus 1 (C1). When operation change is specified, the following processing is performed sequentially. First, a station to be changed is designated (C2). Then, a list of trains that have been put on hold at the station whose operation is to be changed is displayed (C3). Furthermore, a list of trains that are put on hold at the station whose operation is to be changed is displayed (C4).

  An arrival train can also be selected from the operation pending train list after the list is displayed in this way (C5). Similarly, a departure train can be selected from the previous operation reserved train list (C6). Further, when the suspension is designated, a list of trains that are in the pre-operation suspension or post-operation suspension is displayed (C8). A suspended train can be selected from the train list displayed in this way (C9).

  By doing so, trains can be selected from the list displayed on the diagram display unit 13 or a table excerpted from a part of the list, so that instructions for organizing trains in a state where the vehicle operation has been cut off are given. It can be done easily.

  FIG. 9 is a display screen example for explaining a fourth reference example of the train operation management system operation organizing apparatus according to the present invention, and the hardware configuration is the same as shown in FIGS. 1 and 2. The illustration is omitted. FIG. 9 is a screen display example of the diagram display unit 13 corresponding to the operation hold alarm function, and particularly shows a case where a “post operation hold alarm” message is displayed.

  Here, since the post-operation pending train, for example, when the expected arrival time of the train 4 has reached a certain time before, for example, 10 minutes before, has not yet been processed, the “post-operation pending warning” message is displayed. A warning sound is generated as well as being displayed, indicating that the commander is being confirmed.

  FIG. 10 is a flowchart showing a specific processing procedure when the diamond management unit 12 has this alarm message display function. Here, first, the arrival time of the station that is put on hold by the diagram management unit 12 is extracted (D1). The difference between the extracted arrival time and the current time is calculated, and if it is determined that the arrival time is a certain time ago (D2), a message warning that the post-operation pending state is displayed (D3). .

  Next, the departure time of the station on which the previous operation is suspended is extracted (D4). The difference between the extracted departure time and the current time is calculated, and if it is determined that the departure time is a certain time ago (D5), a message warning that the previous operation is suspended is displayed (D6).

  The order of the extraction items shown in this flowchart may be changed as appropriate.

  In this way, when it is predicted that inconvenience of train treatment will occur at the time of operation arrangement, reliable operation arrangement can be executed by notifying the instructor in advance of the inconvenience.

  FIG. 11 is a display screen example for explaining a fifth reference example of the operation management apparatus of the train operation management system according to the present invention, and the hardware configuration is the same as shown in FIG. 1 and FIG. The illustration is omitted. 11 (a), (b), and (c) show the input screens for the relative operation change function at the relevant part of the diamond display unit 13 and the terminal station. In particular, the relative operation change list shown in (c) is ( It is displayed as a pop-up screen on the train operation chart screen shown in a) or (b).

  As shown in (a), in the train operation before the operation arrangement, the train 2 is turned back to the station A and connected to the train 1, and similarly, the train 4 is turned back to the station A and connected to the train 3. . On the other hand, when the operation change is performed mutually, as shown in (b), it is necessary to take a measure of switching from train 2 to train 3 and from train 4 to train 1 at station A.

  This reference example shows a case where the operation is changed so that the operation arranging apparatus exchanges the connection of operation by specifying the operation change station (A station) and two arrival trains to the A station. The arrival number is changed and displayed in accordance with the departure train number, and if it is necessary to change again, correction input is performed.

  FIG. 12 is a flowchart showing a specific processing procedure when the diagram management unit 12 has a function of exchanging and displaying operation linkage. Here, first, a station whose operation is to be changed is designated from the arrangement input unit 11 of the operation arrangement apparatus 1 (E1). Next, two arrival trains to be changed in operation are designated (E2). With this designation, the diagram management unit 12 switches the operations of the departure trains to each other and displays them on the diagram display unit 13 (E3).

  Through the above processing, it is possible to execute mutual operation change at the terminal station without specifying the departure train.

  In the above reference example, the diamond management unit 12 has an operation function for changing the operation so as to exchange the operation connection. However, if the diagram management information of the diagram management unit 12 is used, this function is displayed on the diagram display. The operation unit may be provided independently of the diagram management unit 12 or the diagram display unit 13.

  FIG. 13 is a display screen example for explaining the first embodiment of the train operation management system operation organizing apparatus according to the present invention, and the hardware configuration is the same as shown in FIG. 1 and FIG. The illustration is omitted. FIGS. 13 (a) and 13 (b) show related portions of the diagram display unit 13 and the suspension candidate list. In particular, the suspension candidate list shown in (b) is displayed as a pop-up screen on the train operation chart screen shown in (a). Is.

Here, when the operation arrangement that the train 4 is suspended between the C station and the A station is carried out, a candidate train for suspension is searched for from the train having a reverse operation direction with respect to the train 4 that is a suspended train under the following conditions, The “cancellation candidate list” is created and displayed in the order of departure time, and the streak of the train with the highest rank is displayed in different colors. In this case, search conditions for suspension candidate trains are defined as follows (1) to (4).
(1) The operation section is the same as the suspension section.
(2) The type of vehicle used is the same as the suspended train.
(3) The departure time is after the arrival time at the terminal of the closed section and within a certain time.
(4) If there are many applicable trains, limit the trains that arrive after arrival at the terminal station (no post-operation).

  The commander can carry out train suspension by selecting a train from the “cancellation candidate list”. In the illustrated example, a state in which the first candidate train 1 is selected is shown.

  FIG. 14 is a flowchart showing a specific processing procedure when the diagram management unit 12 has a search function for these suspension candidate trains. Here, first, the train to be suspended is designated in the organization input unit 11 (F1). Then, the diamond management unit 12 extracts a train of the same vehicle type that is the same as the suspension section with the driving direction reversed (F2). It is determined whether or not there are a certain number or more of the extracted trains (F3), and if there are more than a certain number, the departure time is after the train time of the suspension station attachment station and within a certain time ( F4). It is determined whether or not there are a certain number or more of the extracted trains and there are incoming trains (F5). If it is determined that there are incoming trains, the trains that arrive after arrival at the terminal station are extracted (F6). The suspended trains extracted in this way are rearranged in the order of departure time (F7), are created as suspended train candidates, and are displayed on the diagram display unit 13 (F8).

When displaying the diagram on the diagram display unit 13 in a diagram format, the suspended train with the earliest departure time may be displayed in a different color, for example, by changing the attribute.
Through the above processing, it is possible to simply give instructions for organizing train suspension to match the number of operations.

  In the above embodiment, the diamond management unit 12 has an operation function for selecting a suspended train. However, based on the diamond management information of the diamond management unit 12, this function is provided in the diamond display unit 13. Alternatively, an operation unit may be provided independently of the diamond management unit 12 or the diamond display unit 13.

  FIG. 15 is an example of a display screen for explaining the second embodiment of the operation management device of the train operation management system according to the present invention, and the hardware configuration is the same as shown in FIGS. 1 and 2. The illustration is omitted. 15 (a) and 15 (b) show related parts of the diamond display unit 13 and an alarm message. In particular, the alarm message shown in (b) is displayed as a pop-up screen on the train operation chart screen shown in (a). It is.

  This displays information indicating that the number of operations in the vertical direction does not match, that is, the “up / down suspension disagreement warning” as a result of the operation arrangement accompanied by the increase / decrease of trains.

  Here, when the operation arrangement is performed such that the train 2 is suspended between the C station and the A station and the train 4 is suspended between the C station and the B station, the number of suspended trains in the vertical direction is inconsistent.

  That is, the number of train operations in the reverse direction increases. This is indicated by the “upper / lower suspension mismatch warning”. In this “upper / lower suspension mismatch warning”, the number of operation (suspension) in the vertical direction is displayed for each section.

  FIG. 16 is a flowchart showing a specific processing procedure when the mismatch management number display function is provided to the diagram management unit 12.

  Here, an arrangement item is designated from the arrangement input unit of the operation arrangement apparatus 1 (G1). When temporary train operation is designated, the following processing is performed. First, check the driving direction of the train. When the driving direction is up, the number of corresponding sections in the driving number mismatch list is increased by one (G2). In the case of going down, the number of corresponding sections in the operation number mismatch list is reduced by one (G3). If suspension is specified, the following processing is performed. First, check the driving direction of this train. When the driving direction is up, the number of corresponding sections in the driving number mismatch list is reduced by one (G4). In the case of going down, the number of corresponding sections in the operation number mismatch list is increased by one (G5).

  In this way, when temporary train operation or suspension is specified, addition / subtraction is performed for all corresponding sections, and it is determined whether the number of mismatch lists is all sections 0 (G6). The display of the number mismatch list is erased (G8). Otherwise, the operation number mismatch list is displayed for each section (G7).

  Through the above processing, it is possible to prevent the commander from missing the driving arrangement operation.

  In the above embodiment, the diamond management unit 12 has an operation function for selecting a suspended train. However, based on the diamond management information of the diamond management unit 12, this function is provided in the diamond display unit 13. Alternatively, display changing means may be provided independently of the diamond management unit 12 or the diamond display unit 13.

  FIG. 17 is a display screen example for explaining a sixth reference example of the train operation management system operation organizing apparatus according to the present invention, and the hardware configuration is the same as shown in FIGS. 1 and 2. The illustration is omitted. 17 (a) and 17 (b) show related portions of the diamond display unit 13 and train data. In particular, the train data shown in (b) is displayed as a pop-up screen on the train operation chart screen shown in (a). It is. FIG. 18 is a part of a database provided in the operation management apparatus 3 (see FIG. 1), and in particular, is a database related to incoming / outgoing number lines that are referred to during trouble checking.

  In the train operation before the operation is organized, the train 2 is turned back to the station 1 and connected to the train 1, the train 4 is turned back to the station A and connected to the train 3, and the train 3 is turned back to the station B and turned to the train 12. linked.

  Of these, train 3 and train 12 are turning back at line 3 of station B as shown in the train data, but as shown in the arrival and departure line database of FIG. There is a restriction that it cannot be accommodated.

  On the other hand, when an operation change is performed with the train 2 as the post-operation train 2 at the station A, the train 2 has 10 trains. The number of trains will also be changed from 8 to 10. Since train 3 is scheduled to arrive at line 3 at station B, there will be inconveniences on the schedule, but the commander may arrange the following inconveniences in order to avoid immediate problems. . In such a case, before the train 3 arrives at the B station which is an inconvenient location, the departure / arrival number line of the B station is changed to a number line that can accommodate a 10-car train. Or the operation arrangement | positioning which connects the train 3 to the post-operation of a train of 8 or less trains by the operation change again is required.

  In case of inconvenience on the diagram, the train corresponding to the inconvenience and the contents of the inconvenience are displayed on the diagram display section so that there is no omission in the treatment of the commander.

  FIG. 19 is a flowchart showing a specific processing procedure when these display functions are provided to the diagram management unit 12.

  Here, first, an arrangement item is designated from the arrangement input unit 11 of the operation arrangement apparatus 1 (H1). When the operation change is designated, it is determined whether or not the number of trains set as the post-operation train is shorter than the number of trains of the previous operation train (H2). If it is short, the post-operation train and the same operation train thereafter will arrive or depart with reference to the arrival / departure number database, and the number of cars that can be accommodated in the database and the number of trains of the previous operation train are compared (H3). ). At this time, it is determined that the number of knitting cars is inconvenient when the number of cars is less than the number of cars that can be accommodated.

  Further, the vehicle types of the front operation vehicle and the rear operation vehicle are compared (H4). If the vehicle type has been changed, refer to the arrival / departure line database at each line where the post-operation vehicle and the same operation vehicle after that arrive or depart, and compare the vehicle types that can be accommodated in the database with those of the previous operation train (H5). At this time, it is determined that the vehicle type is inconvenient when it cannot be accommodated.

  When the change of the arrival / departure number line is designated in the arrangement item, the number of accommodated cars on the database is compared with the number of trains of the designated train and the vehicle type by referring to the changed arrival / departure number database (H6). At this time, it is determined that it is inconvenient if the number of formations is less than the number of cars that can be accommodated or if the number of cars that cannot be accommodated.

  As a result of the above determination, the train and the inconsistency content (reason, unaccommodable station, number line) are displayed on the diagram display unit for the train determined to have inconvenience (H7).

  If inconvenience occurs in the subsequent operation by carrying out the above operation arrangement, it is possible to prevent the omission of operation arrangement by clearly indicating the inconsistency to the commander.

  In the above reference example, the diamond management unit 12 has a function for displaying the inconsistency content of the trouble check. However, based on the diamond management information of the diagram management unit 12, the diamond display unit 13 has this function. Alternatively, display means may be provided independently of the diamond management unit 12 or the diamond display unit 13.

  FIG. 20 is a block diagram showing the configuration of the seventh reference example of the operation management apparatus of the train operation management system according to the present invention together with related elements, and in the figure, the one shown in FIG. 1 or FIG. The same elements are denoted by the same reference numerals and description thereof is omitted.

  Here, the operation arranging device 1 is connected to the operation management device 3 and also connected to the station ward terminal 5 via the transmission management device 4 (not shown in FIG. 20) shown in FIG. Among these, the driving arrangement apparatus 1 includes the driving arrangement information management unit 14 that stores the driving arrangement contents input via the arrangement input unit 11 and the reception confirmation information from the station ward terminal 5, and the driving arrangement information management unit 14. While the stored driving arrangement information data is transmitted to the operation management device 3, the reception confirmation information stored in the driving arrangement information management section 14 and the data communication unit 15 that receives the reception confirmation information from the station terminal 5 is displayed. And a reception confirmation display unit 16 for informing a commander who operates the sorting input unit 11.

  The operation management device 3 also manages the data communication unit 31 that receives the operation arrangement information data transmitted via the data communication unit 15 of the operation arrangement device 1, and always manages the diagram data and receives the data via the data communication unit 31. And a diamond management unit 32 that changes the diamond data in accordance with the operation arrangement information data.

  On the other hand, the station ward terminal 5 receives the driving arrangement information data transmitted via the data communication unit 15 of the driving arrangement device 1, while the data communication unit 51 transmits the reception confirmation information to the data communication unit 15, and the driving arrangement. The driving arrangement information management unit 52 that stores information data and reception confirmation information, the arrangement content display unit 53 that stores the driving arrangement information data stored in the driving arrangement information management unit 52, and the on-site staff perform a reception confirmation operation. And a confirmation input unit 54.

The operation of this reference example configured as described above will be described below.
The operation arrangement content input by the commander at the input unit 11 of the operation arrangement apparatus 1 is stored as operation information by the operation arrangement information management unit 14. The operation arrangement information data is transmitted to a plurality of related station ward terminals 5 (only one of the simplified drawings is shown here) via the data communication unit 15. The driving arrangement information data received by the data communication unit 51 of the station terminal 5 is stored as driving arrangement information in the driving arrangement information management unit 52 via the data communication unit 51. This operation arrangement information is displayed on the arrangement content display unit 53 as operation arrangement contents. As a result, the staff at the relevant station, ward, and train can be confirmed.

  The on-site clerk who is informed of the contents of the operation arrangement inputs the reception confirmation information of the contents of the operation arrangement through the confirmation input unit 54. This reception confirmation information is stored in the driving arrangement information management unit 52 and further transmitted to the driving arrangement apparatus 1 via the data communication unit 51. In the driving arrangement apparatus 1, the data communication unit 15 receives this reception confirmation information, and the driving arrangement information management unit 14 stores this information. The reception confirmation information is displayed on the reception confirmation display unit 16. Accordingly, the reception confirmation information of the related station, ward, and train is displayed on the reception confirmation display unit 16 to inform the commander.

  By performing the above processing, it is possible to easily confirm the transmission of the operation arrangement contents transmitted to the related station, ward, and train.

  As described above, after the commander finishes confirming the transmission of the operation arrangement details, the arrangement input unit 11 of the operation arrangement apparatus 1 performs an approval input in order to take a procedure for carrying out the operation arrangement. In response to the input of the approval information, the driving arrangement information management unit 14 transmits the changed driving arrangement information data to the operation management device 3 via the data communication unit 15. In the operation management device 3, the data communication unit 31 receives this, stores it in the diagram management unit 32, and changes the diagram.

  As a result, the operation arrangement can be executed after the commander confirms that the operation arrangement contents have been reliably transmitted to the site.

  In the seventh reference example shown in FIG. 20, after the commander confirms the transmission according to the display on the reception confirmation display unit 16, the diagram is not changed unless the approval input is made in the organizing input unit 11. It has become. For this reason, there was a case where it was lacking in quickness.

  As one method for improving this, the operation organizing information management unit 14 is provided with a function for determining whether or not the reception confirmation information has been returned from all the station ward terminals 5. When the reception confirmation information is returned, it is possible to determine that the driving arrangement is approved, and to transmit the driving arrangement information to the operation management device 3 via the data communication unit 15. In this case, it is needless to say that the commander can grasp the reception confirmation state on the reception confirmation display unit 16.

  By constructing in this way, it is possible to quickly execute the operation arrangement because the operation arrangement contents are surely transmitted to the related stations, ward offices, and trains, and the operation is not waited for by the commander. .

  By the way, in the fourth reference example shown in FIG. 9, the case of “post-operation hold alarm” is shown as an example of “operation hold alarm”, but the display of FIG. 21 is adopted as this “post-operation hold alarm” display. You can also This is because a post-operation pending warning message is issued because the post-pending train, for example, the control sequence of the train 14 is within a certain number (here, the second train) has not yet been treated. Displayed with a sound to indicate that the commander is being confirmed.

  FIG. 22 is a flowchart showing a specific processing procedure in the case where the diamond management unit 12 has this alarm message display function. Here, first, when the diagram management unit 12 of the operation arranging device 1 receives the control result or arrival result of the arrival train from the operation management device 3, the train having received the control result or arrival result is used as a reference at the station. The trains in which the operation trains immediately after are undecided are extracted (J1), and it is determined whether the control order of these trains is within a predetermined number (J2), and is within the predetermined number. If there is, it is in a post-operation pending state, and a message is displayed that warns that it is necessary to carry out driving arrangement to quickly cancel the suspended state (J3).

  Next, when the schedule management unit 12 of the operation control device 1 receives the control result or departure result of the departure train from the operation management device 3, the train immediately before the train at the station is received with reference to the train that received the control result or departure result. The trains in which the operation train is in the undecided state are extracted (J4), and it is determined whether the control order of the operation undecided train is within a predetermined number (J5), and is within the predetermined number. In such a case, a message is displayed that warns that it is in the previous operation pending state and that it is necessary to carry out driving arrangement to quickly cancel the suspended state (J6).

  It should be noted that the timing for performing the above processing may be a fixed period instead of when the control or arrival record is received.

  FIG. 23 shows an interoperation change input screen at an intermediate station related to the train operation before the operation organization described with reference to FIG.

  Here, in the train operation before the organization of the train, as shown in (a), the train 5 evacuates the train 101 at the B station. On the other hand, when the operation change is performed mutually, as shown in (b), it is necessary to take a measure for changing the train 5 from the train 5 to the train 101 and from the train 101 to the train 5 as shown in FIG.

  In this case, as shown in (c), by specifying two arrival trains to the operation change station (B station) and B station, the operation changer should change the operation so that the operation connection is exchanged. Can do. As a result, mutual operation changes can be executed without specifying the departure train. The departure number is changed and displayed in accordance with the number of the arrival train. If a change is necessary, correction input is performed.

  As described above, mutual operation changes at intermediate stations can be executed without specifying a departure train. Since the processing procedure in this case is the same as that described with reference to FIG. 12, the illustration and description thereof will be omitted.

The block diagram which shows schematic structure of the 1st reference example of the operation management apparatus of the train operation management system which concerns on this invention. The block diagram which shows the relationship of each apparatus which transmits / receives the driving | running | working control apparatus which concerns on the 1st reference example shown in FIG. The example of a display screen of the diagram display part which comprises the 1st reference example shown in FIG. The flowchart which shows the specific process sequence of the 1st reference example shown in FIG. The example of a display screen for demonstrating the 2nd reference example of the operation management apparatus of the train operation management system which concerns on this invention. The flowchart which shows the specific process sequence of the 2nd reference example shown in FIG. The example of a display screen for demonstrating the 3rd reference example of the operation management apparatus of the train operation management system which concerns on this invention. The flowchart which shows the specific process sequence of the 3rd reference example shown in FIG. The example of a display screen for demonstrating the 4th reference example of the operation management apparatus of the train operation management system which concerns on this invention. The flowchart which shows the specific process sequence of the 4th reference example shown in FIG. The example of a display screen for demonstrating the 5th reference example of the operation management apparatus of the train operation management system which concerns on this invention. The flowchart which shows the specific process sequence of the 5th reference example shown in FIG. The example of a display screen for demonstrating 1st Embodiment of the operation arrangement | positioning apparatus of the train operation management system which concerns on this invention. 14 is a flowchart showing a specific processing procedure of the first embodiment shown in FIG. 13. The example of a display screen for demonstrating 2nd Embodiment of the operation management apparatus of the train operation management system which concerns on this invention. The flowchart which shows the specific process sequence of 2nd Embodiment shown in FIG. The example of a display screen for demonstrating the 6th reference example of the operation management apparatus of the train operation management system which concerns on this invention. 18 is a configuration example of a database configuring the sixth reference example illustrated in FIG. 17. The flowchart which shows the specific process sequence of the 6th reference example shown in FIG. The block diagram which showed the structure of the 7th reference example of the operation management apparatus of the train operation management system which concerns on this invention together with the related element. The example of a display screen which shows the modification of the 4th reference example shown in FIG. The flowchart which shows the specific process sequence of the modification of the 4th reference example shown in FIG. 12 is a display screen example showing a modification of the fifth reference example shown in FIG. 11.

Explanation of symbols

1: Driving arrangement device 2: Data transmission path 3: Operation management device 4: Transmission management device 5: Station area terminal 6: Transmission means 7: On-vehicle receiver 8: On-vehicle terminal 11: Arrangement input units 12, 32: Diagram Management unit 13: Diagram display unit 14: Operation organization information management unit 15, 31, 51: Data communication unit 16: Reception confirmation display unit 52: Operation organization information management unit 53: Organization content display unit 54: Confirmation input unit

Claims (2)

Based on the train operation plan data stored in the storage device in advance, a diagram display unit that displays the train operation plan on the screen in the form of a train operation chart format, and when the conditions that disturb the train operation occur, input the operation organization details In an operation organizing apparatus of a train operation management system comprising an arrangement input unit to perform and a diagram management unit that changes a train operation plan displayed on the diagram display unit according to an input of the arrangement input unit,
Based on the schedule management information of the schedule management section, in order to match the number of driving in the vertical direction when the train is suspended, a list of the most suitable trains whose driving directions are reversed and the driving sections match with respect to the driving train A train operation management system for train operation management system, comprising operation means for selecting a train to be suspended from either the list or the train operation chart by an input operation from the outside. Based on the train operation plan data stored in the storage device in advance, a diagram display unit that displays the train operation plan on the screen in the form of a train operation chart format, and when the conditions that disturb the train operation occur, input the operation organization details In an operation organizing apparatus of a train operation management system comprising an arrangement input unit to perform and a diagram management unit that changes a train operation plan displayed on the diagram display unit according to an input of the arrangement input unit,
Display means for displaying, on the screen, a table in which sections in which the number of suspensions in the vertical direction are inconsistent are divided according to the number of inconsistencies as a result of carrying out operation arrangement with increase / decrease of trains based on the diagram management information of the diagram management unit A train operation management system for a train operation management system.

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