JP2009096221A - Operation arrangement assistant system, and its method and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem that operation prediction premising that traveling order of level intersection and usage order of a track number are changed from a plan cannot be performed. <P>SOLUTION: The driving arrangement assistant system is provided with a database including train diagram information and a train information table 1201 for storing the on-rail circumstance of a train and a track circuit information table 1203 for storing track circuit information; an input device 1300 for inputting right or wrong of respective plan changes of the track number usage order and the level intersection traveling order; and a processing device, and executes the following processing by the processing device: in response to the input of right or wrong of the plan change, a traveling condition of the train and a facility condition of a station, i.e., a restriction condition of operation prediction of the train are switched, and operation of the train is predicted using the train diagram information, the on-rail situation of the train and the track circuit information in the database. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to computer-aided technology for driving arrangement work for returning traffic diagram disturbance to a normal state. In particular, the present invention relates to a driving arrangement support apparatus that simulates a train operation after the current time from a train arrival record by a computer and presents the result to a user as a diagram, and a method and program thereof.

  In operation arrangement work that restores the normal state of traffic diagrams (hereinafter also simply referred to as “diagrams”) due to weather, earthquakes, accidents, etc., in recent years, there have been plans for arrangements by increasing train density and expanding service routes. There is a growing need for computer-based business support due to the complexity of the creation work and the improvement of customer service by speeding up the preparation of the arrangement plan. A typical example of the work support by the computer is a diamond prediction for predicting a train operation after the current time based on the train operation results at the present time.

  The diamond prediction method that has been widely recognized in the past is to determine the arrival time value of each station in chronological order while observing the train running conditions and station equipment conditions. Here, what is incorporated in the schedule prediction as the travel condition of the train is typically the train travel speed, stop time, turnaround time, departure order, and travel interval between trains. Typical equipment conditions include prohibition of overtaking on the same track and prohibition of multiple trains on the same line. The operation forecast result of the schedule forecast that complied with these conditions is useful for the person in charge of preparing the arrangement plan to grasp the scale of disruption of the operation and to evaluate the effectiveness of the arrangement plan. It is what.

  However, in actual train operation, the train is running while being constrained by more conditions than those listed above. One of the conditions not included in the diagram prediction is the speed limit condition in signal display. The signal display speed limits the maximum speed of the train on a track circuit unit basis and is not only steadily determined by the type of train and the gradient of the track circuit, but also dynamically changes depending on the travel interval between trains. To do. For example, when the train B is traveling in front of the train A and the interval between the two trains is sufficiently wide, the signal display speed only displays the speed that is regularly determined. However, when the distance between the train A and the train B is approaching, a speed at which the speed of the train A is decelerated is displayed as the signal display speed in order to avoid a collision between the trains.

  In the diagram prediction method described above, although the condition of the steady signal display speed can be incorporated, the condition of the signal display speed that dynamically changes depending on the distance between trains can be incorporated. Absent. In addition, the departure / arrival conditions for the route lock are also not included in the diagram prediction method. The route lock is to make it impossible for another train to enter the closed section that travels when the train enters / enters the station.

  For example, if there is a train A that departs from station X and a train B that arrives at station X, and these two trains use the same line, if you want to protect the route lock, B cannot arrive at station X, and train B arrives at station X after train A travels a certain distance after departure and passes through the blockage section. In the diamond forecast, the condition of the path lock is simulated by maintaining a predetermined time interval between the departure of train A and the arrival of train B, but train A decelerates in the blockage section. When the vehicle travels (for example, when there is a train traveling near the front of the train A), the arrival time of the train B that keeps the route lock cannot be predicted.

  Since the above two conditions of the signal display speed condition that dynamically changes depending on the distance between trains and the departure / arrival conditions in the route lock are not incorporated, the result of the diamond prediction is Train operation is different from traveling speed and departure / arrival timing.

  On the other hand, by calculating not only the arrival and departure times at the station but also calculating the train speed every minute based on the signal display speed and the route lock conditions, There is a diagram prediction method that simulates actual train operation (Patent Document 1).

JP-A-8-156793

However, the technique described in Patent Document 1 has the following problems.
・ Since all trains are premised on traveling as planned according to plan intersections, they cannot be applied to operation predictions based on the assumption that the traveling order of plane intersections will change from the plan.
・ Since all trains are based on the assumption that the usage order of the number lines is as planned, it cannot be applied to the operation prediction on the assumption that the order of use of the number lines changes from the plan.

  The above problems are solved by the driving arrangement support system, the driving arrangement support method, and the program thereof according to the following aspect of the present invention. A database including a train information table for storing train schedule information and train track status, and a track circuit information table for storing track circuit information, and an input for inputting whether or not to change the plan for each of the number line usage order and the plane crossing traveling order An apparatus and a processing apparatus are provided, and the following processing is executed by the processing apparatus. In response to the input of whether or not the plan can be changed, the train running conditions and the station equipment conditions, which are the constraint conditions of the train operation prediction, are switched, and the train schedule information, train track status and track circuit information in the database are used. , Predict train operation.

  According to the present invention, it is possible to input whether to change the plan of the order of use of the number lines or the plane crossing traveling order, and in accordance with the input, the train traveling conditions and the station equipment conditions that are the constraint conditions of the train operation prediction are switched. Can predict train operation.

  Hereinafter, an embodiment according to the present invention will be described with reference to FIGS. In the present embodiment, the operation arrangement support system in the railway operation system will be described as an application target.

  FIG. 1 is a system configuration diagram of a driving arrangement support system according to an embodiment of the present invention. The operation arrangement support system of the present embodiment is configured as a computer system, and includes a central processing unit 1100 that executes programs, a database 1200 that stores train information and basic information, an input device 1300 that receives input from a user, a diagram It comprises a display device 1400 for displaying various GUIs including the figure. The database 1200 is stored in a storage device.

  In the central processing unit 1100, an operation prediction unit 1110 that predicts a future operation based on the train arrival / departure actual time and the current on-line position, a diagram diagram display unit 1120 that graphically displays a train diagram, and a control parameter for processing of the operation prediction unit 1110 As a program, a GUI display unit 1130 for accepting a user from a user and a mathematical plan execution unit 1140, which is a general-purpose library for solving a mathematical model described in a line format, logical expression, set operation, or the like, are executed.

  In the database 1200, a train information table 1201 for managing train schedule information, a basic information table 1202 for managing train travel time and station layout, time interval information, and track circuits laid between stations and in stations. The track circuit information table 1203 that holds information is held.

  Of the information stored in the database 1200, information that changes every moment is updated by an external operation management system or the like. If there is information that is updated frequently, a snapshot of the information at a certain point in time is stored in the database 1200.

  The input device 1300 is an input device for a general-purpose computer such as a mouse or a keyboard. The display device 1400 is an output device used in a computer such as a display.

  The flow of operation prediction processing in the present driving arrangement support system will be described. The display device 1400 shown in FIG. 1 always displays the train operation status at the current time as a diagram.

  FIG. 2 is a diagram showing an example of a diagram. The diagram shows a train diagram as a two-dimensional graph with the vertical axis 2100 taking the train (station and distance between stations) and the horizontal axis 2200 taking time. A portion displayed as a diagonal line on the graph indicates that the train is traveling between stations, and a portion indicated as a horizontal line parallel to the horizontal axis 2200 indicates that the train is stopped at the station. In addition, the train turns back after traveling to the terminal station. Each train has a unique name (identifier) called a train number, and is uniquely identified.

  The train 2310 in FIG. 2 has the train number e, and after traveling to the A station, the train number is changed to the train number e ′ and the A station is departed. A location displayed as a horizontal line connecting train e and train e ′ at station A indicates a waiting time for turning back.

  In addition, the train after the return is referred to as “a return train” for the train X. Further, a station in the traveling direction of the train is referred to as “front station in train X”, and a station in the opposite direction, that is, the direction in which traveling has already been completed, is referred to as “rear station in train X”.

  Continue to explain the flow of operation prediction processing. Prior to execution of operation prediction, the user sets operation prediction parameters that are control parameters for executing operation prediction using the GUI display unit 1130 shown in FIG.

  FIG. 3 shows an operation prediction parameter input screen. The operation prediction parameter input screen outputs the operation prediction results based on the order in which the train uses a certain line (hereinafter referred to as the number line use order) and the order in which the train travels through a certain plane intersection trouble location (hereinafter referred to as the plane intersection traveling order) as planned. It is a screen for setting whether to change the plan or to output the operation prediction result. Whether the operation forecast is output based on the order as planned (cannot be changed) by inputting into the check boxes in the line usage order panel 3100 and the plane crossing traveling order panel 3200, or the order changed with the plan (changeable) To set whether to output the operation prediction result.

  FIG. 4 is a diagram for explaining the number line usage order and the plane crossing traveling order. In FIG. 4 (a), a train 4110 shows a train that enters the station from the up direction (left direction in the figure), turns back at the line 4210, and advances in the up direction. A train 4120 indicates a train that enters the station from the down direction (right direction in the figure) and turns back on the same line 4210 as the train 4110 returns and advances in the down direction. If the time when the train 4110 is turned back is a plan earlier than the time when the train 4120 is turned back, the train 4110 is used in the order in which the train 4110 is used, and the train 4120 is behind. At this time, if there is an accident in the upward direction and a delay occurs in the train 4110, the train 4120 will also be delayed because the train 4120 must wait for the train 4110 to return if the order of use of the line is set as planned. However, if the order of use of the line is changed, the train 4120 can travel without delay by turning back before the train 4110.

  In FIG. 4 (b), a train 4130 indicates a train that goes from the upward direction through the station number line 4230 and goes to the downward direction, and a train 4140 indicates a train that enters the station from the downward direction and stops at the number line 4220. At this time, the train 4130 and the train 4140 intersect at a point 4310. When the station passing time of the train 4130 is planned earlier than the station arrival time of the train 4140, the plane crossing traveling order of the point 4310 as planned is the train 4130 first and the train 4140 behind. At this time, if there is an accident in the upward direction and the train 4130 is delayed, the train 4140 will not be able to enter the station unless it waits for the point 4310 of the train 4130 if the order of crossing trouble is as planned. 4140 is also delayed. However, if the plane crossing traveling order is changed, the train 4140 can pass through the point 4310 before the train 4130, and can travel without delay.

  Returning to FIG. 3, the description of the operation prediction parameter input screen will be continued. After specifying the operation prediction parameter, when the execution button 3300 is pressed, the operation prediction unit 1110 shown in FIG. 1 is activated and the operation prediction is executed.

  FIG. 5 shows a processing flow of the operation prediction unit 1110. In step 5010, data stored in the train information table 1201, the basic information table 1202, and the track circuit information table 1203 are read from the database 1200 shown in FIG. 1, and the operation prediction input by the user via the GUI display unit 1130 is read. Read parameters.

  FIG. 6 is a conceptual diagram indicated by data in the track circuit information table 1203. The track circuit information table comprises the track circuit information that manages the unique ID and track circuit length of the track circuit laid on the route, information that is updated as needed during the process of the operation prediction unit 1110 in FIG. 1, and the track circuit. The travel section information as an element is included. The travel section information is divided into two types: between stations and within a station. The type of travel section information that has a track circuit between stations as a component is a travel section that has a track circuit that is on the track where the train enters (arrives) or advances (departs) from the station. The type of information is in the station.

  For example, 0D 6100 is a travel section information between stations, and includes track circuits 0T 6000, 1T 6010, and 2T 6020 that exist between stations from A station to B station. In addition, 1D 6110 is the traveling section information of the type in the station, and includes the track circuits B0T 6030 and B1T 6050 in the station on the route from the A station to the β line 6210 of the B station.

  In the travel section information within the station, the type is “a set of track circuits constituting the travel section information = a closed section”. An obstructed section is a section where only one train can travel (present line), and in the traveling section information of type in the station, there are multiple trains in the track circuit that is a component. It means you can't. In addition, in different travel section information sharing the same track circuit, it is impossible for the train to travel (present line) at the same time in the travel section.

  FIG. 7 shows a table configuration of the track circuit information table 1203. The track circuit information table 1203 holds one travel section information as one record. The items in the record are divided into a basic information section indicating basic attributes of the driving section such as the ID of the driving section, the section start station / end station, and a track circuit information section indicating information on the track circuit belonging to the travel section information.

  The basic information part is a travel section ID 7110 indicating a unique ID of the travel section, a type code 7120 indicating the type of the travel section, a departure station 7130 indicating the departure station of the travel section, an arrival station 7140 indicating the arrival station, and a type code When 7120 is in the station, the arrival / departure flag 7150 indicating whether it is arrival (entrance) side travel section information or departure (exit) side travel section information, if the type code 7120 is in the station It has an item of incoming / outgoing number code 7160 indicating a number code used for arrival (entry) or departure (advance).

  The track circuit information unit holds information for one section of the track circuit as one block, and holds these blocks side by side along the train traveling direction. Track circuit information includes a track circuit ID 7210 indicating a unique ID of the track circuit, a track circuit length 7220 indicating the length of the track circuit, a train number 7230 indicating the train number of a train currently on the track circuit, It has an item of possible entry time 7240 indicating the time at which entry is possible. In-line train number 7230 and approachable time 7240 are not static information, but are information updated as needed in the process of operation prediction unit 1110 in FIG.

  Record 7310 shows travel section information with travel section ID “0D”, type “between stations”, departure station “A station”, arrival station “B station”, record 7320 has travel section ID “1D” , Travel section information indicating that the types depart from “inside the station” and “A station” and “arrive” at “β line” of “B station”.

  FIG. 8 shows a table configuration of the train information table 1201. The train information table 1201 holds information relating to one train (hereinafter referred to as train information) as one record. The items in the record are the basic information section that shows the basic attributes of the train, the operation prediction information section that is updated at any time during the process of the operation prediction section 1110 in FIG. 1, and the name and arrival of the station where the train runs. It is divided into the station information section with items related to departure time.

  The basic information part is a train number 8110 indicating a unique ID of the train, a direction 8120 indicating whether the train is traveling in the up direction or the down direction, a return train number 8130 indicating the train when the train returns at the terminal station or a halfway station With items.

  The operation prediction information section includes a travel section ID 8140 and a track circuit ID 8150 indicating the ID of the travel section information and the ID of the track circuit information, respectively, in the process of the operation prediction section 1110 in FIG. It has items of a standing line position 8160 indicating the train position in the track circuit in meter display and a standing line time 8170. The standing line time 8170 indicates the time when the train is on the traveling section indicated by the traveling section ID 8140.

  The station information section holds information for one station (hereinafter referred to as station information) as one block, and holds these blocks side by side along the traveling direction of the train. Therefore, the station information at the beginning of the station information section is the station information regarding the starting station of the train, and the station information at the end is the station information regarding the terminal station of the train. The station information includes a traveling order 8210 indicating the order in which the train travels the station, a station name 8220 indicating the name of the station, a number line 8230 indicating the name of the used line, and a planned arrival time indicating the planned arrival time. It has an item of 8240, planned departure time 8250 indicating the planned departure time.

  Returning to FIG. 5, the description of the processing flow in the operation prediction unit 1110 will be continued. The basic information table 1202 read in step 5010 holds information such as the traveling speed of the train, the stopping time at each station, the time required for returning, and the traveling interval with the following train at the time of departure / arrival at the station. In the description of this embodiment, detailed description of basic information is omitted.

In step 5020, a mathematical model is constructed. The mathematical model expresses the requirements (hereinafter referred to as constraint conditions) that must be observed in ordering the arrangement plan by mathematical expressions. In this embodiment, the following are defined as constraints.
Early departure restrictions: Do not depart earlier than planned departure time.
Inter-station travel time constraint: The travel time between stations must be greater than or equal to the minimum inter-station travel time.
Stop time restriction: The stop time must be more than the minimum stop time.
Return time constraint: The return time must be greater than or equal to the minimum return time.
Departure time interval: Trains leaving the station in the same direction must maintain a departure time interval equal to or greater than the departure time interval.
Inter-arrival time interval: Trains arriving at the station from the same direction must keep the arrival time interval at least as long as the arrival time interval.
Line conflict competition: Trains that use the same line must have a time interval that is equal to or greater than the line conflict time.
Same order between stations Restriction: Trains running on the same track between stations must not change order.
Planar intersection constraint: Trains passing through the same crossing trouble point must have a time interval greater than the crossing trouble time interval at the passage time.

  In order to mathematically describe these constraint conditions, various symbols are defined as preparation in the following.

(1) Set
R: Train set
S: Set of stations
T (r): Set of stations where train r runs
U (s): A set of trains traveling at station s where T (r) and U (s) are subsets of S and R, respectively.

(2) Constant
s (r, i): Train r travels i-th station
plannedArvTime (r, s): Planned arrival time at station r of train r
plannedDptTime (r, s): Planned departure time at station r of train r
Sot (r, s) : Departure order as planned at station r of train r
RT: Time between stations
ST: Minimum stop time
TT: Minimum turnaround time
DIT: Departure time interval
AIT: time interval for arrival
TIT: Line conflict time interval
CIT :: Crossing obstacle restriction
(3) Decision variable
ArvTime (r, s): Arrival time of train r at station s
DptTime (r, s): Departure time of train r at station s
Aot (r, s): Arrival sequence of train r at station s
ToT (r, s, t): Order of use of line t at station r of train r
CoT (r, s, c): Aot (r, s), ToT (r, s, t), Cot (r, s) , c) need not be determined, but in the present embodiment, it is necessary to solve the mathematical model, so that it is processed as a decision variable.

Based on the definition of the above symbols, the constraints are expressed as follows.
(1) Early departure restriction

(2)駅間走行時分制約

(2) Restrictions on travel time between stations

(3)停車時分制約

(3) Stop time restrictions

(4)折返し時分制約

(4) Turnaround time constraint

(5)出発続行時隔制約

(5) Interval restriction for departure continuation

(6)到着続行時隔制約

(6) Time interval restriction for arrival continuation

(7)番線競合制約

(7) Number conflict competition

(8)駅間順序同一制約

(8) Same order restriction between stations

(9)平面交差制約

(9) Planar intersection constraint

図3の運行予測パラメータにおいて番線使用順序を計画と変更不可とした場合には、Aot(r,s)とToT(r,s,t)は変数ではなく、計画通りの順序を示す定数となり、制約条件(6)(7)(式(7)〜式(10))は以下の制約条件(6')(7')(式(18)〜式(21))に置き換わる。また、運行予測パラメータにおいて平面交差走行順序を計画と変更不可とした場合には、CoT(r,s,c)は変数ではなく、計画通りの順序を示す定数となり、制約条件(9)(式(13)〜式(17))は以下の制約条件(9')(式(22)〜式(26))に置き換わる。
(6')到着続行時隔制約

In the operation prediction parameter of Fig. 3, when the use order of the line is not changeable as planned, Aot (r, s) and ToT (r, s, t) are not variables but constants indicating the planned order, The constraint conditions (6) and (7) (formula (7) to formula (10)) are replaced with the following constraint conditions (6 ′) and (7 ′) (formula (18) to formula (21)). In addition, when the plane crossing traveling order cannot be changed from the plan in the operation prediction parameter, CoT (r, s, c) is not a variable but a constant indicating the planned order, and the constraint condition (9) (13) to (17)) are replaced with the following constraint (9 ′) (equation (22) to (26)).
(6 ') Time interval restriction to continue arrival

(7')番線競合制約

(7 ') Line conflict constraint

(9')平面交差制約

(9 ') Planar intersection constraint

このうち単純な線形式として表現される制約条件(1)(2)(3)(4)(5)(8)(6')(7')(9')(式(1)〜式(6)、式(11)、式(12)、式(18)〜式(26))については本ステップ(ステップ5020)にて全列車、全駅に関わる制約式を一括で数理モデルへ組込む。if文形式で表現される制約条件(6)(7)(9)(式(7)〜式(10)、式(13)〜式(17))について後述の処理過程を通して、線形式の形に落とし込むことが可能となった段階で1列車、1駅分ずつ随時、数理モデルへ組込む。

Constraint (1) (2) (3) (4) (5) (8) (6 ') (7') (9 ') (Equation (1) to Equation (1) 6), Equation (11), Equation (12), Equation (18) to Equation (26)), in this step (Step 5020), the constraint equations relating to all trains and all stations are incorporated into the mathematical model at once. Constraints expressed in the if statement format (6) (7) (9) (Formula (7) to Formula (10), Formula (13) to Formula (17)) As soon as it becomes possible to drop into a train, it is incorporated into a mathematical model at any time for one train and one station.

  In step 5030, an operation is performed on the mathematical model constructed in step 5020. In this embodiment, constraint logic programming is applied to execution of operations. Constraint logic programming is a kind of solution search method for constraint satisfaction problems. (1) Narrow down the search area by informing other variables of the change in the possible value (domain) of the decision variable via the related constraint. It has an efficient solution search mechanism based on the “constraint propagation” method, and (2) can handle solution search of models including a wide range of constraint conditions such as logic constraints, symbol constraints, and nonlinear constraints. Constraint logic programming, as well as linear programming (LP), has a wide range of general-purpose libraries, and the mathematical model of this problem is a general format that can be handled by these libraries. Therefore, in the operation of this step (step 5030), the constraint logic execution mechanism may be implemented independently, or the operation may be executed by calling a general-purpose library.

  When calculating the solution for the arrival time variable and the departure time variable in the calculation of this step (step 5030), constraints (6), (7), (9) that are not incorporated in the mathematical model (Equation (7) to (10), The solution does not satisfy the requirements of Equation (13) to Equation (17). Therefore, in the calculation in this step, the constraints (1) (2) (3) (4) (5) incorporated in the mathematical model without determining the values of the arrival time variable and the departure time variable as one. (8) (6 ') (7') (9 ') (Equation (1) to Equation (6), Equation (11), Equation (12), Equation (18) to Equation (26)) The process until the variable domain is determined (upper and lower limit values are determined as boundary values), and the values of the arrival time variable and the departure time variable are determined in the following steps 5040 to 5060.

  In step 5040, it is determined whether values have been determined for all arrival time variables (arrival time variable and departure time variable) incorporated in the mathematical model. If values have been determined for all arrival time variables, operation is performed. The prediction process is terminated, and if not completed, the process proceeds to step 5050.

  In step 5050, a train having the smallest value of the on-line time 8170 in the train information is selected as a processing target from trains having undecided arrival / departure time variables. The following description will be continued assuming that the train selected in this step is “train r”.

  In step 5060, a value is determined for one of the undetermined arrival / departure time variables of the train r. FIG. 9 shows a detailed processing flow of time determination in step 5060. In step 9010, when the undetermined variables of train r are arranged in the order of travel, it is determined whether the first variable is an arrival time variable or a departure time variable. Proceed to 9020, and if it is a departure time variable, proceed to step 9110. The following description will be continued on the assumption that the variable selected in this step is “VarTime (r, s): arrival or departure time variable of train r at station s”.

  In Step 9020, the on-line state of the train r is updated. The status of the standing line is updated by running the train based on the signal display speed.

  FIG. 10 shows a detailed processing flow of the on-line state update in step 9020. In step 10010, the signal display speed of the track circuit on which the train r is present is acquired. The signal display speed is not only determined according to the type of train, the gradient and curve of the track circuit, but also dynamically changes according to the position of other trains.

  FIG. 11 is a diagram showing an example of a dynamic change in the signal display speed. In the example of FIG. 11 (a), there is a diagram showing a case where there is a sufficient distance between the train 11010 and the train 11020 traveling in the same direction in front of it. In this case, the signal display speed of the track circuit on which the train 11010 is located is not affected by the forward train 11020, and thus indicates a speed determined according to a gradient or a curve.

  In the example of FIG. 11 (b), the distance between the train 11110 and the train 11120 traveling in the same direction in front of the train 11110 is narrow. In this case, the signal display speed of the track circuit on which the train 11110 is located is lower than the speed determined according to the gradient or curve (curve) with respect to the train 11110 in order to increase the distance from the forward train 11120. This low speed stage generally has multiple stages. For example, if the speed determined according to the gradient or curve (curve) is 70 km / h, the low speed is like two stages of 55 km / h and 30 km / h.

  In the example of FIG. 11 (c), a train 11220 traveling in the same direction in front of the train 11210 is present in a track circuit section adjacent to the front. In this case, the signal display speed of the track circuit on which the train 11210 is located indicates a stop (speed 0) in order to avoid a collision with the forward train 11220.

  As shown in FIGS. 11 (a) to 11 (c), not only the signal display speed changes according to the forward train traveling in the same direction, but also the signal display speed changes in the case of FIG. 11 (d). To do. FIG. 11 (d) shows a case where the positional relationship with the train traveling on the same track circuit in the station affects the signal display speed when traveling on the track circuit close to the station. When the train 11310 is traveling on the track circuit in the figure, the signal display speed does not become low when the train 11320 is stopped in the station, but the train 11320 leaves the station in the direction of the arrow or If the route is locked after starting, the signal display speed will be low in order to prevent the train 11310 from entering the closed section including the track circuit 11330.

  Returning to FIG. 10, the description of the in-line state update process in step 9020 of FIG. 9 is continued. In step 10010, the signal display speed is determined. If the train ahead is not on a plurality of track circuits ahead of the direction of travel of train r, the signal display speed is the maximum speed (can be driven at a regularly determined speed), next to the track circuit adjacent to the front When the front train is on the track circuit, the signal display speed is limited (low speed), and when the front train is on the adjacent track circuit ahead, the signal display The speed shall indicate a stop. Strictly speaking, the signal display speed of each track circuit is sequentially determined from the track circuit behind the track circuit where the front train is present, and the signal display speed of the track circuit where the train is present is determined. For example, using the above numerical example, the signal actual speed of the track circuit behind the track circuit where the train ahead is located is stopped (speed 0), the signal current speed of the track circuit in front of it is 30 km / h, and further The signal display speed for each track circuit is determined such that 55 km / h is before this and 70 km / h is before this, and the signal display speed of the track circuit on the train is determined.

  As for whether or not the train ahead is on the track circuit, the track time 8170 of the train r is compared with the entry time 7240 of each track circuit. If the track time 8170 is greater than the entry time 7240, the train There is no on-line, and if the on-line time 8170 is smaller than the possible entry time 7240, it is determined that the train is on.

  If the signal display speed is stopped, the process proceeds to step 10020. If the signal display speed is the maximum speed, the process proceeds to step 10030. If the speed is limited (low speed), the process proceeds to step 10050. And proceed.

  In step 10020, the train r is stopped so that the train r stops at the current position until the forward train (hereinafter referred to as the train r0) on the track in the forward track circuit (hereinafter referred to as the track circuit T) advances the track circuit T. Is updated to the value of the time when the train r0 is estimated to advance the track circuit T (hereinafter, the track circuit advance estimated time).

The track circuit advance estimated time is calculated differently depending on whether the track circuit T is installed between the stations or in the station. In the case of the distance between stations, the time when the forward train r0 travels in the track circuit T at the maximum speed is calculated as the track circuit advance estimated time by the following equation.
Estimated track circuit advance time
= Remaining distance of track circuit T (track circuit length of track circuit T 7220
Train r0 on-line position 8160) / Maximum speed of track circuit T In the case of the station (hereinafter referred to as station s0), train r will stop until train r0 leaves station s0, so the track circuit advance estimated time Is the departure time of station s0 of train r0. There are a plurality of methods for estimating the track circuit advance estimated time, that is, the departure time of the station s0 of the train r0. Here, the track circuit advance estimated time is estimated as follows.
Estimated track circuit advance time = minimum domain value of station s0 departure time variable DptTime (r0, s0) at r0 When track number 7230 is not registered in the forward track circuit, the track circuit regardless of between stations or within the station Estimated advance time is estimated by the following formula.
Estimated time of track circuit advancement = Time allowed to enter track circuit T 7240
In step 10030, in the signal display speed acquisition in step 10010, it is determined whether or not there is a track circuit in the traveling section in the station in the track circuit in which the presence / absence of the train is confirmed. The process proceeds to 10040, and if it exists, the process proceeds to step 10050. When the signal display acquisition does not include the track circuit of the on-site travel section, only the forward train traveling in the same direction affects the signal display speed. Since it has been confirmed that a sufficient distance from the preceding train is obtained in the signal display speed acquisition in step 10010, the signal display speed does not change while the train r travels in the track circuit. Accordingly, in step 10040, the track time 8170 and track position 8160 of the train r are updated on the assumption that the running of the track circuit on the track at the signal display speed has been completed. The standing time 8170 is updated by the following formula.
Current time 8170 = Current time 8170
The remaining distance of the track circuit (track circuit length 7220 train r existing position 8160) / signal display speed existing track position 8160 is updated to the value of the track circuit length 7220.

  The case where the in-field travel section is included within the influence range of the signal display speed is the case surrounded by the square in FIG. 11, and the signal display speed is in the middle of traveling on the track circuit due to the movement of the train moving in the opposite direction. This is when there may be a change to deceleration. Accordingly, in step 10050 in FIG. 10, the on-line position 8160 and the on-line time 8170 are updated on the assumption that the vehicle has traveled in the track circuit for a minute time. The standing line position 8160 is updated to a value obtained by adding the value of the signal display speed × the minute time, and the standing line time 8170 is a value obtained by adding the minute time. Even if the signal display speed indicates deceleration, the process proceeds to step 10050, but this may change the signal display speed while the forward train moves forward on the track circuit and the deceleration is released, and the vehicle is traveling in the track circuit. Because.

  Returning to FIG. 9, the description of the time determination process in step 5060 of FIG. 5 is continued. In step 9030, it is determined whether the track position 8160 of the train r is equal to or longer than the track circuit length 7220 of the track circuit in the track, and if not, that is, if the train r is in the middle of the track circuit, step 9040 The process proceeds to step 9050. In the case described above, that is, when the train r has completed the traveling of the tracked track circuit, the process proceeds to step 9050.

  In step 9040, the current time 8170 of the train r is compared with the domain minimum value of the variable VarTime (r, s). If the value of the domain minimum value of VarTime (r, s) is greater than the current time 8170, the current time 8170 Is updated to the domain minimum value of VarTime (r, s). Note that the process of step 9040 is a correction process for determining the value of the arrival and departure time variable in chronological order.

  In step 9050, it is determined whether or not the route lock needs to be executed when the train r advances to the next track circuit. If the route lock is necessary, the process proceeds to step 9060. Proceed to 9080. The route lock is to make it impossible for another train to enter the closed section that travels when the train enters / enters the station. In Figure 6, the position where the route lock is executed is shown in Fig. 6, when a train entering from station A to station B enters the track circuit closest to the station, such as track circuit 2T 6020, or just before the train leaves the station. Is the case.

  In step 9060, the value of VarTime (r, s) is determined, whereas it is determined whether there is a conflict with the constraint conditions defined in the mathematical model construction in step 5020 of FIG. Note that the processing of this step is applied when VarTime (r, s) is an arrival time variable and the number of lines used in the operation prediction parameter setting of FIG.

  FIG. 12 is a diagram for explaining the arrival determination process in step 9060 of FIG. In FIG. 12 (a), A train 12010 is a train that turns A ′ train 12020 at S station, and train r 12030 is a train that arrives at S station from the T station direction on the same line as A train 12010. Also, A're 12020 and train r12030 depart in the same direction, and the departure order is planned to be A'le 12020 → train r12030. If arrival of A Les 12010 is delayed as shown in 12110 in FIG. 12 (b), even if train r12130 can arrive without delay to S station, departure order A'Le 12120 → in order to follow the plan of train r12130, A'Le 12120 must be delayed to arrive after leaving S station. If the target of operation is the arrival time at S station of train r12130, and the A train 12110 is delayed and the arrival time at S train station is not yet determined, that is, A train 12110 has not yet arrived at S train station, In order to delay the arrival of S station at r12130 from the arrival of S station at A1212110, the arrival judgment at step 9060 in FIG. 9 adds the constraint equation (27) to the mathematical model constructed at step 5020 in FIG. The determination is made unreachable and the process ends.

図12(c)及び(d)は合流駅のパターンを示す図であり、U駅方向から来る列車とV駅歩行から来る列車がS駅で合流する。Aレ 12210はU駅方向からS駅へ到着する列車であり、列車r12220はV駅方向からS駅に到着し、Aレ12210と同じ番線に停車する列車である。また、Aレ12210と列車r12220はS駅から同一方向へ出発する列車で出発順序はAレ12210→列車r12220と計画されている。Aレ12310到着が図12(d)のように遅延した場合、列車r 12320はS駅に遅れることなく到着することができるとしても出発順序Aレ12310→列車r12320の計画を守るためには、Aレ12310のS駅出発後に到着するようにしなければならない。運行予測対象が列車r12320のS駅到着時刻変数であり、Aレ12310のS駅到着時刻変数が未決定である場合、つまりAレ12310がまだS駅に到着していない場合には、列車r12320のS駅到着をAレ12310のS駅到着よりも遅らせるため、図9のステップ9060の到着判定では制約式(28)を数理モデルへ追加し、到着判定を到着不可として処理を終了する。

FIGS. 12 (c) and 12 (d) are diagrams showing patterns of merging stations, where a train coming from the U station direction and a train coming from the V station walk merge at the S station. A-Le 12210 is a train that arrives at the S-station from the U station direction, and a train r12220 is a train that arrives at the S-station from the V-station direction and stops on the same line as the A-le 12210. In addition, the A train 12210 and the train r12220 are trains that depart from the S station in the same direction, and the departure order is planned as A train 12210 → train r12220. If the arrival of A Les 12310 is delayed as shown in Fig. 12 (d), even if train r 12320 can arrive at S station without delay, in order to follow the departure order A Les 12310 → train r12320 plan, You have to arrive after leaving S station of A Les 12310. When the operation prediction target is the S station arrival time variable of the train r12320 and the A station 12310 S station arrival time variable is undecided, that is, the A train 12310 has not yet arrived at the S station, the train r12320 In order to delay the arrival at the S station later than the arrival at the S station of the A 123123, the constraint equation (28) is added to the mathematical model in the arrival determination of step 9060 in FIG.

以上のように合流駅や折返し駅の場合は、上記のように到着判定し、ダイヤの矛盾を回避することが必要となる。

As described above, in the case of a confluence station or a turn-back station, it is necessary to determine arrival as described above and to avoid inconsistencies in the diagram.

  Returning to FIG. 9, the description of the time determination process in step 5060 of FIG. 5 is continued. In step 9070, it is determined whether or not the train r can enter the closed section that travels when arriving at or leaving the station. Determination of entry is possible when all the track circuits in the closed section can enter, and when no entry is possible, entry is impossible.

  If it is possible to enter, the current train number 7230 is updated to the train number 8110 of the train r and the allowable time 7240 is updated to a numerical value indicating infinity for all track circuits in the closed section, and the process proceeds to step 9080. If entry is not possible, the train's track time will be updated so that the train (hereinafter referred to as train r1) on the track circuit that has become unable to enter will stop at the track position until it enters the blocked section. To do.

  In step 9080, the state of the track circuit where the train r is present is updated to the state where the train r has advanced the track circuit, and information on the track circuit that the train r enters next is changed to the state where the train r has entered the track circuit. Update. In order to set the track circuit in a state where the train has advanced, the in-line train number 7230 of the track circuit information is made blank and the approachable time 7240 is updated to the value of the in-line time 8170 of the train r. In order to make the train enter the track circuit, the in-line train number 7230 in the track circuit information is changed to the train number 8110 of the train r, and the approachable time 7240 is updated to a numerical value indicating infinity.

  In addition, when arriving at the line in the station, or when leaving the station and moving to the track circuit between the stations, in order to open the route lock and allow other trains to enter the blocked section that was on the line, For all track circuits in the closed section, the in-train number 7230 is left blank, and the approachable time 7240 is updated to the in-track time 8170 of the train r.

  In step 9090, the values of the travel section ID 8140 and the track circuit ID 8150 in the train information are updated so that the travel section and the track circuit next to the travel section and the track circuit that are currently traveling are updated.

  In step 9100, the value of the variable VarTime (r, s) is determined based on the following rules.

(1) When VarTime (r, s) is an arrival time variable, it is assumed that train r arrives at the line in the station when the following conditions (a) to (c) are satisfied, and the arrival time variable ArvTime (r , s) is added to the mathematical model constructed in step 5020 in FIG.
conditions:
The type 7120 of the travel section information in which the train r is present is “inside the station”.
The arrival / departure flag 7150 of the travel section information where the train r is present is “arrival”.
The track circuit on which the train r is located is the last track circuit in the travel section information.

(2)運行予測対象が発時刻の場合、出発時刻変数DptTime( r , s )の値を列車rの在線時刻8170と同じ値と定める制約式(30)を図5のステップ5020にて構築した数理モデルへと追加する。

(2) When the operation prediction target is the departure time, a constraint equation (30) that establishes the value of the departure time variable DptTime (r, s) as the same value as the train r's current time 8170 was constructed in step 5020 of FIG. Add to mathematical model.

ステップ9010で運行予測対象が出発時刻となった場合、ステップ9110では、列車rの在線時刻 8170と出発時刻変数DptTime( r , s )のドメイン最小値の値を比較し、出発時刻変数DptTime( r , s )のドメイン最小値の方が列車rの在線時刻8170より大きい場合には、変数DptTime( r , s )のドメイン最小値を更新する以下の制約式(31)を数理モデルへと追加し、変数DptTime(r,s)の値を定めることなく処理を終了する。

In step 9010, when the operation prediction target is the departure time, in step 9110, the current time 8170 of the train r is compared with the domain minimum value of the departure time variable DptTime (r, s), and the departure time variable DptTime (r , s) if the domain minimum value is greater than the train r's current time 8170, the following constraint equation (31) that updates the domain minimum value of the variable DptTime (r, s) is added to the mathematical model: Then, the process ends without setting the value of the variable DptTime (r, s).

図5に戻り、運行予測部1110の処理の説明を続ける。ステップ5060が終了後、ステップ5030へと処理を戻し、ステップ5060で制約式が追加された数理モデルの計算を実行する。運行予測部1110の処理が終了後、図1のGUI表示部1130により現時点の運行状況を示すダイヤ図から、運行予測結果を示すダイヤ図に更新する。以上の処理にて、運行予測の一連の流れが終了する。

Returning to FIG. 5, the description of the processing of the operation prediction unit 1110 will be continued. After step 5060 is completed, the process is returned to step 5030, and the mathematical model to which the constraint equation is added is executed in step 5060. After the processing of the operation prediction unit 1110 is completed, the GUI display unit 1130 in FIG. 1 updates the diagram showing the current operation status to a diagram showing the operation prediction result. With the above processing, a series of operation prediction flows is completed.

  According to this embodiment, for a mathematical model expressing train travel conditions and station equipment conditions as constraint equations, constraint logic technology, which is one of mathematical planning techniques, and train travel position / speed in minute time units. The operation prediction result can be obtained by calculating. In addition, regarding the preconditions for predicting whether to use the night line use order or the plane crossing traveling order as planned or to change it, it is possible to switch between valid / invalid conditions according to the input from the user.

It is a system configuration figure of a driving arrangement support system. An example of a diagram is shown. The operation prediction parameter input screen is shown. It is a figure explaining a number line use order and a plane crossing run order. The processing flow of an operation prediction part is shown. It is a conceptual diagram which the data of a track circuit information table show. The table structure of a track circuit information table is shown. The table structure of a train information table is shown. Shows the processing flow for time determination The process flow of an on-line state update is shown. It is a figure which shows the example of a dynamic change of a signal display speed. It is a figure explaining arrival judgment processing.

Explanation of symbols

  1100 ... Central processing unit, 1200 ... Database, 1300 ... Input device, 1400 ... Display device, 1110 ... Operation prediction part, 1120 ... Diagram diagram display part, 1130 ... GUI display part, 1140 ... Mathematical Planning execution unit, 1201 ... Train information table, 1202 ... Basic information table, 1203 ... Track circuit information table.

Claims (16)

  A database including a train information table for storing train schedule information and train track status, and a track circuit information table for storing track circuit information, and an input for inputting whether or not to change the plan for each of the number line usage order and the plane crossing traveling order In response to the device and the input of whether the plan can be changed or not, the train running conditions and the station equipment conditions which are the constraint conditions of the train operation prediction are switched, the train diagram information of the database, the train track status, and A driving arrangement support system comprising: a processing device that predicts operation of the train using the track circuit information.   When the signal display speed indicated by the track circuit information on which the train is located can change while the train is on the track circuit, the processing device determines the travel position and travel speed of the train in minute time units. 2. The driving arrangement support system according to claim 1, wherein the driving arrangement support system is predicted as follows.   The processing device predicts operation by replacing the minimum value of a range (domain) that can be taken by the arrival time and departure time of the train based on the constraint condition as a train on-time. The driving arrangement support system described.  4. The driving arrangement support system according to claim 3, wherein the processing device constructs a mathematical model in which the constraint condition is formulated, and updates the domain by executing an operation to which constraint programming is applied.   4. The driving arrangement support system according to claim 3, wherein the processing device updates the domain according to the constraint condition that changes in response to an input as to whether the plan can be changed.   3. The operation arrangement according to claim 2, wherein the processing device selects the train having the smallest value of the on-line time of the on-line condition stored in the train information table as the train, and predicts the operation of the train. Support system. Enter whether to change each plan for the order of using the line and the order of crossing the plane,
In response to the input of whether or not the plan can be changed, the train running conditions and the station equipment conditions which are the constraint conditions of the train operation prediction are switched,
The operation arrangement | positioning assistance method which estimates the operation of the said train using the database containing the train information table which stores train diagram information and a train track status, and the track circuit information table which stores track circuit information.   When the signal display speed indicated by the track circuit information where the train is present can change while the train is in the track circuit, the traveling position and traveling speed of the train are predicted in minute time units. 7. The driving arrangement support method according to claim 6, wherein   8. The operation organization support according to claim 7, wherein the operation is predicted by replacing the minimum value of a range (domain) that the arrival time and departure time of the train can take based on the constraint condition as a train on-time. Method.   9. The driving arrangement support method according to claim 8, wherein the domain is updated in accordance with the constraint condition that changes in response to an input as to whether the plan can be changed.   8. The operation arrangement support method according to claim 7, wherein a train having the smallest value of the track time of the track status stored in the train information table is selected as the train, and the operation of the train is predicted.   Enter whether or not to change each plan of the use order of the line and the plane crossing traveling order, and in response to the input of whether or not to change the plan, the train running conditions and the station equipment conditions that are the constraint conditions of the train operation prediction Switching and causing a computer to execute a procedure for predicting the operation of the train using a database including a train information table storing train diagram information and a train track status and a track circuit information table storing track circuit information. A driving arrangement support program characterized by   When the signal display speed indicated by the track circuit information where the train is present can change while the train is present in the track circuit, a procedure for predicting the travel position and travel speed of the train in minute time units 12. The driving arrangement support program according to claim 11, which is executed by a computer.   The computer is caused to execute a procedure for replacing a minimum value of a possible range (domain) of the arrival time and departure time of the train based on the constraint condition as a train on-time and predicting operation. The operation arrangement support program described in 12.   14. The driving arrangement support program according to claim 13, which causes a computer to execute a procedure for updating the domain in accordance with the constraint condition that changes in response to an input as to whether the plan can be changed. Select the train with the smallest value of the track time of track status stored in the train information table as the train,
13. The operation arrangement support program according to claim 12, which causes a computer to execute a procedure for predicting the train operation.

Images