JP2014220859A - Automatic train operation system, train operation support system, and train operation management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic train operation system, a train operation support system, and a train operation management system capable of performing power-saving train operation.SOLUTION: A congestion state of passengers at a stopping station is estimated based on departure time of a preceding train at the stopping station. Then, on the basis of the estimation result, time required by passengers for riding and getting out of the train at the stopping station is estimated. Then, earlier time that required by passengers for riding and getting out of the estimated train earlier than the departure time of the train at the stopping station determined in advance is calculated as target arrival time of the train to the stopping station and set.

Description

  The present invention relates to an automatic train operation system, a train operation support system, and a train operation management system. For example, the present invention is suitable for application to a route having a constant passenger inflow speed to a platform and having continuity.

  In recent years, in order to cope with various problems such as global environmental problems, resource depletion problems, and stable power supply problems, further energy saving has been demanded even in the railway field with relatively high energy use efficiency. In response to such demands, it is known that in the railway field, it is possible to save energy for train operation by optimizing the speed pattern of inter-station travel.

  Here, as a technique for optimizing the speed pattern of traveling between stations, Patent Literature 1 predicts passenger flow from the door opening time, the expected passengers at the station, and the station capacity of the preceding train. It is disclosed that the door closing time is determined from the result, thereby correcting the speed of the subsequent train. According to this technique, when a station departure delay of the preceding train occurs, it is possible to suppress unnecessary braking and reacceleration due to the subsequent train being too close to the preceding train.

  In addition, as another technique related to train operation control, Patent Document 2 discloses that when an in-vehicle congestion degree of a station approaching the station is more than a predetermined threshold and there is a margin in an in-car congestion degree approaching the station, the approaching train It is disclosed that a command to temporarily stop at the station is transmitted. According to this technology, it is possible to reduce the degree of congestion of a station overflowing with users due to an event or the like.

Japanese Patent Laid-Open No. 11-234813 Japanese Patent Laid-Open No. 2005-280637

  However, in Cited Document 1, it is said that “the passenger flow is predicted from the expected number of passengers at the station and the station capacity”, but such information is only used to determine the door closing time. After the preceding train departs from the stop station, the speed pattern of inter-station travel cannot be optimized according to the congestion of passengers at the stop station until the subsequent train arrives at the stop station.

  Also, the cited document 2 merely discloses that an approaching train is stopped at the stop station when necessary according to the congestion situation of passengers at the stop station. There is no consideration.

  The present invention was made in consideration of the above points, and by optimizing the speed pattern of travel between stations according to the congestion situation of passengers at the stop station, an automatic train operation system that can perform energy-saving train operation, A train operation support system and a train operation management system are proposed.

  In order to solve such a problem, in the present invention, in an automatic train operation system that controls the operation of an automatically operated train, based on the departure time of a preceding train at the next stop station, the congestion of passengers at the next stop station Based on the estimation result of the next stop station congestion state estimation unit for estimating the situation and the next stop station congestion state estimation unit, the boarding / alighting time for estimating the time required for passengers to get on and off the own train at the next stop station A time estimation unit and a time that is earlier than a time required for passengers to get on and off the own train estimated by the getting-on / off time estimation unit from the departure time of the own train at the next stop station planned in advance So as to arrive at the target arrival time calculated by the target arrival time calculation unit and the target arrival time calculation unit that calculates the target arrival time of the own train for the next stop station. Serial was provided a control unit for controlling the running of the train.

  Further, in the present invention, in the train operation support system that supports the driving of the train by the driver, based on the departure time of the preceding train at the next stop station, the next stop that estimates the congestion status of passengers at the next stop station Based on the estimation results of the station congestion situation estimation unit and the next stop station congestion situation estimation unit, a boarding / alighting time estimation unit for estimating the time required for passengers to get on and off the own train at the next stop station, The time before the departure time of the own train at the planned next stop station is the time before the next stop by the time required for passengers to get on and off the own train estimated by the getting-on / off time estimation unit. A target arrival time calculation unit that calculates the target arrival time of the own train for the station, and a driving operation for arriving the own train at the target arrival time calculated by the target arrival time calculation unit It was provided a driving operation teaching section for teaching the driver.

  Further, in the present invention, in the train operation management system that manages the operation of the train, for each of the trains, based on the departure time of the preceding train at the next stop station of the train, the congestion situation of passengers at the next stop station Estimate the time required for passengers to get on and off each train at the next stop station based on the estimation results of the next stop station congestion situation estimation unit and the next stop station congestion situation estimation unit, respectively It is necessary for passengers to get on and off the train estimated by the boarding / alighting time estimation unit rather than the departure time of the train at the next stop station planned in advance for each of the trains. A target arrival time calculation unit that calculates a time just before the time as a target arrival time of the train for the next stop station, and a plan diagram of each train A diamond management unit, and a diamond correction unit that corrects a planned schedule of each train managed by the diamond management unit based on a calculation result of the target arrival time calculation unit, and the diamond management unit Each train is given a command to run the train in accordance with the planned schedule corrected by the diamond correction unit.

  According to the present invention, since the target arrival time of the train for the stop station is set according to the congestion situation of the next stop station, the speed pattern of traveling between stations is optimized according to the congestion situation of passengers at the stop station. Trains that can save energy.

(A) is a diagram for explaining the principle of the present invention, and (B) is a graph for explaining the principle of the present invention. It is a block diagram which shows the whole structure of the automatic train operation system by 1st Embodiment. It is a block diagram which shows the structure of the train operation control apparatus by 1st Embodiment. It is a flowchart which shows the process sequence of the train operation control process by 1st Embodiment. It is a characteristic curve figure which shows the approximated curve obtained from the observation of the passenger's boarding / alighting with respect to a real train. It is a block diagram which shows the structure of the train operation control apparatus by 2nd Embodiment. It is a flowchart which shows the process sequence of the train operation control process by 2nd Embodiment. It is a block diagram which shows the structure of the train operation control apparatus by 3rd Embodiment. It is a flowchart which shows the process sequence of the train operation control process by 3rd Embodiment. It is a block diagram which shows the structure of the train operation control apparatus by 4th Embodiment. It is a flowchart which shows the process sequence of the train operation control process by 4th Embodiment. It is a characteristic curve figure with which it uses for description of the method of delaying the arrival to the next stop station. It is a block diagram which shows the structure of the train driving assistance system by 5th Embodiment. It is a basic diagram which shows the example of a screen structure of a driving operation teaching screen. It is a basic diagram which shows the example of a screen structure of a driving operation teaching screen. It is a basic diagram which shows the example of a screen structure of a driving operation teaching screen. It is a block diagram which shows the structure of the train operation management system by 6th Embodiment. It is a block diagram which shows the structure of the train operation control apparatus by 6th Embodiment.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

(1) First Embodiment (1-1) Mechanism of Energy Saving Operation in this Embodiment First, a mechanism of energy saving according to the present invention represented by this embodiment will be described with reference to FIG. .

  FIG. 1A is a so-called diagram, where the horizontal axis represents time and the vertical axis represents distance. In FIG. 1 (A), the plan diagram is represented by a broken line, and the actual diagram of each train is represented by a solid line. In addition, a thin line representing A station is drawn on the diagram in parallel with the time axis, and FIG. 1 (A) shows that each train stops at this A station.

  Moreover, FIG.1 (B) shows transition of the staying number of the passengers who wait for each train operated according to the diagram of FIG. 1 (A) at the platform of A station. In FIG. 1 (B), the broken line corresponds to the planned diagram (broken line) shown in the diagram of FIG. 1 (A), and the solid line corresponds to the actual diagram (solid line) shown in the diagram of FIG. 1 (A). It corresponds.

  First, the relationship between the arrival and departure of trains and the number of passengers staying at the platform of the stop station in the operation state as planned will be described using the broken lines (planning diagram) in FIGS.

  After the preceding train departs from station A, passengers who flow into the platform of station A stay at that platform in order to wait for the arrival of the following train. When the following train arrives at the platform of A station and treats it as a passenger, passengers accumulated on the platform get on the train and the number of people staying on the platform of A station decreases. By repeating this, the shape of the broken line in FIG. 1B becomes a saw shape in synchronization with the departure of the train. Actually, the boarding will not be completed in an instant, and there will be the influence of passengers getting off, so the change in the number of passengers staying on the platform at station A is as beautiful as shown by the broken line in FIG. Although it does not have a saw-tooth shape, it is schematically expressed as shown in FIG. 1B as an explanatory diagram of the present invention.

  Here, the situation of the solid line of FIG. 1 (A) and (B) is assumed. As shown in FIG. 1 (A), the train passenger handling time (time T1 to T2) at station A may be longer than planned for some reason (time T1 to T3). As an example, there is a case where a wheelchair user is guided inside or outside a train. In such a case, since the door is open longer than planned, passengers who flow into the platform at station A during the additional time (time T2 to T3) can also get on the train. As a result, the time (time T3) when the passenger who gets on the following train starts to stay in the platform of the station A is delayed from the planned time (time T2).

  Unless it is a significant preceding train delay, the following train is assumed to depart from station A at the planned time (time T6), so that the number of passengers on the following train is less than planned under that assumption. For this reason, the time required for passengers to get on and off the following train at station A can be shorter (time T5 to T6) than the planned time (time T5 to T6). Can be shortened. Therefore, the subsequent train can be operated with a time (time T5) in which the arrival time at station A is delayed from the scheduled time (time T4). As a result, energy-saving operation with reduced travel speed is possible. (Times T3 to T5).

  From the above, if the passenger inflow speed is constant, if the departure time of the preceding train at a certain stop station is delayed, the stop time of the subsequent train at that station can be shortened, and the subsequent train to that stop station can be shortened. It can be said that energy-saving operation that delays the arrival time becomes possible. Even if the departure time of the preceding train at a certain stop station is as planned, if the passenger inflow speed decreases thereafter, the stop time of the subsequent train at that stop station can be shortened. Energy saving operation.

  As a premise here, it should be noted that passengers staying in the platform get on the arriving train. Therefore, a rush hour in the Tokyo metropolitan area or a super-congested state as seen at the end of an event such as a concert is not suitable as an application scene of the present invention. This is because, in such an extremely crowded state, there are passengers left in the platform (that could not be boarded) after departure from the train, and the relationship between the inflow speed of passengers to the platform and the number of staying passengers becomes complicated. Because. In addition, as shown in FIG. 1B, when the passenger inflow speed is approximately constant and has continuity, the amount of passengers using the subsequent train can be accurately estimated. Therefore, there are more routes and time zones where passengers come to the station without worrying about the schedule so much than the routes and time zones where there are fewer trains (passengers come to the station intermittently according to the train departure time). The present invention can be effectively used in the time zone.

(1-2) Configuration of automatic train operation system according to this embodiment In this embodiment, the congestion situation of passengers at a stop station is estimated using real-time passenger inflow speed to the station platform, and based on the estimation result An automatic train operation system for setting a target arrival time of a train approaching the stop station will be described.

  In FIG. 2, 1 shows the automatic train driving system by this Embodiment as a whole. This automatic train operation system 1 is a system that controls the operation of a train that is automatically operated, and includes a human flow monitoring device 2 arranged on the ground and a train side system unit 3 mounted on the train side.

  For each stop station, the person flow monitoring device 2 uses, for example, image processing for a camera image of a monitoring camera installed in a home or a passage and stairs leading to the home, analysis processing of an entrance record of a ticket gate, etc. The inflow speed of passengers flowing into the home (hereinafter referred to as passenger inflow speed) is detected. In response to a request from the train-side system unit 3 of the train, the human flow monitoring device 2 determines the passenger inflow speed to the platform of the next stop station (hereinafter, simply referred to as the next stop station). Notify the side system unit 3.

  The train-side system unit 3 includes an on-board signal device 4, a vehicle information control device 5, an automatic train operation device 6, an on-board child 7, a speed generator 8, and a braking / driving control device 9.

  The on-vehicle signal device 4 controls the speed of the own train based on various information notified from an operation management device (not shown) installed on the ground such as where to stop, and brakes the own train when necessary. It has a function. The on-vehicle signal device 4 notifies the automatic train driving device 6 of the brake pattern applied to the own train as own train brake pattern information.

  Further, the vehicle information control device 5 has a function of collecting various information related to the vehicle of the own train, detects, for example, which station the next stop station is based on the collected various information, and the detection result is the next stop. The automatic train driving device 6 is notified as station information.

  The vehicle upper element 7 is a receiver that receives position information transmitted from a ground element installed at regular intervals on the ground, and notifies the automatic train driving device 6 of the received position information. Moreover, the speed generator 8 is comprised, for example from the rotary encoder attached to the wheel, and transmits the pulse which rises when a wheel rotates a predetermined angle to the automatic train driving device 6 as pulse information.

  The automatic train driving device 6 includes the own train brake pattern information given from the on-vehicle signal device 4, the next stop station information given from the vehicle information control device 5, and the passenger inflow speed of the next stop station obtained from the person flow monitoring device 2. Information is input to the train operation control device 10.

  Based on the own train brake pattern information, the next stop station information, and the passenger inflow speed information, the train operation control device 10 estimates the congestion situation of the passengers at the next stop station, and the passengers Estimate the time required to get on and off (hereinafter referred to as the required boarding time), and set the time before the departure time of the next stop station on the schedule of your own train to the time required by the above boarding time. Calculated as the arrival time at the next stop of the train. The train operation control apparatus 10 notifies the speed pattern planning unit 11 of the calculated arrival time as the target arrival time.

  On the other hand, the position information from the vehicle upper member 7 and the pulse information from the speed generator 8 are given to the speed / position detection unit 12 of the automatic train driving device 6. The speed / position detection unit 12 detects the current speed and position of the own train based on the position information and pulse information, and notifies the speed pattern planning unit 11 and the travel control unit 13 of the detection result as speed / position information. To do.

  The speed pattern planning unit 11 includes a target arrival time given from the train operation control device 10, a speed and position of the own train given from the speed / position detection unit 12, and a database previously stored in the automatic train operation device 6. 14 based on information on routes, vehicles, and operation conditions registered in No. 14 (information on route gradients and curves, information on vehicle performance, and information on train operation types such as express or slow train) The speed pattern of the own train for making the own train arrive at the next stop station at the target arrival time given from the operation control device 10 is planned, and the planned speed pattern is notified to the traveling control unit 13 as speed pattern information.

  The travel control unit 13 relates to speed / position information notified from the speed / position detection unit 12, speed pattern information notified from the speed pattern planning unit 11, routes, vehicles, and operation conditions registered in the database 14. Based on the information, a control command for causing the train to travel with the speed pattern planned by the speed pattern planning unit 11 with respect to the current speed and position of the own train is generated, and the generated control command is controlled by the braking / driving control device. Give to 9.

  Thus, the braking / driving control device 9 drives and controls a motor that is a power source during traveling of the own train in accordance with a control command given from the traveling control unit 13. Thereby, the traveling of the train is controlled so as to travel in the speed pattern planned by the speed pattern planning unit 11.

  FIG. 3 shows a specific configuration of the train operation control apparatus 10 of the automatic train operation system 1 described above with reference to FIG. As shown in FIG. 3, in the train operation control device 10, the next stop station information from the vehicle information control device 5 is given to the planned diagram holding unit 20, and the own train brake pattern information from the on-board signal device 4 is obtained. This is given to the preceding train departure time estimation unit 21.

  The plan diagram holding unit 20 holds a plan diagram of the own train set in advance, and the next stop station of the own train on the plan diagram based on the next stop station information given from the vehicle information control device 5. The departure time is searched, and the departure time detected by the search is notified to the passenger residence time estimation unit 23 and the target arrival time setting unit 26 as own train departure time information.

  The plan schedule of the own train managed by the plan diagram holding unit 20 is updated to the latest information online in cooperation with the ground operation management system in addition to the case where the schedule diagram of the day of operation is held offline. You may make it do. When an offline plan diagram is used as in the former, the present invention cannot be applied if the diagram is greatly disturbed, but when an online latest plan diagram (corrected diagram) is maintained as in the latter case. The present invention can continue to be applied even when the schedule changes significantly from the beginning due to operational arrangements or the like.

  The preceding train departure time estimation unit 21 determines the actual stop station of the next preceding train on the basis of the change in the brake pattern of the own train recognized based on the own train brake pattern information given from the onboard signal device 4. The departure time (hereinafter referred to as the actual departure time) is estimated, and the estimated actual departure time is notified to the passenger residence time estimation unit 23 as estimated actual departure time information. In this way, it is configured to estimate the departure timing of the preceding train based on the change in the brake pattern for the own train, so that the departure time of the preceding train can be determined without requiring communication with the ground side or communication between trains. Can be estimated.

  In addition, when the train operation control apparatus 10 can utilize communication with the ground side, it is possible to acquire the departure time of the preceding vehicle from the ground operation management system. In these two types of methods, the previous train has passed through the track circuit in the station, so that it knows that the preceding train has already started at the next station, and from there, the actual departure time of the next station of the preceding train Is estimated. Therefore, transmission of information is delayed, and the estimation accuracy of the departure time is affected by the assumption of the vehicle performance (acceleration) of the preceding train. On the other hand, when communication between trains is possible between the own train and the preceding vehicle, the departure time of the preceding vehicle can be known more accurately. In the present embodiment, a simple configuration that closes on the own train has been shown, but, of course, a configuration in which the actual departure time of the preceding train is known by other methods may be used.

  The passenger residence time estimation unit 23 is based on the own train departure time information notified from the plan diagram holding unit 20 and the estimated actual departure time information notified from the preceding train departure time estimation unit 21. The maximum value of the residence time (waiting time) of passengers waiting for the arrival of their own train is estimated. The passenger residence time estimation unit 23 obtains the maximum value of the passenger residence time waiting for the arrival of the own train at the next stop station platform obtained as a result of the estimation, and uses the passenger residence time estimation information as the next stop station congestion state estimation unit. 24.

  Further, the human flow information acquisition unit 22 acquires passenger inflow speed information of the next stop station from the human flow monitoring device 2, and notifies the next stop station congestion state estimation unit 24 of the acquired passenger inflow speed information.

  The next stop station congestion state estimation unit 24 is based on the passenger residence time estimation information notified from the passenger residence time estimation unit 23 and the passenger inflow speed information notified from the human flow information acquisition unit 22, and the passengers at the next stop station Estimate the congestion situation. In the case of the present embodiment, the number of passengers riding on the own train at the next stop station is estimated as the “congestion situation of passengers at the next stop station”. Then, the next stop station congestion state estimation unit 24 notifies the own train boarding / alighting time estimation unit 25 as the next stop station congestion state estimation information.

  The own train boarding / alighting time estimation unit 25 is based on the next stop station congestion state estimation information given from the next stop station congestion state estimation unit 24, and the time required for passengers to get on and off the own train at the next stop station (hereinafter referred to as the next stop station congestion state estimation information). This is referred to as a necessary boarding / alighting time) and the estimation result is notified to the target arrival time setting unit 26 as own train boarding / alighting time estimation information.

  Thus, the target arrival time setting unit 26 determines that the own train is based on the own train departure time information notified from the planned diagram holding unit 20 and the own train arrival / departure time estimation information notified from the own train arrival / departure time estimation unit 25. The arrival time (target arrival time) at the next stop station to be targeted is calculated, and the calculation result is notified to the speed pattern planning unit 11 as the above-described target arrival time information.

  Next, the flow of the above-described processing (hereinafter referred to as train operation control processing) executed in the train operation control device 10 will be described. FIG. 4 shows a flow of a train operation control process executed in the train operation control apparatus 10 according to the present embodiment.

  This train operation control process is started in step SP1 when the preceding train departure time estimation unit 21 estimates the actual departure time of the next stop station of the preceding train as described above. Then, the preceding train departure time estimation unit 21 notifies the passenger departure time estimation unit 23 of the estimated departure time as estimated departure time information.

  In continuing step SP2, the passenger residence time estimation part 23 inquires the plan time holding part 20 about the departure time on the plan schedule of the next stop station of the own train. Thus, in response to this inquiry, the departure time of the next stop station of the own train on the plan diagram is searched in the plan diagram holding unit 20, and the departure time detected by this search is used as the departure time information to determine the passenger residence time estimation unit 23. And the target arrival time setting unit 26 is notified.

  In step SP3, the passenger residence time estimation part 23 estimates the maximum value of the passenger residence time waiting for the arrival of the own train at the platform of the next stop station. Specifically, the passenger residence time estimation unit 23 recognizes this maximum value based on the preceding train departure time information from the departure time on the schedule of the next stop station of the own train recognized based on the departure time information. It is calculated by dividing the actual departure time of the next stop station of the preceding train. And the maximum value of the residence time of the passenger who waits for the arrival of the own train in the platform of the next stop station calculated at this time is notified to the next stop station congestion state estimation part 24 as above-mentioned passenger residence time estimation information.

  In step SP4, the human flow information acquisition unit 22 acquires passenger inflow speed information of the next stop station from the human flow monitoring device 2. Here, the passenger inflow speed is obtained by processing measured values before the time when the preceding train leaves the next stop station. As an example of the process, it is conceivable to use an average inflow speed in a predetermined time until the departure time of the next stop station of the preceding train. If this predetermined time is too short, it depends on the instantaneous flow of people, and if it is too long, the real-time property is lost. As an order for such a predetermined time, it is considered that the same order as the train arrival / departure interval is appropriate, but it is preferable to determine based on a test by actual measurement.

  In step SP5, the next stop station congestion state estimation unit 24 recognizes the maximum stay time of passengers waiting for the arrival of the own train at the next stop station recognized based on the passenger stay time estimation information acquired in step SP3, and in step SP4. By multiplying the inflow speed of passengers to the platform of the next stop station recognized based on the acquired next stop station passenger inflow speed information, the number of passengers boarding the own train at the next stop station (passenger passengers at the next stop station) The congestion state is estimated, and the estimation result is notified to the own train getting-on / off time estimation unit 25 as the next stop station congestion state estimation information.

  In step SP6, based on the next stop station congestion state estimation information, the time required for the passenger to get on the own train at the next stop station (hereinafter referred to as the required travel time) in step SP6. Is estimated. For the estimation of the required travel time, for example, an approximate curve obtained from observation of passengers getting on and off an actual train as shown in FIG. 5 can be used. May be created and used.

  In addition, in step SP6, the own train boarding / alighting time estimation unit 25 prepares for the boarding time estimated as described above, and separately prepares the time required for the passenger to get off the car at the next stop (the time required for getting off the car). ) And a predetermined spare time set in advance, the required boarding / alighting time at the next stop station is estimated. In addition to using a fixed value as the time required for getting off, it is conceivable to use a database of observed values aggregated for each time zone and day of the week. Furthermore, a method of weighting a constant value with a coefficient according to the weight of the own train is also conceivable. The weight of the train (vehicle) can be estimated by the air pressure of the air spring that is arranged on the carriage and supports the vehicle structure.

  In the following step SP7, the target arrival time setting unit 26 starts from the departure time on the planned schedule of the next stop station of the own train acquired from the planned diagram holding unit 20 in step SP2, and from the own train getting on / off time estimating unit 25 in step SP6. The target arrival time of the next stop station of the own train is calculated by subtracting the acquired boarding / alighting time. Then, the target arrival time setting unit 26 notifies the speed pattern planning unit 11 of the target arrival time of the next stop station of the own train acquired in this way.

  Thus, a series of processes in the train operation control apparatus 10 is completed.

(1-3) Effect As described above, in the automatic train operation system 1 of the present embodiment, the target arrival time of the own train for the next stop station is set according to the congestion status of the next stop station. If it is estimated that the stop station is not congested (the number of passengers on the own train at the next stop station is small), the target arrival time at the next stop station of the own train is set to a time later than the planned timetable. The Therefore, in such a case, the traveling speed of the own train to the next stop station is suppressed, and energy saving operation is performed.

  As described above, according to the automatic train operation system 1 of the present embodiment, the speed pattern of traveling between stations can be optimized according to the congestion situation of passengers at the next stop station, and energy-saving train operation can be performed. it can.

(2) Second Embodiment In this embodiment, the passenger inflow speed for the station platform is acquired from a database collected in advance, and the congestion situation of passengers at the next stop station is estimated based on the acquired passenger inflow speed. It is characterized by doing.

  FIG. 6 which attaches | subjects the same code | symbol to the corresponding part with FIG. 3 is applied to the automatic train operation system 1 mentioned above about FIG. 2 instead of the train operation control apparatus 10 (FIG. 2) by 1st Embodiment. The train operation control apparatus 30 by 2nd Embodiment is shown. This train operation control device 30 is the same as the train operation control device 10 according to the first embodiment except that a passenger inflow speed database unit 31 is provided instead of the human flow information acquisition unit 22 (FIG. 3). It is configured. Only the parts different from the first embodiment will be described below.

  The passenger inflow speed database unit 31 includes a database (hereinafter referred to as a passenger inflow speed database) 32 that tabulates and accumulates passenger inflow speed for each day of the week and for each time zone with respect to the platform of each stop station. And the passenger inflow speed database unit 31 presents the current passenger inflow to the platform of the next stop station based on the day of the week and the time information representing the current day of the week and the current time, which are sequentially given from a clock (not shown) installed in the train. The speed is searched on the passenger inflow speed database 32, and the passenger inflow speed detected by the search is notified to the next stop station congestion state estimation unit 24 as passenger inflow speed information. In addition, as for the axis | shaft of the passenger inflow speed database 32, it is desirable to use not only a day of the week and a time slot | zone but the parameter which characterizes the change of the passenger inflow speed with respect to the platform of each stop station.

  And the next stop station congestion state estimation part 24 is based on the passenger inflow speed information given from the passenger inflow speed database part 31 and the above-mentioned passenger residence time estimation information given from the passenger residence time estimation part 23, and the next stop station The number of passengers on the own train (congestion status of passengers at the next stop station) is estimated, and the estimation result is notified to the own train getting-on / off time estimation unit 25 as next stop station congestion status information.

  FIG. 7 shows a flow of a train operation control process executed in the train operation control apparatus 30 according to the present embodiment. In FIG. 7, steps SP10 to SP12 are processed in the same manner as steps SP1 to SP3 of the train operation control process of the first embodiment described above with reference to FIG.

  In the following step SP13, the passenger inflow speed database unit 31 searches the passenger inflow speed database 32 for the current passenger inflow speed for the platform of the next stop station. Then, the passenger inflow speed database unit 31 notifies the next stop station congestion state estimation unit 24 of the passenger inflow speed detected by the search as the next stop station customer inflow speed information.

  Thereafter, steps SP14 to SP16 are processed in the same manner as steps SP5 to SP7 of the train operation control process (FIG. 4) of the first embodiment. Thus, the target arrival time for the next stop station of the own train is calculated, and this is notified to the speed pattern planning unit 11.

  According to the present embodiment described above, since the passenger inflow velocity database 32 prepared in advance is used, the human flow monitoring device 2 in the automatic train operation system 1 is unnecessary, and the automatic train operation system 1 is provided in the train. It can be set as the form closed in the train side system part 3. FIG. Therefore, according to the present embodiment, in addition to the effect obtained by the first embodiment, an effect that introduction can be facilitated can be obtained.

(3) Third Embodiment The present embodiment is characterized in that the target arrival time of the next stop station is calculated by regarding the passenger inflow speed at the station platform as constant.

  8 in which the same reference numerals are assigned to the parts corresponding to those in FIG. 3 is applied to the automatic train operation system 1 described above with reference to FIG. 2 instead of the train operation control apparatus 10 (FIG. 3) according to the first embodiment. The train operation control apparatus 40 by 3rd Embodiment is shown.

  In the case of this train operation control device 40, the plan diagram holding unit 41 holds preset schedules of the preceding train and the own train. Then, the plan diagram holding unit 41 searches the departure time of the preceding train and the next stop station of the own train on the plan diagram based on the next stop station information given from the vehicle information control device 5. Further, the plan diagram holding unit 41 notifies the preceding train departure delay detection unit 42 of the departure time of the next stop station on the plan diagram of the preceding train detected by the search as the preceding train departure time information, and detected by the search. The departure time of the next stop station on the planned schedule of the own train is notified to the target arrival time setting unit 26 as own train departure time information.

  The preceding train departure time estimation unit 21 estimates the actual departure time of the next stop station of the preceding train based on the change in the brake pattern of the own train recognized based on the own train brake pattern information given from the on-board signal device 4. Then, the estimated actual departure time is notified to the preceding train departure delay detection unit 42 as estimated actual departure time information.

  The preceding train departure delay detection unit 42 plans the preceding train based on the preceding train departure time information notified from the plan diagram holding unit 41 and the estimated actual departure time information notified from the preceding train departure time estimation unit 21. It is determined whether or not there is a delay in the actual departure time with respect to the departure time of the next stop station on the diagram, and the determination result is notified to the congestion state estimation unit 43 as preceding train departure delay detection information.

  Based on the preceding train departure delay detection information notified from the preceding train departure delay detection unit 42, the congestion state estimation unit 43 estimates the passenger congestion state at the next stop station, and the estimation result is used as the next stop station congestion state estimation information. To the host train getting-on / off time estimating unit 44.

  The own train boarding / alighting time estimation unit 44 is based on the next stop station congestion state estimation information notified from the congestion state estimation unit 43, and the time required for passengers to get on and off the own train at the next stop station (necessary boarding / alighting time) ) And the estimated required boarding / alighting time is notified to the target arrival time setting unit 26 as own train boarding / alighting time estimation information.

  Thus, the target arrival time setting unit 26 performs the first implementation based on the own train departure time information given from the planned diagram holding unit 41 and the own train getting on / off time estimation information given from the own train getting on / off time estimating unit 44. Similar to the mode, the arrival time (target arrival time) at the next stop station to be targeted by the own train is calculated, and the calculation result is notified to the speed pattern planning unit 11 as the above-described target arrival time information.

  FIG. 9 shows a flow of a train operation control process executed in the train operation control apparatus 40 according to the present embodiment. In FIG. 9, step SP20 and step SP21 are processed similarly to step SP1 and step SP2 of the train operation control process of the first embodiment described above with reference to FIG.

  In step SP22, the preceding train departure delay detection unit 42 acquires the departure time on the plan diagram of the preceding train at the next stop station from the plan diagram holding unit 41. Further, the preceding train departure delay detection unit 42, in the next step SP23, the actual departure time of the next stop station of the preceding train acquired in step SP20 and the next stop station on the plan schedule of the preceding train acquired in step SP22. Compared to the departure time, the actual departure time at the next stop station of the preceding train is equal to or greater than a predetermined time (hereinafter referred to as a delay time threshold) that is predetermined with respect to the departure time of the next stop station on the schedule It is determined whether or not there is a delay, and the detection result is notified to the congestion state estimation unit 43.

  In continuing step SP24, the congestion condition estimation part 43 estimates the congestion condition of the passenger in a next stop station based on the determination result of the preceding train departure delay detection part 42 in step SP23. However, in the present embodiment, since the simplified system configuration does not refer to the passenger inflow speed, the estimation of the passenger congestion status at the next stop station is not strict. Specifically, the congestion state estimation unit 43 is not congested when the preceding train departure delay detection unit 42 determines that the delay of the departure time of the preceding train at the next stop station is equal to or greater than the above-described delay time threshold. When the preceding train departure delay detection unit 42 determines that the delay of the departure time of the preceding train at the next stop station is less than the delay time threshold, it is estimated that the vehicle is congested.

  In the next step SP25, the own train getting on / off time estimating unit 44 estimates the time required for boarding at the next stop station. Specifically, when the own train boarding / alighting time estimation unit 44 estimates that the next stop station is congested in step SP24, the own train boarding / alighting time estimation unit 43 requires a predetermined reference boarding time predetermined as the boarding time required. Estimate the time required for boarding. In addition, when the congestion state estimation unit 43 estimates that the next stop station is not crowded in step SP24, the own train getting on / off time estimation unit 44 subtracts a predetermined time from the above-described reference boarding time. The remaining time is estimated as the required travel time.

  The own train getting on / off time estimating unit 44 prepares the time required for the passenger to get off from the own train at the next stop station (the time required for getting off), in advance for the boarding time estimated as described above. By adding a predetermined predetermined spare time, the required boarding / alighting time at the next stop station is estimated, and the estimated boarding / alighting time estimated is notified to the target arrival time setting unit 26.

  Thereafter, step SP26 is processed in the same manner as step SP7 of the train operation control process (FIG. 4) of the first embodiment. Thus, the target arrival time for the next stop station of the own train is calculated, and this is notified to the speed pattern planning unit 11.

  According to the above embodiment, the system can be simplified by assuming that the passenger inflow speed of the station platform is constant. However, it should be noted that the present invention can be applied only under the condition that the assumption is satisfied, and applicable scenes (station, date and time) are limited as compared to the first and second embodiments. is there.

(4) Fourth Embodiment The present embodiment is characterized in that the passenger inflow speed for the home is calculated from the number of passengers staying at the platform of the next stop station.

  10 in which the same reference numerals are assigned to the parts corresponding to those in FIG. 3 is applied to the automatic train operation system 1 described above with reference to FIG. 2 instead of the train operation control apparatus 10 (FIG. 3) according to the first embodiment. The train operation control apparatus 50 by 4th Embodiment is shown. The train operation control device 50 is a train according to the first embodiment except that a human flow information acquisition unit 51 and a passenger inflow speed estimation unit 52 are provided instead of the human flow information acquisition unit 22 (FIG. 3). The configuration is the same as that of the operation control device 10. Only the parts different from the first embodiment will be described below.

  In the case of the present embodiment, a person monitoring device 53 that detects the number of passengers staying at the platform of the next stop station is installed on the ground instead of the human flow monitoring device 2 described above with reference to FIG. The number-of-people monitoring device 53 can be used for the train of the train at the next stop station's platform by, for example, image processing on the camera image of the monitoring camera installed in the platform, the passage and stairs leading to the platform, and analysis of the entrance record of the ticket gate. The number of passengers waiting for arrival is sequentially detected.

  The human flow information acquisition unit 51 accesses the number monitoring device 53 at a predetermined timing, acquires the number of passengers staying at the platform of the next stop station, and uses the acquired number of passengers as passenger number information to the passenger inflow rate estimation unit 52. Notice. The passenger inflow speed estimation unit 52 is notified from the preceding train departure time estimation unit 21 of estimated actual departure time information indicating the actual departure time of the next stop station of the preceding train.

  Thus, the passenger inflow speed estimation unit 52 returns to the home of the next stop station based on the passenger number information notified from the human flow information acquisition unit 51 and the estimated actual departure time information notified from the preceding train departure time estimation unit 21. Passenger inflow speed is calculated, and the calculated passenger inflow speed is notified to the next stop station congestion state estimation unit 24.

  And the next stop station congestion situation estimation part 24 is based on the passenger residence time estimation information notified from the passenger residence time estimation part 23 and the passenger inflow speed information notified from the passenger inflow speed estimation part 52. In the same manner as in the embodiment, the number of passengers boarding the own train at the next stop station (congestion situation of passengers at the next stop station) is estimated, and the estimation result is used as the next stop station congestion situation estimation information. Notify

  FIG. 11 shows the flow of the train operation control process executed in the train operation control apparatus 50 according to the present embodiment. In FIG. 11, step SP30 to step SP32 are processed in the same manner as step SP1 to step SP3 of the train operation control process of the first embodiment described above with reference to FIG.

  In continuing step SP33, the human flow information acquisition part 51 acquires the above-mentioned passenger number information showing the present passenger number on the platform of the next stop station from the above-mentioned number monitoring device 53 installed on the ground. The timing when the human flow information acquisition unit 51 acquires the passenger number information is a predetermined time after the actual departure time of the preceding train. When this predetermined time is set long, the estimation accuracy of the passenger inflow speed calculated later becomes high, while the speed pattern command timing to the own train becomes slow. Moreover, when this predetermined time is set short, there exists a possibility that the estimation precision of the passenger inflow speed calculated later may become low. Therefore, it is necessary to grasp and set an appropriate value for the predetermined time by repeating a test by actual measurement.

  In continuing step SP34, the passenger inflow speed estimation part 52 estimates the passenger inflow speed to the platform of the next stop station. This passenger inflow speed is the current number of passengers on the platform of the next stop station recognized from the number of passengers information acquired in step SP33, and the human flow information acquisition unit 51 acquires the number of passengers information from the actual departure time of the preceding train. It can be calculated by dividing by the time until.

  Thereafter, step SP35 to step SP37 are processed in the same manner as step SP5 to step SP7 of the train operation control process (FIG. 4) of the first embodiment. Thereby, the target arrival time for the next stop station of the own train is calculated, and this is notified to the speed pattern planning unit 11.

  According to the above embodiment, as in the first embodiment, the speed pattern of travel between stations can be optimized according to the congestion situation of passengers at the next stop station, and energy-saving train operation can be performed. It can be carried out.

(5) Fifth Embodiment In the above first to fourth embodiments, the present invention is applied to the automatic train operation system 1 to realize energy-saving train operation. In the route where the hand drives the train, the driving operation for running the train with the speed pattern created in the speed pattern planning unit 11 of the first to fourth embodiments is also taught to the driver. The same effects as those of the first to fourth embodiments can be obtained.

  Here, in FIG. 12, the solid line K1 shall show the speed pattern of the travel between stations according to a plan diagram. In this case, as a method of delaying arrival at the next stop station (lowering the traveling speed between stations), acceleration is moderated (curve K2), maximum speed is lowered (curve K3), and the coasting start position is advanced (curve K4). ) And / or a method of gradual deceleration (curve K5).

  In order to realize these by driving operation, a low power running notch is used in the case of the method of gradual acceleration as in the curve K2, and the constant speed is reduced in the method of reducing the maximum speed as in the curve K3. In the case of the method of lowering the speed to enter the speed, the method of increasing the coasting start position as in the curve K4, the off timing of the power running notch is advanced, and in the case of the method of gradual deceleration as in the curve K5, the brake Driving operations such as using a low brake notch early to start can be considered, and these driving operations may be taught to the driver by a screen or voice.

  FIG. 13, in which the same reference numerals are assigned to the parts corresponding to FIG. 2, shows a configuration example of the train operation support system 60 according to the present embodiment having such a function. The train operation support system 60 is a system that supports the operation of the train by the driver, and a train operation support device 62 is provided in the train side system unit 61. Further, the train operation support device 62 is configured in the same manner as the automatic train operation device 6 described above with reference to FIG. 2 except that a driving operation teaching unit 63 is provided instead of the travel control unit 13 (FIG. 2). .

  The driving operation teaching unit 63 includes an output device such as a liquid crystal monitor and a speaker. The driving operation teaching unit 63 includes speed / position information notified from the speed / position detecting unit 12 and speed pattern information notified from the speed pattern planning unit 11. Based on the information on the route, vehicle and operating conditions registered in the database 14, the content of the driving operation is displayed for the driving operation for running the own train with the speed pattern planned by the speed pattern planning unit 11. The driver is instructed by the displayed screen and the sound output at an appropriate timing.

  FIG. 14 shows a configuration example of a screen (hereinafter referred to as a driving operation teaching screen) 70 displayed on the liquid crystal monitor of the driving operation teaching unit 63. The driving operation teaching screen 70 is a configuration example in the case where the current speed of the own train and the content of the driving operation to be performed in order to run the own train according to the speed pattern created in the speed pattern planning unit 11 are displayed side by side. is there.

  In practice, the driving operation teaching screen 70 is composed of a current speed display field 70A and a driving operation teaching field 70B. In the current speed display field 70A, a circular speed meter 71 indicating the current speed of the own train is displayed. An annular target speed range display unit 72 is displayed around the speed meter 71. A portion 72A of the target speed range display unit 72 corresponding to the speed range to be targeted by the own train at that time is a predetermined color. Highlighted.

  Further, in the driving operation teaching field 70B, the operation content of the driving operation to be performed by the driver in order to drive the own train with the speed pattern planned by the speed pattern planning unit 11 is displayed. For example, in the example of FIG. 14, after accelerating to 80km / h (Accelerate 80km / h), and then maintaining a speed of 80km / h from A to B (Keep 80km / h from A to B) , “Coast to 60 km / h” should be indicated. Of these operation contents, the part displaying the operation contents of the driving operation to be performed by the driver is highlighted in a predetermined color.

  Therefore, when such a driving operation teaching screen 70 is displayed on the driving operation teaching unit 63, the driver displays the driving operation teaching field 70B while referring to the speed meter 71 displayed in the current speed display field 70A. By performing the driving operation in accordance with the contents of each operation, the own train can be made to follow the speed pattern created by the speed pattern planning unit 11.

  FIG. 15 shows a configuration example of another driving operation teaching screen 80 displayed on the driving operation teaching unit 63. This driving operation teaching screen 80 is a case where the current output of the own train and the output to be targeted (hereinafter referred to as target output) are displayed in an overlapping manner to prompt the driver to control the output. It is a structural example.

  In the driving operation teaching screen 80, a strip-shaped output display portion 81 is displayed at the center in the vertical direction of the screen. The output display unit 81 indicates that the output for powering operation increases as it goes to the right side of the reference position P1 from the reference position P1, and the output for braking increases as it goes to the left side of the reference position P1. Represents that.

  In the driving operation teaching screen 80, the corresponding portion 81A in the output display unit 81 is highlighted with a predetermined color indicating the target output range, and the position corresponding to the current output level of the output display unit 81 is displayed. An inverted triangular mark 82 representing this is displayed. A portion 81A representing the target output range in the output display unit 81 is displayed so as to move in the left-right direction in the output display unit 81 in accordance with the speed pattern created in the speed pattern planning unit 11.

  Accordingly, when such a driving operation teaching screen 80 is displayed on the driving operation teaching unit 63, the driver can display the target output range in which the mark 82 indicating the current output of the own train is displayed in the output display unit 81. By controlling the output of the own train so as to be located inside, the own train can be made to follow the speed pattern created by the speed pattern planning unit 11.

  Further, FIG. 16 shows a configuration example of another driving operation teaching screen 90 displayed on the driving operation teaching unit 63. This driving operation teaching screen 90 displays the current speed of the own train in the range of the speed that the own train should target (hereinafter referred to as the target speed), thereby allowing the driver to control the speed. It is an example of a structure in the case of prompting.

  In the driving operation teaching screen 90, a time axis 91 is displayed in parallel with the vertical direction of the screen, and a speed axis 92 representing speed is displayed in parallel with the horizontal direction of the screen. The speed axis 92 is displayed so as to move from the lower side of the screen to the upper side according to the elapsed time since the own train departed from the previous stop station. A mark 93 representing this is displayed at a position on the speed axis 92 corresponding to the speed of the own train at that time.

  In addition, the driving operation teaching screen 90 displays a belt-like pattern 94 representing a speed range for each elapsed time that the train should target in order to travel according to the speed pattern created by the speed pattern planning unit 11.

  Therefore, when such a driving operation teaching screen 90 is displayed on the driving operation teaching unit 63, the driver himself or herself so that the mark 93 representing the speed of the own train is positioned within the pattern 94 representing the range of the target speed. By controlling the speed of the train, the own train can be made to follow the speed pattern created by the speed pattern planning unit 11.

  As described above, in the train operation support system 60 of the present embodiment, in order to run the own train with the speed pattern planned by the speed pattern planning unit 11 according to the target arrival time of the next stop station calculated by the train operation control device 10. Teach the driver how to drive. Therefore, the same effect as that of the first embodiment can be obtained by applying the train operation support system 60 to the route on which the driver operates the train.

(6) Sixth Embodiment In the above first to fourth embodiments, the present invention is applied to the automatic train operation system 1 to realize energy-saving train operation. Even when applied to a train operation management system, the same effects as those of the first to fourth embodiments can be obtained.

  FIG. 17, in which the same reference numerals are assigned to the parts corresponding to FIG. 2, shows a configuration example of such a train operation management system 100. The train operation management system 100 includes a human flow monitoring device 101, a signal system 102, and a train operation management device 103, all installed on the ground.

  The human flow monitoring apparatus 101 detects the inflow speed (passenger inflow speed) of passengers to the platform of each station in the same manner as the human flow monitoring apparatus 2 of the first embodiment for all stations on the route. In response to a request from the train operation management device 103, the human flow monitoring device 2 notifies the train operation management device 103 of the passenger inflow speed with respect to the requested platform of the station.

  The signal system 102 is a system having a function of managing a plurality of traffic signals (not shown) installed along the track based on route control information given from the train operation management device 103 as described later. In addition, the signal system detects the position of each train traveling on the track, notifies the train operation management device 103 of the detection result as train position information, and also precedes the previous train that stops at the next stop station of the train. Is notified to the train operation management device 103 as preceding train position information.

  The train operation management device 103 includes a train operation control device 107, a diamond correction unit 108, a diamond management unit 109, and a route control device 110.

  Among these, the diamond management unit 109 manages a predetermined schedule for each train, notifies the train schedule control information to the train operation control device 107 as schedule schedule information, and also schedules based on the schedule schedule. Information is notified to the route control device 110.

  In addition, the diagram management unit 109 notifies the station staff 104 by displaying the current operation status of each train on a monitor in the station staff room based on the planned schedule managed, and for the crew 105 of each train. An operation command, which is a command for driving the train according to the planned schedule, is given, and the planned schedule related to the latest train is posted on the electric bulletin board, so that the guide information regarding the train operation is provided to the user 106.

  The route control device 110 executes point switching control based on the diagram information given from the diagram management unit 109. Then, the route control device 110 sends the result of such switching control to the signal system 102 as route control information.

  The train operation control device 107 includes passenger inflow speed information for each station given from the human flow monitoring device 101, train position information and preceding train position information each representing the position of each train given from the signal system 102, and a diagram management unit 109. Based on the plan schedule information given by the passengers, the congestion situation of passengers at each station is estimated, and the required boarding time at each station is estimated based on the estimation result. Each target arrival time is calculated. Then, the train operation control device 10 notifies the diamond correction unit 108 of the calculated target arrival time of the next stop station for each train as target arrival time information.

  The diamond correction unit 108 creates a plan schedule correction plan for each train based on the target arrival time information for each train given from the train operation control device 107, and the schedule management unit 109 manages the plan diagram according to the prepared correction plan. To correct.

  Thus, the diagram management unit 109 thereafter notifies the station staff 104 by displaying the current operation status of each train on the monitor in the station staff room based on the corrected schedule diagram, and notifies the crew 105 of each train. In response, the operation instruction for operating the train according to the revised schedule is given, and the revised schedule for the latest train is posted on the electric bulletin board, and the train 106 is provided with information on train operation. To do.

  FIG. 18 shows a specific configuration of the train operation control device 107. As shown in FIG. 18, in the train operation control device 107, the train position information described above, which is the position information of each train transmitted from the signal system 102, is given to the train departure time acquisition unit 121, and The preceding train position information, which is the position information of the preceding train that stops at the next stop station before the train, is given to the preceding train departure time estimation unit 122, respectively.

  The train departure time acquisition unit 121 is based on the position of each train recognized from the train station information and the plan diagram of each train stored and held by the plan diagram holding unit 120. Search for the departure time above. Then, the train departure time acquisition unit 121 notifies the passenger departure time estimation unit 123 and the target arrival time setting unit 127 of the departure time on the plan schedule of the next stop station of each train acquired by this search as train departure time information.

  Further, the preceding train departure time estimation unit 122 estimates the actual departure time of the stop station that departs immediately before each preceding train based on the position of each preceding train recognized from the preceding train position information, and estimates the estimated preceding train. Each actual departure time is notified to the passenger residence time estimation unit 123 as estimated actual departure time information.

  The passenger residence time estimation unit 123 performs the first implementation based on the train departure time information notified from the train departure time acquisition unit 121 and the estimated actual departure time information notified from the preceding train departure time estimation unit 122. Similarly to the passenger residence time estimation unit 23 (FIG. 3) of the embodiment, for each train, the maximum value of the passenger residence time (waiting time) waiting for arrival of the train at the platform of the next stop station is estimated. Then, the passenger residence time estimation unit 123 notifies the congestion state estimation unit 125 of the maximum value of the passenger residence time waiting for arrival of each train at the next stop station platform as passenger residence time estimation information obtained by such estimation. To do.

  On the other hand, the human flow information acquisition unit 124 acquires the passenger inflow speed information of each station from the human flow monitoring device 101 and notifies the congestion state estimation unit 125 of the acquired passenger inflow speed information for each station.

  The congestion state estimation unit 125 performs the first implementation based on the passenger residence time estimation information for each station given from the passenger residence time estimation unit 123 and the passenger inflow speed information for each station given from the human flow information acquisition unit 124. In the same manner as the next stop station congestion state estimation unit 24 (FIG. 3) in the form of (1), the number of passengers (the congestion state of each station) that respectively get on the next arriving train at each station is estimated. Then, the congestion state estimation unit 125 notifies the estimation result to the train boarding / alighting time estimation unit 126 as congestion state estimation information.

  The train boarding / alighting time estimation unit 126 is based on the congestion state estimation information for each station given from the congestion state estimation unit 125, in the same manner as the own train boarding / alighting time estimation unit 25 (FIG. 3), The time required for passengers to get on and off the train that arrives next at each station (necessary boarding time) is estimated, and the estimation result is notified to the target arrival time setting unit 127 as boarding time estimation information.

  Thus, the target arrival time setting unit 127 is based on the train departure time information for each train notified from the train departure time acquisition unit 121 and the arrival / departure time estimation information notified from the train arrival / departure time estimation unit 126. Similarly to the target arrival time setting unit 26 (FIG. 3) of the embodiment, the arrival time (target arrival time) at the next stop station that each train should target is calculated, and the calculation result is the above-described target. Notify the diamond correction unit 108 as arrival time information.

  As described above, in the train operation management system 100 of the present embodiment, for each train, the target arrival time of the train for the next stop station is set according to the congestion status of the next stop station. Therefore, according to this train operation management system 100, as in the first embodiment, it is possible to optimize the speed pattern of inter-train travel of each train according to the congestion situation of passengers at the next stop station, Energy-saving train operation can be performed.

(7) Other Embodiments In the above-described first to sixth embodiments, the train operation control devices 10 and 30 of the automatic train operation device 6 (FIG. 2) and the train operation support device 62 (FIG. 13). , 40, 50, 107, the speed / position detection unit 12, the speed pattern planning unit 11, the travel control unit 13, the driving operation teaching unit 63, and the train operation management device 103 (FIG. 17) have a hardware configuration. However, the present invention is not limited to this, and the train operation control devices 10, 30, 40, 50, 107, the speed / position detection unit 12, the speed pattern planning unit 11, and the travel control unit 13 The parts other than the output device of the driving operation teaching unit 63 may have a software configuration.

  In the fifth and sixth embodiments described above, the train operation control device 10 of the train operation support system 60 and the train operation control device 107 of the train operation management system 100 are the first embodiment described above with reference to FIG. However, the present invention is not limited to this, and the train operation control device 10 of the train operation support system 60 and the train operation management system 100 are not limited thereto. The train operation control device 107 is the train operation control device 30 of the second embodiment described above with reference to FIG. 6, the train operation control device 40 of the third embodiment described above with reference to FIG. You may make it comprise similarly to the train operation control apparatus 50 of 4th Embodiment, or substantially the same.

  Furthermore, in the above-described sixth embodiment, the diagram management unit 109 is a command for operating the train according to the planned diagram to the crew 105 of each train based on the managed planned diagram. Although the case where the operation command is given has been described, the present invention is not limited to this. For example, when the train operation management system 100 is applied to a route that automatically operates a train, each operation command is based on the operation command. The train may be operated automatically. Further, when the train operation management system 100 is applied to a route on which the driver operates the train, on the basis of the operation command, the operation is performed on the driver side in the same manner as in the fifth embodiment on each train side. You may make it teach.

  The present invention can be applied as, for example, an automatic train operation system, a train operation support system, and a train operation management system on a route with a constant passenger inflow speed to a platform and a continuity.

  DESCRIPTION OF SYMBOLS 1 ... Automatic train operation system, 2,101 ... Person flow monitoring device, 3 ... Train side operation system part, 6 ... Automatic train operation device, 10, 30, 40, 50, 107 ... Train operation control device, DESCRIPTION OF SYMBOLS 11 ... Speed pattern planning part, 13 ... Traveling control part, 9 ... Braking / driving control device, 20, 41 ... Planned diagram holding part, 21, 122 ... Predecessor departure time estimation part, 22,124 ... Human flow information acquisition unit, 23, 123 ... Passenger residence time estimation unit, 24 ... Next stop station congestion status estimation unit, 25, 44 ... Own train getting on / off time estimation unit, 26, 127 ... Target arrival time setting unit, 31 …… Passenger inflow speed database section, 32 …… Passenger inflow speed database, 42 …… Previous train departure delay detection section, 43,125 …… Congestion situation estimation section, 60 …… Train operation support system, 62 …… Train operation Support device, 6 ...... Driving operation teaching unit, 70, 80, 90 ... Driving operation teaching screen, 100 ... Train operation management system, 103 ... Train operation management device, 108 ... Diamond correction unit, 109 ... Diamond management unit, 121 ...... Train departure time acquisition unit, 126 ...... Train getting on / off time estimation unit.

Claims (10)

In an automatic train operation system that controls the operation of an automatically operated train,
Based on the departure time of the preceding train at the next stop station, the next stop station congestion state estimation unit that estimates the congestion state of passengers at the next stop station,
Based on the estimation result of the next stop station congestion situation estimation unit, a boarding / alighting time estimation unit for estimating the time required for passengers to get on and off the own train at the next stop station,
The time before the time required for passengers to get on and off the own train estimated by the getting-on / off time estimation unit from the departure time of the own train at the next stop station planned in advance is A target arrival time calculation unit for calculating the target arrival time of the own train for the stop station;
An automatic train operation system comprising: a control unit that controls travel of the own train so as to arrive at the target arrival time calculated by the target arrival time calculation unit. The next stop station congestion situation estimation part,
The automatic train operation system according to claim 1, wherein the number of passengers on the own train at the next stop station is estimated as the congestion state. Based on the departure time of the own train at the predetermined next stop station and the actual departure time of the preceding train at the next stop station, the maximum time for passengers to stay at the next stop station A passenger residence time estimation unit that estimates a value;
A passenger inflow speed acquisition unit that acquires a passenger inflow speed that is a passenger inflow speed in the platform of the next stop station, and
The next stop station congestion situation estimation unit,
Based on the maximum value of the time that the passenger stays at the next stop station estimated by the passenger residence time estimation unit and the passenger inflow speed acquired by the passenger inflow speed acquisition unit, the The automatic train operation system according to claim 2, wherein the congestion state is estimated. The passenger inflow speed acquisition unit is
The automatic train operation system according to claim 3, wherein the passenger inflow speed at the next stop station detected by the external device is acquired from the external device. The passenger inflow speed acquisition unit is
A database in which the passenger inflow speed for each day of the week and time zone for the platform of each stop station is stored, and the passenger inflow speed is acquired based on the current day of the week and time. Item 4. The automatic train operation system according to item 3. The next stop station congestion situation estimation unit,
Based on a predetermined departure time of the preceding train at the next stop station and an actual departure time of the preceding train at the next stop station, the departure of the preceding train at the next stop station is delayed. A preceding train departure delay detector that determines whether or not
Based on the determination result of the preceding train departure delay detection unit, a congestion situation estimation unit that estimates the congestion situation of the passenger at the next stop station, and
The congestion status estimation unit
When the preceding train departure delay detection unit determines that there is a delay in the departure of the preceding train at the next stopping station, the next stopping station is estimated to be congested, and the next If the preceding train departure delay detector determines that there is no delay in the departure of the preceding train at the stop station, it is estimated that the next stop station is not congested,
The getting-on / off time estimating unit
When the congestion state estimation unit estimates that the next stop station is congested, the passenger adds the result obtained by adding the first time to a predetermined reference time at the next stop station. Estimated as the time required to get on and off the train, and when the congestion state estimation unit estimates that the next stop station is not crowded, the value obtained by subtracting the second time from the reference time The automatic train operation system according to claim 1, wherein an addition result obtained by adding the first time is estimated as a time required for passengers to get on and off the own train at the next stop station. Based on the departure time of the own train at the predetermined next stop station and the actual departure time of the preceding train at the next stop station, the maximum time for passengers to stay at the next stop station A passenger residence time estimation unit that estimates a value;
A human flow information acquisition unit for acquiring the number of passengers in the platform of the next stop station from an external device;
Passenger inflow to the next stop station based on the number of passengers at the platform of the next stop station acquired by the human flow information acquisition unit and the actual departure time of the preceding train at the next stop station A passenger inflow speed estimation unit for estimating speed, and
The next stop station congestion situation estimation unit,
Based on the maximum value of the time when passengers stay in the next stop station estimated by the passenger residence time estimation unit, and the passenger inflow speed of the next stop station estimated by the passenger inflow rate estimation unit, The automatic train operation system according to claim 2, wherein the congestion state of the next stop station is estimated. In the train operation support system that supports the driving of the train by the driver,
Based on the departure time of the preceding train at the next stop station, the next stop station congestion state estimation unit that estimates the congestion state of passengers at the next stop station,
Based on the estimation result of the next stop station congestion situation estimation unit, a boarding / alighting time estimation unit for estimating the time required for passengers to get on and off the own train at the next stop station,
The time before the time required for passengers to get on and off the own train estimated by the getting-on / off time estimation unit from the departure time of the own train at the next stop station planned in advance is A target arrival time calculation unit for calculating the target arrival time of the own train for the stop station;
A train operation support system comprising: a driving operation teaching unit that teaches the driver a driving operation for arriving the own train at the target arrival time calculated by the target arrival time calculating unit. The driving operation teaching system includes:
9. The driver is instructed by a screen on which a content of a driving operation for arriving the own train at the target arrival time calculated by the target arrival time calculation unit is displayed. Driving operation teaching system. In the train operation management system that manages train operation,
For each of the trains, based on the departure time of the preceding train at the next stop station of the train, the next stop station congestion state estimation unit for estimating the congestion state of passengers at the next stop station, and
Based on the estimation result of the next stop station congestion situation estimation unit, a boarding / alighting time estimation unit for estimating a time required for passengers to get on and off each train at the next stop station,
For each of the trains, the time before the time required for passengers to get on and off the train estimated by the boarding / alighting time estimation unit from the departure time of the train at the next stop station planned in advance, A target arrival time calculation unit for calculating the target arrival time of the train for the next stop station,
A diamond management unit that manages a schedule of each of the trains;
A diamond correction unit that corrects the planned schedule of each train managed by the diamond management unit based on the calculation result of the target arrival time calculation unit;
The diamond management unit includes:
Each train is provided with a command for causing the train to travel according to the planned schedule corrected by the diamond correction unit.

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