JP2017144907A - Operation management device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem of causing influence on a train operation because a time till a regenerative brake operation of a train becomes unclear to cause a departure waiting time of the train that waits for the regenerative brake operation to be unclear in the case that the traveling of the train does not follow a standard operation curve.SOLUTION: An operation management device includes a display part for displaying a station departure time for a train, a data holding part for holding train diagram data and the upper limit of change time width of the station departure time, and an operation part. The operation part displays a station departure time based on change on the display part only in the case that time width between station departure time information to be changed and the station departure time is equal to or less than the upper limit when the station departure time information of the train diagram data is changed.SELECTED DRAWING: Figure 2

Description

  The present invention creates a station departure time information and displays it on a display device when supplying power used by the vehicle to travel from outside the vehicle via a feeder system such as an overhead line or a third rail. It relates to a management device.

  As a background art in the technical field according to the present invention, Patent Document 1 is first mentioned. This Patent Document 1 discloses a method for obtaining the prediction of regenerative power from the presence information of other trains in the same substation section as the target train and determining the departure timing of the target train. In addition, as information necessary for prediction, time, train position on the route, and information on the next stop station are shown.

  In Patent Document 2, the speed, position, and energy consumption of a train are grasped using wireless communication means, and a travel position time target and an energy consumption target value for each train are created and wirelessly communicated to each train. A method of giving using means is shown.

  Here, in a known operation management device, a standard operation curve is used as information for creating a travel time between train stations. The standard driving curve means that when a train travels along a route, the vehicle performance such as acceleration, deceleration, maximum speed and running resistance of the train, the speed limit by the curve and the influence of acceleration / deceleration by the gradient, each station stop and rapid Considering the stop and passage setting status of each station corresponding to the type of train, etc., and the speed limit of the turnout according to the number of lines used at the station, the relationship between the position and speed in the absence of the preceding train It is the information described.

  Since the standard operation curve represents the state in which the train has traveled earliest, the train cannot travel between stations in a time shorter than the travel time obtained from the standard operation curve. That is, the known operation management device holds the travel time obtained from the standard operation curve and uses it as the minimum value of the travel time of each train between the stations when creating or changing a diagram. A method for calculating the minimum operation time interval, which is the minimum value of the time interval of the train when traveling according to the operation curve, is a known technique.

  In addition, a known signaling device such as ATS or ATC sets a plurality of track circuits on the track on which the train travels in order to create control information for other trains according to the position of each train. And a track circuit is an apparatus which detects the presence or absence of a train, and utilizes short-circuiting a rail on either side with the axle of a train.

JP 2014-148277 A JP 2013-230775 A

  As shown in Patent Document 1, in order to predict the regenerative power necessary to determine the train departure timing, regenerative braking is performed on the train to be regenerated from the time, position on the route, and information on the next stop station. It is necessary to calculate the operation timing. The train time, position on the route, and information on the next stop are listed in the standard operating curve. However, for example, when the distance between trains is reduced, such as during rush hours, the influence of other trains traveling in front of the traveling of the train occurs, and when the train is unable to travel according to the standard operating curve, The travel time of the train is different from the travel time created from the standard operating curve. If the timing at which the regenerative brake is operated in this state is calculated, there is a situation in which the timing cannot be calculated correctly because the train traveling on the premise is different from the standard driving curve.

  Here, when the energy consumption is obtained from each train using the wireless communication means disclosed in Patent Document 2, it can be determined from the energy consumption state that the train has operated the regenerative brake. However, it is necessary to control the departure timing of the target train simultaneously with the operation result of the regenerative brake. In this state, the target train waits for the regenerative braking operation while waiting for departure, and therefore the time until the regenerative braking operation is unclear when the train does not follow the standard operation curve. As a result, the departure waiting time is unclear and the influence of other train operations is affected.

  Moreover, when using the means for grasping the speed and position of the train using the wireless communication means disclosed in Patent Document 2, the speed at each position of the train is not more than the value indicated by the standard operation curve. Can be obtained. However, since the information indicating the running state of the train is only the standard operation curve, the position and speed cannot be obtained for a train that does not follow the position and speed of the standard operation curve. This is the same even when the presence of a train is detected using a track circuit in a known signal device such as ATS or ATC.

  Furthermore, when the energy saving of the train operation is promoted, if the cost reduction due to the energy saving is smaller than the increase in cost due to the addition of devices and processes necessary for the energy saving, the effect of the energy saving is lost. According to this, it is possible to suppress the increase in cost due to the addition of devices and processes necessary for energy saving. Specifically, it is possible to save energy without adding another computing device or performing processing with a large amount of calculation. It is desirable that it can be implemented.

  The object of the present invention is to calculate the timing for operating the regenerative brake of a train and reflect it in the departure time of other trains and adjust the departure time even when the train does not follow the standard operation curve. It is to provide a device that enables train operation and train schedule creation that efficiently consumes energy (electric power) due to regenerative braking operation without adding another calculation device or processing with a large calculation amount.

  In order to solve the above-mentioned problem, the operation management device according to the present invention includes a display unit that displays a station departure time for a train, and data that holds an upper limit value of a train schedule data and a change time width of the station departure time. A holding unit and a calculation unit, and when the calculation unit changes the station departure time information of the train diagram data, the time width between the station departure time information to be changed and the station departure time is less than or equal to the upper limit value The station departure time due to the change is displayed only on the display section.

  According to the present invention, even when the train does not follow the standard operation curve, the train that can calculate the timing for operating the regenerative brake of the train and reflect it in the departure time of other trains to adjust the departure time. By providing a train operation management device and train diagram creation device, it is possible to efficiently use the energy generated by the regenerative braking operation of the train and reduce energy consumption without adding another calculation device or processing with a large calculation amount. can do.

FIG. 1 is a diagram illustrating an example of a configuration of an operation management apparatus using a track circuit according to the present invention. FIG. 2 is a diagram showing the relationship of the processing configuration in the operation management apparatus according to the present invention. FIG. 3 is a diagram showing the contents of position train passage time regenerative braking operation start time difference data. FIG. 4 is a diagram showing an example of a flowchart for explaining departure time information creation processing according to the present invention. FIG. 5 is a diagram illustrating an example of determination time raw data on a drop and a kite. FIG. 6 is a diagram illustrating an example of train schedule data. FIG. 7 is a diagram illustrating an example of regenerative braking operation start time position station departure time position difference upper limit data. FIG. 8 is a diagram illustrating an example of an operation curve indicating the relationship between the position and speed of a train between stations. FIG. 9 is a diagram illustrating an example of station departure position data. FIG. 10 is a diagram illustrating an example of end position data of the track circuit. FIG. 11 is a diagram illustrating an example of a flowchart illustrating a process of acquiring the number of trains according to the present invention in which the difference between the departure time and the departure position of other trains is equal to or less than a specified value. FIG. 12 is a diagram illustrating an example of postponement setting data. FIG. 13 is a diagram illustrating an example of train diagram setting change data. FIG. 14 is a diagram showing the content of the extended time width upper limit data.

  As a mode for carrying out the present invention, a first embodiment will be described below with reference to the drawings.

  In the first embodiment, the train travels on the track circuit at a position and speed that does not follow the travel standard operation curve. The operation management device calculates the regenerative braking operation time from the track circuit name and the time difference using the fall detection time of the track circuit when a traveling train enters a plurality of track circuits. And an operation management apparatus displays the calculation result as a departure time on the display apparatus with respect to another train.

  FIG. 1 is a diagram illustrating an example of the configuration of the operation management apparatus according to the first embodiment. The train 2B travels in order from the track circuit 5J toward the track circuit 5G, and stops on the line 6B of the station 8A. The train 2A travels from the track circuit 5B to the track circuit 5E after the departure in a state waiting for the signal 6A of the station 8A to be displayed on the display device 4A. Here, each track circuit 5 </ b> A to 5 </ b> J is connected to the train line management device 3. The train management device 3 and the display devices 4A and 4B are connected to the operation management device 1.

The trains 2A and 2B are controlled by a driver (not shown). The driver of the train 2A leaves the line 6A of the station 8A according to the departure display on the display device 4A.
The operation management device 1 and the train line management device 3 include a calculation unit 101, an information interface unit 102, and a calculation data holding unit 103.

The calculation unit 101 temporarily executes program execution and control-in-progress information. For example, known components such as a CPU and a memory of a personal computer can be used.
The information interface unit 102 transmits and receives information between the devices. For example, Ethernet (registered trademark) connectors, USB ports, optical fiber networks, wireless LANs, wireless networks such as mobile phones, and well-known components such as wireless communication using frequency modulation between ground units and trains, and Means are available.

The calculation data holding unit 103 stores programs and data. For example, known components such as a hard disk drive (HDD), a solid state drive (SSD), and a flash memory can be used.
The display devices 4A to 4B have a function of receiving departure time information from the operation management device 1 and displaying it. As a function to display, well-known components, such as a liquid crystal display, a dot matrix LED, and a CRT display, can be used, for example.

FIG. 2 is a diagram showing the relationship of the processing configuration in the operation management apparatus shown in FIG.
The function of the train line management device 3 will be described. The input / output interface function 302 receives state information of the track circuits 5A to 5J. The falling saddle climbing determination function 301 creates the falling saddle climbing information of each of the track circuits 5A to 5J using the determination time raw data 303, and sends it to the operation management apparatus 1 via the input / output interface function 302. As shown in FIG. 1, the input / output interface function 302 corresponds to the information interface unit 102, the falling-up determination function 301 corresponds to the calculation unit 101, and the determination time data 303 corresponds to the calculation data holding unit 103.

  Here, with regard to the falling pole, when the train is on the track circuit section, the rail is short-circuited by the train, so that the relay does not flow (the relay does not operate). This means that the train is on the train line, and when the train is not on the track circuit section, the relay is said to have a current that flows through the relay (the relay operates), which means that the train is absent.

  The function of the operation management device 1 will be described. The input / output interface function 202 receives information on the drop of each track circuit from the train track management device 3. The departure time creation function 201 creates departure time information using the specified position train passage time regenerative braking operation start time difference data 203 and train diagram data 204 and sends it to the display devices 4A and 4B via the input / output interface function 202. . As shown in FIG. 1, the input / output interface function 202 is in the information interface unit 102, the departure time creation function 201 is in the calculation unit 101, the specified position train passage time regenerative braking operation start time difference data 203, and train diagram data 204. , Regenerative braking operation start time position station departure time position difference upper limit data 205, station departure position data 206, extended setting data 207, train diagram change condition data 208, and extended time width upper limit value data 210 are calculated data holding unit 103. Respectively.

  The drop-up landing determination function 301 of the train line management device 3 performs a train line detection process using a known track circuit. A known track circuit is a technique for forming an electric circuit by short-circuiting the left and right rails on a train axle. Here, as a known means for preventing malfunctions due to noise or the like, it is determined that the drop or the lift has been confirmed when the track circuit has been dropped or lifted for a certain period of time. FIG. 5 shows an example of the determination time data on the fall and the heel as an example of the duration value of the fall state or the heel-up state used for the determination by the drop-and-cradle determination function 301.

  According to FIG. 5, when the train 2B enters the track circuit 5H, it is determined that the track circuit 5H is dropped when the track circuit state continues to be dropped for 5 seconds due to the entry. Similarly, when the train 2B advances the track circuit 5I, it is determined that “the track circuit 5I is up” when the state of the track circuit continues up by 15 seconds. The falling saddle climbing determination function 301 sends the created falling saddle climbing state of each of the track circuits 5A to 5J to the operation management apparatus 1 via the input / output interface function 302 as existing line information. The sending cycle may be a cycle of a predetermined time, or may be a point in time when a change occurs in the falling state of the track circuits 5A to 5J.

  The departure time preparation function 201 receives the drop-up state of each track circuit 5A to 5J determined by the train station management device 3, and calculates the time and place where the train starts the regenerative braking operation from the drop-up state. And the information of train departure time is output to display apparatus 4A, 4B. The departure time creation function 201 uses designated position train passage time regenerative brake operation start time difference data 203, train diagram data 204, regenerative brake operation start time position station departure time position difference upper limit data 205, and station departure position data 206.

Regarding the creation of the specified position train passage time regenerative brake operation start time difference data 203, a procedure using the operation curve shown in FIG. 8, the end position data of the track circuit shown in FIG. 10, and the train diagram data 204 shown in FIG. 6 will be described. .
FIG. 3 shows the contents of the designated position train passage time regenerative braking operation start time difference data 203. The specified position train passage time regenerative braking operation start time difference data 203 includes train type, departure station and departure number, arrival station and arrival number, first point, second point, first point to second point arrival time difference, The difference between the two points to the regenerative brake operation time, the regenerative brake operation start point position, the station departure to the regenerative brake operation start time difference, and the inter-station travel time are stored in association with each other.

In the first embodiment, the first point is the time when the track circuit 5I is entered, and the second point is the time when the track circuit 5H is entered. From this, the information on the first point and the second point of the designated position train passage time regenerative braking operation start time difference data 203 has the following contents.
First point = Track circuit 5I approach Second point = Track circuit 5H approach

Among the information used for creation, the train diagram data 204 has information on the type of each train, departure station and departure number line, arrival station and arrival number line. Here, the case where it produces about the train 2B is made into object. From the train diagram data 204, it can be seen that the train B departs from the station 6B of the station 8B and arrives at the station 8A of the station 6B. Accordingly, the train type, departure station and departure number line, and arrival station and arrival number information in the designated position train passage time regenerative braking operation start time difference data 203 are as follows.
Type of train = Stop at each station Departure station and departure line = Station 8B line 6D
Arrival station and arrival number line = station 8A line 6B

  The end position data of the track circuit shown in FIG. 10 has end position information of each track circuit. Thus, the time when the train 2B enters the track circuit 5I corresponds to the time when the train 2B reaches the position 1.789 km. The time when the train 2B enters the track circuit 5H corresponds to the time when the train 2B reaches the position 1.456 km.

  The operation curve shown in FIG. 8 has a standard operation curve 501 and operation curves 502A and 502B representing traveling at a lower speed than the standard operation curve. The data of each operation curve has a relationship between the position and speed when the train 2B travels from the line 6D of the station 8B to the line 6B of the station 8A. Thus, when the operation curve is determined, the time when the vehicle enters the track circuit 5I as the first point and the time when the vehicle enters the track circuit 5H as the second point are determined. Alternatively, if the time of entering the track circuit 5I as the first point and the time of entering the track circuit 5H as the second point are determined, the corresponding driving curve is determined, and the traveling time between the stations corresponding to the driving curve is obtained. Can do.

  The operation curves 502A and 502B representing the travel at a speed lower than the standard operation curve may be determined by, for example, creating an actual travel record by statistical processing or by computer simulation. For example, in the creation by statistical processing, there is a method in which actual train travel record data is classified by day of the week or time zone, and an average value is created for each classified data. Also, in the creation by computer simulation, a simulation is performed on the condition where the train interval is changed in seconds so as to simulate a state where the train interval is small during a rush hour, etc. There are ways to apply the speed relationship.

  First, a case where the train 2 travels according to the standard operation curve 501 will be described. The standard driving curve 501 shows the relationship between the position and the speed. The train 2B travels according to the speed at each position indicated by the standard driving curve 501 after leaving the station 8B, and the regenerative braking is performed at the regenerative braking operation start point position 503. The operation starts and stops at the station 8A.

  Since the relationship between the position where the train 2B travels and the speed is determined as the standard operation curve 501, the travel time (T1) from when the train 2B departs from the line 6D of the station 8B until it reaches the first point in the following order. ), Travel time (T2) until reaching the second point, travel time (T3) until reaching the regenerative braking operation start point position 503, and travel time (T4) until reaching the line 6B of the station 8A. Determined.

Thereby, the time difference from the first point to the arrival of the second point, the time difference from the second point to the regenerative brake operation start point, the regenerative brake operation start point position, the station of the designated position train passage time regenerative brake operation start time difference data 203 The time difference from the departure to the start of regenerative braking operation and the travel time between stations are determined by the following equations, respectively.
Time difference from the first point to the second point = T2-T1
Time difference from the second point to the start of regenerative braking operation = T3-T2
Regenerative brake operation start point position = Regenerative brake operation start point position 503
From station departure to regenerative braking operation start time difference = T3
Travel time between stations = T4
Here, the specified position train passage time regenerative brake operation start time difference data 203 shown in FIG. 3 is T2-T1 = 30 seconds, T3-T2 = 15 seconds, regenerative brake operation start point position 503 = upward 1.345 km, T3. = 2 minutes and T4 = 3 minutes.

Similarly, calculation is also performed for the driving curves 502A and 502B representing traveling at a lower speed than the standard driving curve, and in each case, the first point to the second point arrival time difference, the second point to the regenerative braking operation time difference. The regenerative brake operation start point position and the inter-station travel time are obtained and recorded in the designated position train passage time regenerative brake operation start time difference data 203 shown in FIG.
FIG. 3 shows T2-T1 = 35 seconds, T3-T2 = 20 seconds, regenerative braking operation start point position 503A = uphill 1.234 km, T3, for an operation curve 502A representing traveling at a lower speed than the standard operation curve. = 2 minutes and 15 seconds, T4 = 3 minutes and 20 seconds.
In addition, with respect to the driving curve 502B representing traveling at a lower speed than the standard driving curve, T2-T1 = 45 seconds, T3-T2 = 25 seconds, regenerative braking operation start position 503B = uphill 1.111 km, T3 = 3 minutes The case of 15 seconds and T4 = 3 minutes 40 seconds is shown.

  The specified position train passage time regenerative braking operation start time difference data 203 is created by the above procedure. Here, only one train type and between the stations have been described, but the same procedure is used to create all the train types and the inter-station data stored in the train diagram data 204, and the designated position train passage time regenerative braking operation start time. The difference data 203 is retained.

  A processing procedure in which the departure time creation function 201 creates train departure time information using the specified position train passage time regenerative braking operation start time difference data 203 will be described with reference to the flowchart of FIG. 4.

First, in the process 1002, the departure time creation function 201 sets the difference between the departure time and the departure position of other trains for the current timetable for the regenerative braking operation start time and the start point position of all trains between all stations. Get the number of trains that are less than or equal to the specified value.
As the current diagram, in the initial state, the train diagram reflecting the processing result using the train diagram data 204 shown in FIG. From the next time on, the train diagram data 204 reflecting the processing result to be held is processed.

Processing performed in processing 1002 will be described with reference to the flowchart of FIG. Processing corresponding to the processing 1002 corresponds to processing from processing 2001 to processing 2012.
In the process 2002, the departure time creation function 201 performs the process in the order of arrival time for all trains between all stations for the current schedule. The current diagram is the train diagram data 204 shown in FIG. 6 in the initial state, and the train diagram that reflects the processing result is used in the next and subsequent times. From the train diagram data 204 shown in FIG. 6, the order of processing is that the train 2B arrives at the station 8A line 6B at time 10:10:10, and then the train 2A arrives at the station 8B line 6C at time 10 : Perform the case of arriving at 12:00.

  First, a case where the train 2B arrives at the station 8A line 6B at time 10:10:10 will be described. As a premise, the train 2B leaves the station 8B line 6D at time 10:07:00, has reached the first point, has reached the second point, the first point arrival time and the second point arrival time The difference is assumed to be 25 seconds.

  The departure time creation function 201 determines whether or not the train 2B has left the departure station in processing 2003, and performs processing 2004 if it has departed (YES). When the vehicle has not departed (NO), the departure time creation function 201 calculates a regenerative brake start time corresponding to the travel time between stations of the diamond in processing 2009. Here, since it is assumed that the train 2B has departed from the departure station 8B, the process 2004 is executed.

  The departure time creation function 201 reflects the departure time in the train schedule data 204 in process 2004. If the departure time of the train 2B is the same as the train diagram data 204, there is no change in the departure time due to reflection. When the departure time is different from the train diagram data 204, the actual departure time is reflected. Here, since it is a premise that the train 2B has departed from the departure station 8B, the departure time is reflected in the train diagram data 204.

  Next, the departure time creation function 201 determines whether it has arrived at the arrival station in processing 2005. When the vehicle arrives (YES), the departure time creation function 201 reflects the arrival time in the train schedule data 204 in process 2006, and then in process 2009, the regenerative brake start time corresponding to the travel time between stations of the diagram. Calculate If it has not arrived (NO), the departure time creation function 201 performs processing 2007. Here, since it is assumed that the train 2B has not arrived at the arrival station 8A, the process 2007 is executed.

  The departure time creation function 201 determines whether or not the train 2B has reached the first point and the second point in processing 2007, and if it has reached (YES), performs processing 2008. If not reached (NO), the departure time creation function 201 calculates a regenerative brake start time corresponding to the travel time between stations of the diamond in processing 2009. Here, since the train 2B has already arrived at the first point and assumed the time point when it reached the second point, the process 2008 is executed.

In the processing 2008, the departure time creation function 201 calculates the regenerative brake start time and the inter-station travel time corresponding to the first point arrival time and the second point arrival time. If the difference between the time at which the first point is reached and the time at which the second point is reached is 35 seconds, the first point to the second point of the designated position train passage time regenerative braking operation start time difference data 203 in FIG. This corresponds to the case where the arrival time difference is 35 seconds. From the data (row 2 in FIG. 3) of the line where the difference in arrival time between the first point and the second point is 35 seconds in the specified position train passage time regenerative braking operation start time difference data 203, the arrival time of the train 2B at the station 8A The regenerative braking operation start time in traveling from the station 8B line 6D to the station 8A line 6B can be calculated by the following equation.
Station 8A arrival time = Station 8B departure time + Inter-station travel time
= 10: 07: 00 + 3 minutes 20 seconds (second line in FIG. 3)
= 10: 10: 20
Regenerative brake operation start time
= Station 8B departure time + Station departure to regenerative braking operation start time difference
= 10: 07: 00 + 2 minutes 15 seconds (second line in FIG. 3)
= 10: 09: 15

  In addition, when the difference between the first point arrival time and the second point arrival time and the difference between the first point and the second point arrival time of the designated position train passage time regenerative braking operation start time difference data 203 do not match, for example, The difference between the arrival time at the first point and the arrival time at the second point and the closest specified position train passage time regenerative brake operation start time difference data 203 of the first point to the second point arrival time difference is used, or the specified position train passage time regenerative braking is used. The difference between the first point arrival time and the second point arrival time is interpolated or extrapolated from each value of the first point arrival time to the second point arrival time difference of the operation start time difference data 203 to obtain corresponding data. A method may be applied.

  When the departure time creation function 201 executes the process 2008, it is next determined in a process 2010 whether the train has been performed for all trains between all stations. When there is an unexecuted combination among all trains between all stations (NO), the process returns to the process 2002 and the above procedure is repeated for the unimplemented combination. If there is no unimplemented combination (YES), the action 2011 is executed.

  In the process 2011, the departure time creation function 201 calculates the difference between the departure time and the regenerative brake operation start time and the difference between the departure position and the regenerative brake operation start point position for the train schedule data 204 of all trains between all the stations obtained in step 2011. The combination of the starting train and the regenerative braking operation starting train that match the conditions that are both below the specified value is extracted. The specified value of time and the specified value of distance are held as regenerative braking operation start time position station departure time position difference upper limit data 205. FIG. 7 shows an example of regenerative braking operation start time position station departure time position difference upper limit data 205. Further, the departure position of each station is held as station departure position data 206. FIG. 9 shows an example of the station departure position data 206.

Thus, the following relationship is established for the train 2B.
Station departure time Regenerative brake start time difference upper limit = Train 2A station 8A departure time-Train 2B station 8B8A regenerative brake operation start time = 10:08:30-10:09:15
= 45 seconds> 30 seconds (time difference upper limit data)

Station departure position Regenerative brake start point position difference upper limit = Train 2A station 8A departure position-Train 2B station 8B8A regenerative braking operation start position = 1.000km-1.234km
= 0.234 km <3.500 km (positional difference upper limit data)

  Since the above relationship is not less than the specified value (regenerative braking operation start time position station departure time position difference upper limit data 205) shown in FIG. 7, the combination of train 2B as the regenerative braking operation and train 2A as the departure train is not extracted. . Then, the train numbers of the regenerative braking operation start trains in all the extracted combinations are tabulated without duplication. The train 2B here is not counted.

  Thereby, when the train operation according to the diagram is performed, the energy consumed by the departure of other trains among the energy obtained by the regenerative braking operation can be totaled as the number of trains. The total number of regenerative braking operation starting trains is returned to the departure time information creation processing 1002 shown in FIG. 4, and a series of processing ends in the next processing 2012, and the original processing (departure time information creation shown in FIG. 4) is performed. Returning to processing 1002) of processing.

In the process 2009, the departure time creation function 201 executes a process when the part that has not yet started and the part that has started but has not reached both the first point and the second point.
Since the specified position train passage time regenerative brake operation start time difference data 203 has a relationship between the departure time from the station to the regenerative brake operation start time and the travel time, the travel time of the diamond is calculated from the difference between the departure time and the arrival time of the diamond, A row of the specified position train passage time regenerative brake operation start time difference data 203 (FIG. 3) having a travel time between stations that matches the travel time of the diamond is searched, and the time difference between the departure time of the searched row and the regenerative brake operation start time From (dTreg) and the departure time (Tdep) at the station, the regenerative braking start time (Treg) is calculated by the following equation.
Treg = Tdep + dTreg

  The departure time creation function 201 holds the obtained regenerative brake start time as the regenerative brake start time between the train concerned stations. Further, the regenerative brake start is performed by applying the regenerative brake operation start position described in the row of the designated position train passage time regenerative brake operation start time difference data 203.

  In addition, when there is no line where the travel time of the diamond calculated from the difference between the departure time and arrival time of the diamond and the travel time between stations described in the specified position train passage time regenerative brake operation start time difference data 203 completely match For example, the nearest value of the travel time between stations described in the travel time between trains and the specified position train passage time regenerative brake operation start time difference data 203 is substituted, and the designated position train pass time regenerative brake operation start time difference A method of obtaining corresponding data by interpolating or extrapolating the travel time of the diamond with each value of the travel time between stations described in the data 203 may be applied.

  By performing the above processes 2001 to 2012, the departure time information creation process 1002 shown in FIG. 4 is such that the station departure time and position of the other train is the regenerative braking operation start time position shown in FIG. The number of trains at the start time of regenerative braking that satisfies data 205 is obtained. In this example, the train 2B is not included.

  Returning to the flowchart of FIG. 4, next, the departure time creation function 201 acquires the extended set minimum unit time and the extended set maximum time in processing 1003. The postponement setting minimum unit time and the postponement setting maximum time are held as postponement setting data 207 shown in FIG. As for each value, for example, the extended set minimum unit time is 10 seconds, and the extended set maximum time is 2 minutes.

  Subsequently, in the processing 1004, the departure time creation function 201 starts processing for all trains between all stations in the order of early departure time. Then, the process is repeated for the target train. Here, from the train diagram data 204 shown in FIG. 6, the departure time creation function 201 performs processing when the train 2B arrives at the station 8A line 6B at time 10:10:10, and then the train 2A Processing is performed in the case of arriving at the time 10:12:00 on the 8B line 6C.

First, processing when the train 2B arrives at the station 8A line 6B at time 10:10:10 will be described.
In step 1005, the departure time creation function 201 obtains the current time of departure and the minimum stop time for the train that has not yet started. When the train 2B arrives at the station 8A line 6B at time 10:10:10, the departure time of the diamond is 10:07:00 from the train diagram data 204 shown in FIG. Here, the minimum stop time is held as train diagram setting change data 208 shown in FIG. In this example, it is uniformly 30 seconds.

  Next, in the process 1006, the departure time creation function 201 provisionally sets a change in departure time for the train from the station. Here, as an example of the change, a description will be given of a case in which an extension that decrements the departure time in units of a certain time is used. From the previous process 1003, 10 seconds as the minimum delay setting unit time and 2 minutes as the maximum delay setting time are acquired (FIG. 12), so that the delay is 10 times the time indicated by the diagram. It is a value obtained by adding seconds to 120 seconds in increments of 10 seconds.

Thus, for example, in the train schedule data 204 shown in FIG. 6, when setting the extension at the station 8A departure time 10:08:30 of the train 2 </ b> A, the departure time creation function 201 uses the following 12 conditions as the train schedule data 204. Will be calculated sequentially.
Condition 1: Train 2A station 8A departure time = 10: 08: 40 (departure 10 seconds)
Condition 2: Train 2A station 8A departure time = 10: 08: 50 (departure 20 seconds)
~
Condition 12: Train 2A station 8A departure time = 10: 10: 30 (120 seconds extension)

  In the process 1007, the departure time creation function 201 targets the diamond temporarily set to change the departure time, the regenerative braking operation start time and the start point position of all trains between all stations, the departure time and the departure position of other trains. The number of trains for which both differences are below the specified value is acquired. Since the processing procedure is to execute processing 2001 to 2012 (FIG. 11) as in the case of the previous processing 1002, description of each procedure will be omitted, and only the portion affected by the delay will be described.

If the departure time is changed by setting the departure time to the station 8A departure time of the train 2A, the upper limit of the difference between the departure time of the station departure time regenerative braking in the previous processing 2011, the departure time of the train 2A station 8A, and the regenerative braking between the train 2B station 8B8A The relationship of the difference in operation start time changes. For example, in the case of condition 1 and condition 2 described above, the following relationship is established.
Condition 1: Train 2A station 8A departure time = 10: 08: 40 (departure 10 seconds)
Station departure time Regenerative brake start time difference upper limit = Train 2A station 8A departure time-Train 2B station 8B8A regenerative brake operation start time = 10:08:40-10:09:15
= 35 seconds> 30 seconds (time difference upper limit data)
Condition 2: Train 2A station 8A departure time = 10: 08: 50 (departure 20 seconds)
Station departure time Regenerative brake start time difference upper limit = Train 2A station 8A departure time-Train 2B station 8B8A regenerative brake operation start time = 10:08:50-10:09:15
= 25 seconds <30 seconds (time difference upper limit data)

As described above, in the extension of condition 1, the regenerative braking operation start time of train 2B and the station 8A departure time of train 2A are designated values shown in FIG. 7 (regenerative braking operation start time position station departure time position difference upper limit data 205). Is not satisfied, but it will be satisfied if the condition 2 is extended.
Thus, when the extension of condition 1 is set, the train at the regenerative brake start time where the departure time and position of the other train satisfy the regenerative brake operation start time position station departure time position difference upper limit data 205 shown in FIG. The number of trains 2B is not included in the number, and the number of trains is the same as the number of trains in the train schedule data 204 without extension.

  Next, when the extension of condition 2 is set, the train at the regenerative brake start time where the station departure time and position of the other train satisfy the regenerative brake operation start time position station departure time position difference upper limit data 205 shown in FIG. The train 2B is included in the number, and the number of trains is the number of trains + 1 in the train schedule data 204 without extension.

  In addition, when a delay is set as a change in the departure time, the departure time after the arrival time of the next station of the train for which the delay is set is also affected. For example, if a 10 second delay is set in condition 1, the departure time of the train 2A for which the delay is set from the station 8A line 6A is delayed by 10 seconds, and the subsequent arrival time at the station 8B line 6C is It will be 10 seconds later than 10:12:00 recorded in the train schedule data 204 without delay. The subsequent departure time of the station 8B line 6C (not shown) is also affected, but the setting of the departure time is not limited to the difference between the arrival time and the departure time described in the non-delayed train schedule data 204, for example, well-known As a method of this, it is known that the value is larger than the minimum stop time held in the train diagram setting change data 208 (FIG. 13). When the postponement is set, a known method such as consideration of the minimum stoppage time may be applied to the calculation of the arrival time and the departure time of the train schedule after the postponement.

In addition, there may be a situation where train delays spread due to a diamond change and do not recover. In this case, for example, each train in the train schedule data 204 that has undergone a schedule change such as postponement arrives at the terminal station at the time when each train arrives at the terminal station in the train schedule data 204 without extension. The number of trains whose time is delayed is obtained, and it is determined that the obtained number exceeds the specified number. However, in this calculation, all trains that depart from the station after the set extended time are subject to calculation, so all affected trains can be extracted, but there are many trains that depart from the station. In this case, the amount of calculation increases, so the amount of calculation increases.
When the determination result exceeds the specified number, for example, the station departure time and position of the preceding other train corresponding to the train diagram data 204 for which the diagram change has been performed are the regenerative braking operation start time position station illustrated in FIG. A process of replacing (resetting) the number of trains at the regenerative braking start time satisfying the departure time position difference upper limit data 205 with 0 is performed. With this process, it is possible to change the diagram for a case where the number of trains whose arrival time is delayed is equal to or less than a specified number including zero.

  As yet another method, by providing an upper limit value for the extended time width, it is possible to reduce the amount of calculation for processing at the time of departure time creation. For example, for a train that departs from the station 6B of the station 8B and arrives at the station 8A of the station 6B, the extension time width upper limit 210 is determined and held in advance for the station 8B of the station 6B. And if the extended time width set at the time of departure creation is less than or equal to the extended time width upper limit value data 210, it is determined that there is no effect on other trains, and all trains that depart from the station after the extended time It is possible to omit the calculation for the target. In addition, for a train having an extended time width that is less than or equal to the extended time width upper limit data 210, the station departure time to be extended is displayed on the display device.

  This extended time width upper limit value data 210 is information created prior to train travel. FIG. 14 shows an example of the extended time width upper limit value data 210. The extended time width upper limit value data 210 may be set individually for all stations of all trains in the train diagram data 204, or the train diagram data 204 (not shown) for all stations for each train type in the train diagram data 204. Each station may be set for each time zone.

  Regarding the creation of the extended time width upper limit value data 210, for example, with respect to an operation curve 502A or 502B representing a train traveling on a track at a lower speed than the standard operation curve 501 or the standard operation curve shown in FIG. The minimum operation time interval is calculated by a known method, a difference from the train operation interval determined by the train departure time in the train schedule data 204 is obtained, and this difference value may be used as the extended time width upper limit value 210. When the minimum operation time interval varies depending on the combination conditions of the operation curves, for example, the largest value among the different minimum operation time intervals may be used, or an average value may be calculated and used. In addition, based on the difference between the station stop time obtained from the train diagram data 204 and the minimum stop time held in the train diagram setting change data 208 (FIG. 13), the travel time obtained from the train diagram data 204 You may create based on the difference with the travel time calculated | required from the driving curve.

  The method using the extended time width upper limit value data 210 obtains the designated number by obtaining the number of trains at which the arrival time at the terminal station is delayed when each train in the train schedule data 204 changes the schedule such as postponement. Compared with the method of determining whether or not it exceeds, it can be determined with a small amount of calculation that the train is delayed and is not recovered by changing the schedule.

  In the process 1008, the departure time creation function 201 determines the number of trains acquired in the previous process 1007, that is, the regenerative braking operation start time and start point position of all trains between all stations in the schedule where extension is temporarily set. It is determined whether the number of trains for which the difference between the departure time and the departure position is both equal to or less than the specified value is greater than the number of trains in the current diagram acquired in the previous process 1002.

When the departure time creation function 201 is not large (NO), the process proceeds to processing 1010. When the departure time creation function 201 is large (YES), processing 1009 is executed, and the diagram temporarily set to postpone is held as the current diagram. Thereafter, the process proceeds to process 1010.
For example, in the case where the extension of the first condition 1 is set, the number of trains acquired is the same as the number of trains in the train schedule data 204 without extension, and thus the process proceeds to processing 1010. Further, in the case where the extension of the condition 2 is set, the acquired number of trains is the number of trains +1 in the train schedule data 204 without extension, so the process 1009 is performed to set the extension of the condition 2 Is stored as train diagram data 204.

As a result, in the processing after condition 3, the determination is made for the train schedule set for extension of condition 2, and if there are more trains than condition 2, the train schedule set for extension of the condition is trained. It is held as the diamond data 204.
Therefore, the difference between the departure time and the departure position of other trains for the regenerative braking operation start time and the start point position of all trains between all the stations among the diamond with the temporarily set delay in the process 1005 and the current diamond is both A diagram with a large number of trains that are less than or equal to the specified value can be held as the current diagram.

  The departure time creation function 201 determines in step 1010 whether it has been implemented for all trains between all stations. If it is implemented for all trains between all stations (YES), it proceeds to step 1011 and ends. When not carrying out about all the trains between all the stations (NO), the departure time preparation function 201 returns to the process 1004, and continues a process about the next train and departure station with the next departure time.

  By performing the above processing, the departure time creation function 201 makes the difference between the departure time and the departure position of other trains equal to or less than the specified value for the regenerative braking operation start time and the start point position of all trains between all stations. It is possible to obtain the schedule with the largest number of trains and the conditions for postponement. That is, the number of trains is a number when the time and place where the regenerative braking operation is started are at a certain time difference and distance difference when another train leaves the station. This state indicates that the regenerative power generated when the regenerative brake is started can be consumed as the power required when another train leaves the station. In this way, the train diagram with the maximum number of trains is a diagram that is in a state in which the power generated by the regenerative brake can be consumed most effectively.

In addition, the departure time creation function 201 sends the acquired schedule extension information to the display devices 4A and 4B via the input / output interface function 202.
The display devices 4A and 4B display the extended information received via the input / output interface function 202. Here, for the train 2A, information on the extension of the condition 2, that is, the extension of the station 8A line 6A for 20 seconds is displayed. Then, the train 2A departs from the station 8A line 6A 20 seconds later according to the instruction of the display device 4A.

With the above processing, the train 2A departs from the 8A line 6A 20 seconds later, and realizes the departure corresponding to the regenerative braking operation start time and the start point position of the train 2B.
As a result of these, the timetable and delay conditions that can most effectively consume the power generated by the regenerative brake based on the train diamond and the entry time of the train to the specified track circuit should be created with a small amount of calculation. Can do. In addition, it is possible to realize train operation management that effectively consumes electric power by displaying the extended information on the train and starting the train according to the extended information.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  Furthermore, each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files for realizing each function can be stored in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

1 operation management device, 2 (2A-2B) train, 3 train station management device,
4 (4A-4B) Display device, 5 (5A-5J) Track circuit, 6 (6A-6D) No. wire,
7 tracks, 8 (8A-8B) station, 9 (9A-9D) train arrival judgment point,
101 calculation unit, 102 information interface unit, 103 calculation data holding unit,
201 Departure time creation function, 202, 302, 602 I / O interface function,
203 Specified position train passage time regenerative brake operation start time difference data,
204 Train schedule data,
205 Regenerative braking operation start time position Station departure time position difference upper limit data,
206 Station departure position data, 207 Delay setting data,
208 Train schedule change condition data, 209 point information management data,
210 Upper limit time range data,
301 Drop-up / down judgment function, 303 judgment time raw data,
501 Standard operation curve, 502 (502A to 502B) operation curve,
503, 503A, 503B Regenerative braking operation start position

Claims (3)

A display for displaying the departure time of the station for the train;
A data holding unit for holding an upper limit value of the change time width of the train schedule data and the station departure time;
With an arithmetic unit,
When changing the station departure time information of the train diagram data, the calculation unit changes the display unit only when the time width between the station departure time information to be changed and the station departure time is equal to or less than the upper limit value. An operation management device characterized by displaying the departure time of the station. A detector that detects when the train has reached a point on the track;
A data holding unit for holding an upper limit value of the change time width of the train schedule data and the station departure time;
With an arithmetic unit,
The computing unit is
The station arrival time and regenerative brake operation start time of the first train are calculated from the detection information of the arrival of the point by the travel of the first train, and the second train starts the regenerative brake operation of the first train The first train that is within a predetermined distance from the position and satisfies the departure from the station within a predetermined time difference from the regenerative braking operation start time of the first train is extracted from the train diagram data, and the train diagram Calculate the number of first regenerative power effective consumption trains by summing up the entire data,
The second train in which the station departure time is changed from the train schedule data by a time width equal to or less than the upper limit value is within the predetermined distance from the regenerative braking operation start position of the first train and the second train is changed. The first train that satisfies that the station departure time of the second train is within the predetermined time difference from the regenerative braking operation start time of the first train is extracted from the train diagram data, and the entire train diagram data is Calculate the number of trains that can effectively consume the second regenerative power,
The second regenerative power effective consumption train number is larger than the first regenerative power effective consumption train number and the change of the train diagram data is changed to the maximum, the change of the train departure time of the train diagram data that has been changed An operation management device characterized in that the contents are output to a display device of a station. The operation management device according to claim 1 or 2,
The upper limit value is created based on train diagram data and train operation curves.

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