JP2020132108A - Timetable analysis support device - Google Patents

Abstract

To make it possible to comprehensively grasp and efficiently analyze operation results of vehicles in the transportation from various viewpoints.SOLUTION: A timetable analysis support device stores planned timetable data, which is data including plan information of a timetable at a stop station of a vehicle and result timetable data, which is data including result information of a timetable of the stop station, generates differential data including information about stop excess time of a vehicle, arrival delay time of a vehicle, and departure delay time of a vehicle at the stop station based on the planned timetable data and the result timetable data, generates result normalized data obtained by performing normalization, which is processing for converting information based on the differential data into a value based on the planned stop time acquired from the planned timetable data, and generates and outputs an image including a draft drawn based on contents of the result normalized data under a condition capable of comparing result information at each stop station of a plurality of vehicles.SELECTED DRAWING: Figure 9

Description

The present invention relates to a diamond analysis support device.

Patent Document 1 describes a train monitor data analyzer that evaluates a basic plan timetable by collating an operation record obtained by an on-board monitor device mounted on a railroad vehicle with a basic plan timetable. The train monitor data analyzer takes in the on-board monitor data detected by the on-board monitor device mounted on the rolling stock operated based on the basic plan timetable, and is required based on the analysis conditions input from the terminal device. The on-board monitor data analysis result obtained by extracting the data is output to the terminal device, the basic plan timetable data of the railway vehicle is taken in, and the above basic plan timetable data and the above-mentioned on-board vehicle are based on the evaluation conditions input from the terminal device. The basic plan timetable evaluation result obtained by collating with the monitor data analysis result is output to the terminal device.

Patent Document 2 describes a timetable comparison evaluation support device configured for the purpose of enabling comparison between a planned timetable and an actual timetable data from various angles. The timetable comparison evaluation support device has a reference timetable data that records the arrival and departure times of each station of each train, and the arrival and departure times of the same station of the same train as the reference timetable data for each train and each station as well as the reference timetable data. The recorded one or more comparison target timetable data is stored, a station is selectively specified from a plurality of stations, and the relevant station of the comparison target timetable data with respect to the arrival / departure time in the reference timetable data of the specified station. The delay time of the arrival / departure time at is calculated for each of the comparison target timetable data for each train, and a graph of the calculated frequency distribution and / or cumulative relative frequency distribution of each delay time is drawn.

Japanese Unexamined Patent Publication No. 2008-239022 Japanese Unexamined Patent Publication No. 2008-114779

The analysis work of the train operation record is performed, for example, when extracting the problems in the current planning schedule, investigating the factors of the extracted problems, and examining the revised contents for the revision of the schedule. Of these, the analysis work performed when examining the content of the revision for the revision of the timetable is performed for the purpose of grasping, for example, the chronic delay status of trains and the excess status of the stop time when the train is stopped, and the analysis is performed. The results will be used to study revisions such as shortening and extending the station stop time of trains that are chronically delayed.

Here, when trying to compare the delay status between the preceding / following trains, the delay status between the stopped stations, the stop time, etc. by the techniques described in Patent Documents 1 and 2, the analyst sets various conditions one by one. It is complicated because it is necessary to specify and recreate the graph. In addition, it is necessary to make a comprehensive judgment from various viewpoints when grasping the correction points for the operation plan and examining the correction contents, but even if the technologies described in these documents are used, fragmentary information from a specific viewpoint is required. Only can be obtained, and the overall judgment must ultimately rely on the experience and skills of the analyst.

The present invention has been made in view of such a background, and an object of the present invention is to provide a timetable analysis support device that supports analysis work of vehicle operation results.

The diamond analysis support system according to the present invention is an information processing device that supports the analysis of diamonds, and obtains planned diamond data, which is data including plan information of diamonds at a vehicle stop station, and actual diamond data at a stop station. Based on the data storage unit that stores the actual timetable data, which is the data to be included, the planned timetable data and the actual timetable data, the vehicle stop excess time, the vehicle arrival delay time, and the vehicle departure delay time at the stop station. The difference data generation unit that generates the difference data, which is the data including the information of the above, is a process of converting the information based on the difference data into a value based on the planned stop time acquired from the planned timetable data. Includes a performance normalization unit that generates performance normalization data, which is the data obtained by performing the above, and a design in which the performance information at each stop station of a plurality of vehicles is drawn based on the contents of the performance normalization data. It is a diamond analysis support device including an information output unit that generates and outputs an image.

In addition, the problems disclosed in the present application and the solutions thereof will be clarified by the column of the form for carrying out the invention and the drawings.

According to the present invention, it is possible to efficiently analyze the operation results of vehicles in transportation while comprehensively grasping them from various viewpoints.

It is a figure which shows the schematic structure of the diamond analysis support system. This is an example of an information processing device that constitutes a diamond analysis support system. This is an example of planning diagram data. This is an example of actual timetable data. This is an example of difference data. This is an example of actual normalized data. It is a flowchart explaining the diamond analysis process. It is a flowchart explaining the performance normalization data generation process. This is an example of the operation record display screen. It is a figure explaining the content of the operation record display screen. It is a flowchart explaining the data acquisition process.

Hereinafter, embodiments will be described with reference to the drawings. In the following description, the same or similar configurations may be referred to in common to omit duplicate description. Further, in the following description, the "train diagram" is abbreviated as "diamond" as appropriate. Further, in the present embodiment, railroad transportation is taken as an example of transportation, but the type of transportation is not necessarily limited as long as it is a transportation that operates a vehicle using a diamond.

[First Embodiment]

FIG. 1 shows a schematic configuration of the diamond analysis support system 1 shown as the first embodiment. As shown in the figure, the diamond analysis support system 1 includes a diamond analysis support device 100, a user device 2, and a data providing device 3.

The diamond analysis support device 100, the user device 2, and the data providing device 3 are all configured by using an information processing device (computer), and are connected to each other so as to be communicable via the communication network 5. The communication network 5 is, for example, a LAN (Local Area Network), a WAN (Wide Area Network), the Internet, a dedicated line, or the like.

In the user device 2, a user such as an analyst who analyzes a diamond inputs and sets various information to the diamond analysis support device 100, confirms the information output by the diamond analysis support device 100, and uses the diamond analysis support device 100. It provides functions for operation control and status monitoring.

The data providing device 3 provides data (planned diamond data and actual diamond data described later) used by the diamond analysis support device 100 at any time. The data providing device 3 is, for example, an information processing system (train operation management system) that manages train operations according to a timetable in a railway transportation system. The method of capturing data in the diamond analysis support device 100 is not necessarily limited, and for example, the data may be captured via the reading device of the recording medium provided in the user device 2.

FIG. 2 is an example of the hardware of the information processing device (dialysis support device 100, user device 2, data providing device 3) used to realize the diamond analysis support device 100. As shown in the figure, the illustrated information processing device 10 includes a processor 11, a main storage device 12, an auxiliary storage device 13, an input device 14, an output device 15, and a communication device 16. These are communicably connected to each other via a communication means such as a bus (not shown). The information processing device 10 is, for example, a personal computer, an office computer, a mainframe, or the like. The information processing device 10 may be realized by using virtual information processing resources such as a cloud server provided by a cloud system.

The processor 11 includes, for example, a CPU (Central Processing Unit), an MPU (Micro Processing Unit), a GPU (Graphics Processing Unit), an AI (Artificial Intelligence) chip, an FPGA (Field Programmable Gate Array), an ASIC (Application Specific Integrated Circuit), and the like. It is configured using.

The main storage device 12 is a device that stores programs and data, and is, for example, a ROM (Read).
Only Memory), RAM (Random Access Memory), non-volatile memory (NVRAM (Non Volatile RAM)) and the like.

The auxiliary storage device 13 is, for example, a hard disk drive or an SSD (Solid State Drive).
), Optical storage device (CD (Compact Disc), DVD (Digital Versatile Disc), etc.), storage system, IC card, reading / writing device for recording media such as SD card and optical recording medium, storage of cloud server Area etc. Programs and data can be read into the auxiliary storage device 13 via a reading device for a recording medium or a communication device 16. Programs and data stored in the auxiliary storage device 13 are read into the main storage device 12 at any time.

The input device 14 is an interface that accepts input from the outside, and is, for example, a keyboard, a mouse, a touch panel, a card reader, a voice input device, and the like.

The output device 15 is an interface that outputs various information such as processing progress and processing results. The output device 15 is, for example, a display device (liquid crystal monitor, LCD (Liquid Crystal Display), graphic card, etc.) that visualizes the above-mentioned various information, and a device (voice output device (speaker, etc.)) that visualizes the above-mentioned various information. , A device (printing device, etc.) that converts the above-mentioned various information into characters.

In addition, for example, the information processing device 10 may be configured to input and output information to and from another device via the communication device 16.

The communication device 16 is a device that realizes communication with other devices. The communication device 16 is LA
It is a wired or wireless communication interface that realizes communication with other devices via communication means such as N (Local Area Network), WAN (Wide Area Network), and the Internet. For example, NIC (Network Interface). Card), wireless communication module, USB (Universal Serial Bus) module, serial communication module, etc.

The diamond analysis support device 100, the user device 2, and the data providing device 3 may all be configured by a single information processing device 10, or may be configured by a plurality of information processing devices 10 communicably connected. Good.

Returning to FIG. 1, the diamond analysis support device 100 includes a data acquisition unit 101, a difference calculation unit 102, a performance normalization unit 103, an information output unit 104, and a data storage unit 110 as main functions. These functions are realized, for example, by the processor 11 reading and executing the program stored in the main storage device 12. Further, these functions are realized by using hardware such as FPGA and ASIC that can realize the functions equivalent to the processing by software.

Among the above functions, the data storage unit 110 stores the difference data 151, the actual normalization data 152, the planned diamond data 153, and the actual diamond data 154.

The data acquisition unit 101 acquires the planned timetable data and the actual timetable data from the data providing device 3 via the communication network 5. The data storage unit 110 stores the planned diamond data and the actual diamond data acquired by the data acquisition unit 101 from the data providing device 3 as the planned diamond data 153 and the actual diamond data 154, respectively.

FIG. 3 shows an example of the planned diagram data 153. The planning schedule data 153 includes information on the operation plan of each train in railway transportation. As shown in the figure, the planned timetable data 153 is one or more records having each item (column) of the operation date 311, the train ID 312, the station ID 313, the planned arrival time 314, the planned departure time 315, and the timetable type 316. including. Each record is identified by using the operation date 311 as a key, the train ID 312, and the station ID 313 as keys.

The train operation date is set as the operation day 311. A train identifier (hereinafter referred to as "train ID") is set in the train ID 312. A station identifier (hereinafter, referred to as "station ID") is set in the station ID 313. In the following description, for example, when the term "A station" is used, it means the station whose station ID is "A". The planned arrival time 314 is set to the time when the train arrives at the station (hereinafter, referred to as “planned arrival time”), which is planned for the train. The planned departure time 315 is set to the time when the train departs from the station (hereinafter, referred to as “planned departure time”), which is planned for the train. Information indicating the type of diamond (“weekday”, “holiday”, etc.) is set in the diamond type 316. The contents of the diamond type 316 are used in the second embodiment.

FIG. 4 shows an example of the actual timetable data 154. The actual timetable data 154 includes information on the operation results of each train in the transportation system. As shown in the figure, the actual timetable data 154 includes one or more records having each item of operation date 321, train ID 322, station ID 323, actual arrival time 324, actual departure time 325, and timetable type 326. Each record is identified by using the operation date 321 and the train ID 322 and the station ID 323 as keys.

The train operation date is set as the operation day 321. A train ID is set in the train ID 322. A station ID is set in the station ID 313. The actual arrival time 324 is set to the time when the train actually arrived at the station (hereinafter, referred to as “actual arrival time”). The actual departure time 325 is set to the time when the train actually departs from the station (hereinafter, referred to as “actual departure time”). Information indicating the type of diamond (“weekday”, “holiday”, etc.) is set in the diamond type 326. The contents of the diamond type 326 will be used in the second embodiment.

Returning to FIG. 1, the difference calculation unit 102 generates the difference data 151 based on the planned diagram data 153 and the actual diagram data 154.

FIG. 5 shows an example of the difference data 151. This example is an example of the difference data 151 generated for the train whose train ID is "T100" in the planned timetable data 153 of FIG. 3 and the actual timetable data 154 of FIG.

As shown in the figure, the difference data 151 includes one or more records having the respective items of operation date 1511, train ID 1512, station ID 1513, stop excess time 1514, arrival delay time 1515, and departure delay time 1516. Each record is identified by using the operation date 1511, train ID 1512, and station ID 1513 as keys.

The actual operating date of the train is set on the operating day 1511. A train ID is set in the train ID 1512. A station ID is set in the station ID 1513.

The stop excess time 1514 is a value obtained by subtracting the planned stop time (= planned departure time 315-planned arrival time 314) from the actual stop time (= actual departure time 325-actual arrival time 324) of the train. The time is set. If the actual stop time is shorter than the planned stop time, the value of the stop excess time 1514 becomes a negative value.

The arrival delay time 1515 is set to the arrival delay time, which is the difference between the planned arrival time and the actual arrival time of the train. Specifically, the arrival delay time 1515 is set to a value obtained by subtracting the planned arrival time 314 from the actual arrival time 324. If the actual arrival time 324 is earlier than the planned arrival time 314 (hereinafter referred to as "early arrival"), the value of the arrival delay time 1515 is a negative value.

The departure delay time 1516 is set to the departure delay time, which is the difference between the planned departure time of the train and the actual departure time. Specifically, the departure delay time 1516 is set to a value obtained by subtracting the planned departure time 315 from the actual departure time 325.

As shown in the figure, for example, the stop excess time 1514 of the record whose station ID is "A" is (actual departure time 325-actual arrival time 324)-(planned departure time 315-planned arrival time 314). , (7: 15: 29-7: 14: 56)-(7: 15: 10-7: 14: 45) = 0: 00: 33-0: 00: 25 = 0: 00: 08, 8 (seconds) ).

Further, since the arrival delay time 1515 is the actual arrival time 324-planned arrival time 314, it is 11 (seconds) at 7: 14: 56-7: 14: 45 = 0:00:11.

Since the departure delay time 1516 is the actual departure time 325-planned departure time 315, it is 19 (seconds) at 7: 15: 29-7: 15: 10 = 0:00:19.

Returning to FIG. 1, the actual result normalization unit 103 generates the actual result normalization data 152 based on the planned timetable data 153, the actual time diamond data 154, and the difference data 151. In addition, the performance normalization unit 103 makes a performance so that the planned stop time of each station is the same length so that the arrival delay time and the departure delay time at each station of the train can be easily compared and evaluated. Actual normalization data 152 is generated in order to generate a screen showing the contents of the diamond data 154 (hereinafter, referred to as "operation record display screen (hereinafter referred to as operation record display screen 900)"). In the following description, converting the contents of the actual timetable data 154 so that the planned stop times of each station have the same length is referred to as "normalization".

FIG. 6 shows an example of the actual normalized data 152. As shown in the figure, the actual normalization data 152 includes operation date 1521, train ID 1522, station ID 1523, stop time 1524, stop excess degree 1525, early arrival degree 1526, delay degree 1527, and actual stop time rate within the planned stop time. Includes one or more records with the respective items of 1528, the actual stop time after the planned departure time (excluding the delayed portion) 1529, and the departure delay time rate within the actual stop time of 1530. Each record is identified by using the operation date 1521, the train ID 1522, and the station ID 1523 as keys.

The train operation date is set as the operation day 1521. A train ID is set in the train ID 1522. A station ID is set in the station ID 1523.

A value obtained by normalizing the actual stop time is set in the stop time 1524. Specifically, the stop time 1524 is set to a value obtained by dividing the actual stop time (= actual departure time 325-actual arrival time 324) by the planned stop time (= planned departure time 315-planned arrival time 314). ..

The stop excess degree 1525 is set to a stop excess degree, which is a value indicating the degree of excess of the actual stop time with respect to the planned stop time. Specifically, the stop excess degree 1525 is set to a value obtained by subtracting "1.0" from the stop time 1524. However, if the above value becomes a negative value, "0" is set for the stop excess degree 1525.

The early arrival degree 1526 is set to the early arrival degree, which is a value indicating the degree of early arrival with respect to the planned stop time. Specifically, for the early arrival degree 1526, the value obtained by subtracting the actual arrival time 324 from the planned arrival time 314 divided by the planned stop time (= (planned arrival time 314-actual arrival time 324) / planned stop time). ) Is set. However, if the above value is a negative value, "0" is set for the early arrival degree 1526.

The delay degree 1527 is set to a delay degree which is a value indicating the degree of delay with respect to the planned stop time. Specifically, the delay degree 1527 is the value obtained by subtracting the planned arrival time 314 from the actual arrival time 324 and dividing by the planned stop time (= (actual arrival time 324-planned arrival time 314) / planned stop time). Is set. However, when the above value becomes a negative value, "0" is set in the delay degree 1527.

The actual stop time rate within the planned stop time of 1528 is a value indicating the degree of the actual stop time in the planned stop time (the ratio of the portion of the actual stop time within the planned stop time), which is the actual stop time rate within the planned stop time. Is set. Specifically, the actual stop time rate 1528 within the planned stop time is the value obtained by subtracting the actual arrival time 324 from the planned departure time 315 divided by the planned stop time (= (planned departure time 315-actual arrival time 324). / Planned stop time) is set. However, if the above value is a negative value, "1" is set for the actual stop time rate 1528 within the planned stop time.

The actual stop time after the planned departure time (excluding the late departure part) 1529 is the degree of the portion of the actual stop time after the planned departure time excluding the late departure time (= actual departure time 325-planned departure time 315). The actual stop time (excluding the late departure part) after the planned departure time, which is a representative value, is set. Specifically, the actual stop time after the planned departure time (excluding the late departure part) 1529 is a value obtained by dividing the portion of the actual stop time after the planned departure time minus the late departure time by the planned stop time (=). (Actual stop time- (planned departure time-actual arrival time) -late departure time) / planned stop time) is set.

The departure delay time rate within the actual stop time 1530 is set to the departure delay time rate within the actual stop time, which is a value indicating the degree of the delayed portion of the actual stop time (= actual stop time-delay time). Will be done. Specifically, a value obtained by dividing the delay time by the planned stop time (= (actual stop time-delayed time) / planned stop time) is set in the departure delay time rate 1530 within the actual stop time.

In the present embodiment, as the data normalized based on the actual timetable data 154, each of the above items, that is, the stop time 1524, the stop excess degree 1525, the early arrival degree 1526, the delay degree 1527, and the actual stop within the planned stop time The time rate 1528, the actual stop time after the planned departure time (excluding the delayed part) 1529, and the departure delay time rate 1530 within the actual stop time are illustrated, but the data normalized based on the actual timetable data 154 is not necessarily limited.

FIG. 7 shows a process in which the diagram analysis support device 100 generates actual result normalization data 152 based on the planned diamond data 153 and the actual diamond data 154 and displays it on the output device (hereinafter, referred to as “diagram analysis process S700”. ) Is a flowchart for explaining. Hereinafter, the diamond analysis process S700 will be described together with the figure.

The timetable analysis process S700 shown below is performed on the data of the predetermined operation day (one day) of the planned timetable data 153. For example, the user designates the above-mentioned predetermined operation date to the diamond analysis support device 100 via the user device 2. In the following description, the letter "S" prefixed with the code means a processing step.

First, the data acquisition unit 101 acquires the planned diagram data 153 and the actual diagram data 154 from the data providing device 3 via the communication network 5. The acquired data is stored in the data storage unit 110 as the planned timetable data 153 and the actual timetable data 154, respectively (S711). The data acquisition unit 101 acquires the planned diagram data 153 and the actual diagram data 154 from the data providing device 3 when, for example, the data acquisition request transmitted from the user device 2 is received by the user's instruction operation. ..

Subsequently, the timetable analysis support device 100 targets the predetermined operation days (for one day) (hereinafter, also referred to as “selection days”) of the planned timetable data 153 and the actual timetable data 154, and loops processing for each train ID. Is started (S712).

Subsequently, the difference calculation unit 102 acquires a record corresponding to the selected train ID from the planned timetable data 153 and the actual timetable data 154, and generates difference data 151 for the selected train ID based on each acquired record. (S713).

Subsequently, the actual result normalization unit 103 generates the actual result normalization data 152 based on the planned timetable data 153, the actual time diamond data 154, and the difference data 151 (S714). Details of this process (hereinafter, referred to as “actual normalization data generation process S714”) will be described later.

In S715, the timetable analysis support device 100 determines whether or not the loop has ended for all train IDs on one operating day 311. If all train IDs have been selected in S712, the loop is exited and the process proceeds to S716. If there is an unselected train ID, the process returns to S712 and the loop is repeated for the unselected train IDs.

In S716, the information output unit 104 generates an operation record display screen (operation result display screen 900, which will be described later) that describes information indicating the train operation record based on the result normalization data 152, and outputs the operation result display screen 900 to the output device 15. .. This completes the diamond analysis process S700.

FIG. 8 is a flowchart illustrating the details of the actual normalization data generation process S714 of FIG. Hereinafter, the performance normalization data generation process S714 will be described with reference to the figure.

As shown in the figure, the performance normalization unit 103 starts a loop process for sequentially selecting the station ID 313 of the plan schedule data 153 for the selected train ID (S3051).

In the loop processing, first, the performance normalization unit 103 determines whether or not the planned stop time is “0” or less (whether or not the station is a stop station) for the selected station ID 313 (S3052). If the planned stop time is "0" or less (if the station is not a stop station) (S3052: YES), the process proceeds to S3060. On the other hand, if the planned stop time is not "0" or less (if the station is a stop station) (S3052: NO), the process proceeds to S3053.

In S3053, the performance normalization unit 103 determines whether or not the arrival delay time 1515 is less than “0”. If the arrival delay time 1515 is less than "0" (S3053: YES), the process proceeds to S3054, and if the arrival delay time 1515 is not less than "0" (S3053: NO), the process proceeds to S3055.

In S3054, the performance normalization unit 103 determines whether or not the departure delay time 1516 is larger than “0”. If the departure delay time 1516 is greater than "0" (S3054: YES), the process proceeds to S30541, and if the departure delay time 1516 is not greater than "0" (S3054: NO), the process proceeds to S30542.

In S30541, the performance normalization unit 103 departs the station after the planned departure time and the portion due to early arrival (hereinafter referred to as "early arrival portion") as the overtime stop time (hereinafter, "late arrival portion"). Normalization is performed separately for the part (hereinafter, also referred to as “delayed part”) due to (also referred to as “departure”).

At the time of the above normalization, first, the actual result normalization unit 103 takes the absolute value of the arrival delay time 1515 for the time of the early arrival part of the actual stop time, which is a value necessary for calculating the early arrival degree 1526. Obtained by.

In addition, the performance normalization unit 103 has set the delay time from the planned arrival time 314 among the actual stop times, which is a value required for calculating the delay degree 1527, to "0" because the selected train arrives early. ".

In addition, the actual stop time in the range of the planned arrival time 314 and the planned departure time 315, which is a value necessary for calculating the actual stop time rate 1528 within the planned stop time, is the same as the planned stop time. As a matter of fact, the value of the actual stop time is used as the value of the planned stop time.

In addition, the actual stop time normalization unit 103 sets the actual stop time (delayed portion) in the range after the planned departure time 315, which is a value necessary for calculating the actual stop time (excluding the delayed portion) 1529 after the planned departure time. (Excluding) is calculated as "0" because it is the excess stop time due to late departure.

Further, the actual stop time normalization unit 103 departs because the time of the departure delay portion of the actual stop time, which is a value required for calculating the departure delay time rate 1530 within the actual stop time, matches the departure delay time 1516. The value of the delay time is 1516.

Then, the actual result normalization unit 103 generates the actual result normalization data 152 by dividing each value obtained as described above by the planned stop time.

In S30542, the performance normalization unit 103 normalizes with the stop excess time 1514 as the early arrival portion.

At the time of the above normalization, the actual result normalization unit 103 first determines the absolute value of the arrival delay time 1515 of the difference data 151 with respect to the time of the early arrival portion of the actual stop time, which is a value required for calculating the early arrival degree 1526. Obtained by taking.

Further, the actual result normalization unit 103 has set the delay time from the planned arrival time 314 among the actual stop times, which is a value necessary for calculating the delay degree 1527, because the selected train is the train that arrives early. ".

In addition, the actual stop time in the range of the planned arrival time 314 and the planned departure time 315, which is a value necessary for calculating the actual stop time rate 1528 within the planned stop time, is the same as the planned stop time. As a matter of fact, the value of the actual stop time is used as the value of the planned stop time.

In addition, the actual stop time normalization unit 103 sets the actual stop time (delayed portion) in the range after the planned departure time 315, which is a value necessary for calculating the actual stop time (excluding the delayed portion) 1529 after the planned departure time. (Excluding) is calculated as "0" because there is no delay.

Further, the actual stop time normalization unit 103 obtains "0" for the time of the delayed portion of the actual stop time, which is a value necessary for calculating the departure delay time rate 1530 within the actual stop time, because no delay has occurred. ..

Then, the actual result normalization unit 103 generates the actual result normalization data 152 by dividing each value obtained as described above by the planned stop time.

In S3055, the actual result normalization unit 103 determines whether or not the actual arrival time is larger than the planned departure time. If the actual arrival time is greater than the planned departure time (S3055: YES), the process proceeds to S30551. On the other hand, if the actual arrival time is not larger than the planned departure time (S3055: NO), the process proceeds to S3056.

In S30551, the performance normalization unit 103 normalizes the delay degree 1527 as “1”.

At the time of the above normalization, first, the actual result normalization unit 103 indicates that the selected train has not arrived early with respect to the time of the early arrival part of the actual stop time, which is a value necessary for calculating the early arrival degree 1526. Ask for "0".

Further, the performance normalization unit 103 sets the delay degree 1527 to "1" as described above.

Further, the actual stop time normalization unit 103 sets the actual stop time in the range of the planned arrival time 314 and the planned departure time 315, which is a value necessary for calculating the actual stop time rate 1528 within the planned stop time, after the planned departure time. Since it is an arriving train, ask for "0".

Further, the actual stop time normalization unit 103 sets the actual stop time (delayed portion) in the range after the planned departure time 315, which is a value necessary for calculating the actual stop time (excluding the late departure part) 1529 after the planned departure time. (Excluding), if the stop excess time 1514 of the difference data 151 is "0" or less, the value is set to the actual departure time 325-actual arrival time 324, and if the stop excess time 1514 is larger than "0", the planned stop is set. Let it be the time value.

Further, the actual stop time normalization unit 103 sets the difference data 151 to "0" for the time of the delay portion of the actual stop time, which is a value required for calculating the departure delay time rate 1530 within the actual stop time. In the following cases, it is calculated as "0", and when the stop excess time of the difference data 151 is larger than "0", it is set to the value of the stop excess time 1514.

Then, the actual result normalization unit 103 generates the actual result normalization data 152 by dividing each value obtained as described above by the planned stop time (however, as described above, the delay degree 1527 is set to "1". To do).

In S3056, the actual result normalization unit 103 determines whether or not the value of "arrival delay time + actual stop time" is equal to or less than the planned stop time. If the value of "arrival delay time + actual stop time" is equal to or less than the planned stop time (S3056: YES), the process proceeds to S30561. If the value of "arrival delay time + actual stop time" is not less than or equal to the planned stop time (S3056: NO), the process proceeds to S30562.

In S30561, the actual result normalization unit 103 obtains the start position of the actual stop time from the arrival delay time and performs normalization.

At the time of the above normalization, first, the actual result normalization unit 103 indicates that the selected train has not arrived early with respect to the time of the early arrival part of the actual stop time, which is a value necessary for calculating the early arrival degree 1526. Ask for "0".

Further, the actual result normalization unit 103 sets the delay time from the planned arrival time 314 among the actual stop times, which is a value necessary for calculating the delay degree 1527, to the value of the arrival delay time 1515.

Further, the actual stop time is set to the actual stop time in the range of the planned arrival time 314 and the planned departure time 315, which is a value necessary for calculating the actual stop time rate 1528 within the planned stop time.

Further, the actual stop time normalization unit 103 sets the actual stop time (delayed portion) in the range after the planned departure time 315, which is a value necessary for calculating the actual stop time (excluding the late departure part) 1529 after the planned departure time. (Excluding) is set to "0" because it departs at the planned departure time of 315.

Further, the actual stop time normalization unit 103 sets the time of the delay portion of the actual stop time, which is a value necessary for calculating the departure delay time rate 1530 within the actual stop time, to “0”.

Then, the actual result normalization unit 103 generates the actual result normalization data 152 by dividing each value obtained as described above by the planned stop time.

In S30562, the performance normalization unit 103 normalizes the range between the planned arrival time 314 and the planned departure time 315 and the range beyond the planned departure time 315, respectively.

At the time of the above normalization, first, the actual result normalization unit 103 indicates that the selected train has not arrived early with respect to the time of the early arrival part of the actual stop time, which is a value necessary for calculating the early arrival degree 1526. Ask for "0".

Further, the actual result normalization unit 103 sets the arrival delay time 1515 as the delay time from the planned arrival time 314 among the actual stop times, which is a value necessary for calculating the delay degree 1527.

Further, the actual stop time normalization unit 103 delays arrival from the planned stop time with respect to the actual stop time in the range of the planned arrival time 314 and the planned departure time 315, which is a value necessary for calculating the actual stop time rate 1528 within the planned stop time. The value is obtained by subtracting the time 1515.

Further, the actual stop time normalization unit 103 sets the actual stop time (delayed portion) in the range after the planned departure time 315, which is a value necessary for calculating the actual stop time (excluding the late departure part) 1529 after the planned departure time. (Excluding) is a value obtained by subtracting the actual stop time in the range of the planned arrival time 314 and the planned departure time 315 from the actual stop time when the stop excess time 1514 is "0" or less, and the stop excess time 1514 is If it is larger than "0", the value is obtained by subtracting the actual stop time and the excess stop time 1514 in the range between the planned arrival time 314 and the planned departure time 315 from the actual stop time.

In addition, the actual stop time normalization unit 103 is a value required for calculating the departure delay time rate 1530 within the actual stop time. Regarding the time of the delay portion of the actual stop time, when the stop excess time 1514 is "0" or less, It is set to "0", and when the stop excess time 1514 is larger than "0", it is set to the value of the stop excess time 1514.

Then, the actual result normalization unit 103 generates the actual result normalization data 152 by dividing each value obtained as described above by the planned stop time.

Subsequently, with respect to the actual normalization data generation process S714 described above, the case where the planned diamond data 153 shown in FIG. 3, the actual diamond data 154 shown in FIG. 4, and the difference data 151 shown in FIG. 5 are input is specified. Processing example is shown. Since these data have five records having different station IDs, the loop of S3051 is repeated five times.

First, for stations with station ID "A", the planned stop time is the planned departure time 315-planned arrival time 314 = 7: 15: 10-7: 14: 45 = 0:00:25 = 25 (seconds). , Since it is not "0" or less, the process proceeds to S3053 as a result of the determination in S3052. Further, since the arrival delay time 1515 is "11", it is not less than "0", and as a result of the determination of S3053, the process proceeds to S3055. Further, the actual arrival time 324 is 7:14:56, the value of the planned departure time 315 is 7:15:10, the actual arrival time 324 is not larger than the value of the planned departure time 315, and as a result of S3055, the processing is performed. Proceed to S3056. The actual stop time is (actual departure time 325)-(actual arrival time 324) = 7: 15: 29-7: 14: 56 = 0:00:33 = 33 (seconds), and (arrival delay time 1515). ) + (Actual stop time) = 11 + 33 = 44, which is larger than the value of the planned stop time of 25, and as a result of the determination of S3056, the process proceeds to S30562.

In S30562, as described above, the performance normalization unit 103 normalizes the range between the planned arrival time 314 and the planned departure time 315 and the range beyond the planned departure time 315.

First, since the actual stop time of the actual stop time is "0" in the early arrival portion, the actual stop time is set to "0", which is the value obtained by dividing this value by the planned stop time, as the early arrival degree 1526.

Further, the performance normalization unit 103 sets the delay degree 1527 as the value obtained by dividing the arrival delay time 1515 by the planned stop time (= 11 ÷ 25 = 0.44).

Further, the actual stop time normalization unit 103 sets the value (14/25 = 0.56) obtained by dividing the planned stop time-arrival delay time 1515 = 25-11 = 14 by the planned stop time as the actual stop time rate 1528 within the planned stop time. To do.

Further, the actual stop time normalization unit 103 divides the planned stop time-arrival delay time 1515 = 25-11 = 14 by the planned stop time (14/25 = 0.56), and divides the actual stop time (delayed departure) after the planned departure time. (Excluding the part) 1529.

Further, since the actual stop time 1514 is "8", which is larger than "0", the actual stop time 103 has the actual stop time- (actual stop time within the range of the planned arrival time 314 and the planned departure time 315)-(excess stop time). ) = 33-14-8 = 11 divided by the planned stop time (11/25 = 0.44) is the actual stop time after the planned departure time (excluding the late departure part) 1529.

Further, since the actual stop time 1514 is "8", which is larger than "0", the actual result normalization unit 103 divides "8", which is the stop time 1514, by the planned stop time (= 25) (8/25). = 0.32) is defined as the departure delay time rate 1530 within the actual stop time.

Next, for stations with station ID "B", the planned stop time is the planned departure time 315-planned arrival time 314 = 7: 19: 25-7: 19: 00 = 0:00:25 = 25 (seconds). Since it is not "0" or less, the process proceeds to S3053 as a result of the determination in S3052. Further, the arrival delay time 1515 is "-1" and less than "0", and as a result of the determination of S3053, the process proceeds to S3054. Further, since the departure delay time 1516 is "0" and is not larger than "0", the process proceeds to S30542 as a result of the determination of S3054.

In S30542, the performance normalization unit 103 normalizes with the stop excess time 1514 as the early arrival portion.

First, the actual result normalization unit 103 sets the value obtained by dividing the absolute value "1" of "-1" of the arrival delay time 1515 by the planned stop time (= 1/25 = 0.04) as the early arrival degree 1526.

Further, since the delay time from the planned arrival time 314 is "0" in the performance normalization unit 103, the delay degree 1527 is set to "0".

In addition, the actual stop time in the range between the planned arrival time 314 and the planned departure time 315 is the planned stop time (planned departure time 315-planned arrival time 314 = 7: 19: 25-7: 19). Since it matches with: 00 = 0:00:25 = 25), the value obtained by dividing this value "25" by the planned stop time "25" (= 25/25 = 1) is the actual stop time rate within the planned stop time. It is set to 1528.

Further, since the actual stop time in the range after the planned departure time 315 is "0", the actual stop time (excluding the delayed part) 1529 after the planned departure time is set to "0". ..

Further, since the actual performance normalization unit 103 has no delayed departure portion, the departure delay time rate 1530 within the actual stop time is set to "0".

Next, for stations with station ID "C", the planned stop time is the planned departure time 315-planned arrival time 314 = 7: 21: 25-7: 21: 00 = 0:00:25 = 25 (seconds). Since it is not "0" or less, the process proceeds to S3053 as a result of the determination in S3052. Further, the arrival delay time 1515 is "-3", which is less than "0", and as a result of the determination in S3053, the process proceeds to S3054. Further, since the departure delay time 1516 is "3", which is larger than "0", the process proceeds to S30541 as a result of the determination of S3054.

In S30541, the performance normalization unit 103 normalizes the stop excess time 1514 by dividing the stop excess time into an early arrival portion and a late arrival portion.

First, the performance normalization unit 103 sets the early arrival degree 1526 as the value (= 3/25 = 0.04) obtained by dividing the absolute value "3" of "-3" of the arrival delay time 1515 by the planned stop time.

Further, since the delay time from the planned arrival time is "0" in the actual result normalization unit 103, the delay degree 1527 is set to "0".

In addition, the actual stop time in the range between the planned arrival time 314 and the planned departure time 315 is the planned stop time (planned departure time 315-planned arrival time 314 = 7: 21: 25-7: 21). Since it matches with: 00 = 0:00:25 = 25), the value obtained by dividing this value "25" by the planned stop time "25" (= 25/25 = 1) is the actual stop time rate within the planned stop time. It is set to 1528.

In addition, since the actual stop time in the range after the planned departure time 315, the portion that is not the late departure portion is "0", the actual stop time after the planned departure time (excluding the late departure portion) ) 1529 is set to "0".

In addition, since the time of the late departure part of the actual stop time coincides with the departure delay time 1516 (= 3), the actual stop time normalization unit 103 divides this value by the planned stop time "25" (= 3 /). Let 25 = 0.12) be the departure delay time rate 1530 within the actual stop time.

Next, for stations with station ID "D", the planned stop time is 7: 32: 50-7: 32: 25 = 0:00:25 = 25 (seconds), which is not less than "0", so S3052. As a result of the determination of, the process proceeds to S3053. Further, since the arrival delay time 1515 is "4" and not less than "0", the process proceeds to S3055 as a result of the determination in S3053. Further, since the value of the actual arrival time is 7:32:29 and the value of the planned departure time of station D is 7:32:50, the actual arrival time is not larger than the value of the planned departure time, and the judgment of S3055 is made. As a result, the process proceeds to S3056. The actual stop time is the actual departure time 325-actual arrival time 324 = 7: 32: 50-7: 32: 29 = 0:00:21 = 21 (seconds), and the arrival delay time 1515 + actual stop time = 4 + 21 = Since it is 25 and this value is equal to or less than the planned stop time (= 25), the process proceeds to S30561.

In S30561, the actual result normalization unit 103 obtains the start position of the actual stop time from the arrival delay time and performs normalization.

First, in the performance normalization unit 103, since the arrival delay time 1515 is “4” and the arrival delay, the early arrival degree 1526 is set to “0”.

Further, since the arrival delay time 1515 is "4", the performance normalization unit 103 sets the delay degree 1527 to a value obtained by dividing the arrival delay time 1515 by the planned stop time (= 4/25 = 0.16).

In addition, the actual stop time in the range between the planned arrival time 314 and the planned departure time 315 is the actual departure time 325 to the actual arrival time 324 = 7: 32: 50-7: 32: 29 = 21. Let it be (seconds).

Further, since the actual stop time in the range after the planned departure time 315 is "0", the actual stop time (excluding the delayed part) 1529 after the planned departure time is set to "0". ..

Further, since the actual result normalization unit 103 is not a delayed part and has no delay time, the departure delay time rate 1530 within the actual stop time is set to "0".

Next, for stations with station ID "E", the planned stop time is the planned departure time 315-planned arrival time 314 = 7:36: 30-7: 36:00 = 0:00:30 = 30 (seconds). Since it is not "0" or less, the process proceeds to S3053 as a result of the determination in S3052. Further, since the arrival delay time 1515 is "35", it is not less than "0", and as a result of the determination of S3053, the process proceeds to S3055. Further, since the actual arrival time 324 is 7:36:35 and the value of the planned departure time 315 is 7:36:30, and the actual arrival time 324 is larger than the value of the planned departure time 315, the processing is performed as a result of S3055. Proceed to S30551.

In S30551, the performance normalization unit 103 normalizes the delay degree 1527 as “1”.

In S30551, first, the performance normalization unit 103 sets the early arrival degree 1526 to "0", which is the value obtained by dividing this value by the planned stop time, because the time of the early arrival portion of the actual stop time is "0". To do.

Further, the performance normalization unit 103 sets the delay degree 1527 to "1" as described above.

Further, in the actual stop time normalization unit 103, since the actual arrival time 324 (= 07:36:35) is later than the planned departure time 315 (= 07:36:30), the actual stop time rate 1528 within the planned stop time is Set to "0".

Further, the performance normalization unit 103 indicates that the time that is not the late departure part of the actual stop time in the range after the planned departure time 315 is "7", which is larger than "0", and therefore, after the planned departure time. The actual stop time (excluding the late departure part) 1529 is the planned stop time (= 7: 36: 30-7: 36: 00 = 0: 00: 30 (30 (seconds))) and the planned stop time (planned departure time 315). -The value (= 30/30 = 1) divided by the planned arrival time 314 = 07:36: 30-07: 36:00 = 30 (seconds)).

In addition, the actual stop time normalization unit 103 sets the planned stop time (= 7) as the stop excess time 1514 (= 7) because the delay portion of the actual stop time is "7", which is larger than "0". The value divided by 25) (7/30 = 0.23) is defined as the departure delay time rate 1530 within the actual stop time.

In S3060, the performance normalization unit 103 determines whether or not there is a station not selected in S3051. If there is an unselected station, the performance normalization unit 103 repeats the loop process for the unselected station, and if there is no unselected station, the process proceeds to S716 in FIG.

Returning to FIG. 7, when the loop of S712 is completed for all train IDs on the day's operation day, the information output unit 104 subsequently outputs information to the output device 15 based on the actual normalized data 152 (S716). ..

FIG. 9 shows an example of a screen (hereinafter, referred to as “operation record display screen 900”) displayed on the output device 15 by the information output unit 104.

As shown in the figure, the operation record display screen 900 has a layout in which the contents of the record normalization data 152 are mapped to an area in which the first axis listing trains and the second axis listing stop stations are drawn. .. More specifically, the operation record display screen 900 arranges the train ID (reference numeral 901) in the row direction (direction of the first axis) and the station ID (reference numeral 902) in the column direction (direction of the second axis). However, the contents of the actual normalization data 152 at each station of each train are shown by a substantially rectangular figure extending in the column direction (which also has the meaning of the time axis) with a normalized time length, such as early arrival and late departure. Includes a design (hereinafter referred to as "actual graph") in which patterns showing various information regarding the actual stop time are drawn in a comparable state.

An example of the figure is a case where each train goes back and forth between 26 stations from A station to Z station in the direction of A station → Z station or Z station → A station. The user can select a station to be displayed by operating the horizontal slider 903. The user can also select the train to be displayed by operating the vertical slider 904.

One end of the performance graph is approximately triangular (arrow-shaped), and the direction of the top of the triangle indicates the direction of travel of the train. In this example, the trains with train IDs "T100", "T102", "T104", and "T106" are all trains heading from A station to Z station, and the train IDs are "T101", "T103", The "T105" and "T107" trains are both trains heading from Z station to A station. It should be noted that the aspect of the performance graph is only an example, and other forms may be used.

One of the two straight lines extending parallel to each station in the row direction (hereinafter referred to as "planned arrival time line 921") corresponds to the normalized planned arrival time 314, and the other (hereinafter referred to as "planned departure time"). Line 922 ”corresponds to the normalized planned departure time 315. In this example, the distance between the planned arrival time line 921 and the planned departure time line 922 is set to "1" (a scale that matches the scale of the actual normalized data 152). The left-right relationship between the planned arrival time line 921 and the planned departure time line 922 is switched according to the traveling direction of the train.

In this way, the operation record display screen 900 normalizes and displays the actual stop time based on the planned stop time (= planned departure time-planned arrival time), so that the length of the planned arrival time line and the planned departure time line for each station is displayed. (= Planned stop time) are the same. According to this, noise due to the difference in the planned stop time of each station is removed, and the user can see the operation record display screen 900 and see the relationship between the planned stop time and the actual stop time at each station of each train (for example, the planned stop time). And the ratio of the actual stop time) can be compared side by side.

As shown in the figure, a date selection field 911 for narrowing down the displayed contents by date and a direction selection field 912 for narrowing down the contents according to the traveling direction of the train are provided at the upper part of the operation record display screen 900. .. By operating these, the user can easily narrow down the information to be confirmed, and as a result, the information that becomes noise is removed, the overall visibility is improved, and the diamond can be analyzed efficiently.

The information output unit 104 draws a performance graph based on the performance normalization data 152. In this example, the information output unit 104 draws an actual graph with the width length between the planned arrival time line 921 and the planned departure time line 922 (hereinafter, referred to as “reference length”) as “1”.

Further, the information output unit 104 obtains the length of the actual graph of the early arrival portion based on the degree of early arrival 1526, and starts from the planned arrival time line 921 on the opposite side of the planned arrival time line 921 from the direction of travel of the train. Display the performance graph of the early arrival part.

Further, the information output unit 104 obtains the length of the actual stop time in the range between the planned arrival time 314 and the planned departure time 315, and sets the planned arrival time in the area between the planned arrival time line 921 and the planned departure time line 922. The actual graph of the above length is displayed starting from the position moved from the planned arrival time line 921 to the train traveling direction side by the length corresponding to the value of the delay degree 1527 from 314.

Further, the information output unit 104 obtains the length of the actual graph corresponding to the actual stop time (excluding the late departure part) 1529 after the planned departure time, and makes a planned departure in the area on the train traveling direction side of the planned departure time line 922. The time line 922 is displayed as the starting point.

Further, the information output unit 104 obtains the length of the actual graph corresponding to the departure delay time rate 1530 within the actual stop time, and makes a planned departure from the planned departure time line 922 in the area on the train traveling direction side of the planned departure time line 922. The actual graph of the above length is displayed starting from the position moved to the train traveling direction side by the length corresponding to the actual stop time (excluding the delayed portion) 1529 after the time.

In the actual stop time, the area corresponding to the planned stop time in the actual stop time is displayed as the first design (in this example, no pattern (ground pattern)). In addition, the actual graph shows the second design for the area from the actual arrival time 324 to the time exceeding the length corresponding to the planned stop time to the actual departure time 325 when the actual stop time is longer than the planned stop time. In this example, it is displayed as a diagonal line pattern). Further, the actual graph is displayed as a third design (cross pattern in this example) for the area from the actual arrival time 324 to the planned arrival time 314 in the case of early arrival.

The information output unit 104 includes the length of the portion of the actual graph corresponding to the actual stop time in the range between the planned arrival time 314 and the planned departure time 315 and the actual stop time in the range after the planned departure time 315. If the total length of the part corresponding to the non-delayed part is shorter than the preset reference length, the reference length-((actual stop time in the range between (planned arrival time 314 and planned departure time 315)) Corresponds to the length obtained from (the length of the part corresponding to) + (the length of the part of the actual graph corresponding to the time that is not the late departure part of the actual stop time in the range after the planned departure time 315)) A performance graph (hereinafter referred to as a "shortened performance graph") is generated and displayed as a fourth design (in this example, an arrow-shaped broken line).

When the length of the portion corresponding to the non-late departure portion of the actual stop time in the range after the planned departure time 315 is "0", the information output unit 104 sets the planned arrival time 314 and the planned departure time. The shortened actual stop graph is displayed starting from one end on the train traveling direction side of the portion corresponding to the actual stop time in the range between 315. The information output unit 104 is after the planned departure time when the length of the portion corresponding to the time and minute that is not the late departure part of the actual stop time in the range after the planned departure time is larger than "0". The shortened actual stop graph is displayed starting from one end on the train traveling direction side of the part corresponding to the time that is not the late departure part of the actual stop time in the range of.

FIG. 10 is a diagram illustrating the content of processing performed by the information output unit 104 when generating the operation result display screen 900. The performance graphs shown in FIG. 6 are all based on the contents of the performance normalization data 152 shown in FIG. In the following, as an example, the above-mentioned reference length will be described as assuming that the unit on the screen is 100 pixels. In the figure, the code (1-a) is for a station with a station ID of "E", and the code (1-b-1) is for a station with a station ID of "D" (1-b-2). ) Is for the station with the station ID "A", the code (2-a) is for the station with the station ID "B", and the code (2-b) is for the station with the station ID "C". It corresponds.

First, the reference numeral (1-a) (when the station ID is "E") will be described.

As shown in FIG. 6, since the early arrival degree 1526 is “0” for the station whose station ID is “E”, the information output unit 104 does not draw the actual graph of the portion corresponding to the early arrival portion.

Further, since the actual stop time rate 1528 within the planned stop time is "0", the information output unit 104 does not draw the actual graph of the portion corresponding to this.

Further, since the actual stop time (excluding the late departure part) 1529 after the planned departure time is "1", the information output unit 104 sets the length of the actual graph corresponding to this to "1" for 100 pixels of the reference length. As a result, 100 pixels x (1/1) = 100 pixels, and a performance graph of this length is drawn with the first design (no pattern) on the traveling direction side (right side) of the train starting from the planned departure time line 922. ..

Further, since the departure delay time rate 1530 within the actual stop time is "0.23", the information output unit 104 sets the length of the actual graph corresponding to this to 100 pixels × (1 is set to 100 pixels of the reference length). 0.23 / 1) = 23 pixels, and the actual graph of this length is the length (= 100) corresponding to the actual stop time (excluding the delayed part) 1529 after the planned departure time from the planned departure time line 922. The second design (diagonal line pattern) is drawn starting from the position moved to the train traveling direction side (right side) by the length of the train (pixels).

Subsequently, the reference numeral (1-b-1) (when the station ID is "D") will be described.

As shown in FIG. 6, in this case, since the early arrival degree 1526 is “0”, the information output unit 104 does not draw the actual graph of the portion corresponding to the early arrival portion.

Further, since the actual stop time rate 1528 within the planned stop time is "0.84", the information output unit 104 sets the length of the actual graph corresponding to this to 100 pixels, where 100 pixels of the reference length is "1". × (0.84 / 1) = 84 pixels, and the actual graph of this length is obtained by the length 100 × (0.16 / 1) = 16 pixels corresponding to “0.16” of the delay degree 1527. The first design (no pattern) is drawn starting from the position moved from the planned arrival time line 921 to the train traveling direction side.

Further, since the actual stop time (excluding the delayed portion) 1529 after the planned departure time is "0", the information output unit 104 does not draw the actual graph of the portion corresponding to this.

Further, since the departure delay time rate 1530 within the actual stop time is "0", the information output unit 104 does not draw the actual graph of the portion corresponding to this.

In this example, the total length of the part corresponding to the actual stop time rate 1528 within the planned stop time and the part corresponding to the actual stop time (excluding the delayed part) 1529 after the planned departure time is 84 + 0 = 84 (pixels). ), Which is smaller than the reference length of 100 pixels, so the reference length-((the length of the part corresponding to the actual stop time in the range between the planned arrival time 314 and the planned departure time 315) + (planned departure time 315) Since the length of the portion of the actual stop time in the later range corresponding to the non-delayed portion) = 100- (84 + 0) = 16, the shortened actual graph of the length of 16 pixels is planned. The fourth design (arrow line-shaped broken line) is drawn starting from one end on the train traveling direction side of the actual stop time corresponding to the actual stop time in the range between the arrival time 314 and the planned departure time 315.

Subsequently, the reference numeral (1-b-2) (when the station ID is "A") will be described.

As shown in FIG. 6, in this case, since the early arrival degree 1526 is “0”, the information output unit 104 does not draw the actual graph of the portion corresponding to the early arrival portion.

Further, since the actual stop time rate 1528 within the planned stop time is "0.56", the information output unit 104 sets the length of the actual graph corresponding to this to "1" with 100 pixels of the reference length as "1".
100 pixels x (0.56 / 1) = 56 pixels, and the actual graph of this length is shown in the length 100 x (0.44 / 1) = 44 pixels corresponding to "0.44" with a delay degree of 1527. The first design (no pattern) is drawn starting from the position moved from the planned arrival time line 921 to the train traveling direction side by the minute.

Further, since the actual stop time (excluding the late departure part) 1529 after the planned departure time is "0.44", the information output unit 104 sets the length of the actual graph corresponding to this to 100 pixels of the reference length. As a result, 100 pixels x (0.44 / 1) = 44 pixels, and the actual graph of this length is set in the area on the train travel direction side of the planned departure time line 922, starting from the planned departure time line 922. 1 Draw with a design (no pattern).

Further, since the departure delay time rate 1530 within the actual stop time is "0.32", the information output unit 104 sets the length of the actual graph corresponding to this to 100 pixels, where 100 pixels of the reference length is "1". × (0.32 / 1) = 32 pixels, and the actual graph of this length is the length (= 44 pixels) of the part corresponding to the actual stop time (excluding the delayed part) 1529 after the planned departure time. The second design (diagonal line pattern) is drawn starting from the position moved to the train traveling direction side (right side) from the planned departure time line 922.

Subsequently, the reference numeral (2-a) (when the station ID is “B”) will be described.

As shown in FIG. 6, in this case, since the early arrival degree 1526 is “0.04”, the information output unit 104 sets the length of the actual graph corresponding to this to “1” for 100 pixels of the reference length. As a result, 100 pixels x (0.04 / 1) = 4 pixels, and the actual graph of this length is placed in the area on the opposite side (left side) of the planned arrival time line 921 from the train travel direction to the planned arrival time. The third design (cross pattern) is drawn starting from the line 921.

Further, since the actual stop time rate 1528 within the planned stop time is "1", the information output unit 104 sets the length of the actual graph corresponding to this to "1", where 100 pixels of the reference length is "1", and 100 pixels × ( 1/1) = 100 pixels, and the actual graph of this length is the first starting point from the position moved from the planned arrival time line 921 to the train traveling direction side by the length corresponding to "0" of the delay degree 1527. Draw with a pattern (no pattern). When the delay degree 1527 is "0" as in this example, the actual graph is drawn in the area on the train traveling direction side starting from the planned arrival time line 921.

Further, since the actual stop time (excluding the delayed portion) 1529 after the planned departure time is "0", the information output unit 104 does not draw the actual graph of the portion corresponding to this.

Further, since the departure delay time rate 1530 within the actual stop time is "0", the information output unit 104 does not draw the actual graph of the portion corresponding to this.

Subsequently, the reference numeral (2-b) (when the station ID is "C") will be described.

As shown in FIG. 6, in this case, since the early arrival degree 1526 is "0.12", the information output unit 104 sets the length of the actual graph corresponding to this to "1" for 100 pixels of the reference length. As a result, 100 pixels x (0.12 / 1) = 12 pixels, and the actual graph of this length is placed in the area on the opposite side (left side) of the planned arrival time line 921 from the train travel direction to the planned arrival time. The third design (cross pattern) is drawn starting from the line 921.

Further, since the actual stop time rate 1528 within the planned stop time is "1", the information output unit 104 sets the length of the actual graph corresponding to this to "1" with 100 pixels of the reference length as "1".
Pixel x (1/1) = 100 pixels, and the actual graph of this length is started from the position moved from the planned arrival time line 921 to the train traveling direction side by the length corresponding to "0" of the delay degree 1527. As the first design (no pattern) is drawn. When the delay degree 1527 is "0" as in this example, the actual graph is drawn in the area on the train traveling direction side starting from the planned arrival time line 921.

Further, since the actual stop time (excluding the delayed portion) 1529 after the planned departure time is "0", the information output unit 104 does not draw the actual graph of the portion corresponding to this.

Further, since the departure delay time rate 1530 within the actual stop time is "0.12", the information output unit 104 sets the length of the actual graph corresponding to this to 100 pixels, where 100 pixels of the reference length is "1". × (0.12 / 1) = 12 pixels, and the actual graph of this length is the length (= 0 pixels) of the part corresponding to the actual stop time (excluding the delayed part) 1529 after the planned departure time. Only the second design (diagonal pattern) is drawn from the position moved to the train traveling direction side (right side) from the planned departure time line 922. As in this example, when the length of the part corresponding to the actual stop time (excluding the delayed part) 1529 after the planned departure time is "0", it corresponds to the departure delay time rate 1530 within the actual stop time. The actual graph to be drawn is drawn starting from the planned departure time line 922.

As described above, in the actual result normalization data generation process S714, the actual result normalization unit 103 branches the process depending on whether the train arrives early or not (S3053), and arrives early. If this is the case (S3053: YES), the time of the early arrival portion of the stop excess time 1514 is obtained, and the obtained time is normalized (S30541, S30542). Therefore, it is possible to provide information on the early arrival portion of the stop time excess time 1514, and the user can perform a detailed analysis on the stop time excess state.

Further, in the actual result normalization data generation process S714, the actual result normalization unit 103 distinguishes whether or not the train arrived after the lapse of the planned departure time 315 (S3055), and plans for the train arriving after the lapse of the planned departure time 315. The degree of delay from the arrival time 314 is uniformly set to "1", and normalization is performed to uniformly convert the arrival delay time of the train arriving later than the planned departure time 315 (S30551). Then, as shown by reference numeral (1-a) in FIG. 10, the information output unit 104 displays a performance graph corresponding to the train arriving after the lapse of the planned departure time 315, starting from the position of the planned departure time 315. Therefore, even if the delay status differs greatly depending on the station or train, it is possible to prevent the data listability (easiness of viewing) from being impaired.

Further, as shown by reference numerals (1-b-1) in FIG. 10, for trains arriving before the planned departure time 315, the information output unit 104 responds to the degree of delay based on the planned departure time 315. , Change the starting point that is the display start position of the actual graph. Therefore, the degree of arrival delay time can be grasped at a glance from the display start position of the actual graph, and it is possible to intuitively grasp how much delay has occurred at the station.

Further, as shown by reference numeral (2-b) in FIG. 10, the information output unit 104 has the first design (in this example, no pattern (ground pattern)) for the actual graph of the portion of the actual stop time corresponding to the planned stop time. )), The area from the actual arrival time 324 to the time exceeding the length corresponding to the planned stop time to the actual departure time 325 is the second design (diagonal pattern in this example), and the actual arrival in the case of early arrival. The actual graphs from the time 324 to the planned arrival time 314 are displayed in the third design (cross pattern in this example). This makes it possible to easily determine whether the reason why the actual stop time has been exceeded is due to early arrival or insufficient stop time, and the user can easily and appropriately determine whether or not the stop time needs to be increased or decreased. Will be possible.

Further, as shown by reference numerals (1-b-1) in FIG. 10, when the actual stop time is shorter than the planned stop time, the information output unit 104 displays the shortened actual stop time graph using the fourth design. .. Therefore, the user can grasp at a glance the information on whether or not the stop time has been shortened and the information indicating the degree of shortening from the fourth design, and how much the stop time has a margin at the station. Can be easily grasped.

Further, according to the operation record display screen 900 shown in FIG. 9, the user can grasp the relationship between the preceding train and the following train, the relationship with the upstream station and the downstream station, and the overall delay status of the transportation system. The tendency of excess or deficiency of stop time can be easily grasped.

Further, on the operation record display screen 900, a record graph is displayed in a shape that allows the traveling direction of the train to be grasped. For this reason, when it is necessary to analyze the operation results of trains in different directions at the same time for the purpose of estimating the influence of congestion on the platform, the user operates while checking the results of trains in multiple directions at the same time. Achievements can be analyzed.

Further, the operation record display screen 900 is configured to display a record graph with a length based on the planned arrival time line 921 and the planned departure time line 922. According to this, the actual graph is displayed so that the planned stop time is uniform for all trains and stations. Therefore, even if the planned stop time differs for each train or station, it becomes easy to determine whether or not the plan needs to be revised in light of the train operation record.

When a station is selected on the operation record display screen 900, the information output unit 104 uses either the planned arrival time or the planned departure time of the selected station to display the trains in the planned arrival time. You may sort in ascending or descending order. By doing so, for example, trains that run only at some stations of the entire line in the early morning hours or near the last train, or trains that pass through some stations such as express trains and express trains. It becomes possible to easily analyze the delay situation and the stop time including the relationship between the preceding train and the following train.

[Second Embodiment]
The timetable analysis support device 100 of the first embodiment uses the planned timetable data 153 and the actual timetable data 154 on the operation days for a predetermined day for analysis (diagram analysis process S700 in FIG. 7). On the other hand, the timetable analysis support device 100 of the second embodiment uses the planned timetable data 153 and the actual timetable data 154 on a plurality of operating days for analysis. In the second embodiment, only the process performed by the data acquisition unit 101 (the process corresponding to S711 in FIG. 7) is different from the first embodiment, and therefore, this part will be mainly described below.

FIG. 11 is a flowchart illustrating the process of the second embodiment (hereinafter, referred to as “data acquisition process S1100”) corresponding to the process of S711 in the diamond analysis process S700 of FIG. 7. Hereinafter, the data acquisition process S1100 will be described with reference to the figure.

The data acquisition unit 101 acquires the plan timetable data 153 and the actual timetable data 154 of a plurality of operation days input via the user device 2 (S1111).

Subsequently, the data acquisition unit 101 starts loop processing for each type (each unique value) of the timetable type 316 (“weekday”, “holiday”, etc.) in the plan timetable data 153 for the acquired plan timetable data 153 (for each unique value). S1112).

Subsequently, the data acquisition unit 101 obtains the arrival delay time and the departure delay time at each stop station based on the planned timetable data 153 and the actual timetable data 154 for the combination of the operation date and the train ID (S1113). The processes of S1113 to S1115 are processes performed for the purpose of excluding inappropriate data.

Subsequently, the data acquisition unit 101 determines whether or not the obtained arrival delay time and departure delay time exceed the threshold values specified in advance by the user (S1114). This determination is made in order to remove a delay situation caused by a sudden event such as a natural disaster or an abnormality of railway equipment. A person skilled in the art can easily set an appropriate value for the above threshold value, but for example, the above threshold value may be a value obtained by analyzing the actual timetable data 154 by a known statistical analysis technique. Good. Specifically, for example, the standard deviation may be obtained for the arrival delay time and the departure delay time, and a value three times the standard deviation may be set as the above threshold value.

When it is determined that the threshold value is exceeded (S1114: YES), the data acquisition unit 101 excludes the data of the operation day from the actual timetable data 154 acquired in the process S1111 (S1115).

Subsequently, the data acquisition unit 101 performs a calculation of averaging the actual arrival time and the actual departure time of the actual timetable data 154 with reference to the selected operating date (S1116).

In the process S1117, the data acquisition unit 101 determines whether or not the loop has ended for all the diamond types 316 of the planned diamond data 153. If all the diamond types 316 have been selected in S1112, the loop is exited and the data acquisition process S1100 is terminated. If there is an unselected diamond type, the process returns to S1112 and the loop is repeated for the unselected diamond type.

As described above, in the second embodiment, the data for a plurality of days is averaged and converted into the data for one day, and the processing after S712 in FIG. 7 is performed based on the above data. Therefore, for example, it is possible to grasp the chronic operation status such as the delay status that occurs in a certain period and the excess status of the stop time.

As described in detail above, according to the timetable analysis support system 1 of the present embodiment, for example, a user who performs timetable analysis for timetable revision can comprehensively grasp the train operation status from various viewpoints. , It is possible to easily examine the corrected part and the corrected content of the timetable.

By the way, the present invention is not limited to the above embodiments, and includes various modifications and equivalent configurations within the scope of the appended claims. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to those having all the described configurations. Further, a part of the configuration of one embodiment may be replaced with the configuration of another embodiment. Further, the configuration of another embodiment may be added to the configuration of one embodiment. Further, a part of the configuration of each embodiment may be added, deleted, or replaced with another configuration.

For example, in the actual performance normalization unit 103, the planned operation time (= (planned arrival time 314 of the station))-(planned departure time of the previous station), which is the time required to travel between each stop station of the train. 315) and the actual operating time (= (actual arrival time 324 of the station concerned)-(actual departure time 325 of the previous station)) are obtained and compared, and the comparison result is displayed, for example, on the operation record display screen. It may be displayed between the performance graphs of 900 adjacent stations. By doing so, the user can grasp at a glance whether the elimination or deterioration of the delay situation is due to the shortening of the stop time at the station or the reduction of the driving time between stations. This makes it easy to determine the adjustment of the planned stop time at each station.

Further, for example, the information output unit 104 obtains a value obtained by subtracting the planned departure time 315 from the actual arrival time 324 for a train arriving later than the planned departure time 315, and displays the obtained value in the vicinity of the actual graph or the like. You may. Further, for example, even if a figure having a size corresponding to the value obtained by subtracting the planned departure time 315 from the actual arrival time 324 or a figure corresponding to the obtained value is displayed in the vicinity of the actual graph. Good. By doing so, for example, in the case of displaying a design starting from the position of the planned departure time for the purpose of performing a timetable analysis at a station where the delay is chronic in the time zone of the morning rush or the evening rush. Even if there is, it is possible to grasp how late the train arrived from the planned departure time in a state where the list of data is maintained.

The above-mentioned configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them by, for example, an integrated circuit, and the processor realizes each function. It may be realized by software by interpreting and executing the program to be processed.

Information such as programs, tables, and files that realize each function is recorded in a memory, hard disk, storage device such as SSD (Solid State Drive), or IC (Integrated Circuit) card, SD card, DVD (Digital Versatile Disc). It can be stored in a medium.

The control lines and information lines indicate what is considered necessary for explanation, and do not necessarily indicate all the control lines and information lines necessary for implementation. In practice, it can be considered that almost all configurations are interconnected.

1 Diamond analysis support system 2 User device 3 Data provider 5 Communication network 100 Diamond analysis support device 101 Data acquisition unit 102 Difference calculation unit 130 Actual normalization unit 104 Information output unit 110 Data storage unit 151 Difference data 152 Actual normalization data 153 Planned timetable data 154 Actual timetable data S700 Diamond analysis processing S714 Actual result normalization data generation processing 900 Operation result display screen 921 Planned arrival timeline 922 Planned departure timeline

Claims (12)

An information processing device that supports the analysis of diamonds
A data storage unit that stores planned diamond data, which is data including plan information of diamonds at a vehicle stop station, and actual diamond data, which is data including actual information of diamonds at a stop station.
Difference data that generates difference data that includes information on vehicle stop excess time, vehicle arrival delay time, and vehicle departure delay time at a stop station based on the plan timetable data and the actual timetable data. Generator,
Actual performance Normalization data, which is data obtained by performing normalization, which is a process of converting information based on the difference data into a value based on the planned stop time acquired from the planned stop time data, is generated. Normalization section and
An information output unit that generates and outputs an image including a pattern drawn based on the contents of the performance normalization data of the performance information at each stop station of a plurality of vehicles.
A diamond analysis support device equipped with. The timetable analysis support device according to claim 1.
The information output unit enumerates the vehicle identification information in the direction of the first axis and the identification information of the stop station in the direction of the second axis, and the vehicle of the first axis and the stop station of the second axis Draw the corresponding design at each position specified in.
Diamond analysis support device. The timetable analysis support device according to claim 2.
The design has a shape extending in the direction of the second axis with a length corresponding to the content of the performance normalization data.
Diamond analysis support device. The timetable analysis support device according to claim 3.
The planned timetable data includes a planned arrival time and a planned departure time at a vehicle stop station.
The design is a planned arrival time line which is a line drawn parallel to the first axis indicating the planned arrival time and a planned departure time line which is a line drawn parallel to the first axis indicating the planned departure time. Is drawn with the length between and as the reference length,
Diamond analysis support device. The timetable analysis support device according to claim 4.
The design of a vehicle arriving later than the planned departure time is drawn starting from the planned departure time line.
Diamond analysis support device. The timetable analysis support device according to claim 3.
The planned timetable data includes a planned arrival time and a planned departure time at a vehicle stop station.
The design of the vehicle arriving before the planned departure time is drawn from a position determined according to the degree of delay from the planned departure time.
Diamond analysis support device. The timetable analysis support device according to claim 3.
The planned timetable data includes a planned arrival time and a planned departure time at a vehicle stop station.
The actual timetable data includes the actual arrival time and the actual departure time at the vehicle stop station.
The design is the first design for the actual stop time in the range between the planned arrival time and the planned departure time and the portion of the actual stop time in the range after the planned departure time that is not a delayed portion. Therefore, the delayed portion of the actual stop time is distinguished by the second design, and the early arrival portion of the actual stop time obtained by subtracting the actual arrival time from the actual departure time is distinguished by the third design. Drawn,
Diamond analysis support device. The timetable analysis support device according to claim 7.
When the actual stop time is shorter than the planned stop time obtained by subtracting the planned arrival time from the planned departure time, the information output unit obtains a fourth design showing that the stop time is shortened. Draw on,
Diamond analysis support device. The diamond analysis support device according to any one of claims 1 to 8.
The design has a shape indicating the traveling direction of the vehicle.
Diamond analysis support device. The diamond analysis support device according to any one of claims 1 to 8.
Equipped with an input device that accepts the designation of a stop station
The planned timetable data includes a planned arrival time and a planned departure time at a vehicle stop station.
The information output unit generates the image in which the designs are arranged and drawn in ascending or descending order of the planned arrival time of the stop station.
Diamond analysis support device. The diamond analysis support device according to any one of claims 1 to 8.
The actual normalization data indicates the degree of early arrival, which is a value indicating the degree of early arrival with respect to the planned stop time, the degree of delay, which is a value indicating the degree of delay with respect to the planned stop time, and the degree of actual stop time at the planned stop time. The actual stop time rate within the planned stop time, which is the value, and the actual stop time after the planned departure time (excluding the late departure part), which is a value indicating the degree of the actual stop time after the planned departure time excluding the late departure time. , And a timetable analysis support device that includes at least one of the actual stop time departure delay time rate, which is a value indicating the degree of time occupied by the delayed portion of the actual stop time. The diamond analysis support device according to any one of claims 1 to 8.
When the vehicle arrives at the stop station early and departs late, the actual performance normalization unit individually normalizes the time of the early arrival portion and the time of the late departure portion of the excess stop time, and the actual result normalization data. A diamond analysis support device that produces.

Images