JP3775322B2 - Train passenger guidance information device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train passenger guidance information apparatus suitable for providing highly reliable passenger guidance to railway users who carry out passenger transportation.
[0002]
[Prior art]
As a conventional technique, like the passenger guidance control system described in Japanese Patent No. 3046134, the basic schedule created at the time of the schedule revision is used to tape the first-arrival guidance information for all trains at all stations without using a communication line. Some trains use a magnetic disk, etc., to provide train arrival guidance. And during Bon Festival, New Year, holiday season, etc., extra trains and time changes will occur, and there will also be changes in the first arrival guide information. Train first arrival guidance.
[0003]
In addition, as in the train passenger guidance information device described in Japanese Patent Application Laid-Open No. 9-58475, the basic schedule is used to reflect the time change such as the Bon Festival, New Year, and holiday season, and information on temporary trains. For trains created on a daily basis and listed in this implementation diagram, when train location information is confirmed within the jurisdiction of the train operation management system, train location information and the operation pattern specified in the implementation schedule, Trains that create forecast schedules, which are schedules that estimate the driving time by calculating the standard travel time between each station from the train station to the terminal station for each predefined driving pattern, and passenger information based on the forecast schedule There is one that gives first-come-first-served guidance.
[0004]
[Problems to be solved by the invention]
In the passenger guidance control system described in Japanese Patent No. 3046134, passenger guidance including first-come-first-served guidance can be performed as long as a regular train or a train equivalent thereto operates on a basic schedule. However, since the first arrival guide information of all trains at all stations is created in advance from the basic diagram, there is a problem that the first arrival guide information cannot be created for a train such as a temporary train that is not on the basic diagram. In addition, since it takes time to create first-arrival guidance information for all the train stations of all trains, processing for all trains is performed offline in advance, and it is impossible to provide real-time guidance that takes into account the train running results There is.
[0005]
In the train passenger guidance information apparatus described in Japanese Patent Laid-Open No. 9-58475, by using the implementation diagram, it is possible to provide passenger guidance even for a train that is not in the basic diagram, and an expected diagram in which the train location record information is superimposed on the implementation diagram. By using, even when the actual schedule is disturbed and the trains do not arrive in the order of the schedule, the schedule and time of operation can be predicted for trains that have been registered in the schedule and whose presence has been confirmed. However, it does not reflect the order change (also referred to as driving arrangement input), so if there is a schedule correction that cannot be determined from the actual operation status, such as a new train that is not in the schedule, or a change in evacuation, accurate passenger guidance cannot be provided. There is.
[0006]
A first object of the present invention is to provide a train passenger guidance information device capable of providing accurate passenger guidance even when a driving arrangement input occurs.
[0007]
A second object of the present invention is to provide a train passenger guidance information device that can provide real-time passenger guidance information and first-come-first-served guidance information even when a driving arrangement input occurs.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, the train passenger guidance information device of the present invention reflects the standard travel time information obtained from the track record information to the execution diagram created by the operation organization input from the implementation diagram, and the diagram after the operation organization input. A guidance management device for creating passenger guidance information for receiving the created forecast diamond online via a station control device from a central computer that stores the forecast diamond created as a broadcasting device connected to the guidance management device, or The display processing device includes a set number of trains that depart from a station that performs first arrival guidance based on the current time, and between the station that performs first arrival guidance and a destination station. The first train is searched in a range of a time T obtained by adding a margin time to the difference in travel time between the fastest train and the slowest train.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, the train operation management system is connected to a central computer 1 for monitoring and controlling train operations and a communication path 2 for transmitting information to and from the central computer 1 and installed at each station. A station control device 3, an interlocking device 4 that controls a train that enters and exits the station by a command signal from the station control device 3, a guidance processing device 5 that creates passenger guidance information by a command signal from the station control device 3, It comprises a broadcasting device 6 that receives and broadcasts a signal from the guidance processing device 5 and a display device 7 that displays it. Here, the exchange of information between the central computer 1 and the station control device 3 is performed online through a communication line. In addition, although the case where the guidance processing apparatus 5 was installed in the station was demonstrated, you may provide in the central computer 1 side.
[0010]
The flow of train guidance information in the train operation management system configured as described above will be described with reference to FIGS. As shown in Fig. 2, the arrival, departure, passage time, etc. of each station is registered in advance for trains that are operated daily at the time of the schedule revision, or trains that conform to it, such as changes on Saturday and Sunday. A basic diagram 10 that is a train diagram is created. An execution diagram 11 that is a train diagram for one day reflecting the time diagram of a specific date and time such as the Bon Festival, New Year, and holiday season, and the modified diagram information 14 that is information on a temporary train, etc. is created in the basic diagram 10. The execution diagram 11 is registered at a place determined for the operation of the day, and each time the operation arrangement input 17 by the commander of the day is generated, the execution diagram 12 which is a train diagram that takes the operation arrangement input 17 into consideration is created. . The execution schedule 12 determines the train operation order, and the commander and train crew set the train operation target.
[0011]
The operation arrangement input 17 includes, for example, delay due to a train accident, evacuation change, number line change, and the like. Here, for example, if the train a is scheduled to overtake another train b at the C station and the transit time is expected to be delayed by 30 minutes, the train b continues to wait for the arrival of the train a at the C station. Train b is delayed 30 minutes after station C, and in order to prevent train b from lagging, it is necessary to leave train b from station C on time without waiting for train a to pass station C. Is to change. In addition, the number line competition means that two or more trains are expected to enter a number line at the same time, and other than the trains that are permitted to enter, the traffic lights are controlled so that they do not enter, and the train travels along the train schedule. Make adjustments as they will not be possible.
[0012]
On the other hand, a standard travel time 16 between each station is created from the track record information 15 which is information that records the arrival time, departure time, and passage time of a specific point that is mainly a station. An execution diagram 12 reflecting the train order change by the operation arrangement input 17 and an expected diagram 13 for predicting a subsequent operation schedule by taking into account the standard travel time 16 between each station from the actual train track record information 15 based on the execution diagram 12 create. The prediction diagram 13 is created for the entire day after the input or for a predetermined time width each time a set hour / minute interval or a diagram change input is made. When the forecast diagram 13 is created, first arrival guide information 18 and passenger guide information 19 are created based on the forecast diagram 13. In this way, by using the execution diagram, it is possible to reflect the result of the sequence change and provide guidance that is consistent with the schedule of the operation management system. It is possible to provide guidance corresponding to small-scale train schedule disturbances that do not appear.
[0013]
Here, the first-come-first-served guide is a guide for informing a passenger about a train that can reach the destination station at the earliest time at a certain station. For example, if the train running from station A to station F has a regular train that stops at each station and a rapid train stops at stations A, C, and F as shown in FIG. If a passenger goes to station C or F, it can be used on both regular and rapid trains. In general, passengers want to get to their destination as soon as possible, so in the case of Fig. 4 where a regular train departs from station A and is taken out by a fast train at station E, from station A to station C. For passengers heading to the train station, the passengers are advised that the ordinary train should be used, and for passengers heading from the station A to the station F, the rapid train should be used.
[0014]
The first arrival guide information is information that indicates how to take an action on the train from which the passenger departs so that the passenger arrives at the destination station as soon as possible. There are first-come-first-served information for guiding trains, first-come-first-served information for other trains, and transfer information for guiding trains to be transferred to and from the station to be transferred. Passenger information refers to information indicating what train will be next on the platform in order for the passenger to go to the target station, and what train will depart next in the direction of the destination on the concourse. Information such as train name, destination, type of free seat car, etc., and destination items.
[0015]
In this way, each time the central computer 1 has the set hourly interval or operation arrangement input 17, the forecast diagram 13 is created for the entire day after the input or for a predetermined time width. The station control device 3 receives the prediction diagram 13 online, and receives it online from the central computer 1 for the station, train, and destination station where the first arrival guidance is performed in steps J1 to J3 as shown in FIG. In order to carry out first-come-first-served guidance from the prediction diagram 13, the prediction diamond is cut out.
[0016]
In step J1, for example, when first-arrival guidance is performed at station A at the current time, for example, stations B to D are also selected as stations that perform first-arrival guidance. In step J2, the target train is cut out for the station selected in step J1. In this step J2, the train is cut out as follows. In this embodiment, in order to create first-arrival guidance information in a short time in response to changes in the operation status of trains that change from moment to moment, the number of trains that depart from the station that performs first-arrival guidance based on the current time Cut out only. By doing this, it is possible to reduce the calculation time and search for trains that will provide first-come-first-served guidance online with a limited calculation range, and real-time first-come-first-served guidance that immediately responds to changes in operation status from moment to moment. .
[0017]
In Step J3, the calculation after Step J4 is performed for the number of stations at the destination where the first arrival guidance is performed, and when the calculation for the number of stations is completed, the process returns to Step J2.
[0018]
The procedure for calculating the first train from the next predicted schedule will be described. In FIG. 4, when selecting a train that arrives first from the ordinary train d at the destination H station, even if the search is limited to only the time t during which the ordinary train d travels from the A station to the H station, for example, rapid Whether or not the train h arrives first is calculated. In this case, when the high-speed train h departs from the A station, the normal train d is running near the G station, so the case where it can be determined that the high-speed train h will not arrive at the H station is also calculated. , You are doing more calculations than necessary.
[0019]
Assuming that the fastest and slowest trains depart from station A at the same time, as shown in FIG. 6, it is assumed that there is a difference in time T ′ when reaching station H. At this time, if a time T (T ≧ T ′) is defined by adding a margin time to the time T ′, the slowest train b departs from the station A, and then the fastest train c is delayed from the time T by A. When leaving the station, it can be determined that the latest train b always arrives at B station first. For this reason, in this embodiment, the width of the time T is set, and the train is searched within this width.
[0020]
Thus, by searching within the range of time T, the time t2 required for the slowest train to go from the A station to the H station, and the time t2 required for the fastest train to go from the A station to the H station can be obtained. Although it can be approximated by the subtracted value, since the time T is generally less than or equal to 1/2 of the time t1, the amount of calculation can be reduced to less than or equal to 1/2 compared with the case of searching for the time t1 minutes.
[0021]
In the calculation of the first arrival guide, the train that arrives at the destination station at the fastest speed is selected from among the trains that depart from the station where the first arrival guide is provided, including trains that are boarded after the departure point and trains that are transferred at intermediate stations. In this calculation process, there are generally a plurality of candidate trains that arrive at the destination station for one specified train. In order to reduce the amount of calculation, in this embodiment, the destination station Calculation is performed to search for candidate trains from the side.
[0022]
For example, in the example shown in FIG. 4, when a train that arrives at the A station and arrives at the destination H station earlier than the ordinary train d is selected, the train that arrives at the H station earlier than the ordinary train d within the time T. And if the train stops at one or more stations between A and G stations, it is judged whether it is a train that can be changed from the ordinary train d, and if a train that can be changed is found, the train arrives earliest. Since it is a train, the calculation can be terminated at that time. By calculating in this way, the train that arrives earliest can be obtained without calculating all the cases for a plurality of first-arrival candidate trains.
[0023]
In this way, in this embodiment, since the candidate train is searched from the destination station side, as shown in FIG. 6, when the first arrival determination is performed from the A station side, the fastest train c arrives first. Since there is a possibility, it is necessary to calculate all trains within the range of time T. However, when the first arrival determination is made on the H station side of the destination, the calculation is performed when the existence of the fastest train a is known. It can be finished. For this reason, when considering the case where the fastest train a and the slowest train b arrive and depart at random, the fastest train a based on the slowest train b is at the H station, on average within T / 2 hours. The calculation amount can be reduced to ½ or less.
[0024]
The process after step J4 will be described in detail for the case where the cut out prediction diamond is shown in FIG. As shown in FIG. 4, when a passenger gets on a train from A station, the case where the train which arrives earlier than the arrival at E station of the destination by train d which is a normal train is demonstrated. In step J4, the time when the train d arrives at the E station is obtained. In step J5, a train that arrives at E station earlier than train d within the set time T is obtained.
[0025]
In the example shown in FIG. 4, the train c is found as the train that arrives earliest within the time T, and the train c is set as the earliest arrival candidate train and the process proceeds to step J6. In step J6, the train c is a station where passengers ride and stops at the station A where the first arrival guide is provided, so the process proceeds to step J7. In step J7, since the train c, which is the first candidate, has departed from station A earlier than train d and it can be seen that passengers cannot ride, the process returns to step J5.
[0026]
In step J5, the train e that arrives next next to the train c is set as the first-arrival candidate train, and the process proceeds to step J6. In step J6, it is confirmed that the train e, which is the first candidate, stops at the A station, so the process proceeds to step J7. In step J7, it can be seen that train e departs from station A after train d, so the first-arrival candidate train is confirmed as train e, and the flow proceeds to step J8. In step J8, guide information is created with the train e as the first train to the destination E station.
[0027]
Next, when a passenger takes a train from the station A, the train d, which is a regular train, selects the train that arrives earlier than the train that arrives at the destination F station. The arrival time at the station F is obtained, and at step J5, a train that arrives at the station F earlier than the train d within the time T is obtained. In this case, the train c is found as a first-arrival candidate train. However, since the train c departs from the A station before the train d and it can be seen that passengers cannot get on, the train c is excluded from the candidates. In such a procedure, the first candidate train is listed in step J5. However, since there is no corresponding train, the process proceeds to step J15 with the train d as the first train. In Step J15, as described above, the first train to the destination F station is set as the train d, and the guide information is created.
[0028]
If the destination is H station, the time when the train d arrives at the H station is obtained at step J4, and the train arriving at the H station earlier than the train d within the time T is reached earlier at step J5. Find in order. Although train c is found as a first-arrival candidate train, train c is excluded from the candidates because it departs from station A before train d and passengers cannot ride. Next, the train f is set as the first-arrival candidate train, and the process proceeds to step J6. However, in step J6, it is found that the first-arrival candidate train f does not stop at the station A, and thus the process proceeds to step J9.
[0029]
In step J9, it is searched whether it is possible to transfer from train d to train f at a midway station. For example, for the G station, the stop of the train f is determined in step J10. The train f has information that passes through the G station and returns to step J9 because it does not stop. In step J9, F station is set, and in step J10, it is searched whether the train f stops at F station. The train f goes to step J11 to stop at station F. In step J11, since it is found that the train d also stops at the F station, the process proceeds to step J12. In step J12, it can be seen that the train f can be changed from the train d to the train f at station F, and therefore the train f is set as the earliest train and the process proceeds to step J13. In step J8, the train d is set as the first train to the destination H station and the transfer to the train f at the F station is created as guide information.
[0030]
In this way, train guidance, other connected train guidance, and transfer guidance for the train d at the station A can be performed.
[0031]
Next, processing performed at another station at the same time after calculation for station A will be described. After searching for other first-arrival trains at station A at step J2, the same operation is executed at stations B and C at step J1. A case will be described in which the process in step J1 proceeds, and then the first train at station D is selected at station D at the same time as station A, to destination H station for train c.
[0032]
At step J4, the time at which the train c arrives at the H station is obtained, and at step J5, the trains that arrive at the H station earlier within the time T than the train c are obtained in order from the one that arrives earlier. In step J6, since the first train candidate a does not stop at station A, the process proceeds to step J9. In step J9, a search is made as to whether or not a transfer from train d to train a is possible at an intermediate station. In step J10, for example, it is determined whether or not the train a stops at G station. Train a has information that passes through station G and returns to step J9 because it does not stop. After performing the same processing up to E station, it is determined that there is no information that train a passes at D station, and train a is traveling beyond E station. Return to Step J5.
[0033]
In step J5, the train b is listed as the first-arrival candidate train. In step J6, it is found that the train b does not stop at the station A, so the process proceeds to step J9. In step J9, it is searched whether it is possible to transfer from train c to train b at a halfway station. In step J10, it is determined whether or not the train b stops at the G station. The train b does not stop at the G station but returns to J9 because there is passing information. Next, about F station, the stop of the train b of the first arrival candidate is determined in J10. In step J10, it can be seen that the train a stops at the F station, and in step J11, it can be seen that the train c also stops at the F station, so the process proceeds to step J12.
[0034]
In step J12, it is found that it is not possible to transfer from train c to train b at station F, so the process returns to step J9. Next, the same processing is performed for E station, and it is not possible to get on train b at D station, and transfer is not possible at other stations, so the process returns from step J9 to step J5. Next, in step J5, the first candidate trains are listed. However, since there is no corresponding train, the train c is set as the first train, and the process proceeds to step J15. Guidance information is created with the first train to a certain H station as a train c.
[0035]
According to the present embodiment, real-time passenger guide information and first-come-first-served guide information are created based on an expected schedule that incorporates a small-scale train schedule disturbance that cannot be defined by the drive scheduling input in the execution schedule reflecting the driving scheduling input. It became possible. As a result, for example, if there are different routes in the same direction, such as multiple lines, a small-scale train disruption (train delay) that does not change the order may occur, resulting in erroneous guidance. Even in a situation where the schedule is disrupted, it is possible to provide a highly reliable information service with the latest information equivalent to what a train commander can know about railway users. Moreover, time calculation can be performed for the minimum necessary train as much as possible, and first arrival guidance can be performed in consideration of train traveling results that change from moment to moment. Since it is an online process and the first-arrival guide information is updated at an event or at regular intervals, it can reflect both changes due to driving arrangement input created as an event and changes due to a forecast schedule created periodically. .
[0036]
【The invention's effect】
According to the present invention, since the first train is searched based on the predicted schedule reflecting the operation arrangement input and the track record information, real-time passenger guidance even in a situation where the operation schedule including multiple lines is disturbed Information and first-come-first-served information can be provided. In addition, it is possible to perform calculation for the minimum necessary train as much as possible and provide first arrival guidance.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of an operation management system according to an embodiment of the present invention.
FIG. 2 is a flowchart showing a flow of train passenger guidance information.
FIG. 3 is a flowchart showing a flow of processing for creating first-arrival guidance information.
FIG. 4 is a diagram illustrating a procedure for calculating a train that arrives first from an execution diagram.
FIG. 5 is a diagram for explaining a method for calculating a first-arrival train according to the present embodiment.
FIG. 6 is a diagram illustrating a method for calculating a first-arrival train according to the present embodiment.
FIG. 7 is a diagram for explaining passenger guide information and first-come-first-served information.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Central computer, 2 ... Communication channel, 3 ... Station control apparatus, 4 ... Interlocking apparatus, 5 ... Guidance processing apparatus, 6 ... Broadcasting apparatus, 7 ... Display apparatus, 10 ... Basic diagram, 11 ... Implementation diagram, 12 ... Execution Timetable, 13 ... Expected timetable, 14 ... Changed timetable information, 15 ... Tracked track information, 16 ... Standard travel time, 17 ... Driving arrangement input, 18 ... First arrival information, 19 ... Passenger information.

Claims (4)

A central computer that stores the forecast schedule created as a schedule that predicts future schedules by reflecting the standard travel time information between each station obtained from the track record information in the execution schedule created by the operation schedule input from the schedule schedule A guidance processing device that receives the created forecast diagram online and creates passenger guidance information, and a broadcasting device or a display device connected to the guidance processing device, the guidance processing device based on the current time As many as the number of trains that depart from the station where the first arrival guidance is provided is cut out, and the fastest time from the station that performs the first arrival guidance to the destination station where the train that leaves the station that performs the first arrival guidance stops set the width of the train traveling time and the slowest train travel time and time difference time obtained by adding a margin time of T, starting row of the station to carry out the first arrival guide There train passenger guide information apparatus, characterized in that to identify the first arrival train to search the train within the width of the early time T than the time you arrive at the station of the destination.   The train passenger guidance information device according to claim 1, wherein the first-arrival train is determined when the first-arrival candidate train searched from the destination station side is transferable.   The guidance processing device creates first-arrival guidance information and passenger guidance information related to the searched first-arrival train and transmits a signal for broadcasting the first-arrival guidance information and passenger guidance information on the broadcasting device or displaying the information on the display device. The train passenger guidance information device according to claim 1 or 2. Implementation schedule for one day created by adding change schedule information to the basic schedule, execution schedule created by adding operation arrangement input to the implementation schedule, and tracked track record information recorded in the execution schedule A central computer that records the expected schedule for predicting the future schedule created after taking into account the standard travel time between each station obtained from the station, and receiving the expected schedule online from the central computer, Cut out the set number of trains that depart from the station that provides the first arrival guidance based on the time, and go from the station that performs the first arrival guidance to the destination station where the train that leaves the station that performs the first arrival guidance stops the fastest train traveling to set the width of the time T obtained by adding a margin time to time difference between the time and the running time of the slowest train, the arrival depart train the station to carry out the guide said of By searching the train within the width of the target area early time T from time to arrive at the station to create a first-come guidance information specific to the arrival train, train passenger guide information apparatus which is characterized in that the first arrival assistance.

Images