JP4627303B2 - Driving arrangement support system - Google Patents

Description

  The present invention relates to a driving arrangement support system that supports a change in an operation plan when a disturbance occurs in a train operation. The present invention relates to a driving arrangement support system for evaluation.

  If there is any disruption in the operation of the railway, the operation is organized to restore the normal schedule. The details of driving arrangements are determined by the experience of the commander, and there is no standard for determining whether driving arrangements that really improve passenger satisfaction are being implemented. Although the time required to return to the normal schedule can be considered as a standard, as a result, many passengers are not always satisfied. Although it is desirable to implement driving arrangements that maximize passenger satisfaction, it is impossible to know the flow of passengers in real time, so to obtain a quantitative judgment method to maximize passenger satisfaction. Is difficult. Many automatic ticket gates collect OD (Origin starting point, destination destination) data that shows where passengers got on and where they got off, but the information obtained from this is constant passenger flow. It is difficult to reflect real-time fluctuations, and it does not always coincide with passenger flow on the day.

  Indicators for measuring passenger satisfaction include the total travel time of passengers, how busy the train is, and the number of transfers. In order to quantify these indicators, it is necessary to know passenger trends in real time. The necessary information is the number of passengers at each station. Considering a single station, if we can know the number of passengers waiting for the train and the target station for each passenger, we can predict the flow of passengers. As a means for knowing this information, a system using an IC card can be considered, but this method is limited to a regular user whose destination is described on the IC card. Although it is conceivable to collect information based on ticketing data from ticket vending machines, it is not possible to specify the destination by the face value of the ticket.

  In Patent Document 1, passenger ticketing history data from an IC card, a non-contact IC card, a portable terminal device, etc. that can read and write data having a ticket function such as a commuter pass and a coupon ticket by a ticket gate device, It is disclosed that a ticket attribute is acquired, and a passenger flow as a probability amount is estimated using data of a station and a destination where the acquired passenger has entered in the past.

JP-A-11-165637

  However, according to Patent Document 1, since the passenger flow is predicted by statistically processing past boarding history data stored in the ticket, the passenger flow at the time when the operation is disturbed is grasped in real time. is not. In addition, it obtains information on boarding stations and getting-off stations from histories of train tickets stored in commuter passes and IC cards, etc., and predicts passenger flow such as waiting for passengers. There is a problem that the passenger flow of passengers who do not have a ticket that can be memorized cannot be reflected in the prediction.

  The present invention has been made in view of the above, and obtains a driving arrangement support system that grasps a passenger flow in real time and quantitatively reflects the passenger flow at that time to create an optimal driving arrangement plan With the goal. Another object of the present invention is to provide a driving arrangement support system that reflects the flow of passengers who do not have a commuter pass or IC card that can be stored in a driving arrangement plan.

  In order to solve the above-described problems and achieve the object, the present invention is an operation organization support system that supports train operation organization, and includes train location information obtained from a plurality of line sections and a plurality of line sections. Integrated management means for managing the delay status of trains in each line section based on train diagram information, performing delay prediction based on the delay information indicating the delay status and the train diagram information, and creating a prediction diagram including the predicted delay time And by inputting a destination station, a plurality of routes from the station to the inputted destination station is guided based on the prediction diagram, delay information, and train location information acquired from the integrated management means. Information providing means, and driving arrangement support means for creating a driving arrangement plan by predicting passenger flow based on the total number of destination stations input to the information providing means.

  According to the present invention, information is provided to the information providing device based on a prediction diagram that takes into consideration all the line sections, and a passenger arrangement plan is predicted by predicting the flow of passengers based on the total number of destination stations input to the information providing device. Since it is created, the flow of passengers who do not have an IC card can be quantitatively grasped in real time to create an optimum driving arrangement plan, and passenger satisfaction can be further improved.

  Embodiments of a driving arrangement support system according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 is a schematic configuration diagram of Embodiment 1 of a driving arrangement support system according to the present invention. As shown in FIG. 1, the operation arrangement support system in the first embodiment includes a plurality of line operation management systems 10 that perform operation management of each line area, train location information and trains received from the plurality of line area operation management systems. An integrated management device 20 that manages the delay status of trains in each line section based on the diagram, performs delay prediction based on the delay information indicating the delay status and the train diagram information, and creates a prediction diagram including the predicted delay time; Passenger guidance device 30 that receives train location information and prediction diagrams of each line section from integrated management device 20 and displays them as operation status; for passengers that are installed at stations and have entered destination stations, The personal information providing device 40 that displays the route guidance of the vehicle, and the driving arrangement that predicts the flow of passengers based on the total number of destination stations input to the personal information providing device 40 and creates a driving arrangement plan And a support device 50.

  Next, each device will be described in detail. The line area operation management system 10 shown in FIG. 1 is an operation management system that manages the operation of trains for each line area, such as A line, B line,..., N line, and a control computer (not shown) for each line area. Trains that exist in your own line based on CTC information that shows the status of each traffic signal in each line and the status of each track circuit, and train schedule information that is the operation plan for that day Train location information indicating the position of each train is created, and traffic lights, track circuits, etc. (not shown) are controlled based on the train location information and train diagram information.

  FIG. 2 is a diagram illustrating the integrated management apparatus 20 according to the first embodiment. As shown in FIG. 2, the integrated management device 20 includes a diagram receiving unit 103, an integrated diagram generating unit 104, a train line information unit 105, an integrated operation status generating unit 106, a prediction diagram generating unit 107, an integrated information transmitting unit 109, a request. The receiving part 111, the integrated operation condition memory | storage part 108, the integrated diamond memory | storage part 110, and the prediction diamond memory | storage part 112 are provided.

  The diamond receiving unit 103 receives train schedule information that is an operation plan of the day from the line operation management system 10. Since the structure of the received train diagram information varies from line segment to line segment, the integrated diagram generation unit 104 converts to a unified format, generates an integrated diagram that captures all line segments as a single segment, and stores them in the integrated diagram storage unit 110. Store and manage. The train line information receiving unit 105 receives train line information indicating the train state from the line operation management system 10. Since the format of the received train line information is different for each line section, the integrated operation condition generation unit 106 converts the data so that the data is unified in all line sections, generates an integrated operation state, It is stored and managed in the integrated operation status storage unit 108.

  The prediction diagram generation unit 107 performs the delay prediction of the train in each line section based on the integrated diagram and the integrated operation status, generates a prediction diagram including the predicted delay time, and stores and manages the prediction diagram in the prediction diagram storage unit 112. When the request reception unit 111 receives a transmission request from the passenger guide device 30 or the driving arrangement support device 50, the integrated information transmission unit 109 extracts necessary information from the integrated operation status, the integrated diagram, or the prediction diagram according to the request. Then send.

  As a result, the integrated management device 20 can centrally manage the presence / absence and degree of disturbance to the train operation, and the range and degree of the influence of the disturbance on other lines in the target line section.

  FIG. 3 is a diagram illustrating the passenger guide device 30 according to the first embodiment. As shown in FIG. 3, the passenger guidance device 30 includes a request transmission unit 151, a prediction diagram reception unit 131, an integrated operation status reception unit 133, an operation status display unit 134, a request reception unit 136, an operation status transmission unit 137, and movement information. A collection unit 138, a prediction diagram storage unit 132, an operation status storage unit 135, a movement information storage unit 139, and a movement information transmission unit 140 are provided.

  The request transmission unit 151 requests the integrated management device 20 to transmit a prediction diagram and an integrated operation status. In response to this transmission request, the prediction diagram receiving unit 131 receives a prediction diagram from the integrated management apparatus 20 and stores it in the prediction diagram storage unit 132. The integrated operation status reception unit 133 receives the integrated operation status including delay information from the integrated management device 20 and stores it in the integrated operation status storage unit 135. The operation status display unit 134 shapes and displays the prediction diagram and the integrated operation status into a form suitable for a large display. The request receiving unit 136 receives a transmission request such as the operation status of a certain section from the personal information providing device 40. The operation status transmission unit 137 extracts requested information from the prediction diagram or the integrated operation status in response to a transmission request such as the received operation status, and transmits the extracted information to the personal information providing apparatus 40. At this time, the movement information collection unit 138 reads the information on the destination station sent from the personal information providing apparatus 40 and stores the information as movement information in the movement information storage unit 139 for management. The movement information transmission unit 140 transmits the movement information to the driving support arrangement device 50 in response to a request from the driving assistance arrangement device 50.

  FIG. 4 is a diagram illustrating the personal information providing apparatus 40 according to the first embodiment. As shown in FIG. 4, the personal information providing apparatus 40 includes an input operation unit 141, a route search unit 142, a request transmission unit 143, a route evaluation unit 144, a data reception unit 145, and a display unit 146. The personal information providing device 40 is installed at a station platform or concourse in order to know what route the passenger himself can take to reach the destination in the shortest time when a transfer is necessary. The The input operation unit 141 receives an input of a destination station from a passenger who wants to provide detailed information. The route search unit 142 searches for a reachable route from the station to the destination station. The request transmission unit 143 requests the passenger guidance device 30 to transmit the operation status and the like for the route obtained as a result of the search, in order to calculate the required time in consideration of the operation status at that time. When the route receiving unit 145 receives information such as the operation status of each route from the passenger guide device 30 by the data receiving unit 145, the route evaluation unit 144 calculates the required time of each route based on this information, and ranks the estimated required time in ascending order. I do. The display unit 146 formats and displays the ranking result.

  When an abnormality occurs in the operation, a route different from the case where the operation is normally performed may be a route that can move in the shortest time. Conventionally, only the shortest route when operating on a normal schedule could be presented. Previously, only the information of individual line sections was owned, and how much delay spread from the line section where the abnormality occurred to other line sections, and finally how much delay will be integrated. This is because it was difficult to predict automatically.

  When an abnormality occurs in operation, a passenger can input a destination station from the station to the personal information providing device 40 installed at the station, so that a route different from the normal time can be moved in the shortest time. Even in the case of a route, it is possible to present the shortest route at that time. This is because the information of a plurality of line sections is owned and managed in an integrated manner, and the integrated management device 20 predicts the degree of delay and the spread by performing diamond prediction for all line sections. It is because it becomes possible to do.

  Conventionally, there is a device that provides transfer guidance information, but it is impossible to provide train information that can actually be transferred and travel time at that time, taking into account delay information. Therefore, when there was an abnormality in operation, the frequency of use was decreasing. By installing the personal information providing device 40, it is possible to promote the use of passengers even when there is an abnormality in operation. Therefore, the personal information providing device 40 can prompt the passenger to enter the getting-off station at any time during normal or abnormal times.

  FIG. 5 is a diagram illustrating the driving arrangement support device 50 according to the first embodiment. As shown in FIG. 5, the driving arrangement support device 50 includes a request transmission unit 152, a diamond reception unit 121, a driving arrangement plan creation unit 123, a driving arrangement plan evaluation unit 124, a passenger flow prediction unit 126, a movement information reception unit 127, A driving arrangement plan external input unit 129, a prediction diagram storage unit 122, an integrated diagram storage unit 130, an entrance / exit ticket statistics data storage unit 125, and a movement information storage unit 128 are provided.

  The request transmission unit 152 requests the integrated management apparatus 20 to transmit an integrated diamond and a prediction diamond. In response to this transmission request, the diamond receiving unit 121 receives the integrated diamond and the predicted diamond from the integrated management apparatus 20, and stores them in the integrated diamond storage unit 130 and the predicted diamond storage unit 122, respectively. If there is a disturbance in the operation, the operation arrangement plan creating unit 123 uses the prediction diagram acquired from the prediction diagram storage unit 122 and the integrated diagram acquired from the integrated diagram storage unit 130 to quickly converge the disorder and return to the normal diagram. Create an operation arrangement plan such as change or change of the number of lines. This operation arrangement plan is evaluated and created based on the time required to return to the normal schedule.

  The movement information receiving unit 127 receives movement information from the passenger guidance device 30 and stores the movement information storage unit 128. The entry / exit ticket statistics data storage unit 125 stores entry / exit ticket statistics data created by past OD data. The passenger flow prediction unit 126 predicts a passenger flow based on the movement information and the entrance / exit ticket statistics data. At this time, it is possible to predict the passenger flow close to the actual passenger flow by weighting the movement information and the entrance / exit ticket statistics data. In the section where the disturbance is large, the number of pieces of movement information which is the number of inputs is large, and conversely, in the section where the degree of disturbance is small, the number of pieces of movement information is considered to be small. If the same weighting is performed in all the sections, the passenger tendency in the sections with less disturbance tends to be reduced. Therefore, according to the degree of disturbance, the entry / exit ticket statistics data is weighted heavily when it is small, and the entry / exit ticket statistics data is reduced when it is large. Furthermore, in order to eliminate the difference due to the difference in the data amount for each section in all lines, weighting is performed by the number of passengers, and passenger flow prediction is calculated.

  The driving arrangement plan created by the driving arrangement plan creating section 123 is evaluated by the driving arrangement plan evaluating section 124 based on the passenger flow prediction results, and the driving arrangement plans are ranked, Display to employees. As a result, it is possible to evaluate the driving arrangement plan, which has been conventionally performed only based on the previously accumulated entrance / exit ticket statistics information, based on passenger satisfaction in consideration of travel information, that is, real-time information. become.

  The operation arrangement plan external input unit 129 evaluates the external input operation arrangement plan using the passenger flow prediction result described above even when the operation arrangement plan is input from the outside by the commander. As a result, it is possible to evaluate the driving arrangement plan input by the commander on the basis of passenger satisfaction in consideration of real-time information.

  As described above, in the first embodiment, it becomes possible to grasp the unsteady passenger flow in real time, and to create or evaluate a driving arrangement plan based on real-time information that does not depend on statistical information. Is possible. In addition, the flow of passengers who do not have an IC card can be quantitatively grasped in real time to create an optimal driving arrangement plan, and passenger satisfaction can be further improved.

  In the first embodiment, the destination stations input from the personal information providing device 40 are tabulated as travel information 139 in the passenger guidance device 30 and transmitted to the driving arrangement support device 50. However, the passenger guidance device Instead of 30, it may be aggregated in the integrated management device 20 and transmitted to the driving arrangement support device 50.

Embodiment 2. FIG.
FIG. 6 is a schematic configuration diagram of Embodiment 2 of the driving arrangement support system according to the present invention. In the first embodiment, the information about the passenger's destination station is acquired via the personal information providing device 40. However, in the second embodiment, the automatic ticket gate is added to the personal information providing device 40. 60 is connected, and an exit station of more passengers is predicted via the automatic ticket gate 60.

  Passenger flow of passengers other than passengers who have a commuter pass, a coupon ticket, or a ticket that clearly indicates the destination, that is, a passenger who has a ticket that clearly indicates only the fare, can be predicted as follows. Usually, when using a railroad, there are multiple destination stations with the same fare, but the same fare is mostly in a continuous station section, so the boarding fare is read by the automatic ticket gate 60, It is possible to predict as follows in which section the passenger gets off.

  The destination station section read by the automatic ticket gate 60 is transmitted to the driving arrangement support device 50. The driving arrangement support device 50 multiplies the getting-off probability included in the entrance / exit ticket statistics data and the received destination station section. That is, when one destination station section information is obtained, the number of people who get off at each station is calculated probabilistically. The driving arrangement support device performs this process on all received destination station section information and calculates the number of passengers getting off at a certain station. Furthermore, the driving arrangement support device 50 counts the total number of received destination station section information. This is the number of passengers at the station. By estimating the number of passengers at each station in this way, it becomes possible to know unsteady passenger flow, and it is possible to create or evaluate a driving arrangement plan in real time.

  As described above, the operation arrangement support system according to the present invention is useful for changing an operation plan when an abnormality occurs in the operation of a train, and in particular, an operation arrangement plan that grasps the flow of passengers in real time or Suitable for evaluation.

It is a schematic block diagram of Embodiment 1 of the driving | operation arrangement | positioning assistance system which concerns on this invention. 1 is a diagram illustrating an integrated management apparatus according to Embodiment 1. FIG. It is a figure which shows the passenger guidance apparatus of Embodiment 1. FIG. 1 is a diagram showing a personal information providing apparatus according to Embodiment 1. FIG. It is a figure which shows the driving | operation arrangement | positioning assistance apparatus of Embodiment 1. FIG. It is a schematic block diagram of Embodiment 2 of the driving | operation arrangement | positioning assistance system which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Line area operation management system 20 Integrated management apparatus 30 Passenger guidance apparatus 40 Information supply apparatus for individuals 50 Operation arrangement | positioning assistance apparatus 60 Automatic ticket gate 103 Diagram receiving part 104 Integrated diagram generation part 105 Train existing line information reception part 106 Integrated operation condition generation part DESCRIPTION OF SYMBOLS 107 Predictive diamond production | generation part 108 Integrated operation condition memory | storage part 109 Integrated information transmission part 110 Integrated diamond memory | storage part 111 Request receiving part 112 Predictive diamond memory | storage part 121 Diamond receiving part 122 Predictive diamond memory | storage part 123 Operation arrangement plan preparation part 124 Operation arrangement plan evaluation Unit 125 Entrance / exit ticket statistics data storage unit 126 Passenger flow prediction unit 127 Movement information reception unit 128 Movement information storage unit 129 Operation arrangement plan external input unit 130 Integrated diagram storage unit 131 Prediction diagram reception unit 132 Prediction diagram storage unit 133 Integrated operation status reception Department 134 operation Status display unit 135 Integrated operation status storage unit 136 Request reception unit 137 Operation status transmission unit 138 Movement information collection unit 139 Movement information storage unit 140 Movement information transmission unit 141 Input operation unit 142 Route search unit 143 Request transmission unit 144 Route evaluation unit 145 Data receiving unit 146 Display unit 151 Request transmitting unit 152 Request transmitting unit

Claims (4)

A driving support system for supporting train driving,
As well as create an integrated diamond based on the train schedule information of a plurality of track sections, to manage the delay status of each line ku train based on train-rail information and the plurality of track sections of train schedule information obtained from a plurality of track sections , Integrated management means for performing a delay prediction based on the delay information indicating the delay state and the train diagram information, and creating a prediction diagram including a predicted delay time;
Is installed in the station, guided by Rukoto is inputted destination station, prediction diamonds obtained from the integrated management unit, based on the delay information and the train-rail information, a plurality of routes from the departure station until the input object Station And information providing means for obtaining real-time travel information from the departure station to the destination station ;
An operation arrangement plan creating means for creating an operation arrangement plan based on the prediction diagram and the integrated diagram;
Passenger flow prediction based on past entry / exit ticket statistics data indicating the departure and departure stations of passengers obtained from automatic ticket gates and real-time movement information from departure station to destination station obtained by information providing unit A driving arrangement plan evaluating means for evaluating the driving arrangement plan created by the driving arrangement plan creating means or an externally input driving arrangement plan based on the predicted passenger flow;
A driving arrangement support system characterized by comprising: The operation arrangement plan evaluation means weights the entry / exit ticket statistical data more heavily than the real-time movement information in the case where the operation disturbance is small, and the real-time movement in the case where the operation disturbance is large. The driving arrangement support system according to claim 1, wherein the entry / exit ticket statistics data is weighted smaller than information. The operation arrangement plan evaluating means predicts a passenger flow by predicting a destination station based on a fare read by the automatic ticket gate means, and adds the predicted passenger flow to the real-time movement information. The driving arrangement | positioning assistance system of Claim 1 or 2 to do. The driving arrangement support system according to any one of claims 1 to 3, wherein the information providing unit calculates a predicted required time for each route, and displays the information in priority order in ascending order of the predicted required time. .

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