JP4639390B2 - Train operation management system - Google Patents

Description

  The present invention relates to a train operation management system that manages the operation of trains, and more particularly to a train operation management system that makes it possible to visually recognize the overall operation delay situation caused by train delays in line with practical work.

  Conventionally, in a train operation management system, during normal operation, a planned operation in which train arrival times and departure times from the first station to the last station are planned and set in advance for a station on which the train operates is executed. In FIG. 2, an example of a train diagram indicating a train operation state during normal operation is indicated by a dotted line. In FIG. 2, the horizontal axis represents a 10-minute vertical solid line on the time axis, and the vertical axis represents the distance axis on which the train operates and the operation station located corresponding to the distance is displayed on the display device. Each train is displayed with a train number. In FIG. 2, only one express train to which the train number 1114 is assigned is displayed for the sake of simplification, but in reality, diagrams for all trains to be managed are displayed.

  In FIG. 2, an express train 1114 departs from A station at about 7:02, passes through B station and C station, and reaches D station. At station D, the vehicle stops only for stop time T1 for time adjustment, then stops at E station and F station, then stops at G station for time adjustment stop time T2, and likewise at H station and I station. Stops at the stop times T3 and T4, and arrives at N station, which is the final station, via J station, K station, L station and M station.

  The above is for express trains, but ordinary trains that stop at each station are overtaken by other express trains and limited express trains on the way of operation, so that the stop time at the overtaken station and the like increases accordingly. On the display device, the schedule of the regular train is also displayed. At station A, a schedule that can be overtaken by the express train during the stoppage time at the main station is created and displayed even if the train departs earlier than the express train. Will be.

  In such a train operation management system, when the train is operating normally, the operation status can be clearly seen at a glance by displaying the diagram as described above on the display device. However, if a train delay occurs due to an accident or failure, the delay of one train will have a ripple effect on the operation of other trains, so it is difficult to create and display diagrams for all trains. .

  In the conventional train operation management system, only the latest delay status of each train is displayed and an alarm is issued in order to monitor the train operation delay caused by a failure or an accident. In addition, we depended on the experience of the commander for future service forecasts due to delays, for example, for forecasting ripples to other trains that extend the station where ordinary trains are overtaken by express trains to stations ahead of the originally planned station I had to rely on judgment.

On the other hand, an operation prediction system that predicts operation schedules of other trains caused by train delay by computer processing has also been proposed. In this system, the actual delay of individual trains, the maximum allowable travel speed of trains determined in advance between stations, the standard inter-station travel time, which is the standard time required for trains to travel between stations, The prediction is based on the standard stoppage time determined for each.
JP-A-9-132143 (FIG. 2, paragraph numbers [0012] to [0016])

  However, in the above operation prediction system that predicts delays in the operation of other trains by computer processing, the basic data used for the prediction are the train delay results, the maximum allowable travel speed of trains between stations, and between stations. Standard inter-station travel time and standard stop time at each station. However, when the train interval changes with respect to the operation plan due to the train delay, it is not always possible to operate according to the standard travel time between stations and the stop time of each station. Since these are not taken into consideration, an error occurs in the direction of reducing the delay relative to the actual train operation. Therefore, there is a problem that the operation delay prediction accuracy due to the delay is lowered.

  In addition, since there was no delay prediction due to the mutual trouble time of the preceding train, it was not sufficient as operation management support by the commander, and its contribution was low.

  Furthermore, experience and knowledge are indispensable for effective operation prediction, but prompt measures have been demanded as the number of skilled workers having such qualities rapidly decreases.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a train operation management system that makes it easy to accurately and visually recognize a delay prediction of an operation train caused by a delay without the intervention of a skilled person.

  Another object of the present invention is to provide a train operation management system capable of displaying a prediction diagram in real time without restriction on the number of delay prediction target trains.

  In order to solve the above problems, the train operation management system according to the present invention employs the following characteristic configuration.

(1) a train operation management system for managing the operation between the starting station and the terminus of the plurality of trains according to the standard service schedule, when at least one of the train delay of the plurality of trains occurs in the train operation management system for the prediction of the future of the service schedule about the other train,
A permissible maximum speed data between stations of the plurality of stations which are predetermined in respect to the standard operating schedule, and stop time data in said stations, and interval data of one train and the previous train, the preceding train operation of the subsequent train on the basis of the basic data including the train trouble time data is the time is restricted to a prediction of the future operating schedule, the future operation schedule that the prediction with the standard operating schedule, time In the form of a diagram showing the relationship between the train and the distance traveled by the train, it is displayed in real time on the display device ,
If the interval between the one train and the previous train is long, set the stop time at the next station to stop long, and if the interval is short, set the stop time at the next stop station to be short. Train operation management system.
(2) The train operation management system according to (1), wherein the prediction and display of the future operation schedule are updated every predetermined time.
(3) The train operation management system according to (1) or (2) , wherein the future operation schedule includes a return operation of the train from the terminal station.

  According to the train operation management system of the present invention, it is possible to accurately predict the future operation schedule of the train due to train delay without the intervention of a skilled person, and display the predicted operation schedule together with the standard operation schedule in real time. Therefore, it is possible to grasp the visual situation accurately and instantaneously, and it is possible to obtain a special effect that it is possible to quickly respond even when any accident occurs.

  Hereinafter, the configuration and operation of a preferred embodiment of a train operation management system according to the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is an operation system diagram to which a train operation management system according to the present invention is applied.

  A large number of station site equipments 4 are connected via the wide area network 3 and information indicating the position of the train is sent to the wide area network 3. A train tracking device 2 is connected to the wide area network 3 to acquire train delay information and the like. The train delay information acquired by the train tracking device 2 is sent to the operation arranging device 1 as delay performance information. The operation organizing apparatus 1 has an operation prediction unit 11 and a diagram display unit 12, and the operation prediction unit 11 predicts and obtains the operation statuses of all trains due to the operation delay of a specific train as described below. The delayed operation status information is displayed on the diagram display unit 12.

  In FIG. 2, an example of a prediction diagram obtained as a predicted operation schedule obtained by the embodiment of the present invention is indicated by a solid line. In FIG. 2, the schedule of the standard operation schedule described above is indicated by a dotted line, and the prediction schedule which is a future predicted operation schedule obtained by the present invention is also indicated by a solid line. When the express train with the train number 1114 departs from the A station which is the first departure station with a delay of 6 minutes, first, in order to recover this delay, the train speed must be made faster than the standard speed. For example, the vehicle is allowed to travel or the stop time at the station is set to a stop time shorter than the standard stop time.

  In this embodiment, as shown in the figure, the delayed operation is slightly improved by making the stop time at the D station shorter than the standard stop time T1 (set to the minimum time for passengers to get on and off). Similarly, stop times are set as appropriate at G station, I station, K station and the like. The train traveling speed between stations A to K is set to the maximum allowable traveling speed even in the standard operation schedule, so delay recovery cannot be expected by increasing the traveling speed. Until then, the travel speed is set to a preset maximum allowable travel speed to recover the diamond delay, and in combination with the reduction of the stop time at the station, efficient delay recovery is achieved. Eventually, the standard schedule at the M station coincides with the delayed schedule. Since station D, G station, H station, I station, and K station have relatively long stop times for time adjustment, set the stop times at these stations appropriately (preferably to the minimum time). If set, the delay recovery effect is large.

  In the present embodiment, when the operation schedule is determined, the stop time is appropriately set in consideration of the interval with the preceding train that runs immediately before the train. In other words, when the distance from the preceding train is short, it is considered that there are few passengers getting on at the station because the preceding train has almost got on and off at the station where the preceding train stops. It may be considered that the time for getting on and off at the station is short, and in this case, the delay can be efficiently recovered by setting the stop time short.

  On the other hand, if the distance from the preceding train is long, it is considered that the number of passengers riding at the station has increased since it has passed since the preceding train passed at the next stop. It is necessary to set a long time for getting on and off at the station. Therefore, although recovery from delay cannot be expected, priority is given to smooth passenger boarding and exiting and the stop time is set longer. This setting works in the opposite direction to recovering the operation delay, but is an important factor for smooth passenger boarding / exiting at the station.

  Now, the above description is about an express train, but there are also regular trains that stop at each station in addition to the express train. Regular trains are supposed to be overtaken by express trains and limited express trains at stations that are still in service. In this embodiment, an operation schedule is generated in consideration of overtaking of ordinary trains by such express trains. This relationship applies not only to ordinary trains but also to priority trains such as express trains and limited express trains, and generates operation schedules for all operating trains.

  The operation prediction diagram generated in this way is used to predict the future operation of each train based on the latest delay record of the train, and is created as a future operation prediction diagram for all trains traveling on the entire line. Displayed in real time above. The creation and display of this operation prediction diagram is updated every predetermined time (for example, 10 seconds) to ensure real-time performance.

  Specifically, it is equivalent to the time required to reach the destination station from the diagram of the diagram pointer (information indicating the first train that has not been operated) that is updated as needed by train departure and arrival. However, the operation schedule is predicted for a schedule with a width (which is set at an arbitrary time), and a station diagram (operation forecast diagram) as a result of the prediction is created separately from the implementation schedule. The operation prediction diagram is displayed based on the created operation prediction diagram. In addition, it is possible to predict the operation after returning from the terminal station by predicting a certain amount of time from the diamond pointer.

  In order to reduce the error from the actual train running, the continuation hindrance time due to the preceding train (first train, first train, train using the numbered train first) is added to the calculation of the operation prediction. That is, the departure time of the train can be a time obtained by adding the continuing trouble time to the predicted departure time of the preceding train, and the arrival time of the train can be a time obtained by adding the mutual trouble time to the arrival time of the preceding train.

  The continuing trouble time is for giving detailed information in consideration of differences in wiring unique to the station and differences in passing / stopping trains. FIG. 3 shows a specific example of the inter-train trouble time in the station.

In the example of FIG. 3A, the trouble time from when the head of the first priority train passes the departure signal (indicated by the dotted line position) until the second train can control the departure signal is shown.
In the example of FIG. 3 (B), after the head of the first priority train passes the departure signal (indicated by the dotted line position), the second rank train using the same number line can control the traffic signal in the field. Indicates trouble time.
In the example of FIG. 3 (C), the trouble time from when the head of the preceding train passes through the in-field signal (indicated by a dotted line position) until the in-field signal of the train arriving at a different continuation line can be controlled is shown.
In the example of FIG. 3 (D), the trouble time from when the head of the first train passes the departure signal (indicated by the dotted line position) until the late arrival train can control the signal in the hall is shown.
The operation schedule of the preceding train, the succeeding train, etc. in consideration of the trouble time as exemplified above is determined.

  In the operation prediction described above, an operation change proposal can be generated early by setting the result of operation prediction in the direction of delay. In the conventional system, various factors are always set in the delay recovery direction, so there is no room, and there is no room for changes in the middle. However, in the present invention, the factors are set according to the actual situation. Therefore, even when the operation is changed, it can be changed quickly and appropriately.

  The configuration and operation of the preferred embodiment of the present invention have been described above. However, it should be noted that such examples are merely illustrative of the invention and do not limit the invention in any way. Those skilled in the art will readily understand that various modifications and changes can be made according to a specific application without departing from the gist of the present invention.

1 is a system configuration diagram of a preferred embodiment of a train operation management system according to the present invention. It is a figure which shows an example of the prediction diagram as a future operation schedule in the Example of this invention with a standard operation schedule. It is a figure which shows the specific example of the train mutual trouble time in a station premises.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Operation arrangement device 2 Train tracking device 3 Wide area network 4 Station site equipment 5 Network 11 Operation prediction part 12 Diagram display part

Claims (3)

A train operation management system for managing the operation between the starting station and the terminus of the plurality of trains according to the standard service schedule, other trains when a delay occurs in at least one train of the plurality of trains in the train operation management system for the prediction of the future of the service schedule about the,
A permissible maximum speed data between stations of the plurality of stations which are predetermined in respect to the standard operating schedule, and stop time data in said stations, and interval data of one train and the previous train, the preceding train operation of the subsequent train on the basis of the basic data including the train trouble time data is the time is restricted to a prediction of the future operating schedule, the future operation schedule that the prediction with the standard operating schedule, time In the form of a diagram showing the relationship between the train and the distance traveled by the train, it is displayed in real time on the display device ,
If the interval between the one train and the previous train is long, set the stop time at the next station to stop long, and if the interval is short, set the stop time at the next stop station to be short. A train operation management system characterized by this.   The train operation management system according to claim 1, wherein the prediction and display of the future operation schedule are updated every predetermined time. The train operation management system according to claim 1 or 2 , wherein the future operation schedule includes a return operation of the train from the terminal station.

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