JP4670081B2 - Operation planning plan creation device - Google Patents

Description

  The present invention relates to a system for assisting in implementing operation arrangement that can secure an appropriate transportation amount according to passenger demand when a train disturbance such as a transportation failure occurs.

  There exists patent document 1 as a prior art example of the system which carries out driving arrangement. There, the train operation simulation unit that creates a prediction diagram, the number of train arrivals at each normal station and each time zone recorded in advance, and the current train position, the expected arrival interval of trains to each station is Arrangement plans for trains are decided to approach the time interval. Based on this, a train operation management system is provided that allows the train operation simulation unit to change the expected diamond. With this system, when the train operation is disturbed, the operation arrangement including the change of the operation order and the change of the operation section is realized so that the arrival interval at each station of the train approaches the normal time interval.

JP 2001-1904 A (Overall)

  However, when a transport failure or the like occurs, the train may stop for a certain period of time, which may cause more passengers to overflow the station than during normal times. For this reason, after resuming operation, it is also necessary to secure transportation capacity beyond the planned schedule and to carry passengers accumulated at the station while the train stopped. However, in the conventional invention, operation arrangement from such a viewpoint cannot be realized. In the conventional example, the goal of the operation organization is to make the train interval close to the normal interval, especially in the case of a large-scale transport failure, the train operated in this way is not enough to transport passengers. Absent.

  An object of the present invention is to provide a driving arrangement apparatus capable of calculating appropriate passenger demand and performing driving arrangements according to the calculated passenger demand.

  In addition, when a transport failure or the like occurs, the train is greatly delayed in addition to the above-described decrease in transport capacity (decrease in the number of trains). In such a case, it is necessary to thin out the delayed train to recover the delay. However, thinning out the train has a problem that it causes a reduction in transportation capacity.

  Another object of the present invention is to calculate the appropriate passenger demand, thereby completing the transportation of passengers and unloaded passengers that have accumulated in the station before resuming operation, and recovering delay while ensuring transportation capacity. It is to provide a driving arrangement device that realizes driving arrangement.

  Furthermore, another object of the present invention is to provide a diamond evaluation device that can be presented to the user in an easy-to-understand manner so that the user can more appropriately evaluate the result of the driving arrangement.

  The first feature of the present invention is that it includes an expected diagram creation means for creating an expected diagram based on the implementation diagram and the actual diagram when the train operation is disturbed. In addition, the estimated passenger traffic demand is calculated for each area defined by the time zone / section (section start station, section end station), and is required in the area based on this passenger demand. Necessary train number calculating means for calculating the number of trains is provided.

  In addition, the number of trains expected to operate in the area is calculated based on the departure time of the train at the expected timetable, and the improvement of the area is based on the comparison result between the number of trains and the number of trains required in the area. An operation arrangement execution means is provided for setting a target, creating an operation arrangement plan that achieves the improvement target, applying the operation arrangement plan to the execution schedule, and updating the predicted schedule.

  The second feature of the present invention is that the required number of trains is calculated by calculating the number of trains capable of transporting an assumed passenger using the maximum number of passengers per train and using this as the required number of trains. Is provided.

  The third feature of the present invention is that it can be transported by the transportation demand of the first area and the number of trains expected in the area based on the transportation demand at the time of planning prescribed in advance for each area. By calculating the difference with the number of passengers and adding this difference as the number of passengers to the transportation demand at the time of planning in the second area defined in the same travel section and the next time zone as the first area, A necessary number of trains calculating means for calculating the transportation demand assumed in the area 2 is provided.

  The fourth feature of the present invention is that when there is an area where the expected number of trains is less than the required number of trains, an operation arrangement plan is created to increase the number of trains traveling in the area. And an operation arrangement execution means for applying the operation arrangement plan to the execution schedule and updating the predicted schedule.

  The fifth feature of the present invention is that, for the first train that is expected to be delayed on the prediction diagram, the second train that travels immediately before and in the same section as the traveling section of the train. If the number of expected trains in each area where two trains run is equal to or greater than the required number of trains, and if this condition is satisfied, the first train running immediately after the second train is thinned out An operation arrangement plan is provided that creates an operation arrangement plan that recovers the delay of the train schedule, applies the operation arrangement plan to the implementation schedule, and outputs an updated output.

  The sixth feature of the present invention is that an operation arrangement plan is created, and the operation arrangement plan is applied to an implementation diagram to update the expected schedule, and the improvement of the schedule from which the operation arrangement is created is improved. Driving arrangement execution means is provided that outputs the target and the driving arrangement contents in association with each other.

  The seventh feature of the present invention is that the number of passengers that can be transported is calculated based on the number of trains operated in the area defined by the time zone / section (section start station, section end station). Transport passenger number calculating means, transport demand calculating means for calculating passenger transportation demand assumed for each area, and evaluating the calculated transport demand based on the number of passengers that can be transported in the area. Means for displaying is provided.

  The eighth feature of the present invention is characterized by comprising display means for displaying the evaluation result of each area in a superimposed manner on the location of the area on the diagram.

  The ninth feature of the present invention is that the number of trains, the train interval, the station stop time, the travel time between stations, etc. for each area defined by the time zone / section (section start station, section end station) Means for evaluating an evaluation item, selecting a train traveling in the area, and calculating a value necessary for the evaluation prescribed in advance for each evaluation item using the operation information of the selected train; The display device is characterized by clearly indicating the area on a diagram and displaying the evaluation value of each evaluation item calculated for the area in the form of a radar chart.

  According to a preferred embodiment of the present invention, it is possible to calculate an appropriate passenger demand for each area defined by a time zone and a section. Moreover, when the required number of trains is not secured for the passenger demand, it is possible to execute operation arrangement for increasing the number of trains traveling in the area.

  According to another embodiment of the present invention, the necessary number of trains is ensured, but when a delay occurs in a train that is expected to travel, the train delay is recovered by suspending those trains. can do. As a result, it is possible to carry out operational arrangements that recover the delay of train schedules while ensuring the necessary transportation capacity.

  According to still another embodiment of the present invention, based on the train on the expected schedule, the transportation capacity is evaluated for each area, and the portion where the transportation capacity is insufficient is presented in an easy-to-understand manner in association with the diagram. become able to. As a result, it is possible to provide the user with the necessary locations for driving arrangement and the effects thereof in a multifaceted and easy-to-understand manner.

  Other objects and features of the present invention will be clarified in the embodiments described below.

  Embodiments of the present invention will be described below in detail with reference to the drawings.

  FIG. 1 is a system configuration diagram of an operation arrangement plan creating apparatus according to the first embodiment of the present invention.

  The operation arrangement plan creating apparatus 1 includes a processing execution unit 101, a data storage unit 102, a communication processing unit 103, an input processing unit 104, a display processing unit 105, and a bus 106 connecting them. The process execution unit 101 includes a CPU and a ROM. The data storage unit 102 is composed of a RAM. The communication processing unit 103 communicates with the operation management system via the network 13. The input processing unit 104 receives user input from the keyboard 141, the mouse 142, and the like. The display processing unit 105 displays the train schedule and the operation arrangement result on the CRT 151 and the like.

  In this embodiment, in such a configuration, a driving arrangement plan by the driving arrangement creation processing unit 110 is read into the processing execution unit 101 and executed. The driving arrangement creation processing unit 110 has a functional unit configuration that reaches the driving arrangement creation processing unit 114 through the prediction diagram creation processing unit 111, the diamond analysis processing unit 112, and the improvement target setting processing unit 113.

  Further, the data storage unit 102 manages data used by the driving arrangement creation processing unit 110 and includes the following management unit. That is, the implementation diagram management unit 120, the performance information management unit 121, the trouble condition management unit 122, the prediction diagram management unit 123, the diagram analysis information management unit 124, and the improvement target information management unit 125.

  The prediction diagram creation processing unit 111 creates a prediction diagram based on information managed by the implementation diagram management unit 120, the result information management unit 121, and the trouble condition management unit 122, and stores the prediction diagram in the prediction diagram management unit 123.

  The execution schedule management unit 120 stores train schedules to be executed. Implementation schedule is based on information such as train number, train type, destination, train number for previous operation, train number for subsequent operation, station arrival time, station departure time, number of lines used, etc. Become.

  FIG. 2 shows an example of an implementation diagram managed by the operation arrangement plan creation apparatus of the embodiment of FIG. For example, in the implementation diagram 200 of FIG. 2, the train indicated by train number 10 is normal train type, destination is A station, G station departure time is 10:21, A station arrival time is 10:50, and the previous operation Is a train indicated by 3 trains, and a post-operation is a train indicated by 15 trains.

  The track record information management unit 121 manages the latest line position of each train. The operation result information coming from the operation management system, that is, the station departure result time, the station arrival result time, and the use result number line of each train are received via the communication processing unit 103 and managed for each train.

  The obstacle condition management unit 122 manages the contents of the transportation failure input by the input processing unit 104. This consists of the time of occurrence of a transport failure, the place of occurrence (station middle, station and number line, etc.), and the scheduled time of transport resumption.

  The prediction diagram creation processing unit 111 uses these pieces of information to predict future operations, creates a prediction diagram, and stores it in the prediction diagram management unit 123.

  FIG. 3 shows an example of creating a prediction diagram when a disturbance occurs in the first embodiment. In the prediction diagram 1000 of FIG. 3, at time 10:00, a transport failure occurs between the station E and the station D at the time of going up (to A station), and the recovery of the transport failure (scheduled to resume operation) is 10 : 30 indicates an expected diagram.

  In the present embodiment, such a diagram is divided into an evaluation area defined by a travel section (defined at a section start station and a section end station) and a time zone, and the diamond is analyzed and evaluated for each evaluation area.

  FIG. 4 is a relationship diagram of areas and diagrams defined by sections and time zones. As shown in FIG. 4 (1), the diamond is divided by a predetermined travel section and time zone. For example, the traveling section from station A to station C and the time zone from 10:00 to 10:30 are No. 1 is shown. This No. In the place delimited by 1, not only the train from station A to station C (that is, the downward direction), but also the train from station C to station A (that is, the upward direction) runs. In order to be able to evaluate each train separately, in fact, as shown in Fig. 4 (2), the area defined by the section from A station to C station in the time zone from 10:00 to 10:30 -1 ”, an area defined by a section from station C to station A in the time zone from 10:00 to 10:30 is referred to as“ upbound −1 ”.

This is more specifically described in FIG. 4 (2). You can think of it as if the train in the upward direction in FIG. In this way, the arrows 4 11 to 4 13 indicate the traveling direction of the train regardless of the direction. Since it is convenient to evaluate and deal with diamonds from the earliest time, starting from the first train, the assessment of each area and the measures based on the assessment are performed in the order of arrows 4 11 to 4 13.

  FIG. 5 shows an image in which a partition indicating an area is superimposed on a diagram after a delay has occurred.

  Next, diamond analysis and evaluation for each area will be described.

  The diamond analysis information management unit 124 manages the table 600 shown in FIG. Each area is analyzed using the information in this table, and the analysis result is stored in this table again.

  The column of the planned passenger demand 605 contains the expected passenger demand in each area defined in advance. This is usually managed on a weekday / saturday / holiday basis and is determined based on past passenger transport performance, etc., and it registers the number of passengers who will ride on average during that time period and section. is there.

  The passenger demand 606 is obtained by adding the unoccupied personnel to the planned passenger demand when the unloading occurs due to a lack of transportation capacity or the like, and is a value that changes according to the disturbance of the schedule. For example, although the planned passenger demand for area up-5 (E to C station, 10:30 to 11:00) is 4,200, the passenger demand is 7,000. This is a value obtained by adding 2800 passengers left in the area up-2 (E to C station, 10:00 to 10:30) in the time zone just before that.

  The required number 607 indicates the minimum number of trains required to carry the number of passengers indicated by the passenger demand 606. This is the value obtained by dividing the passenger demand by the maximum number of passengers on the train and rounding up the number less than that. For example, if the maximum number of passengers is 2,100, the number of trains required to transport 2800 passenger demand in the up-3 area is two. In addition, the number of trains required to transport 7,000 passenger demand in the up-5 area is four.

  The expected number of trains 608 is the number of trains that depart from the starting station indicated in the area in the time zone indicated in the area. This will be described with reference to FIG. FIG. 7 is a cut-out of area up-1 and 2 runs (shown by 701), 4 runs (shown by 702), and 6 runs (shown by 703) are traveling. However, in the second train, the departure time of station C is outside the range of the area, and no transportation service is provided for passengers generated in the area. As a result, 4 trains (702) and 6 trains (703), which provide transportation services to passengers in the area, are expected trains in the area, and the expected number of trains is two.

  Next, the number of passengers left unloaded will be described using FIG. 6 again. From the passenger demand 606 and the expected number 608, the number 609 of unreserved passengers is calculated. That is, if the passenger demand is n and the expected number is m, the number of passengers k left behind can be calculated by k = n− (m * maximum number of passengers). However, 0 is set when k is 0 or less.

  Here, if the maximum number of passengers is 2,100, for example, the number of passengers left in the area up-3 is 700 because the passenger demand is 2800 and the expected number is 1, and the number of passengers left in the area up-6 Because passenger demand is 3,500 and the expected number is 3, it becomes 0.

  As described above, the passenger demand 606, the required number 607, the expected number 608, and the number of unoccupied passengers 609 are calculated for all the up / down areas. Thereby, the excess and deficiency of the transportation capacity in each area can be grasped.

  Next, using the information that has just been calculated, the operation is organized to increase the transportation capacity for areas with insufficient transportation capacity. First, an area with insufficient transport capacity is selected, and then operation arrangement as shown in FIGS.

  FIG. 8 is a diagram in the case where the extension is applied as the operation arrangement for ensuring the transportation capacity. In order to secure transportation capacity in the area 801 (C to A station, 11:30 to 12:00), the departure time from the C station of the train 810 (14 trains) traveling in the immediately preceding area is postponed and becomes in the area 801 It is like that (delayed). With this operation arrangement, the area 801 can increase the transportation capacity from the expected number of one to two. However, such control can be performed on the facility, and the transportation capacity of the area immediately before the area 801 (C to A station, 11: 00 to 11:30) is secured (the expected number of trains even if the train 810 is extended) Is a necessary condition for implementing this operation arrangement.

  FIG. 9 shows a temporary train 902 (temporary 2002 and temporary operation from the C station where the train can be entered and exited) in order to secure transport capacity in the area 901 (C to A station, 10:00 to 10:30). 2003). With this operation arrangement, the area 901 can increase the transportation capacity from the expected number of one to two. However, the conditions for carrying out this driving arrangement are that station C is a station that can be departed, and that time and vehicles for departing are secured.

FIG. 10 is an example of halfway folding. Area 1001 (C～A station, 10: 0 0-1 0: 3 0) for the transport force providing at train 1002 (5 LES) folded back at station C, as the train 1003 (9000 Les), an area 1001 It was made to run (In addition, it becomes a partial suspension after C station of the train 1002 (5th)). By turning back halfway, the transportation capacity of the area 1001 can be increased from the expected number of one to two. However, it is a condition for implementing this operation arrangement that the station C has a turnable line and that the transport capacity in the down direction is secured even if the train 1002 (5 trains) is partially suspended. .

  Train 1003 (9000 trains) is connected to the delayed train (6 trains) (11 trains), and the train 1002 post-service (12 trains) is suspended. The wrapping is sequentially changed up to 17 records where the operation is undecided.

  In addition, operation arrangement for increasing transportation capacity is not limited to the above, changing the number line to avoid driving obstacles such as trouble with the number line, changing the order to cancel the save relationship, extended operation, etc. Various operational arrangements can be used to secure the transportation capacity of the area.

  Next, we will describe the analysis of the forecast diagram and the operation arrangement based on it to recover the delay of the train caused by the transportation trouble.

  In order to recover the train delay, the delayed train is thinned out (suspended). However, if the train is thinned out when the transport capacity is not secured, the transport capacity may be further reduced. Therefore, in the present invention, the train is suspended only for the train that is delayed in the train after the transportation capacity is secured, and the delay is recovered. As a result, it is possible to recover the delay while giving priority to securing the necessary transportation capacity.

  Hereinafter, this will be described with reference to FIGS. 11 and 6. In FIG. 11, for each train that departs from station G, it is investigated whether the expected number of all areas in which the train travels exceeds the required number. For example, the expected number of trains 1101 (14 trains) exceeds the required number in all areas (upper -6, upper -8, upper -7) that travel. For this train, the traveling order of the train in each area is further calculated based on the departure time of the starting station in the area section. For example, the train 1101 (14 trains) travels third in the upper -6 area, travels second in the upper -8 area, and travels third in the upper -7 area. Finally, it is determined whether the traveling order in each area of the train is greater than or equal to the number indicated by the required number of trains in that area. If the train operates in an area in an order that is greater than the number of trains required in the area, the train carries passengers in the area without being left behind. Since train 1101 (14 trains) satisfies these conditions, this train is a transport completed train.

  If the downward direction is investigated by the same method, train 1103 (11 trains) can be acquired as a transport completed train.

  If the next trains 1102 (16 trains) and 1104 (13 trains) of these two trains have a certain delay, the delay can be recovered by decimating those trains. When these trains are suspended, the return is sequentially changed from the post-operation undetermined train to the previous operation undetermined train at each terminal station.

  As described above, in the first embodiment of the present invention, the necessary number of trains is calculated for each area in consideration of the unoccupied passengers. Operational arrangements can be implemented to increase the number of trains in operation. In addition, when the next train of a train for which appropriate transport capacity is ensured is delayed, it is possible to realize delay recovery after securing the transport capacity by thinning out the train.

  Next, processing for realizing the functions of the first embodiment described so far will be described in more detail.

  FIG. 12 shows a driving arrangement derivation algorithm. This algorithm is executed by the driving arrangement creation processing unit 110 in FIG.

  In the driving arrangement derivation algorithm, the following processes 1201 to 1205 are executed.

(Process 1201) Predictive diagram creation process:
The prediction diagram creation processing unit 111 creates a prediction diagram based on the information managed by the implementation diagram management unit 120, the performance information management unit 121, and the trouble condition management unit 122, and stores it in the prediction diagram management unit 123. The expected diagram created is as shown in FIG.

(Process 1202) Diamond analysis process:
The diagram analysis processing unit 112 analyzes the created predicted diagram, and stores the analysis result in the diagram analysis information management unit 124. Details will be described later.

(Process 1203) Improvement target setting:
Based on the diagram analysis information table 600 managed by the diagram analysis information management unit 124 in the process performed by the improvement target setting processing unit 113, an area where transportation capacity needs to be secured and a suspended train necessary for delay recovery are extracted. The information is registered in the improvement target information management unit 125. Details will be described later.

(Processing 1204) Preparation of operation arrangement plan:
In the process performed by the operation arrangement creation processing unit 114, the improvement target data held in the improvement target information management unit 125 is acquired, and an operation arrangement plan for achieving the improvement target is derived. Details will be described later.

(Process 1205) Reflection and output:
In the process performed by the operation arrangement creation processing unit 110, the derived operation arrangement plan is reflected in the implementation diagram management unit 120, and a prediction diagram based thereon is created. In addition, a diamond analysis process is performed on the updated predicted diagram and compared with the analysis result before the operation arrangement plan is implemented. The effect of the prediction diagram and the driving arrangement (comparison of the analysis result with before driving arrangement) is displayed on the CRT 151 or the like via the display processing unit 105.

  This completes the operation sorting derivation algorithm.

  Next, a diagram analysis process of the process 1202 will be described. In the diamond analysis process 1202, a process of updating the diamond analysis information table 600 (FIG. 6) and a process of extracting a train that completes transportation of unloaded passengers are performed.

  FIG. 13 is a processing flow diagram of the diagram analysis information table update algorithm. First, the diagram analysis information table 600 is updated by executing the following update process for all areas in the order shown in FIG.

  (Process 1301) If there is an area of the immediately preceding time zone in the same travel section, the process proceeds to process 1302, and if not, the process proceeds to process 1303.

  (Process 1302) The number of unoccupied passengers in the same travel section and the immediately preceding time zone is acquired and set as T.

  (Process 1303) T = 0.

  (Processing 1304) The passenger demand in the area is calculated by the following equation. Store in the passenger demand 506 of the diagram analysis information table. Passenger demand = T + Planned passenger demand for the area.

  (Processing 1305) The required number of trains N in the area is calculated. Stored in the required number 507 of the diagram analysis information table. When P = passenger demand / (allowable number of passengers on the train), N is a value obtained by raising the decimal part of the value of P.

  (Process 1306) The expected number M of trains in the area is calculated. The situation is as shown in FIG. 7, and the result is stored in the expected number 508 of the diagram analysis information table.

  (Processing 1307) Is the required number of trains N larger than the expected number of trains M? If so, the process proceeds to process 1308; otherwise, the process proceeds to process 1309.

  (Processing 1308) The number of unreserved passengers in the area is calculated, stored in the unreserved passenger number 509 in the diagram analysis information table, and the process ends. Number of passengers left = passenger demand-(allowable number of passengers on the train) * expected number of trains.

  (Process 1309) The number of unreserved passengers in the area is set to 0 and stored in the unreserved passenger number 609 of the diagram analysis information table.

  This completes the diamond analysis information table update algorithm.

  Next, a train derivation algorithm that leaves no passengers left will be described.

  FIG. 14 is a list for managing the trains for which transportation is completed (trains without passengers left behind) for each section. The derivation algorithm for a train with no unloaded passengers derives a train with no unloaded passengers for each traveling section of the train and registers it in the section-by-section transport completion train list 1400 shown in FIG. The registered data 1410 includes information on the direction (upward / downward etc.) 1411, section (first to last station) 1411, and column number 1413 of the train.

  FIG. 15 is a process flow diagram of the algorithm for deriving a train with no passengers left behind.

  (Process 1501) The following process is performed on all traveling trains. First, the trains to be checked are acquired in the order of the first departure time.

  (Process 1502) It is checked whether a transport completion train in the same travel section as that train is registered in the list. If it has already been registered, the process proceeds to processing 1509 and the check of the train is finished.

  (Process 1503) Repeat 1504 to 1506 for all areas where the train travels.

  (Processing 1504) Is the expected number of trains in the area more than the required number? Check. If the expected number is less than the required number, the process proceeds to the end process 1509.

  (Process 1505) The traveling order of the train in the area is acquired.

  (Processing 1506) Is the traveling order value equal to or greater than the required number? Check. That is, it is checked whether the passengers in the section can transport without leaving the train up to the train. If the traveling order is less than the required number, the process proceeds to end processing 1509.

  (Processing 1507) Loop end for area. To perform the same process for the next area, go to process 1503. If all areas have been processed, the process proceeds to process 1508.

  (Process 1508) The train can be transported without leaving passengers in all traveling areas, and this train is registered in the section-by-section transportation completion list as transportation completion train data.

  (Process 1509) Loop end for train. If there is a next train, the process returns to processing 1501.

  This completes the algorithm for deriving a train with no passengers left behind.

  Next, the algorithm processing 1203 for setting an improvement target in the driving arrangement derivation algorithm of FIG. 12 will be described. The improvement target setting is performed by performing the process of FIG. 16 for each area according to the order shown in FIG.

  FIG. 16 is a processing flowchart of the improvement target setting algorithm.

  (Processing 1601) The expected number of trains 608 and the required number of trains 607 in the area to be checked are acquired from the diagram analysis information table 600 (FIG. 6), and it is determined whether the expected number of trains is less than the required number of trains. If the expected number of trains is not less than the required number, the process proceeds to processing 1604.

  (Processing 1602) Since the expected number of trains is less than the required number of trains, the area has insufficient transport capacity. For this reason, improvement target data for improving transportation capacity is created.

  FIG. 17 is an improvement target list, and a specific example structure of the improvement target data is shown at 1710 in FIG. The improvement target data includes information for identifying the area, that is, a direction 601, a section 602, a time zone 603, an area number. 604, an improvement type 1711 and an improvement target value 1712 are registered. In this area, since the transportation capacity is insufficient, the improvement type 1711 is set to “secure transportation capacity”, and the number U of trains that are insufficient in the improvement target value 1712 is entered. That is, U = required number of trains−expected number of trains.

  (Processing 1603) The improvement target data 1710 created in this way is registered in the improvement target list 1700. The improvement target list 1700 has a FIFO (First in First Out) structure that can be extracted in the registered order.

  (Processing 1604) Next, it is checked whether or not there is a delay in the train starting from the area. If there is a train that starts in the area, the train is a train in the order after the trains in the section-by-section transport completion train list shown in FIG. 14, and a delay is expected in the departure time of the train. If so, the process proceeds to process 1605, and otherwise the process ends.

  (Processing 1605) Since there is a train in which the delay occurs in the order after the section-by-section transportation completion train, it is necessary to organize the operation for delay recovery. For this reason, the improvement target data 1710 whose improvement target is delayed recovery is created. The improvement target data includes information for identifying the area, that is, a direction 601, a section 602, a time zone 603, an area number. 604, an improvement type 1711 and an improvement target value 1712 are registered. The area is aimed at delay recovery, the improvement type 1711 is set to “delay recovery”, and the train number of the train is entered as the improvement target value 1712.

  (Processing 1606) The improvement target data 1710 created in this way is registered in the improvement target list 1700. The improvement target list has a FIFO structure that can be extracted in the registered order.

  This completes the improvement target setting algorithm.

  By implementing the improvement target setting algorithm for each area, it is possible to identify areas where transport capacity is insufficient and trains that have delayed after transport completion, and register them in the improvement target list. it can.

  As described below, the improvement target data 1710 is extracted one by one from the improvement target list 1700 in which the improvement target data 1710 is registered in this way, and an operation arrangement plan applicable to the improvement target is derived. This is processing 1204.

  FIG. 18 is a process flow diagram of the operation arrangement plan creation algorithm 1204.

  (Process 1801) First, one improvement target data 1710 is extracted from the improvement target list 1700 of FIG. If the improvement target data is not in the improvement target list 1700, this process ends.

  (Process 1802) Branches according to the improvement type 1711 of the extracted improvement target data 1710. If the improvement type 1711 is “secure transportation capacity”, the process advances to step 1803. If the improvement type 1711 is “delay recovery”, the process advances to step 1804.

  (Processing 1803) Based on the information of the improvement target data 1710, an operation arrangement plan for securing transportation capacity is derived. This is performed using the operation arrangement condition table 1900 of FIG.

  FIG. 19 shows a table in which condition determination and processing for operation arrangement to be performed for securing transportation capacity are registered. In the operation arrangement condition table 1900, an absolute condition 1901, an application-time condition 1902, and a processing content 1903 are registered for each type of operation arrangement. First, the direction 601 indicated by the improvement target data 1710, the section 602, the time zone 603, the area number. The absolute condition 1901 is checked using information such as 604. For example, in order to investigate whether or not “delayed” driving arrangement is applicable, area no. It is checked whether or not the starting station of the area defined in 604 is a station having a predefined dedicated facility (departure time display). Without these facilities, the train cannot be instructed to postpone. If the station is equipped with such facilities, the application time condition 1902 is checked next. For example, whether or not “delayed” is applicable is determined by the fact that the transportation capacity is sufficient in the area immediately before the station, that is, the expected number of the area is greater than the required number, and that the train is By stopping at. When these conditions are satisfied, a driving arrangement plan for finally executing the processing defined in the processing content 1903 for the train is derived, and the processing proceeds to processing 1805.

  If the absolute condition 1901 for “delayed” and the application-time condition 1902 are not satisfied, then the conditions 1901 and 1902 for “departure + extra train” are checked. If this is satisfied, a driving arrangement plan as indicated by the processing content 1903 is derived, and the processing proceeds to processing 1805. On the other hand, if this is not satisfied, the conditions 1901 and 1902 of “turning back halfway” are checked, and if satisfied, the operation arrangement plan 1903 is derived, and the process proceeds to processing 1805. If an appropriate driving arrangement plan cannot be derived even if all the registered driving arrangement types are used, the processing 1803 is ended and the processing proceeds to processing 1805.

  (Process 1804) The operation arrangement plan for delay recovery is derived. First, the train number (for example, 16 trains) and the direction 601 (for example, uphill) indicated by the improvement target value 1712 in the acquired improvement target data 1710 are acquired. This shows the train 1102 (16 trains) in the example shown in FIG. Next, from the improvement target data 1710 in the improvement target list 1700, the improvement type 1711 is “delayed recovery”, the direction 601 is the direction opposite to the direction just acquired (down), and is further indicated by the improvement target value 1712. The same train as the above-mentioned train 1102 is acquired. For example, the train 1104 (13 trains) in FIG. 11 can be acquired. If these two improvement target data can be acquired from the improvement target list, the two trains are suspended. Furthermore, the turn-back is sequentially changed from the train that has become undecided in the post-operation at the terminal station (A station and G station) to the train that has become undecided in the previous operation. Such an operation arrangement plan is derived, and the process proceeds to processing 1805.

  As described above, when the two improvement target data cannot be acquired, the condition for delay recovery is not satisfied, and the process proceeds to the processing 1805 without creating the driving arrangement plan.

  (Process 1805) If the operation arrangement plan is derived, the process is terminated. When the operation arrangement plan is not derived because the conditions are not met, the processing returns to the process 1801 in order to derive the operation arrangement plan for the next improvement target.

  This completes the operation arrangement plan creation algorithm.

  As described above, the entire operation arrangement derivation algorithm shown in FIG. 12 has been described.

  With the configuration and processing shown so far, the forecast schedule is evaluated based on passenger demand, and the operation arrangement plan to deal with the places where the transportation capacity is insufficient is derived, and the delay of the transportation capacity is ensured. An operation arrangement plan creating apparatus that automatically derives an operation arrangement plan for recovery can be realized.

  Next, a second embodiment of the present invention will be described.

  FIG. 20 shows a block diagram of a diagram evaluation apparatus according to the second embodiment of the present invention.

  The diamond evaluation apparatus 2001 includes a processing execution unit 101, a data storage unit 102, a communication processing unit 103, an input processing unit 104, a display processing unit 105, and a bus 106 connecting them. The process execution unit 101 includes a CPU and a ROM. The data storage unit 102 is composed of a RAM. The communication processing unit 103 communicates with the operation management system via the network 13. The input processing unit 104 receives user input from the keyboard 141, the mouse 142, and the like. The display processing unit 105 displays the train schedule and its evaluation result on a CRT or the like.

  In this embodiment, in such a configuration, the evaluation result of the diamond evaluation processing unit 2002 is read into the processing execution unit 101 and executed. The diamond evaluation processing unit 2002 includes a diamond analysis processing unit 112 and an analysis result display processing unit 2003.

  The data storage unit 102 manages data used by the diamond evaluation processing unit 2002, and includes a diamond management unit 2004 and a diamond analysis information management unit 124.

  The diamond management unit 2004 has an evaluation diamond to be evaluated and a reference diamond to be a reference for evaluation. The reference diagram is, for example, a diagram created at the time of planning. When the diagram is expressed in the form of a diagram, it is as shown in FIG. 2 described above. The evaluation diamond is a diamond to be evaluated, and is an implementation diagram after operation arrangement, an actual diagram that represents an actual operation result, an expected diagram that is derived from the execution diagram and an actual operation result, or the first embodiment described above. This is a prediction diagram that reflects the operation arrangement plan output in When this is shown in the form of a diagram, for example, it is as shown in FIG.

  In the present embodiment, a diamond to be evaluated is evaluated, and the display processing unit 105 outputs the evaluation result on the CRT 151. The diamond evaluation results output to the CRT 151 are shown in FIGS.

  FIG. 21 shows a diagram in which the system evaluates a diagram from the viewpoint of transportation capacity in units of areas and displays the evaluation result superimposed on the diagram diagram 1000. When “upward direction” is selected in the menu 2110, the evaluation result of each area in the upward direction is displayed in an area on the diagram defined by the time zone and the travel section. For example, in area 2101, “upbound −1”, that is, the number of passengers left behind (the number of waiting passengers) in the section from station C to station A is left on the train between 10:00 and 10:30. The evaluation result is expressed by the background color of the area. Similarly, in the area 2102, an evaluation result of “upstream-2” is shown. Similarly, a display color is determined based on the number of passengers left in all areas in the upward direction, and the color is displayed in each area on the diagram. Here, the area 2102 is displayed in red because the number of trains is two or more, and the area 2101 is displayed in yellow because the number of trains is one. In this way, by expressing the diamond evaluation results such as the number of passengers left on the diagram together with the diagram, it is possible to intuitively understand how many trains are short in which area. Become.

  In the present embodiment, an example in which the time width is set to 30 minutes is shown, but if the time width is short, it is possible to see passenger demand in more detail. That is, if the time width is set to the minimum train time interval (for example, 3 minutes), it is possible to display a state in which the number of waiting passengers in the subsequent area increases in the time continuous area. It is also possible to display a state in which the number of waiting passengers decreases (gets on) in an area where the train travels, that is, an area including the time when the train departs.

  In FIG. 22, the system displays a more detailed evaluation result regarding the area “upbound −1” using a radar chart 2201. When an area 2101 is designated with the cursor 2210, the system displays a frame 2202 on the area 2101 indicating that the area has been selected. Further, the radar chart 2201 displays the evaluation result of the area “upbound-1” corresponding to the area. The system displays the evaluation results of the number of driving in the area, the driving interval, the station stop time, and the traveling time between stations by using the radar chart 2201.

  With such a system, it is possible not only to intuitively know in which area the train is insufficient, but also to specify an appropriate area and to refer to the diamond evaluation in that area in more detail.

  Processing for performing such evaluation and display will be described below.

  FIG. 23 shows a diagram evaluation table 2300 for storing a diagram evaluation result. The diamond evaluation table 2300 includes a direction 601, a section 602, a time zone 603, an area number. For each area defined by 604, waiting passenger number evaluation 2301, driving number evaluation 2302, driving interval evaluation 2303, station stop time evaluation 2304, and travel time evaluation 2305 are stored. For example, as an evaluation result of the area indicated by “upbound −1”, the waiting passenger number evaluation 2301 is 1, the driving number evaluation 2302 is 50, the driving interval evaluation 2303 is 30, the station stop time evaluation 2304 is 30, 50 is stored in the travel time evaluation 2305.

  FIG. 24 is a flowchart of the algorithm of the diamond evaluation process performed by the diamond analysis processing unit 112. This process will be described below.

(Diamond evaluation algorithm started)
(Processing 2401) A diamond analysis process is performed. This is the same processing as the previous embodiment described in FIG. The diamond analysis processing unit 112 calculates the passenger demand 606, the required number 606, the expected number 608, and the number of unreserved passengers 608 in the diagram analysis information table 600 of FIG. Here, the expected number is the number of trains having a departure time in the area on the evaluation target diagram.

  (Processing 2402) Using the value of the number of unloaded passengers 608, the number of waiting passengers in each area is evaluated. The number of waiting passengers is evaluated based on the waiting passenger number evaluation level table 2500.

  FIG. 25 shows an evaluation table for evaluating the number of waiting passengers. The evaluation table 2500 is used to determine a range 2502 that includes the value of the number 609 of unreserved passengers, and the corresponding evaluation level 2501 is the evaluation of the number of waiting passengers. The evaluation result is stored in the waiting passenger number evaluation 2301 of the diagram evaluation table 2300 in FIG. For example, the number of passengers 609 left in the up-1 area is 2100, and when the table 2500 is used, the evaluation result is level 3. As a result, the evaluation level “3” is stored in the waiting passenger number evaluation 2301 for the upward -1.

The evaluation of the number of waiting passengers is as follows based on the evaluation table 2500 shown in FIG.
(1) When the number of passengers left behind is 0, the evaluation level is “0”.
(2) When the number of passengers left behind is less than 1400 passengers, the evaluation level is “1”.
(3) When the number of passengers left behind is equal to or greater than the train passenger capacity and less than the maximum passenger capacity (2100 persons), the evaluation level is “2”.
(4) Above that, the evaluation level is raised every half of the boarding capacity. For example, if the number of passengers left behind is 2800 or more and less than 3500, level “4”.

  That is, when the evaluation level is “2” or less, it means that all unloading passengers can be transported on the next train. When the evaluation level is “3” or higher, it means that the unloaded passengers cannot be transported even in the next train.

  On the other hand, if the evaluation level is “1” or less, the number of passengers left behind is equal to or less than the number of passengers on the next train, and even if these passengers are carried, the inside of the next train has a relatively large margin.

  (Process 2403) The number of operation is evaluated, and the evaluation result is stored in the operation number evaluation 2302 of the diagram evaluation table 2300 in FIG.

  The number of operations is evaluated by using the required number 607 and the expected number 608 of the diagram information analysis table 600. When the expected number is less than the required number, the evaluation value = 100 × (expected number / required number), the expected number is the required number. In the above case, the evaluation value = 100 × (necessary number / expected number).

  (Processing 2404) The operation interval is evaluated.

  The details of the evaluation of the operation interval are shown in FIG. 26, and FIG. 26 will be described here, and then the processing 2405 and subsequent steps in FIG. 24 will be described again.

  FIG. 26 is a process flow diagram of an operation interval evaluation algorithm.

(Operation interval evaluation algorithm started)
(Processing 2601) The operation interval is evaluated by comparing the reference diagram and the evaluation diagram managed by the diagram management unit 204. First, on the reference diagram, a train that departs from the start station of the area immediately before the area start time is acquired, and this is set as the reference 0th train.

  (Processing 2602) On the reference schedule, a train that departs from the start time to the end time of the area at the start station of the area is acquired, and this is set as a reference first train to a reference final train.

  (Processing 2603) The operation interval between the reference 0th train and the reference final train is calculated, and the average value thereof is calculated as the population average value.

  (Processing 2604) On the evaluation diagram, a train that departs the start station of the area immediately before the start time of the area is acquired, and this is set as the evaluation 0th train.

  (Processing 2605) On the evaluation schedule, a train that starts the area from the start time to the end time of the area is acquired, and this is designated as an evaluation first train to an evaluation final train.

  (Processing 2606) The operation interval between the evaluation 0th train and the final evaluation train is calculated.

  (Processing 2607) The standard deviation of the operation interval of the evaluation train calculated using the population average value is calculated.

  (Processing 2608) An evaluation value is determined from the standard deviation. This uses the driving interval evaluation table.

  FIG. 27 shows an evaluation table 2700 used for evaluation of driving intervals. The evaluation value 2702 corresponding to the standard deviation range 2701 including the calculated standard deviation value shown in the evaluation table 2700 is set as the evaluation value of the driving interval.

  Thus, the operation interval evaluation algorithm of FIG. 26 is completed.

  The evaluation result thus obtained is stored in the operation interval evaluation 2303 of the diagram evaluation table 2300 in FIG.

  Here, returning to FIG. 24, description will be given for processing 2405 and subsequent steps.

  (Processing 2405) The station stop time is evaluated. Similar to the evaluation of the driving interval, the average value of the station stop times of the trains in the area is obtained on the reference diagram, and is set as the average value of the population. Next, the station stop time of the train in the area is obtained on the evaluation diagram, and the standard deviation is obtained using the average value of the population. Finally, an evaluation value corresponding to the standard deviation is obtained from the evaluation table. The evaluation result is stored in the station stop time evaluation 2304 of the diagram evaluation table 2300 in FIG.

  (Processing 2406) The traveling time is evaluated. Similar to the evaluation of the driving interval, the average value of the traveling time of the trains in the area is obtained on the reference diagram, and is set as the average value of the population. Next, on the evaluation diagram, the traveling time of the train in the area is obtained, and the standard deviation is obtained using the average value of the population. Finally, an evaluation value corresponding to the standard deviation is obtained from the evaluation table. The evaluation result is stored in the travel time evaluation 2305 of the diagram evaluation table 2300 in FIG.

  This is the end of the diamond evaluation algorithm of FIG.

  With the processing described above, the diagram analysis processing unit 112 performs waiting passenger number evaluation, driving number evaluation, driving interval evaluation, station stop time evaluation, and travel time evaluation for each area of the evaluation diamond.

  Next, display processing performed by the analysis result display unit 115 will be described.

  FIG. 28 is a processing flow diagram of an algorithm for superimposing evaluation results (results of waiting passenger number evaluation) on a diagram. This is a process for displaying the evaluation result of the number of waiting passengers (passenger demand) on the diagram 1000 in FIG. 21 and FIG. 22 for each area.

(Waiting passenger evaluation superposition algorithm started)
(Processing 2801) The direction instruct | indicated by the menu 2110 of FIG. 21 is acquired.

  (Process 2802) Processes 2803 to 2805 are performed for all areas in the direction.

  (Processing 2803) The waiting passenger number evaluation 2301 is acquired from the diamond evaluation table 2300.

  (Process 2804) A display color is determined based on the acquired value of the number of waiting passengers. For this purpose, the display color table 2900 shown in FIG. 29 is used. For example, when the waiting passenger number evaluation is level “3”, the display color of the area specified by RGB (255, 153, 255) is used.

  (Process 2805) The area is displayed in the display color determined in process 2804.

  (Process 2806) The loop ends.

  This is the end of the waiting passenger evaluation superposition algorithm.

  Next, processing for displaying a radar chart will be described.

  FIG. 30 is a processing flowchart of the radar chart display algorithm.

(Radar chart display algorithm started)
(Process 3001) The direction specified by the menu 2110 is acquired.

  (Process 3002) The area designated by the cursor 2210 in FIG. 22 is acquired. Get the area defined by the direction and area.

  (Processing 3003) The operation number evaluation 2302, the driving interval evaluation 2303, the station stop time evaluation 2304, and the travel time evaluation 2305 in the area are acquired from the diagram evaluation table 2300.

  (Process 3004) The frame 2202 of the area is displayed.

  (Process 3005) A radar chart is displayed using the acquired information.

(End of radar chart display algorithm)
By the above evaluation processing and display processing, diamond evaluation and display of evaluation results as shown in FIGS. As a result, it is possible to evaluate a schedule, a schedule, a schedule, a forecast schedule reflecting the operation schedule, and the like, and an easy-to-understand display.

  In the present embodiment, the two devices have been described separately as the operation arrangement plan creation device and the diamond evaluation device. However, for example, a system that combines the first embodiment and the second embodiment is also easy. It is feasible. In that system, for example, an expected schedule is evaluated, an appropriate driving arrangement plan is presented, the number of waiting passengers is evaluated, and the number of waiting passengers is displayed in each area on the diagram, or a radar chart such as the number of trains is displayed. Is automatically possible.

The system block diagram of the driving | operation arrangement | planning plan preparation apparatus which is the 1st Embodiment of this invention. An example of an implementation schedule managed by the operation arrangement plan creation device. An example of an expected diamond when turbulence occurs. Diagram of area and diagram defined by section and time zone. An example of a prediction diagram associated with an area defined by a section and a time zone. A diagram analysis information table owned by the diagram analysis information management unit. Calculation example of the number of trains in the area. A diagram of when extended operation is applied as a driving arrangement to ensure transportation capacity. A diagram that uses a departure zone and a temporary train as a driving arrangement to ensure transportation capacity. A diagram of the case where turning back is applied as a driving arrangement for securing transportation capacity. A diagram illustrating the selection of a thinned train as a delay recovery operation arrangement. The whole algorithm implemented by the driving | running | working arrangement creation process part of embodiment of FIG. Diamond analysis information table update algorithm executed by the diamond analysis processing unit. A list that manages trains that have been transported by section (trains without passengers left behind). An algorithm for deriving trains without passengers left behind. Improvement target setting algorithm. Improvement target list. Operation planning plan creation processing algorithm. A table that registers the condition judgment and processing for operation arrangements to ensure transportation capacity. The system block diagram of the diamond evaluation apparatus by the 2nd Embodiment of this invention. An example of passenger demand evaluation result output including unloading. A radar chart display example in which evaluation results such as the number of trains are associated with areas. A diamond evaluation table that stores diamond evaluation results. Diamond evaluation algorithm. An evaluation table for evaluating the number of waiting passengers. Evaluation algorithm of driving interval. An evaluation table used for evaluating driving intervals. An algorithm that superimposes evaluation results (results of waiting passenger number evaluation) on a diagram. A display color table for determining a display color based on evaluation of the number of waiting passengers. Radar chart display algorithm.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Driving arrangement plan preparation apparatus, 101 ... Processing execution part, 102 ... Data storage part, 103 ... Communication processing part, 104 ... Input processing part, 105 ... Display processing part, 110 ... Driving arrangement plan preparation processing part, 111 ... Prediction Diamond creation processing unit, 112 ... Diamond analysis processing unit, 113 ... Improvement target setting processing unit, 114 ... Driving arrangement creation processing unit, 115 ... Analysis result display processing unit, 120 ... Implementation diamond management unit, 121 ... Performance information management unit, DESCRIPTION OF SYMBOLS 122 ... Obstacle condition management part, 123 ... Predictive diamond management part, 124 ... Diamond analysis information management part, 125 ... Improvement target information management part, 151 ... CRT, 1000 ... Diagram, 2001 ... Diamond evaluation apparatus.

Claims (8)

On the diagram that is managed by the operation arrangement plan creation device, takes a number of stations on the vertical axis, and takes time on the horizontal axis, a forecast diagram creation means for creating a forecast diagram based on the implementation diagram and the actual diagram ,
The above diagram is divided into a large number of areas defined by a predetermined time zone and a predetermined traveling section consisting of a plurality of stations, and the transportation demand including the number of unloaded passengers from the previous time zone is divided for each of these areas. Transportation demand calculation means for each area for calculating
Based on the calculated transportation demand for each area, the required train number calculating means for each area for calculating the number of trains required in the area ;
For each of the areas, determine the departure time of the train at the station that is included in the area on the expected timetable, expected number of trains calculating means for each area calculating a number of the train is expected to run the area based on the departure time When,
For each area, based on the calculated expected number of trains and the required number of trains, an improvement target setting means for each area that sets a diamond improvement target in the area;
For each of the areas, replanning plan creation device being characterized in that a timetable replanning candidate creating means for each area to create a replanning proposed to achieve this improvement goals.   2. The operation arrangement plan creating apparatus according to claim 1, further comprising an operation arrangement generation unit that applies the operation arrangement plan to an execution diagram, and updates and outputs a predicted diagram.   The necessary train number calculating means calculates the number of trains necessary to transport the demand assumed in the area based on the allowable number of passengers of the train specified in advance, and this number of trains is required in the area. The operation arrangement plan creating apparatus according to claim 1, wherein the train arrangement number is a number of trains.   The required number of trains calculating means is based on the transportation demand at the time of planning prescribed in advance for each area, and the difference between the transportation demand of the first area and the number of passengers that can be transported by the train traveling in the area on the forecast schedule In the second area, the difference is added to the transportation demand at the time of planning in the second area that is defined in the same travel section as the first area and in the next time zone as the number of passengers that are left unloaded. The operation arrangement plan creating apparatus according to claim 1, wherein an assumed transportation demand is calculated.   The operation arrangement plan creation means creates an operation arrangement plan for increasing the number of trains traveling in the area for an area where the expected number of trains is less than the required number of trains, and the operation arrangement plan is used as an implementation diagram. The operation arrangement plan creating apparatus according to claim 1, wherein the predicted schedule is applied and output after being updated.   In the case where there is a second train that travels immediately before the first train with the travel section being the same as the first train for the first train that is expected to be delayed on the forecast schedule. In each area where the second train travels, among the trains expected to travel in the area, the trains prior to the second train are selected and their number is calculated, and the calculated number of trains is the area. A first train that travels immediately after the second train if the determination condition is satisfied in all areas where the second train travels. The operation arrangement plan creation device according to claim 1, wherein an operation arrangement plan that recovers a delay of a train diagram by thinning out the train is created.   The operation arrangement plan creating apparatus according to claim 6, wherein the operation arrangement plan is applied to an implementation diagram, updated, and output.   The operation arrangement plan creating means creates an operation arrangement plan, applies the operation arrangement plan to the implementation diagram, updates and outputs the predicted diagram, and improves the improvement target of the diamond on which the operation arrangement is created The operation arrangement plan creating apparatus according to claim 1, wherein the operation arrangement contents are output in association with each other.

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