JP5492106B2 - Transport force calculation device - Google Patents

Description

  The present invention relates to a transportation capacity calculation device that calculates and accumulates in real time the transition of transportation capacity based on operation arrangement data input by a commander according to the operation status and the degree of influence on passengers in train operation management work. is there.

  Patent Document 1 discloses a traffic flow management device and a traffic flow management method that pay attention to a delay time with respect to a traffic flow such as a train and use an evaluation result for a change in a traffic plan such as a route change or a speed adjustment. . Further, Patent Document 2 discloses a configuration for calculating an appropriate transportation demand for each time zone and for each traveling section when a train schedule is disturbed, and calculating an operation arrangement plan based on this.

Japanese Patent No. 3446924 JP 2007-15424 A

  If the train operation is disturbed due to the weather or malfunction, the commander will arrange the operation to restore normal operation. In recent years, the density of trains has increased due to the increase in railway users, and the operation route areas have been expanded. Accordingly, improvement of services to passengers has become an issue for railway companies.

  In patent document 1, in order to make the flow of the passenger of a train appropriate, paying attention to the delay time of a train, the change of a traffic plan is evaluated. Moreover, in patent document 2, although the operation arrangement plan based on the transportation demand is automatically calculated, determination data for the commander to perform an appropriate operation such as an increase in the number of trains and the deviation of the operation section is arbitrarily selected. It is not configured to be available for time zones.

  Therefore, by using the results of the operation arrangement performed by the commander and calculating and accumulating in real time how much transportation capacity will be secured and providing the commander with the commander, the commander can increase the number of trains and change the operating section. It is required to use it as a judgment material for appropriate operation, such as necessity.

  Here, the transportation capacity in the present invention represents the number of passengers that can be transported by a train group traveling in an arbitrary section / time zone. If the number of traveling trains increases, the transportation capacity increases, and conversely, the number of traveling trains decreases. The transport capacity is reduced. Due to the influence of the weather, breakdown, etc., the section where the train travels is faulty has less transportation capacity because the train cannot run until the fault is restored or the delay increases due to speed limitations.

  The present invention relates to a train operation having a diagram management device that manages operation schedule information of a plurality of trains corresponding to at least one line section having a plurality of sections, and an operation management device that performs operation control of the plurality of trains according to the operation diagram information. For a management system, in a transportation force computing device having a receiving unit for receiving traveling data connected by a communication line and a transportation force computing unit, a traveling related information DB, a computation information DB, and a transportation force output unit, The train operation management system has a train execution schedule, predicted time, train travel record, diagram change input history, diagram change detailed data and boarding rate data received in real time by the receiver and recorded in the travel related information DB. Based on the information in the information DB, the average transportation force in any designated section / time zone by the transportation force calculation unit As the predicted value for the actual value of the train and the train that is currently running or the train that is scheduled to run in the future, the calculation result is calculated based on the total number of passengers in each train based on the actual boarding rate or the pre-stored average boarding rate. The information is stored in the calculation information DB and output by the transportation force output unit.

  Further, in the transport force calculation device, the calculation by the transport force calculation device of the actual transport value and the predicted value of the average transport force in the designated section / time zone is performed periodically or when a specific event occurs. To do.

  Further, in the transportation force calculation device, the transportation force calculation device automatically receives information necessary for calculating the transportation force and the degree of influence on passengers from the train operation management system, and performs the calculation in real time. It is characterized by outputting the transportation force and the degree of influence on passengers.

  Further, in the transportation force computing device, the transportation force computing device has a computation information DB for accumulating results obtained by computing the transportation force and the degree of influence on passengers, and can be used in any past time zone as requested by the commander. The transportation force and the degree of influence on the passenger are output to a terminal, a form, or an external storage medium by the transportation force output unit.

  Further, in the transportation force computing device, the transportation force computing device holds a diagram change input history received from the train operation management system, and changes the transportation force with respect to the result of the diagram change performed in a past section and to passengers. It is possible to verify the degree of influence of.

  Further, in the transportation force calculation device, the transportation force calculation device outputs the degree of influence on passengers based on the detailed diagram change data received from the train operation management system.

  According to the present invention, travel data connected by a communication line to a train operation management system having a schedule management device that manages train schedule information and an operation management device that controls the operation of a plurality of trains according to the schedule information. In the transport force calculation device having the receiving unit and the transport force calculation unit, the operation related information DB, the calculation information DB, and the transport force output unit are included. Receives input history, detailed schedule change data and occupancy rate data, and the average transportation capacity in any specified section / time zone by the transportation capacity calculation unit is used as the actual value and the expected value. Calculation based on the total number of passengers in each train based on the actual occupancy rate or the pre-stored average occupancy rate By outputting, it is possible for the commander to freely grasp the average transportation capacity in the arbitrary time zone specified in the arbitrary section and the prediction of the transportation capacity in the future time, and use it as a judgment material for appropriate operation Can do.

  In addition, it is possible to verify the relationship between past driving arrangement contents and transportation capacity, so it can also be applied to training of commanders, etc., and improvement in the quality of driving arrangement can be expected, and as a result, service to passengers can be improved. .

It is a block diagram of a transportation force calculating device. It is a diagram which shows the example of a service diagram. It is explanatory drawing which shows train unit data. It is explanatory drawing which shows commander input data. It is explanatory drawing which shows transport force data. It is explanatory drawing which shows the data of a transportation force average value. It is a flow chart which shows train unit data creation and transportation power calculation processing. It is a flowchart which shows a transportation force average value calculation process. It is explanatory drawing which shows the 1st terminal display example (operation arrangement | positioning content display). It is explanatory drawing which shows the 2nd terminal display example (impact level display to a passenger).

Embodiments of a transportation force calculation apparatus according to the present invention will be described below with reference to the drawings.
[Basic configuration]
FIG. 1 is a schematic configuration diagram of a transportation force calculation apparatus according to the present invention. As shown in FIG. 1, in the transportation capacity calculation device 1, a train operation management system 2 in at least one line section and at least one terminal 5 are connected by a network.

  Next, each device will be described in detail. A train operation management system 2 shown in FIG. 1 is an operation management system that manages the operation of a train for each line area such as A line, B line,... N line, and includes a schedule management device 3 and an operation management device 4. It manages the execution schedule, train running results, estimated time, train occupancy rate, schedule changes, and their change history. The execution diagram is a target diagram for actual operation.

  The terminal 5 shown in FIG. 1 requests a transportation force calculation result held by the transportation force calculation device 1 and makes a display on the screen, an output request to the printer 6 and the external storage medium 7.

  The transport force calculation device 1 includes an execution diagram receiving unit 11, a train traveling result receiving unit 12, a diagram change device input history receiving unit 13, an expected time receiving unit 14, a diagram change detailed data receiving unit 15, and boarding rate data. A receiving unit 16 is provided, which includes a transporting force calculating unit 17 that calculates the transportation force and the degree of influence on passengers based on the received data, a transporting force output unit 18, and a travel related information DB 19 that records the received data. . The travel related information DB 19 records an execution diagram 21, a train travel record 22, a diagram change device input history 23, an expected time 24, a diagram change detail data 25, and a boarding rate data 26 from the receiving unit 8. Reference numeral 20 denotes a calculation information DB, which records train unit data 27, commander input data 28, and transport force data 29, which are data of the transport force calculation unit 17. Reference numeral 30 denotes a transport force average value calculated by the transport force calculation unit 17.

  The execution diagram receiving unit 11 receives from the train operation management system 2 an execution diagram that is an operation plan for the day. Further, when the execution diagram is changed due to the operation arrangement, the change information of the execution diagram is received at the timing when the change is made, and is reflected in the execution diagram 21 held by the transport force computing device 1.

  In FIG. 1, a train travel record receiving unit 12 receives an arrival record or a departure record from the train operation management system 2 at the timing when the train arrives or departs from a station, and the train performance record device 1 holds. 22 is reflected.

  The diagram change device input history receiving unit 13 receives in real time the time and contents of the operation adjustment in the train operation management system 2 and reflects them in the diagram change device input history 23 held by the transportation force calculation device 1. .

  The predicted time receiving unit 14 receives the predicted time for each train / station created in the train operation management system 2 at the creation timing, and reflects it in the predicted time 24 held by the transport force computing device 1.

  The diamond change detailed data receiving unit 15 receives the diamond change detailed data input by the commander in the train operation management system 2 in real time, and reflects it in the diamond change detailed data 25 held by the transportation force calculation device 1.

  The boarding rate data receiving unit 16 receives the boarding rate for each train / station from the train operation management system 2 in real time and reflects it in the boarding rate data 26 held in the travel related information DB 19.

The transport force calculation unit 17 records train unit data 27, commander input data 28, and transport force data 29 in the calculation information DB 20 based on various data received from the train operation management system. In addition, the transportation force average value 30 is created and recorded.
[Service schedule]
FIG. 2 is a diagram showing an operation diagram 31 representing arrival and departure times at stations A to E in a certain line section. The operation schedule includes a plan schedule that is scheduled for train operation, and an execution schedule that is confirmed and used for actual train operation.
[Data structure]
FIG. 3 is an explanatory diagram showing an example of the data configuration of the train unit data 27. As shown in FIG. 3, the train unit data 27 stores the planned arrival / departure time, execution arrival / departure time, expected arrival / departure time, actual arrival / departure time, and boarding rate in units of train numbers for each station scheduled to travel. To do.

  FIG. 4 is an explanatory diagram showing an example of the data structure of the commander input data 28. The commander input data 28 stores the operation arrangement contents input by the commander in units of train numbers for the station where the train is scheduled to travel. The names of operation arrangement items such as operation stop and time change reflect the contents of the diagram change device input history 23, and the details of the change contents of each station where the time change occurs reflect the contents of the time change data 25.

  FIG. 5 is an explanatory diagram showing an example of the data structure of the transportation force data 29. In the transportation force data 29, the transportation force (actual value), transportation force (predicted value), and transportation force (planned value) for each time zone (5 minute interval in the example of FIG. 5) are stored.

FIG. 6 is an explanatory diagram showing an example of the data configuration of the transport force average value 30. As shown in FIG. The transport capacity average value 30 exists for each section such as weekdays, Saturdays, and holidays, and stores transport capacity (average value) and average boarding rate for each time zone of the day (in the example of FIG. 6, every 5 minutes). .
[Calculation processing]
Next, the flow of processing in this embodiment will be described. FIG. 7 is a flowchart showing the flow of train unit data creation and transport capacity calculation. In step S <b> 101, the execution diagram 21 is referred to, and train information in units of train numbers is stored in the train unit data 27. In S102, the planned arrival / departure time and execution arrival / departure time of the execution diagram 21 are acquired and stored in the corresponding train information location of the train unit data 27.

  In S 103, the transportation force (planned value) for one day is calculated from the created train unit data 27 and stored in the transportation force data 29. The transportation capacity (planned value) is a transportation capacity value calculated for an execution schedule that has not been arranged for operation, and the number of people a can ride per train for a train traveling in an arbitrary section / time zone and the section / Using the average boarding ratio βm in the time zone, the sum is calculated for the number of running trains of α × βm. This calculation is performed for all sections / time zones in which the train runs.

  The execution schedule and the estimated time stored in the train unit data 27 may change in content depending on the traveling state of the train, so these data are received in real time, and the train unit data 27 is transferred to the train unit data 27 in S104. To reflect. Further, since the train running record 22 and the boarding rate data 26 are also data representing the results of the train running, they are received in real time and reflected in the train unit data 27 in S105.

  Using the actual time and boarding rate data reflected in the train unit data 27, the transportation force (actual value) is calculated in S106, and the transportation force data 29 is updated. The transport capacity (actual value) represents the number of passengers on a train traveling in an arbitrary section / time zone, and α × using the number of passengers α per train that can travel in the section and the actual boarding ratio βn. It is obtained by calculating the sum total of the number of traveling trains of βn.

  Here, since the transportation capacity calculation is performed based on the traveling state data received in real time, the numerical value fluctuates every moment and is difficult to use as information for the operation of the commander. Therefore, a predetermined time zone is arbitrarily designated, and an average transport force in that time zone is calculated and obtained. This makes it easier for the commander to grasp the trend of changes in transportation capacity on a global basis.

  Similarly, the transportation force (predicted value) is calculated using the predicted time reflected in the train unit data 27 in S107, and the transportation force data 29 is updated. Since the transport capacity (predicted value) is a value that predicts the number of passengers in a train that is scheduled to travel in an arbitrary section in the future, it is necessary to predict the number of trains that travel in a time zone that is earlier than the current time. For example, the predicted time of the train unit data 27 is used for the prediction of the number of running trains. For example, the predicted departure time of the station A of the train 1A is included in the time zone for calculating the transport force (predicted value), or the transport force. (Expected value) If the start time of the time zone to be calculated is included between the expected departure time of A station and the expected arrival time of B station, train 1A travels between A station and B station during this time zone I expect that.

  After predicting the number of running trains, the transport capacity (predicted value) is calculated. The calculation method is the same as the calculation method for the transport capacity (actual value), but the train occupancy rate is undecided at this time, so the average occupancy rate γm for the section / time zone is used to drive α × γm. Obtained by calculating the sum of the number of planned trains. This calculation is performed for all trains that store the expected time.

  The processes of S104 to S107 are always performed while the system is operating.

The transportation force output unit 18 outputs the train unit data 27, the commander input data 28, and the transportation force data 29 created by the transportation force calculation unit 17 to the terminal 5, the printer 6, and the external storage medium 7.
[Calculation of transport capacity (average value)]
A specific process for calculating the transport force (average value) will be described with reference to the flowchart of FIG. This process is performed periodically. In order to obtain the average value of the transporting force, a method is conceivable in which the transporting force (actual value) calculated in S106 of FIG. 7 is accumulated every day, and the average value is obtained from the accumulated data.

  However, in the accumulated data, in addition to the normal data, there are also train disturbances and data where the transport capacity is lower than normal, so if all the data is used to calculate the average value There is a problem that a correct average value cannot be calculated.

  In order to solve this problem, when calculating the average value, the total delay time per unit time in an arbitrary section is calculated in S201, and the total transport force is calculated in S202. If it is outside the threshold range, it is excluded from the average value calculation target in S203. The total delay time is the sum of the delays for each train, and the delay time for each train is calculated from the execution time and the actual time of the train unit data 27.

If the total delay time is within a threshold range determined empirically, the average value is updated. Here, train schedules are generally divided into weekday schedules, Saturday schedules, and holiday schedules. Actually, however, the number of passengers is higher than usual during pre-holiday, holiday breaks, and busy periods (such as long vacations and New Year holidays). Since these tend to increase, these categories need to be taken into account when calculating the average transport capacity. Therefore, in S204 to S205, the transportation capacity average value 30 of the corresponding section in the weekday, Saturday, holiday, before holiday, after holiday, and busy season is updated.
[Terminal display]
FIG. 9 is a first display example on the terminal 5. Station names are input from the terminal 5 to the date selection unit 1001, the start station 1002, and the end station 1003, and the transportation capacity of the input section and the degree of influence on passengers are displayed.

  When the start station 1002 and the end station 1003 are input, a movable route from the start station to the end station is determined, and the sum of the corresponding transport force data is displayed in the display area 1004 as the transport force of the section. When the date of the current day is input to the date selection unit 1001, the transport capacity (predicted value) for a time zone that is a fixed time ahead from the input time is displayed as shown in the second display example of FIG.

  In the display area 1004, the transition of the transportation capacity (actual result) for one day in the section and the transportation capacity (planned value) are displayed. Factors that reduce transportation capacity include train delays and suspensions due to accidents, etc. In order to find out how much passengers were affected, it is normal to have no train delays or suspensions due to accidents. Since it is necessary to compare with the value in, the transportation force (average value) is calculated and displayed in the display area 1004.

  In the display area 1005, the name of the item for operation arrangement performed for the stations in the section is displayed. The display position of the item name of the driving arrangement is made to correspond to the display area 1004 and output to the position of the corresponding time zone.

  In the display area 1006, in order to enable the commander to analyze the cause of the decrease / increase in the transport capacity, the result of the operation arrangement performed in an arbitrary time zone of the displayed section is displayed. Specifically, as shown in FIG. 10, (1) number of suspended trains, (2) number of temporary trains, (3) train travel interval by station, (4) maximum delay time and station name, (5) extended operation train Number, (6) number of trains that return to the station, (7) number of temporarily stopped trains, and (8) average boarding rate. When the operation arrangement item name in the display area 1005 is selected, the detailed contents of the operation arrangement are displayed in the display area 1006 as shown in the terminal display example 1 in FIG. .

  As described above, the present invention obtains the number of trains in an arbitrary section / time zone in which the train travels from the operation data received from the operation management system as described above, Calculate the transportation capacity between stations by multiplying the boarding rate. In the calculation of the transportation force using the predicted time, the traveling position of the train at a certain time is predicted from the expected arrival / departure time of the train, and the transportation force is calculated according to the above-described calculation method.

  In addition, by receiving the input history of the diagram change device from the operation management system, and providing the commander with the details of the transportation arrangements carried out in the past along with the transition of the transportation capacity in any section, the influence on the passengers on the results of the operation arrangements The degree can be verified.

DESCRIPTION OF SYMBOLS 1 ... Transport force calculating device, 2 ... Train operation management system, 3 ... Diamond management device,
4 ... operation management device, 5 ... terminal, 6 ... printer, 7 ... external storage medium,
11 ... Execution diagram receiving unit, 12 ... Train traveling result receiving unit,
13 ... Diagram changing device input history receiving unit, 14 ... Expected time receiving unit,
15 ... Diagram change detail data receiving unit, 16 ... Riding rate data receiving unit,
17... Transporting force calculation unit, 18... Transporting force output unit, 19.
20 ... Calculation information DB, 21 ... Execution diagram, 22 ... Train running results,
23 ... Diagram change device input history, 24 ... expected time, 25 ... diamond change detail data,
26 ... boarding rate data, 27 ... train unit data, 28 ... commander input data,
29 ... Transport capacity data, 30 ... Average transport capacity, 31 ... Diagram

Claims (6)

A train operation management system having a diagram management device that manages operation schedule information of a plurality of trains corresponding to at least one section having a plurality of sections, and an operation management device that performs operation control of a plurality of trains according to the operation diagram information On the other hand, in a transportation force calculation device having a reception unit and a transportation force calculation unit that receive travel data connected by a communication line,
A train-related information DB, a calculation information DB, and a transportation force output unit, and a train execution schedule, an estimated time, a train travel record, a diagram change input history, a diagram change detailed data, and a boarding rate data included in the train operation management system Is received in real time by the receiving unit and recorded in the travel related information DB, and an average transport capacity in any designated section / time zone is determined by the transport capacity calculation unit based on the information of the travel related information DB. , The planned value based on the execution schedule, the actual value related to the train that has already been run, and the expected value for the train that is currently running or the train that is scheduled to run in the future, calculated based on the sum of the number of passengers, accumulating the planned value calculated at any time of day and the actual value of the estimated value to the operation information DB Transport capacity calculation unit and displaying output on the same screen the predicted value and the actual value and the planned value as time-series information at the same time by the transporting force output unit. The transportation force calculation device according to claim 1, wherein the actual transportation force value and the predicted value of the average transportation force in the designated section / time zone are periodically or execution diagram change information. Alternatively , the transportation force calculation device is performed when information indicating a traveling state is received .   The transportation force calculation device according to claim 1 or 2, wherein the transportation force calculation device automatically receives information necessary for calculation of transportation force and the degree of influence on passengers from the train operation management system, A transportation force computing device that outputs transportation force and a degree of influence on passengers in real time by performing computation.   The transportation force calculation device according to any one of claims 1 to 3, wherein the transportation force calculation device has a calculation information DB for storing a result of calculating a transportation force and a degree of influence on a passenger, A transportation force calculation device characterized in that a transportation force in a past arbitrary time zone and a degree of influence on a passenger are output to a terminal, a form, or an external storage medium by the transportation force output unit upon request. In the transport force calculation device according to any one of claims 1 to 4, for the transport capacity computing device, the retain Modified service input history received from train operation management system, the result of diamond changes made in the past A transportation force calculation device capable of verifying fluctuations in transportation force and the degree of influence on passengers.   The transportation force calculation device according to any one of claims 1 to 5, wherein the transportation force calculation device outputs an influence degree to passengers based on the detailed diagram change data received from the train operation management system. A transportation force calculation device.

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