JP5836078B2 - Operation management device, operation management method and program, and transportation system - Google Patents

Description

  The present invention relates to an operation management device, an operation management method and program, and a traffic system for managing the operation of a vehicle traveling on a predetermined route.

  In a transportation system in which a vehicle travels on a predetermined route such as a railroad, the operation schedule of the vehicle is appropriately set (for example, a blockage section, a driving interval, a required transportation amount, a regeneration invalidation condition, a power peak value, etc.) Generating technology has been developed and has been introduced into various transportation systems. In connection with this, the method of producing | generating the driving | running | working pattern (run curve) of a vehicle based on a service diagram is also researched (for example, refer patent document 1 and patent document 2).

  Patent Document 1 discloses a traveling pattern determination method that can cut the peak of supplied power to a substation where a certain vehicle is supplied with power. Patent Document 2 discloses a method for improving the energy efficiency of a vehicle by calculating a travel pattern that causes as little acceleration and deceleration by a traffic light as possible. According to Patent Documents 1 and 2, it is possible to drive the vehicle in a travel pattern with low energy consumption.

JP 2011-121377 A JP 2011-126404 A

By the way, a speed limit is often provided in a section where the vehicle travels. For example, the speed limit of a curved line is usually set slower than the speed limit of a straight line. However, the above-described Patent Document 1 and Patent Document 2 have a problem that the travel pattern is not calculated in consideration of the speed limit.
An object of the present invention is to provide an operation management device, an operation management method and program, and a traffic system that specify a travel pattern that satisfies the speed limit condition and that consumes minimum energy.

  The present invention has been made in order to solve the above-described problem, and is an operation management device that manages the operation of a vehicle traveling on a predetermined route, and includes acceleration and deceleration that can be realized by powering and braking of the vehicle. For each of the acceleration / deceleration specifying unit that specifies a plurality of combinations and the combination of acceleration and deceleration specified by the acceleration / deceleration specifying unit, acceleration time and deceleration required for traveling in a predetermined travel time in the predetermined section of the route Among the travel patterns generated by the travel pattern generation unit, a travel pattern generation unit that generates a travel pattern composed of a combination of acceleration and deceleration, acceleration time and deceleration time by specifying a combination of time, the travel pattern When the vehicle travels at the acceleration of the travel pattern during the acceleration time, the travel pattern is such that the maximum speed is within the predetermined speed limit. A speed limit filter unit for extracting a vehicle, and a travel pattern specifying unit for specifying, as a travel pattern used for the operation of the vehicle, a travel pattern extracted by the speed limit filter unit that minimizes power consumption for travel It is characterized by providing.

  In the present invention, the acceleration / deceleration specifying unit specifies a plurality of combinations of acceleration and deceleration for a plurality of vehicles, and the running pattern specifying unit includes the running pattern extracted by the speed limit filter unit, Specify the driving pattern used for the operation of each vehicle that minimizes the difference between the power consumption required for acceleration by multiple vehicles that receive power supply from the same power source and the regenerative power generated by the deceleration of the multiple vehicles It is preferable to do.

  In the present invention, the vehicle further includes an operation plan acquisition unit that acquires operation plan information indicating a time at which the vehicle should reach a reference point provided on the route, and the travel pattern generation unit includes the acceleration / deceleration specifying unit. For each of the combinations of acceleration and deceleration specified by the operation plan acquisition unit, the section between adjacent reference points indicated by the operation plan information acquired by the operation plan acquisition unit and the time to reach one reference point and the other It is preferable to specify a combination of acceleration time and deceleration time required for traveling at a difference in travel time from the time at which the reference point should be reached.

  In the present invention, the travel pattern generation unit may include the one where the speed limit is different in a section between adjacent reference points indicated by the operation plan information acquired by the operation plan acquisition unit. For each of the combination of acceleration and deceleration specified by the acceleration / deceleration specifying unit for the section from the reference point to the point where the speed limit changes and the section from the point where the speed limit changes to the other reference point Thus, a combination of acceleration time and deceleration time is determined such that the total travel time of each section is the travel time of the difference between the time at which the one reference point should be reached and the time at which the other reference point should be reached It is preferable.

  Further, in the present invention, the travel pattern generation unit determines a predetermined section of the route for each combination of acceleration and deceleration specified by the acceleration / deceleration specification section from a target travel time of the section. It is preferable to specify a combination of an acceleration time and a deceleration time required for traveling in a traveling time that is longer than the grace time and shorter than the traveling target time by a predetermined grace time.

Further, in the present invention, a loss calculation unit that calculates a loss that occurs when the vehicle is delayed by the excess time based on a plurality of excess times from the target travel time of the predetermined section of the route, The travel pattern generation unit sets the predetermined time of the route to the target travel time of the section for the combination of acceleration and deceleration specified by the acceleration / deceleration specification unit and each of the plurality of excess times. The combination of the acceleration time and the deceleration time required to travel with the added travel time is specified, and the travel pattern specifying unit includes the cost for the power consumption required for travel among the travel patterns extracted by the speed limit filter unit and the It is preferable to specify the driving pattern used for the operation of the vehicle that minimizes the sum of the loss calculated by the loss calculating unit.

  Further, in the present invention, a delay vehicle specifying unit that specifies a vehicle that is traveling with the travel time delayed by a predetermined threshold or more, and a travel delay amount of the vehicle specified by the delay vehicle specifying unit, It is preferable to include a travel pattern changing unit that changes a travel pattern used for driving the vehicle.

  The present invention further includes an adjacent vehicle specifying unit that specifies a vehicle that is supplied with power from the same power source as the vehicle specified by the delayed vehicle specifying unit, and the travel pattern changing unit includes the delayed vehicle specifying It is preferable that the travel pattern used for the operation of the vehicle specified by the adjacent vehicle specifying unit is changed based on the travel delay amount of the vehicle specified by the unit.

  In the present invention, when the delayed vehicle specifying unit specifies the travel pattern changing unit, the travel pattern generating unit, the speed limit filter unit, and the travel pattern specifying unit newly process all the It is preferable to specify a travel pattern used for vehicle operation.

  In the present invention, a weight increase / decrease identifying unit that identifies an increase / decrease in the weight of the vehicle and a travel pattern used for operation of the vehicle are changed based on the increase / decrease in the weight of the vehicle identified by the weight increase / decrease identifying unit. It is preferable to provide a travel pattern changing unit.

  In the present invention, when the weight increase / decrease specifying unit specifies the increase / decrease in the weight of the vehicle, the travel pattern changing unit, the travel pattern generating unit, the speed limit filter unit, and the travel pattern specifying unit It is preferable to specify the traveling pattern used for the operation of all the vehicles by the process.

  In addition, the present invention is an operation management method using an operation management device that manages the operation of a vehicle traveling on a predetermined route, wherein the acceleration / deceleration specifying unit is an acceleration and deceleration that can be realized by powering and braking of the vehicle. Acceleration time required for the traveling pattern generation unit to travel the predetermined section of the route for a certain traveling time for each of the acceleration and deceleration combinations identified by the acceleration / deceleration identifying unit. And a combination of deceleration time to generate a running pattern consisting of a combination of acceleration and deceleration and acceleration time and deceleration time, the speed limit filter unit, among the running patterns generated by the running pattern generation unit, When the vehicle travels at the acceleration of the travel pattern for the acceleration time of the travel pattern, the maximum speed is within the predetermined speed limit. The turn is extracted, and the travel pattern specifying unit specifies, as the travel pattern used for the operation of the vehicle, the travel pattern extracted by the speed limit filter unit that minimizes the power consumption required for travel. And

  In addition, the present invention provides an operation management device that manages the operation of a vehicle traveling on a predetermined route, an acceleration / deceleration specifying unit that specifies a plurality of combinations of acceleration and deceleration that can be realized by powering and braking of the vehicle, and the acceleration / deceleration For each combination of acceleration and deceleration specified by the specifying unit, by specifying a combination of acceleration time and deceleration time required to travel the predetermined section of the route for a certain travel time, acceleration and deceleration and When traveling with acceleration of the travel pattern during the acceleration time of the travel pattern among travel patterns generated by the travel pattern generation unit that generates a travel pattern composed of a combination of acceleration time and deceleration time In addition, a speed limit filter unit that extracts a travel pattern in which the maximum speed is within a predetermined speed limit, the speed limit filter Of the running pattern filter portion is extracted, what power consumption required to travel is minimized, a program to function as a traveling pattern specifying unit configured to specify a travel pattern to be used for operation of the vehicle.

  Moreover, this invention is a traffic system provided with the said operation management apparatus.

  According to the present invention, the operation management device specifies the travel pattern so that the power consumption for each section in which the speed limit is determined is minimized. As a result, it is possible to specify a traveling pattern that satisfies the speed limit condition and that consumes the minimum amount of energy.

It is a schematic block diagram which shows the structure of the operation management apparatus by the 1st Embodiment of this invention. It is a 1st flowchart which shows operation | movement of the operation management apparatus by the 1st Embodiment of this invention. It is a 2nd flowchart which shows operation | movement of the operation management apparatus by the 1st Embodiment of this invention. It is a figure which shows the advancing pattern of the vehicle in a certain area. It is a schematic block diagram which shows the structure of the operation management apparatus by the 3rd Embodiment of this invention. It is a 1st flowchart which shows operation | movement of the operation management apparatus by the 3rd Embodiment of this invention. It is a 2nd flowchart which shows operation | movement of the operation management apparatus by the 3rd Embodiment of this invention. It is a schematic block diagram which shows the structure of the operation management apparatus by the 4th Embodiment of this invention. It is a flowchart which shows operation | movement of the operation management apparatus by the 4th Embodiment of this invention. It is a schematic block diagram which shows the structure of the operation management apparatus by the 5th Embodiment of this invention. It is a schematic block diagram which shows the structure of the operation management apparatus by the 6th Embodiment of this invention. It is a flowchart which shows operation | movement of the operation management apparatus by the 6th Embodiment of this invention. It is a schematic block diagram which shows the structure of the operation management apparatus by the 7th Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
<< First Embodiment >>
FIG. 1 is a schematic block diagram showing a configuration of an operation management apparatus according to the first embodiment of the present invention.
The operation management apparatus includes an operation diagram acquisition unit 101 (operation plan acquisition unit), an acceleration / deceleration specification unit 102, a travel pattern generation unit 103, a speed limit storage unit 104, a speed limit filter unit 105, a simulator unit 106, and a travel pattern specification unit 107. Is provided.

The operation diagram acquisition unit 101 acquires an operation diagram (operation plan information) generated by an external operation diagram generator (not shown).
The acceleration / deceleration specifying unit 102 specifies a plurality of patterns of acceleration and deceleration that can be realized by power running and braking of the vehicle. In the present specification, “acceleration” indicates positive acceleration, and “deceleration” indicates negative acceleration. As a method of specifying a deceleration acceleration / deceleration pattern, there are a method of recording a pattern of acceleration and deceleration that can be realized in advance in a database or a method of calculating the pattern according to the performance of the vehicle type from vehicle type information. Can be mentioned.
The speed limit storage unit 104 stores a speed limit for each section on the track.

  The travel pattern generation unit 103 generates a travel pattern for the vehicle to travel between the stations so as to satisfy the operation schedule acquired by the operation diagram acquisition unit 101 with the acceleration / deceleration pattern specified by the acceleration / deceleration specifying unit 102. . Specifically, by specifying the acceleration time that is the time from the departure time of the station to the time to stop acceleration and the deceleration time that is the time from the time of starting deceleration to the time of arrival at the next station The vehicle travel pattern is generated. The traveling pattern is information including a combination of acceleration and deceleration, acceleration time and deceleration time, and speed at the start of acceleration and speed at the end of deceleration. The maximum speed of the vehicle is uniquely determined by the information. In addition, when there is a point where the speed limit changes between stations, the traveling pattern generation unit 103 generates a traveling pattern in a section divided by the station and the point. Specifically, the travel pattern generation unit 103 refers to the information stored in the speed limit storage unit 104, and there is a point where the speed limit changes, such as when there is a curve in the section between stations indicated by the operation schedule. In this case, the travel pattern is selected for each of the section from one station to the point and the section from the point to the other station.

The speed limit filter unit 105 extracts, from the travel patterns generated by the travel pattern generation unit 103, a travel pattern in which the maximum speed in the section traveled by the travel pattern is within the speed limit stored in the speed limit storage unit 104. .
The simulator unit 106 simulates the traveling of the vehicle using the traveling pattern extracted by the speed limit filter unit 105 and calculates the power consumption at each time. The simulator unit 106 simulates the traveling of all vehicles until the repeated pattern is completed. For example, the simulator unit 106 simulates the traveling of all the vehicles from when the vehicles start traveling based on the operation schedule until all the vehicles return to their original positions.
The travel pattern specifying unit 107 specifies a travel pattern with the least amount of power consumption as a result of simulation by the simulator unit 106.

  Next, the operation of the operation management apparatus according to this embodiment will be described. In the present embodiment, an example in which a running pattern is specified based on a genetic algorithm (GA) will be described. The specification of the running pattern is not limited to the genetic algorithm, and other solution search methods such as a branch and bound method may be used.

FIG. 2 is a first flowchart showing the operation of the operation management apparatus according to the first embodiment of the present invention.
FIG. 3 is a second flowchart showing the operation of the operation management apparatus according to the first embodiment of the present invention.
First, the operation diagram acquisition unit 101 acquires an operation diagram generated by an external operation diagram generation device (step S1). Further, the acceleration / deceleration specifying unit 102 specifies a plurality of patterns of acceleration and deceleration that can be realized by power running and braking of the vehicle (step S2).
Next, the operation management device until N driving patterns (where N is a positive integer) are extracted as simulation targets, which are combinations of acceleration and deceleration, acceleration time and deceleration time for each section and each vehicle. Then, the processes of steps S3 to S6 shown below are repeatedly executed.

  First, the traveling pattern generation unit 103 performs acceleration / deceleration specifying unit in step S2 for every section between stations indicated by the operation diagram for all the vehicles incorporated in the operation diagram acquired by the operation diagram acquisition unit 101. One pattern is randomly selected from the acceleration / deceleration patterns identified by 102 (step S3). In addition, since it turns out that required electric energy becomes low, so that acceleration / deceleration is enlarged, it is preferable to select at random using the weight according to the magnitude | size of acceleration / deceleration. That is, it is preferable that the acceleration / deceleration pattern having a larger absolute value of acceleration and deceleration has a higher probability of being selected. The travel pattern generation unit 103 refers to the information stored in the speed limit storage unit 104, and when there is a point where the speed limit changes, such as when there is a curve in the section between stations indicated by the operation schedule, A travel pattern is selected for each of a section from one station to the point and a section from the point to the other station.

Next, the traveling pattern generation unit 103 uses the selected acceleration / deceleration pattern to generate the traveling pattern by specifying the acceleration time and the deceleration time so as to satisfy the departure and arrival times of each station indicated by the operation schedule (step S4). . Specifically, the traveling pattern generation unit 103 calculates the maximum speed V _max that satisfies the expression (1), and applies the maximum speed to the expression (2), thereby accelerating time t ₁ and deceleration time t _2. Is calculated.

However, t shows the traveling time of the difference of the time which should arrive at one point which an operation diagram shows, and the time which should arrive at the other point. L indicates a distance within the section. Further, _{a 1} indicates the acceleration. Also, _{a 2} indicates a deceleration. V ₁ indicates the speed at the start of acceleration. In addition, v ₂ shows the speed of the deceleration end. Incidentally, if the start point and arrival point of the operation pattern is the station respectively, the values of v ₁ and v ₂ are zero. On the other hand, when the traveling pattern generation unit 103 divides the section at the point where the speed limit changes in step S3, the values of v ₁ and v ₂ at the point become the value of the speed limit.

The following describes why it is possible to calculate the maximum velocity V _max by the formula (1).
FIG. 4 is a diagram illustrating a traveling pattern of the vehicle in a certain section.
The vehicle travels at an acceleration a ₁ during an acceleration time t ₁ after leaving the starting point of the section, then _travels at a constant speed V _max , and decelerates at a deceleration a ₂ during a deceleration time t _2. When the end point of the section is reached, the distance L of the section is expressed as a trapezoidal area shown in FIG. That is, the area of the trapezoid whose upper base is t-t ₁ -t ₂ , lower base is t, and height is V _max is equal to the distance L of the section. In the formula indicating the trapezoidal area, the formula (1) described above is obtained by substituting the formula (2) into t ₁ and t ₂ and converting it into an equation of time t.

In addition, when the section is divided at the point where the speed limit changes in step S3, the traveling pattern generation unit 103 sets a plurality of times within a range that is assumed as the time to reach the point, and the plurality of traveling times t A running pattern is generated. For example, when a curve exists between one station and the other station, the section A that is a section from one station to the start point of the curve, the section B that is a curve section, and the end point of the curve to the other For section C, which is the section to the station, a plurality of combinations of time t ₁ traveling in section A, time t ₂ traveling in section B, and time t ₃ traveling in section C are set. At this time, the running pattern generating unit 103, as the time t _{1 +} time t _{2 +} time t _{3 (total} travel time), and the transit time t from one station to the other station coincide, the time t ₁ setting the ~t _3.

  When the travel pattern generation unit 103 calculates the maximum speed according to the equation (1) and generates a travel pattern according to the equation (2), the speed limit filter unit 105 stores the maximum speed calculated by the travel pattern generation unit 103 as a speed limit storage. It is determined whether or not the speed is equal to or lower than the speed limit in the section stored in the section 104 (step S5). When it is determined that the maximum speed is equal to or lower than the speed limit (step S5: YES), the speed limit filter unit 105 extracts the travel pattern generated by the travel pattern generation unit 103 as a simulation target (step S6). On the other hand, when it is determined that the maximum speed exceeds the speed limit (step S5: NO), speed limit filter unit 105 does not set the travel pattern as a simulation target.

  When the speed limit filter unit 105 extracts N travel patterns by the processing in steps S3 to S6 described above, the simulator unit 106 performs a travel simulation of all the vehicles for each travel pattern, and calculates the power consumption at each time. Calculate (step S7). At this time, the simulator unit 106 determines whether or not the result of the travel simulation satisfies the constraint condition. Examples of the constraint conditions include, for example, a closed section, an operation interval, a required transportation amount, a regeneration expiration condition, a power peak value, and the like. At this time, driving patterns that do not satisfy the constraint conditions are excluded from the solution candidates, and the processes in steps S3 to S6 are performed again until the constraint conditions are satisfied, thereby extracting only N solution candidates that satisfy the constraint conditions.

  Next, the operation management device performs a genetic operation based on a genetic algorithm for each traveling pattern for which the power consumption is calculated. That is, the operation management device performs selection, crossover, or mutation operation so that a travel pattern with low power consumption remains from the travel pattern extracted by the speed limit filter unit 105. The operation management device repeatedly executes the operations in steps S8 to S16 shown below.

  First, the running pattern generation unit 103 randomly determines whether to perform selection, crossover, or mutation (step S8). In general, in the genetic algorithm, the probability of determining which process is performed is set in the order of the probability of performing a crossover operation ≧ the probability of performing a selection operation ≧ the probability of performing a mutation operation.

  When it is determined that the crossover operation is to be performed (step S8: crossover), the travel pattern generation unit 103 uses a weight corresponding to the power consumption amount from among the plurality of travel patterns calculated by the simulator unit 106. Two travel patterns are selected at random (step S9). That is, the travel pattern with smaller power consumption has a higher weight and is more easily selected by the travel pattern generation unit 103.

  Next, the travel pattern generation unit 103 newly generates an acceleration / deceleration pattern for each vehicle from the selected two travel patterns (step S10). Specifically, the travel pattern generation unit 103 generates a new acceleration / deceleration pattern by exchanging the acceleration / deceleration patterns indicated by the two travel patterns. As a method of replacing the acceleration / deceleration pattern, any one of the one-point crossover method, the two-point crossover method, and the multipoint crossover method may be used. In addition, the traveling pattern generation unit 103 may replace the acceleration / deceleration pattern for each vehicle, may replace the acceleration / deceleration pattern for each section, or may perform replacement in units of acceleration and deceleration. good.

In addition, when the travel pattern generation unit 103 determines to perform the mutation operation in Step S8 (Step S8: Mutation), the consumption consumption pattern is calculated from the plurality of travel patterns for which the simulator unit 106 has calculated the power consumption amount. One or a plurality of traveling patterns are selected at random according to the weight according to the electric energy (step S11).
Next, the traveling pattern generation unit 103 rewrites a part of the acceleration or deceleration included in the selected traveling pattern to the acceleration or deceleration specified by the acceleration / deceleration specifying unit 102 in step S2, thereby changing the acceleration / deceleration pattern. A new one is generated (step S12).

  When the travel pattern generation unit 103 generates a new acceleration / deceleration pattern in step S10 or step S12, the travel pattern generation unit 103 generates a travel pattern that satisfies the operation schedule according to the equations (1) and (2) based on the acceleration / deceleration pattern. (Step S13). Next, the speed limit filter unit 105 determines whether or not the maximum speed calculated by the travel pattern generation unit 103 is equal to or lower than the speed limit in the section stored in the speed limit storage unit 104 (step S14). When it is determined that the maximum speed is equal to or lower than the speed limit (step S14: YES), the speed limit filter unit 105 extracts the travel pattern generated by the travel pattern generation unit 103 as a simulation target (step S15). On the other hand, when it is determined that the maximum speed exceeds the speed limit (step S14: NO), speed limit filter unit 105 does not set the travel pattern as a simulation target.

  In addition, when the travel pattern generation unit 103 determines to perform the selection operation in step S8 (step S8: selection), the travel pattern generation unit 103 calculates the power consumption amount from the plurality of travel patterns calculated by the simulator unit 106 in step S7. One or a plurality of travel patterns are randomly extracted as simulation targets by weights corresponding to the power consumption (step S16).

  When the speed limit filter unit 105 extracts N travel patterns by the processes of steps S8 to S16 described above, the simulator unit 106 performs a travel simulation of all the vehicles for each travel pattern, and calculates the power consumption at each time. Calculate (step S17). At this time, the simulator unit 106 determines whether or not the result of the travel simulation satisfies the constraint condition for the travel pattern generated by the crossover operation or the mutation operation, as in step S7. At this time, traveling patterns that do not satisfy the constraint conditions are excluded from the solution candidates, and the crossover operation or the mutation operation is performed again until the constraint conditions are satisfied, thereby extracting only N solution candidates that satisfy the constraint conditions.

  Next, the running pattern specifying unit 107 determines whether or not a predetermined genetic algorithm termination condition is satisfied (step S18). As an end condition, for example, the number of simulations executed by the simulator unit 106 reaches a predetermined number, the difference in the minimum value of the power consumption calculated by the simulator unit 106 is less than a predetermined value, the best value of the solution candidate For example, the improvement ratio is equal to or less than a predetermined threshold (when the solution search is saturated).

  When the traveling pattern specifying unit 107 determines that the genetic algorithm end condition is not satisfied (step S18: NO), the process returns to step S8, and the genetic operation is repeatedly executed. On the other hand, if it is determined that the genetic algorithm end condition is satisfied (step S18: YES), the travel pattern specifying unit 107 actually uses the travel pattern in which the power consumption calculated by the simulator unit 106 is minimized. The travel pattern is specified (step S19).

  As described above, according to the present embodiment, the speed limit filter unit 105 is used when the traveling pattern generated by the traveling pattern generation unit 103 travels at the acceleration of the traveling pattern during the acceleration time of the traveling pattern. Then, a running pattern in which the maximum speed is within a predetermined speed limit is extracted. Thereby, the operation management apparatus can specify the traveling pattern satisfying the speed limit condition as the traveling pattern used for the operation of each vehicle.

  Further, according to the present embodiment, the travel pattern specifying unit 107 has a minimum difference between the power consumption required for acceleration and the regenerative power generated by the deceleration among the travel patterns extracted by the speed limit filter unit 105. The travel pattern used for the operation of each vehicle is specified. Thereby, the operation management apparatus can specify the traveling pattern that efficiently uses the regenerative electric power of a plurality of vehicles for powering as the traveling pattern that is used for the operation of each vehicle.

  In addition, according to the present embodiment, the travel pattern generation unit 103 determines the difference between the time to reach one station and the time to reach the other station in the section between adjacent stations indicated by the operation schedule. A travel pattern is generated by specifying a combination of acceleration time and deceleration time required to travel in travel time. Thereby, the operation management apparatus can specify the traveling pattern satisfying the operation schedule as the traveling pattern used for the operation of each vehicle.

  In addition, according to the present embodiment, when there is a section with different speed limits in a section between adjacent stations indicated by the operation schedule, the travel pattern generation unit 103 is from one station to a point where the speed limit is switched. A traveling pattern is generated for each of the sections and the section from the point where the speed limit changes to the other station. As a result, the operation management device uses a travel pattern that can travel with appropriate power consumption while satisfying the speed limit even when there are sections with different speed limits, such as curves, between stations. Can be specified as

  As described above, the first embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to that described above, and various designs can be made without departing from the scope of the present invention. It is possible to make changes.

  For example, in the present embodiment, the case where the driving pattern is formulated using a genetic algorithm has been described. However, the present invention is not limited to this, and as described above, the driving pattern is formulated using another algorithm such as a branch and bound method. Also good.

  Moreover, although this embodiment demonstrated the case where the simulator part 106 calculated the amount of power consumption when a several vehicle drive | works simultaneously, it is not restricted to this. For example, the simulator unit 106 calculates the amount of power consumption when the vehicle alone is driven for each vehicle, and the driving pattern specifying unit 107 specifies the driving pattern of each vehicle based on the power consumption. May be. However, in this case, whether or not the regenerative power is used efficiently will not be examined.

  In the present embodiment, the travel pattern generation unit 103 has described a case where a travel pattern is generated by dividing a section at a point where the speed limit changes when there are sections with different speed limits between stations. Not limited to this. For example, when there are sections with different speed limits between stations, the travel pattern generation unit 103 sets the speed limit between the stations to the slowest speed among a plurality of speed limits, thereby setting the speed limit. It is possible to specify a traveling pattern in consideration.

<< Second Embodiment >>
Next, a second embodiment of the present invention will be described.
In the operation management device according to the second embodiment, when the operation diagram acquired by the operation diagram acquisition unit 101 is generated with some allowance, the operation diagram is appropriately modified to further reduce power consumption. A traveling pattern that can reduce the amount is specified.

The operation management apparatus according to the second embodiment differs from the operation management apparatus according to the first embodiment in the operation of the travel pattern generation unit 103.
Specifically, in step S4 and step S13 described above, instead of the time t (travel target time) in the equation (1), a travel pattern t ′ within a range of t−Δt to t + Δt is used. Is generated. That is, the travel pattern generation unit 103 travels a predetermined section of the route by a time that is not less than a time that is earlier than the target travel time t by a predetermined delay time Δt and less than or equal to a predetermined delay time Δt from the travel target time t. A travel pattern required to travel at t ′ is generated. Note that the travel pattern generation unit 103 may randomly select the travel time t ′ from a range of t−Δt or more and t + Δt or less by a weight based on a normal distribution centered on the travel target time t.
Thereby, the operation management apparatus by 2nd Embodiment specifies the driving | running | working pattern which corrects an operation schedule appropriately and can further reduce power consumption.

<< Third Embodiment >>
Next, a third embodiment of the present invention will be described.
FIG. 5 is a schematic block diagram showing the configuration of the operation management apparatus according to the third embodiment of the present invention.
The operation management device according to the third embodiment includes a loss calculation unit 108 in addition to the configuration of the operation management device according to the first embodiment, and the operations of the operation diagram acquisition unit 101 and the travel pattern specification unit 107 are different. .

The operation diagram acquisition unit 101 acquires an operation diagram that has been reassembled by an external operation diagram generation device to eliminate the delay when a delay (disturbance of the operation diagram) occurs in a currently operating vehicle. Note that the external schedule diagram generating device generates schedules for eliminating a plurality of delays, and the schedule diagram acquisition unit 101 acquires the schedule schedules.
The loss calculation unit 108 calculates the economic loss caused by the delay with respect to the normal operation schedule in the operation diagram for eliminating the delay acquired by the operation diagram acquisition unit 101.
The travel pattern specifying unit 107 selects a travel pattern that minimizes the sum of the power consumption cost with respect to the power consumption calculated by the simulator unit 106 and the economic loss calculated by the loss calculation unit 108.

Next, the operation of the operation management device according to the present embodiment when a vehicle delay occurs will be described.
FIG. 6 is a first flowchart showing the operation of the operation management apparatus according to the third embodiment of the present invention.
FIG. 7 is a second flowchart showing the operation of the operation management apparatus according to the third embodiment of the present invention.
In the following, steps that perform the same operation as in the first embodiment will be described using the same reference numerals as those in the first embodiment.

  When the operation management device starts the review process of the travel pattern due to the delay of the vehicle, the operation diagram acquisition unit 101 first acquires a plurality of operation diagrams generated by the external operation diagram generation device (step S101). Note that the delay time differs for each schedule. Further, the acceleration / deceleration specifying unit 102 specifies a plurality of patterns of acceleration and deceleration that can be realized by power running and braking of the vehicle (step S2).

Next, the operation management device repeatedly executes the processes of step S102 and steps S3 to S19 shown below for each of the plurality of operation diagrams acquired in step S101.
First, the loss calculation unit 108 calculates an economic loss due to delay based on the operation diagram acquired by the operation diagram acquisition unit 101 (step S101). Specifically, the loss calculation unit 108 calculates the sum of products of the time evaluation value indicating the converted amount of unit time in each delayed vehicle, the number of affected persons, and the delay time. The time evaluation value varies depending on the country, region, route, time of occurrence, and time zone, and is a predetermined value.

  Next, the operation management apparatus repeatedly executes the processes of Steps S3 to S6 shown below until N traveling patterns generated by the traveling pattern generation unit 103 are extracted as simulation targets.

  First, the traveling pattern generation unit 103 performs acceleration / deceleration specifying unit in step S2 for every section between stations indicated by the operation diagram for all the vehicles incorporated in the operation diagram acquired by the operation diagram acquisition unit 101. One pattern is randomly selected from the acceleration / deceleration patterns identified by 102 (step S3).

  Next, the traveling pattern generation unit 103 specifies the acceleration time and the deceleration time according to the equations (1) and (2) so as to satisfy the arrival and departure times of each station indicated by the operation schedule using the selected acceleration / deceleration pattern. A travel pattern is generated (step S4).

  Next, the speed limit filter unit 105 determines whether or not the maximum speed calculated by the travel pattern generation unit 103 is equal to or lower than the speed limit in the section stored in the speed limit storage unit 104 (step S5). When it is determined that the maximum speed is equal to or lower than the speed limit (step S5: YES), the speed limit filter unit 105 extracts the travel pattern generated by the travel pattern generation unit 103 as a simulation target (step S6). On the other hand, when it is determined that the maximum speed exceeds the speed limit (step S5: NO), speed limit filter unit 105 does not set the travel pattern as a simulation target.

When the speed limit filter unit 105 extracts N travel patterns by the processing in steps S3 to S6 described above, the simulator unit 106 performs a travel simulation of all the vehicles for each travel pattern, and calculates the power consumption at each time. Calculate (step S7).
Next, the operation management device repeatedly executes the operations in steps S8 to S16 described below. First, the running pattern generation unit 103 randomly determines whether to perform selection, crossover, or mutation (step S8).

  When it is determined that the crossover operation is to be performed (step S8: crossover), the travel pattern generation unit 103 uses a weight corresponding to the power consumption amount from among the plurality of travel patterns calculated by the simulator unit 106. Two travel patterns are selected at random (step S9). Next, the travel pattern generation unit 103 newly generates an acceleration / deceleration pattern for each vehicle from the selected two travel patterns (step S10).

  In addition, when the travel pattern generation unit 103 determines to perform the mutation operation in Step S8 (Step S8: Mutation), the consumption consumption pattern is calculated from the plurality of travel patterns for which the simulator unit 106 has calculated the power consumption amount. One travel pattern is selected at random with a weight corresponding to the amount of electric power (step S11). Next, the traveling pattern generation unit 103 rewrites a part of the acceleration or deceleration included in the selected traveling pattern to the acceleration or deceleration specified by the acceleration / deceleration specifying unit 102 in step S2, thereby changing the acceleration / deceleration pattern. A new one is generated (step S12).

  When the travel pattern generation unit 103 generates a new acceleration / deceleration pattern in step S10 or step S12, the travel pattern generation unit 103 generates a travel pattern that satisfies the operation schedule according to the equations (1) and (2) based on the acceleration / deceleration pattern. (Step S13). Next, the speed limit filter unit 105 determines whether or not the maximum speed calculated by the travel pattern generation unit 103 is equal to or lower than the speed limit in the section stored in the speed limit storage unit 104 (step S14). When it is determined that the maximum speed is equal to or lower than the speed limit (step S14: YES), the speed limit filter unit 105 extracts the travel pattern generated by the travel pattern generation unit 103 as a simulation target (step S15). On the other hand, when it is determined that the maximum speed exceeds the speed limit (step S14: NO), speed limit filter unit 105 does not set the travel pattern as a simulation target.

  In addition, when the travel pattern generation unit 103 determines to perform the selection operation in step S8 (step S8: selection), the travel pattern generation unit 103 calculates the power consumption amount from the plurality of travel patterns calculated by the simulator unit 106 in step S7. One running pattern is randomly extracted as a simulation target with a weight according to the power consumption (step S16).

  When the speed limit filter unit 105 extracts N travel patterns by the processes of steps S8 to S16 described above, the simulator unit 106 performs a travel simulation of all the vehicles for each travel pattern, and calculates the power consumption at each time. Calculate (step S17).

  Next, the running pattern specifying unit 107 determines whether or not a predetermined genetic algorithm termination condition is satisfied (step S18). When the traveling pattern specifying unit 107 determines that the genetic algorithm end condition is not satisfied (step S18: NO), the process returns to step S8, and the genetic operation is repeatedly executed. On the other hand, when the traveling pattern specifying unit 107 determines that the genetic algorithm end condition is satisfied (step S18: YES), the traveling pattern corresponding to the traveling pattern that minimizes the power consumption calculated by the simulator unit 106 is displayed. It is specified as an optimum traveling pattern in the diamond (step S19).

And by the process of step S102 and step S3-step S19 mentioned above, if the driving | running | working pattern specific | specification part 107 extracts the optimal driving | running | working pattern in each driving | running | working schedule which the driving | running | working schedule acquisition part 101 acquired by step S101, a driving | running | working pattern specific | specification part Reference numeral 107 designates a traveling pattern that minimizes the sum of the power consumption calculated by the simulator unit 106 and the economic loss calculated by the loss calculating unit 108 among the respective traveling patterns as a traveling pattern that is actually used.

Thus, according to the present embodiment, the loss calculation unit 108 calculates the loss that occurs when the vehicle is delayed by the excess time based on a plurality of excess times from the target travel time of the predetermined section of the route. To do. In addition, the traveling pattern specifying unit 107 specifies the one that minimizes the sum of the cost for power consumption required for traveling and the loss calculated by the loss calculating unit 108 as the traveling pattern used for operating the vehicle. Thereby, the operation management apparatus can specify not only a traveling pattern that can eliminate the delay but also a traveling pattern with the smallest loss based on the economic index.

<< Fourth Embodiment >>
Next, a fourth embodiment of the present invention will be described.
FIG. 8 is a schematic block diagram showing a configuration of an operation management apparatus according to the fourth embodiment of the present invention.
The operation management device according to the fourth embodiment includes a delayed vehicle specifying unit 109, an adjacent vehicle specifying unit 110, and a travel pattern changing unit 111 in addition to the configuration of the operation management device according to the first embodiment, and a travel pattern generating unit. 103 and the operation of the simulator unit 106 are different.

The delayed vehicle specifying unit 109 specifies a vehicle that is running with a delay of a predetermined threshold or more from the operation diagram acquired by the operation diagram acquisition unit 101.
The adjacent vehicle specifying unit 110 specifies a vehicle that is supplied with power from the same power source as the vehicle specified by the delayed vehicle specifying unit 109.
The travel pattern changing unit 111 changes the travel pattern used for the operation of the vehicle specified by the adjacent vehicle specifying unit 110 based on the travel delay amount of the vehicle specified by the delayed vehicle specifying unit 109.

Next, the operation of the operation management device according to the present embodiment when a vehicle delay occurs will be described.
FIG. 9 is a flowchart showing the operation of the operation management apparatus according to the fourth embodiment of the present invention.

When the operation management device starts the review process of the driving pattern due to the delay of the vehicle, first, the delayed vehicle specifying unit 109 first acquires the operation acquired by the operation diagram acquiring unit 101 in step S1 described above when specifying the first driving pattern. The diamond is compared with the position of each vehicle at the current time. And the delay vehicle specific | specification part 109 specifies the vehicle (delayed vehicle) in which the delay of predetermined time has generate | occur | produced from the service schedule. Moreover, the adjacent vehicle specific | specification part 110 specifies the vehicle (adjacent vehicle) which is receiving supply of electric power from the same power supply as a delay vehicle based on the position of each vehicle in the present time (step S201).
Next, the acceleration / deceleration specifying unit 102 selects a plurality of acceleration / deceleration patterns that can be realized by powering and braking of the adjacent vehicle specified in Step S201 (Step S202). The acceleration / deceleration pattern selected by the acceleration / deceleration specifying unit 102 in step S202 is prepared in advance according to the degree of delay of the vehicle, and is smaller than the number of patterns specified in step S2 in specifying the first traveling pattern. It is. Thereby, a calculation amount can be reduced and a travel pattern can be changed in a short time. In addition, since the acceleration / deceleration pattern selected in step S202 is smaller than the acceleration / deceleration pattern specified in step S2, a traveling pattern can be formulated without using a genetic algorithm.

  Next, the operation management apparatus repeatedly executes the processes of steps S203 to S205 shown below for all the acceleration / deceleration patterns of the adjacent vehicles selected by the acceleration / deceleration specifying unit 102.

  First, the traveling pattern generation unit 103 uses the acceleration / deceleration pattern selected by the acceleration / deceleration specifying unit 102 to satisfy the departure time and arrival time of each station indicated by the operation schedule according to the equations (1) and (2). A deceleration pattern is specified and a travel pattern is generated (step S203).

  Next, the speed limit filter unit 105 determines whether or not the maximum speed calculated by the travel pattern generation unit 103 is equal to or lower than the speed limit in the section stored in the speed limit storage unit 104 (step S204). When it is determined that the maximum speed is equal to or lower than the speed limit (step S204: YES), the speed limit filter unit 105 extracts the travel pattern generated by the travel pattern generation unit 103 as a simulation target (step S205). On the other hand, when it is determined that the maximum speed exceeds the speed limit (step S204: NO), speed limit filter unit 105 does not set the travel pattern as a simulation target.

  When the driving pattern to be simulated is extracted by the processing in steps S203 to S204 described above, the simulator unit 106 performs a driving simulation for each driving pattern and calculates the power consumption at each time (step S206). In step S7 and step S17 when the first traveling pattern is specified, the simulator unit 106 performs simulation for all the vehicles. However, in step S206, the simulator unit 106 applies only to the delayed vehicle and the adjacent vehicle. Perform a simulation. Thereby, a calculation amount can be reduced and a driving | running pattern can be formulated promptly. The travel pattern specifying unit 107 specifies a travel pattern that minimizes the power consumption calculated by the simulator unit 106, and the travel pattern changing unit 111 determines the travel pattern of the adjacent vehicle specified by the adjacent vehicle specifying unit 110. The travel pattern is changed (step S207).

  Thus, according to the present embodiment, the travel pattern changing unit 111 changes the travel pattern used for the operation of other vehicles based on the travel delay amount of the vehicle specified by the delayed vehicle specifying unit 109. Thereby, even when a vehicle delay occurs during actual operation, the traveling pattern of another vehicle can be changed so that the amount of power consumption is minimized.

  Further, according to the present embodiment, the travel pattern changing unit 111 changes the travel pattern used for the operation of the vehicle specified by the adjacent vehicle specifying unit 110. Thereby, only the adjacent vehicle which receives the fluctuation | variation of the power consumption by regenerated electric power and power running can be made into the object of simulation, and the driving pattern of an adjacent vehicle can be changed quickly.

<< Fifth Embodiment >>
Next, a fifth embodiment of the present invention will be described.
FIG. 10 is a schematic block diagram showing a configuration of an operation management apparatus according to the fifth embodiment of the present invention.
The operation management device according to the fifth embodiment includes a delayed vehicle specifying unit 109 in addition to the configuration of the operation management device according to the first embodiment.

The delayed vehicle specifying unit 109 specifies a vehicle that is running with a delay of a predetermined threshold or more from the operation diagram acquired by the operation diagram acquisition unit 101.
The travel pattern changing unit 111 changes the travel pattern used for the operation of all vehicles.

Next, the operation of the operation management device according to the present embodiment when a vehicle delay occurs will be described.
The delayed vehicle specifying unit 109 compares the operation diagram acquired by the operation diagram acquisition unit 101 in step S1 described above when specifying the first travel pattern with the position of each vehicle at the current time, and there is a delayed vehicle. It is determined whether or not to do. When the delayed vehicle specifying unit 109 determines that there is a delayed vehicle, the operation management device specifies the travel pattern by executing the processes of steps S1 to S19 shown in the first embodiment. Then, the travel pattern changing unit 111 changes the travel patterns of all the vehicles to the travel pattern specified by the travel pattern specifying unit 107.

  As described above, according to the present embodiment, when the delayed vehicle specifying unit 109 specifies a delayed vehicle, the travel pattern changing unit 111 is configured to have the travel pattern generating unit 103, the speed limit filter unit 105, and the travel pattern specifying unit 107. Through this process, a travel pattern used for the operation of all the vehicles is newly specified, and the travel pattern of each vehicle is changed to the travel pattern. Thereby, when the delay of a vehicle generate | occur | produces during actual driving | running | working, the traveling pattern of all the vehicles can be changed into the traveling pattern in which power consumption amount becomes the minimum.

<< Sixth Embodiment >>
Next, a sixth embodiment of the present invention will be described.
FIG. 11 is a schematic block diagram showing a configuration of an operation management apparatus according to the sixth embodiment of the present invention.
The operation management device according to the sixth embodiment includes a weight increase / decrease identification unit 112 and a travel pattern change unit 111 in addition to the configuration of the operation management device according to the first embodiment, and the operations of the travel pattern generation unit 103 and the simulator unit 106. Are different.

The weight increase / decrease identification unit 112 identifies an increase / decrease in the weight of the vehicle.
The travel pattern changing unit 111 changes the travel pattern used for the operation of the vehicle based on the increase / decrease in the weight of the vehicle specified by the weight increase / decrease specifying unit 112.

Next, the operation of the operation management device according to the present embodiment when a change in the weight of the vehicle occurs will be described.
FIG. 12 is a flowchart showing the operation of the operation management apparatus according to the sixth embodiment of the present invention.

  When the operation management apparatus starts the review process of the traveling pattern due to the change in the weight of the vehicle, the weight increase / decrease identifying unit 112 first identifies the vehicle whose weight has changed and the weight of the vehicle (step S301). Next, the acceleration / deceleration specifying unit 102 selects a plurality of acceleration / deceleration patterns that can be realized by powering and braking of the vehicle specified in Step S301 (Step S302). The acceleration / deceleration pattern selected by the acceleration / deceleration specifying unit 102 in step S302 is prepared in advance according to the weight of the vehicle, and is smaller than the number of patterns specified in step S2 in specifying the first traveling pattern. is there. Thereby, a calculation amount can be reduced and a travel pattern can be changed in a short time. In addition, since the acceleration / deceleration pattern selected in step S302 is smaller than the acceleration / deceleration pattern specified in step S2, a travel pattern can be formulated without using a genetic algorithm.

  Next, the operation management apparatus repeatedly executes the processes of steps S303 to S305 described below for all acceleration / deceleration patterns selected by the acceleration / deceleration specifying unit 102 for the vehicle specified by the weight increase / decrease specifying unit 112.

  First, the traveling pattern generation unit 103 uses the acceleration / deceleration pattern selected by the acceleration / deceleration specifying unit 102 to satisfy the departure time and arrival time of each station indicated by the operation schedule according to the equations (1) and (2). A traveling pattern is generated by specifying the deceleration time (step S303).

  Next, the speed limit filter unit 105 determines whether or not the maximum speed calculated by the travel pattern generation unit 103 is equal to or lower than the speed limit in the section stored in the speed limit storage unit 104 (step S304). When it is determined that the maximum speed is equal to or lower than the speed limit (step S304: YES), the speed limit filter unit 105 extracts the travel pattern generated by the travel pattern generation unit 103 as a simulation target (step S305). On the other hand, when it is determined that the maximum speed exceeds the speed limit (step S304: NO), speed limit filter unit 105 does not set the travel pattern as a simulation target.

When the driving pattern to be simulated for the vehicle specified by the weight increase / decrease specifying unit 112 is extracted by the processing in steps S303 to S304 described above, the simulator unit 106 receives power from the same power source as the vehicle and the vehicle. A running simulation is performed on the other vehicle that receives the supply, and the power consumption at each time is calculated (step S306). The simulator unit 106 travels in step S19 shown in the first embodiment as a travel pattern of another vehicle that is supplied with power from the same power source as the vehicle specified by the weight increase / decrease specifying unit 112 when performing the simulation. The running pattern specified by the pattern specifying unit 107 is used.
The travel pattern specifying unit 107 specifies a travel pattern that minimizes the power consumption calculated by the simulator unit 106, and the travel pattern changing unit 111 uses the travel pattern of the vehicle specified by the weight increase / decrease specifying unit 112 as the travel pattern. The pattern is changed (step S307).

  Thus, according to the present embodiment, the travel pattern changing unit 111 changes the travel pattern used for the operation of the vehicle based on the increase / decrease in the weight of the vehicle specified by the weight increase / decrease specifying unit 112. Thereby, even when a change in the weight of the vehicle occurs during actual operation, the traveling pattern of the vehicle can be changed so that the power consumption is minimized.

  In addition, although this embodiment demonstrated the case where a running pattern was simulated when the increase / decrease in weight generate | occur | produced, it is not restricted to this. For example, by calculating the operation pattern according to the weight pattern in advance, measuring the weight when a change in weight occurs, and determining the operation pattern by fitting the weight to the operation pattern calculated in advance, The running pattern may be changed without performing simulation during actual operation of the vehicle.

<< Seventh Embodiment >>
Next, a seventh embodiment of the present invention will be described.
FIG. 13: is a schematic block diagram which shows the structure of the operation management apparatus by the 7th Embodiment of this invention.
The operation management apparatus according to the seventh embodiment includes a weight increase / decrease identification unit 112 that identifies an increase / decrease in the weight of the vehicle in addition to the configuration of the operation management apparatus according to the first embodiment.

Next, the operation of the operation management device according to the present embodiment when a vehicle delay occurs will be described.
The weight increase / decrease specifying unit 112 monitors the weight of each vehicle and determines whether or not there is a vehicle in which the weight increase / decrease occurs. When the weight increase / decrease specifying unit 112 determines that there is a vehicle in which the weight increase / decrease occurs, the operation management device executes the process of step S1 to step S19 shown in the first embodiment to thereby change the travel pattern. Identify. Then, the travel pattern changing unit 111 changes the travel patterns of all the vehicles to the travel pattern specified by the travel pattern specifying unit 107.

  As described above, according to the present embodiment, when the weight increase / decrease specifying unit 112 specifies the increase / decrease in the weight of the vehicle, the travel pattern changing unit 111 determines the travel pattern generation unit 103, the speed limit filter unit 105, and the travel pattern. The traveling pattern used for the operation of all vehicles is identified by the processing of the identifying unit 107. Thereby, when the increase / decrease in the weight of a vehicle generate | occur | produces during actual driving | running | working, the traveling pattern of all the vehicles can be changed into the traveling pattern in which power consumption is the minimum.

  Although several embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to that described above, and various designs can be made without departing from the scope of the present invention. It is possible to make changes.

  In addition, the above-mentioned operation management apparatus has a computer system inside. The operation of each processing unit described above is stored in a computer-readable recording medium in the form of a program, and the above processing is performed by the computer reading and executing this program. Here, the computer-readable recording medium means a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.

  The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, and what is called a difference file (difference program) may be sufficient.

  DESCRIPTION OF SYMBOLS 101 ... Timetable acquisition part 102 ... Acceleration / deceleration specification part 103 ... Traveling pattern generation part 104 ... Speed limit memory | storage part 105 ... Speed limit filter part 106 ... Simulator part 107 ... Traveling pattern specification part 108 ... Loss calculation part 109 ... Delay vehicle specification Part 110: Adjacent vehicle specifying part 111 ... Traveling pattern changing part 112 ... Weight increase / decrease specifying part

Claims (14)

An operation management device that manages the operation of a vehicle traveling on a predetermined route,
An acceleration / deceleration specifying unit for specifying a plurality of combinations of acceleration and deceleration that can be realized by power running and braking of the vehicle;
For each of the combinations of acceleration and deceleration specified by the acceleration / deceleration specifying unit, by specifying a combination of acceleration time and deceleration time required for traveling in a predetermined travel time on the route, acceleration and deceleration are determined. A traveling pattern generation unit that generates a traveling pattern composed of a combination of deceleration and acceleration time and deceleration time;
Of the travel patterns generated by the travel pattern generation unit, a speed limit that extracts a travel pattern whose maximum speed is within a predetermined speed limit when traveling at the acceleration of the travel pattern during the acceleration time of the travel pattern. A filter section;
A travel pattern specifying unit that specifies, as a travel pattern used for the operation of the vehicle, a travel pattern that minimizes power consumption required for travel among travel patterns extracted by the speed limit filter unit; apparatus. The acceleration / deceleration specifying unit specifies a plurality of combinations of acceleration and deceleration for a plurality of vehicles,
The travel pattern specifying unit includes power consumption required for acceleration of a plurality of vehicles that are supplied with power from the same power source among the travel patterns extracted by the speed limit filter unit, and regenerative power generated by deceleration of the plurality of vehicles. The operation management device according to claim 1, wherein a difference between the vehicle and the vehicle is specified as a travel pattern used for operation of each vehicle. An operation plan acquisition unit for acquiring operation plan information indicating a time at which the vehicle should reach a reference point provided in the route;
The travel pattern generation unit, for each combination of acceleration and deceleration specified by the acceleration / deceleration specifying unit, a section between adjacent reference points indicated by the operation plan information acquired by the operation plan acquisition unit, The combination of the acceleration time and the deceleration time required to travel with a travel time that is the difference between the time to reach one reference point and the time to reach the other reference point is specified. The operation management device according to claim 2. When there is a section having a different speed limit in a section between adjacent reference points indicated by the operation plan information acquired by the operation plan acquisition unit, the travel pattern generation unit starts from the one reference point to the speed limit. The total travel of each section for each combination of acceleration and deceleration specified by the acceleration / deceleration specifying unit for the section to the point where the speed change and the section from the point where the speed limit changes to the other reference point The combination of the acceleration time and the deceleration time is specified such that the time is the traveling time of the difference between the time at which the one reference point should be reached and the time at which the other reference point should be reached. 3. The operation management device according to 3. The travel pattern generation unit sets a predetermined section of the route for each combination of acceleration and deceleration specified by the acceleration / deceleration specification section to a time earlier than a target delay time by a predetermined grace period. 5. The combination of acceleration time and deceleration time required to travel with a travel time that is less than or equal to a predetermined delay time from the travel target time is specified. 5. The operation management device described. A loss calculation unit that calculates a loss that occurs when the vehicle is delayed by the excess time based on a plurality of excess times from a target travel time of a predetermined section of the route;
The travel pattern generation unit is configured such that, for each of the combination of acceleration and deceleration specified by the acceleration / deceleration specifying unit and the plurality of excess times, the predetermined time interval of the route is set as the target travel time of the interval. Specify the combination of acceleration time and deceleration time required to travel with the travel time plus
The travel pattern specifying unit extracts a travel pattern extracted by the speed limit filter unit that minimizes the sum of the cost for power consumption required for travel and the loss calculated by the loss calculation unit. The operation management device according to any one of claims 1 to 5, wherein the operation management device is specified as a traveling pattern used for the operation. A delayed vehicle identifying unit that identifies a vehicle that is traveling with a delay of the traveling time by a predetermined threshold or more;
The travel pattern changing unit for changing the travel pattern used for the operation of another vehicle based on the travel delay amount of the vehicle specified by the delayed vehicle specifying unit. The operation management device according to claim 1. An adjacent vehicle specifying unit for specifying a vehicle receiving power from the same power source as the vehicle specified by the delayed vehicle specifying unit;
The travel pattern changing unit changes a travel pattern used for the operation of the vehicle specified by the adjacent vehicle specifying unit based on the travel delay amount of the vehicle specified by the delayed vehicle specifying unit. The operation management device described in 1. The travel pattern change unit, when the delayed vehicle identification unit identifies, the travel pattern newly used for the operation of all vehicles by the processing of the travel pattern generation unit, the speed limit filter unit, and the travel pattern identification unit The operation management device according to claim 7, wherein the operation management device is specified. A weight increase / decrease identifying unit that identifies an increase / decrease in the weight of the vehicle;
The travel pattern changing unit for changing the travel pattern used for the operation of the vehicle based on the increase / decrease in the weight of the vehicle specified by the weight increase / decrease specifying unit. The operation management device according to item. When the weight increase / decrease specifying unit specifies the increase / decrease in the weight of the vehicle, the travel pattern changing unit is configured to process all the vehicles by the processes of the travel pattern generating unit, the speed limit filter unit, and the travel pattern specifying unit. The travel management apparatus according to claim 10, wherein a travel pattern used for the travel is specified. An operation management method using an operation management device that manages the operation of a vehicle traveling on a predetermined route,
The acceleration / deceleration specifying unit specifies a plurality of combinations of acceleration and deceleration that can be realized by power running and braking of the vehicle,
The travel pattern generation unit identifies a combination of acceleration time and deceleration time required for traveling in a predetermined travel time on the predetermined section of the route for each combination of acceleration and deceleration specified by the acceleration / deceleration specifying unit. To generate a running pattern consisting of a combination of acceleration and deceleration, acceleration time and deceleration time,
The speed limit filter unit is a travel whose maximum speed is within a predetermined speed limit when traveling at the acceleration of the travel pattern during the acceleration time of the travel pattern among the travel patterns generated by the travel pattern generation unit. Extract patterns,
The travel pattern identification unit identifies a travel pattern that has the minimum power consumption for travel among the travel patterns extracted by the speed limit filter unit as a travel pattern used for the operation of the vehicle. . An operation management device that manages the operation of vehicles traveling on a predetermined route,
An acceleration / deceleration specifying unit for specifying a plurality of combinations of acceleration and deceleration that can be realized by power running and braking of the vehicle,
For each of the combinations of acceleration and deceleration specified by the acceleration / deceleration specifying unit, by specifying a combination of acceleration time and deceleration time required for traveling in a predetermined travel time on the route, acceleration and deceleration are determined. A traveling pattern generation unit that generates a traveling pattern composed of a combination of deceleration and acceleration time and deceleration time;
Of the travel patterns generated by the travel pattern generation unit, a speed limit that extracts a travel pattern whose maximum speed is within a predetermined speed limit when traveling at the acceleration of the travel pattern during the acceleration time of the travel pattern. Filter section,
The program for functioning as a driving | running | working pattern specific | specification part which specifies as a driving | running | working pattern used for driving | running | working of the said vehicle the driving | running | working pattern extracted by the said speed limit filter part that the power consumption required for driving | running | working becomes the minimum.   The traffic system provided with the operation management apparatus in any one of Claims 1-11.

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