JP5959419B2 - Train operation management system and control method of train operation management system - Google Patents

Description

  The present invention relates to a train operation management system and a control method for the train operation management system.

  When the train schedule is disturbed due to bad weather or personal injury, it is necessary to organize the operation and make an operation plan for returning to the original schedule (Patent Document 1). In a conventional train operation management system, a technique for predicting a schedule by an operation arranging device has been developed. In one prior art, an operation arrangement plan is presented after referring to the actual schedule and comparing the delay of the schedule with a past delay pattern (Patent Document 2). In the prior art, when there are a plurality of operation arrangement plans with similar patterns, each operation arrangement plan is evaluated on a predetermined scale, and a proposal with a certain evaluation score or more is presented.

  In another conventional technique, a technique for predicting passenger flow has been developed in order to perform appropriate driving arrangement (Patent Document 3). In the prior art, statistical data is obtained by counting the number of passengers, and the statistical data is retained. In the prior art, passenger flow is predicted by searching past similar data.

JP 2001-1903 A JP 2011-111058 A JP 2010-61321 A

  When the train schedule is disturbed, it is possible to present a driving arrangement plan to some extent automatically by calculating a predicted schedule. However, the conventional operation arrangement plan is merely created to restore the schedule, and the operation arrangement plan is not created from the viewpoint of loss to the train operation management company.

  For example, when comparing a train with a high boarding rate and a train with a low boarding rate, the delay of a train with a high boarding rate is generally larger than that of a train with a low boarding rate. Moreover, in a limited express train etc., since it is necessary to refund a limited express ticket when it delays more than predetermined time, a loss becomes large. Further, in some countries, a fine may be paid if a specific train (for example, a freight train carrying a specific cargo) is delayed for a predetermined time or more.

In order to solve the above problems, the train operation management system according to the present invention is a train operation management system for managing the operation of a train, in order to change the operation plan in order to cope with the disturbance of the train operation plan. A driving arrangement support device that creates and presents at least one driving arrangement plan is provided, and the driving arrangement support device trains based on a plurality of predetermined indicators including at least the type of train, the delay time, and the transportation amount. A loss management database for preliminarily storing loss values given to train operation management companies by delays in operation, an operation arrangement plan calculation unit for calculating at least one operation arrangement plan based on the current operation plan, and an operation arrangement plan the total loss value operation rescheduling created by computing unit, obtained by summing the loss value calculated on the basis of the loss management database for all trains in operation replanning candidate It comprises rolling and replanning candidate evaluation unit, and the timetable replanning candidate presentation unit that presents in association total loss value and driving rescheduling, the.

  In order to solve the above problems, the train operation management system according to the present invention is a train operation management system for managing the operation of a train, in order to change the operation plan in order to cope with the disturbance of the train operation plan. A driving arrangement support device that creates and presents at least one driving arrangement plan is provided, and the driving arrangement support device trains based on a plurality of predetermined indicators including at least the type of train, the delay time, and the transportation amount. A loss management database for preliminarily storing loss values given to train operation management companies by delays in operation, an operation arrangement plan calculation unit for calculating at least one operation arrangement plan based on the current operation plan, and an operation arrangement plan Operation arrangement plan evaluation unit that calculates the loss value of the operation arrangement plan created by the calculation unit based on the loss management database, and operation arrangement that presents the operation arrangement plan and the loss value in association with each other It includes a presentation unit, the.

  According to the present invention, since the loss value that the delay of the train gives to the train operation management company and the operation arrangement plan can be presented in association with each other, it is possible to easily select the operation arrangement plan with a small loss value.

Explanatory drawing which shows the whole outline | summary of a train operation management system. Explanatory drawing which shows the structure of a passenger flow measurement apparatus and a passenger flow statistics database. Explanatory drawing which shows the example of the driving | operation arrangement | positioning assistance apparatus and the setting method of a loss point. Configuration example of loss point database. An example of a screen displaying a list of operation arrangement plans. The example of the screen which displays the details of a driving arrangement plan. An example of a driving arrangement support device and a driving arrangement plan detail screen according to the second embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this embodiment, as will be described in detail below, the train operation management system includes a driving arrangement support device as a means for enabling the commander to perform driving arrangement with as little loss as possible. For each operation arrangement plan, the operation arrangement support device quantitatively calculates the loss due to the delay of each train as a loss point and presents it to the commander. The operation arrangement plan may be calculated automatically by the computer device, or may be manually created by the commander. The operation arrangement support device can include, for example, a prediction unit that calculates a prediction diagram, a creation unit that creates an operation arrangement plan, and a loss point database that defines loss points according to conditions.

  According to this embodiment configured in this way, the commander selects and executes an appropriate driving arrangement plan while examining the balance between various situations such as actual track status and vehicle operation status and loss points. can do.

  In the following embodiments, for example, the train centralized control device 1 that acquires the status of the train line and the state of the field equipment, the train operation status is sequentially monitored, and the route control of the train is based on the location information of the schedule line and the train. A route control device 2 that performs train scheduling, a schedule management device 3 that manages the schedule, execution, and track record of a train, and an operation control device 4 that inputs operation control when the timetable is disturbed and that instructs the route control device An operation arrangement support apparatus 6 that evaluates an operation arrangement plan for the operation arrangement apparatus 4 and a passenger flow measurement apparatus 5 that calculates and statistically maintains passenger flow according to time zone, line section, train type, etc. A train operation management system is disclosed.

  As will be described later with reference to FIG. 3, the driving arrangement support device 6 transmits a driving arrangement plan creating unit 64 that creates an appropriate driving arrangement plan according to the current diagram situation, and the created driving arrangement plan to the driving arrangement device 4. In order to compare the operation arrangement plan presenting section 62 to be displayed, a plurality of operation arrangement plans, the operation arrangement plan temporary storage section 63 that temporarily holds the operation arrangement plan, and the loss caused by the train delay A loss point database 61 having data quantified for each factor may be provided.

  Further, the operation arrangement plan creation unit 64 creates an operation arrangement plan 641 for creating an operation arrangement plan based on the diagram disturbance information indicating the disturbance of the diagram, and the loss points of the operation arrangement plan created by the calculation unit 641 in the loss point database 61. An evaluation unit 642 that calculates by referring to registered data may be included.

  Further, the passenger flow measuring device 5 measures the passenger composition according to factors such as the section, the train type, and the time zone, and registers and holds the measurement data in the passenger flow statistics database 51 to thereby maintain the passenger flow. It may be predicted.

  A first embodiment will be described with reference to FIGS. FIG. 1 is an explanatory diagram illustrating an overall outline of a train operation management system according to the present embodiment. The train operation management system includes, for example, a local area network (LAN) using a train centralized control device 1, a route control device 2, a diagram management device 3, a driving arrangement device 4, a passenger flow measurement device 5, and a driving arrangement support device 6 as a communication network. ) Through two-way communication. Each of the devices 1 to 6 may be configured as a separate computer device, or a function for realizing the devices 1 to 6 may be provided as a computer program in one or a plurality of computer devices.

  The train centralized control device 1 is connected to various facilities arranged on a track such as a traffic light 8 and a switch 9, for example, and the state of the facilities (for example, the indication of the traffic signal, the switch is in a localized position). Monitoring and controlling the presence or absence of the train or the presence of the train. Those equipment states are transmitted from the train centralized control device 1 to the route control device 2 via the LAN 7.

  The route control device 2 transmits a control signal for appropriately controlling the train to the train centralized control device 1 based on the equipment state and execution schedule acquired from the train centralized control device 1. The control signal is a signal for controlling the operation of the traffic light 8 and the switch 9.

  The diagram management device 3 manages a plan diagram, an implementation diagram, and a result diagram. The operation arranging device 4 displays a train streak screen, and when the train schedule is disturbed, the operation organizer performs operation arrangement such as time change and train thinning by the input of the commander, and issues a command to the route control device 2. A streak means a diagonal line displayed on a diagram (diagram) and indicates a train. The passenger flow measuring device 5 and the driving arrangement support device 6 will be described in detail again.

  As shown in FIG. 2, the passenger flow measuring device 5 for measuring and managing the passenger flow state has a passenger flow statistics database 51. The passenger flow statistics database 51 holds data obtained by counting passenger flows in the form of records 511 as statistical values. As shown in the configuration of the record 511, the passenger flow measuring device 5 counts and manages the flow of passengers according to, for example, time zones, sections, and train types.

  The passenger flow statistical data managed by the passenger flow statistics database 51 is used to predict the flow of passengers when the schedule is disturbed, as will be described later. Not limited to this, statistical data on passenger flow can be used for future schedule revisions.

  FIG. 3 shows a configuration example of the driving arrangement support device 6. The operation arrangement support device 6 can include, for example, a loss point database 61 as a “loss management database”, an operation arrangement plan presentation unit 62, an operation arrangement plan temporary storage unit 63, and an operation arrangement plan creation unit 64. .

  The operation arrangement plan presentation unit 62 presents the operation arrangement plan created by the operation arrangement plan creation unit 64 to the commander through, for example, a computer screen. Instead of the screen display or together with the screen display, the operation arrangement plan may be presented to the commander by synthetic voice output or print output.

  The operation arrangement plan temporary storage unit 63 temporarily stores a plurality of operation arrangement plans created by the operation arrangement plan preparation unit 64 so that they can be compared and examined. The operation arrangement plan temporary storage unit 63 stores the operation arrangement plan in, for example, a semiconductor memory device such as a flash memory or a hard disk device.

  The operation arrangement plan creation unit 64 creates an operation arrangement plan. The operation arrangement plan created by the operation arrangement plan creating unit 64 is associated with a loss point that can be referred to when the commander performs operation arrangement. Therefore, the commander can select a driving arrangement plan with few loss points while taking into consideration the situation of the vehicle operation and the state of the track against the diamond disturbance.

  The loss point database 61 stores various data for calculating loss points for the created operation arrangement plan. Examples of parameters include train type, delay time (delay time), threshold value regarding delay time, and passenger flow statistics.

  FIG. 4 shows an example of the record 611 of the loss point database 61. Data is managed for each type of train. For example, in the case of ordinary train data 61A, a loss point when the delay time changes is stored in advance for each passenger flow value. The passenger flow value is an example of “transportation amount”, and can also be referred to as passenger transportation amount.

  In FIG. 4, the delay time values are managed in units of 10 minutes such as 10 minutes, 20 minutes, and 30 minutes, but instead, 5 minutes, 15 minutes, and 20 minutes. It may be managed in other time units such as 30 minute units, 60 minute units, 90 minute units, 120 minute units. In this embodiment, even when a train is suspended, it is considered as a form of “delay time” and is managed in the item of delay time.

  In this embodiment, the passenger flow value is managed in units of 100 people such as 100 people / day, 200 people / day, and 300 people / day. However, the present invention is not limited to this. You may manage by another passenger unit, such as a person / day and 2000 persons / day.

  Also in the case of the limited express train data 61B, the loss points when the delay time changes are stored in advance for each passenger flow value in the same manner as the normal train data 61A.

  In the case of freight train data 61C, the number of containers is used instead of the passenger flow value. The number of containers is another example of “transportation amount”. The number of containers is the number of containers transported by a freight train, and can be restated as a freight transport amount.

  “Over Threshold” will be described. When the train delay time exceeds a preset threshold value, the commander is notified that the threshold value has been exceeded. In FIG. 4, for the purpose of understanding, the fact that the threshold value has been exceeded is represented by a circle. For example, in the case of ordinary train data 61A, no threshold value is set, so even if the ordinary train is delayed by 60 minutes or more, even if the train is suspended, the threshold value will not be exceeded. In the case of limited express train data 61B, if a predetermined delay time of 60 minutes is set as a threshold, if the limited express train is delayed more than 60 minutes (including suspension), it is detected that the threshold has been exceeded and a commander is indicated as a circle. Will be notified. Also in the case of the freight train data 61C, if the freight train is delayed for a predetermined delay time or longer (including suspension), a mark (circle) indicating that the threshold has been exceeded is displayed on the screen 20 described later in FIG. The commander is notified.

  Here, an example of a loss point setting method will be described with reference to FIG. The lower side of FIG. 3 shows a state in which a loss point is set according to the delay time. As the delay time increases stepwise, the loss point LP also increases stepwise. If the commander (user) sets a certain delay time Th as a threshold value, the loss point of the delay time set as the threshold value Th increases by the added value dLP. That is, the loss point when the threshold Th is exceeded is larger by dLP than the loss point in the normal case.

  The loss point will be described in more detail. Loss points are calculated for each train against train delays. As described above, for example, for ordinary passenger trains, the passenger flow database 51 is referred to, the passenger flow number is estimated for the same time zone, the same ward zone, and the same line, and the passenger flow rate and the delay are delayed. Define loss points based on time values. In the case of a limited express train, a threshold is set for the delay time at which the refund of the limited express charge occurs. If the threshold is exceeded, a loss point dLP corresponding to the refund fee is added. In the case of freight trains, a threshold is set for the delay time at which fines are generated. In this way, a collection of loss points according to conditions is stored in the loss point database 61.

  The value of the loss point can be manually rewritten by the commander. The value of the loss point can be set as appropriate according to, for example, the type of train and the circumstances of each line section. Alternatively, the value of the loss point may be calculated by the calculation unit 641 of the operation arrangement plan creation unit 64. When the schedule is disturbed, the basic idea is to organize the operation so that the value of the total loss point becomes smaller.

  However, it is not necessarily the optimal operation arrangement plan that minimizes the loss point. This is because there may be irregular passenger flows due to some factors such as events, or there may be routes that are inaccessible due to line troubles.

  Therefore, the driving arrangement support device 6 has a function of holding a plurality of driving arrangement plans and presenting them to the commander by the driving arrangement plan presentation unit 62 and the driving arrangement plan temporary storage unit 63. The operation arrangement plan can include both an automatically generated plan and a manual input by the commander.

  The operation arrangement plan temporary storage unit 63 holds the calculated operation arrangement plan and the operation arrangement plan input by the commander. The operation arrangement plan presenting unit 62 transmits information indicating the streak display and the loss point display to the operation arrangement apparatus 4 for execution for each operation arrangement plan. The commander selects an operation arrangement plan that seems to be optimal in the scene from the presented operation arrangement plans. Thereafter, the selected operation arrangement is executed.

  An example of a method for calculating the loss point will be described. The commander specifies the target range of the operation arrangement by the width of the section and the width of time. The calculation target range of loss points is the specified range. Next, the loss point is calculated for each train for the determined range. The loss point database 61 is used for calculating the loss points.

  In this way, for example, a passenger train (ordinary passenger train, express passenger train) can calculate a loss point using the value and delay time of the section with the most passenger (passenger) flow in the specified range as a key.

  As described above, in the case of an express train, in addition to the case of an ordinary train, a refund obligation occurs with a delay equal to or greater than a threshold value, so a loss point is added. Similarly, in the case of freight trains, a loss point is added for the fine due to delay. The calculation of the loss point LP for each train thus calculated is repeated for all trains within a predetermined range, and the total value LX is calculated. The total value of the loss points LP thus calculated becomes the total loss point LX for one operation arrangement plan.

  The operation arrangement plan creation unit 64 of the operation arrangement support device 6 can automatically create several operation arrangement plans in order from the smallest total loss point LX. The number to be created can be changed by setting.

  Next, calculation of the total loss point LX when the commander manually creates an operation arrangement plan using the operation arrangement apparatus 4 will be described. The operation arrangement plan creation unit 64 of the operation arrangement support device 6 calculates the loss points of the operation arrangement plan created manually in the same manner as when the operation arrangement plan is automatically created.

  The operation arrangement plan temporary storage unit 64 can temporarily store a plurality of operation arrangement plans input by the commander.

  FIG. 5 is a configuration example of the operation arrangement plan list display screen 10 that the operation arrangement plan presenting unit 62 of the operation arrangement apparatus 4 presents to the commander. In the screen 10 of FIG. 5, one or a plurality of operation arrangement plans automatically created by the operation arrangement plan creation unit 64 and respective total loss points, and one command manually input by the commander using the operation arrangement apparatus 4 are displayed. One or more operation arrangement plans and respective total loss points are displayed in a list format.

  On the operation arrangement plan list display screen 10, for each operation arrangement plan 101 (more precisely, an ID for identifying the operation arrangement plan), whether automatic or manual, total loss point LX, streak screen display button 102, and operation arrangement An approval button 103 is displayed. When the instructor clicks the desired operation arrangement plan streak screen display button 102, an operation arrangement plan detail display screen 20 described later with reference to FIG. 6 is displayed.

  When the commander clicks the operation arrangement approval button 103, the operation arrangement plan is approved and executed. Further, when the commander clicks the operation arrangement plan addition button 104, a new operation arrangement plan can be manually input.

  FIG. 6 shows a screen 20 that displays details of the driving arrangement plan. On the upper side of FIG. 6, for the selected operation arrangement plan, a plan line 201 for each train and an execution line 202 when the operation arrangement is executed are displayed in comparison. On the lower side of FIG. 6, predetermined display information 203 including the planned time, execution time, train type, presence / absence of threshold exceeded, loss point, and the like of each train included in the operation arrangement plan is displayed.

  The commander determines the operation arrangement plan to be finally adopted while considering the streak screen and loss points displayed on the detailed screen 20 and the current situation, and clicks the operation arrangement approval button 103. The selected driving arrangement is transmitted to the route control device 2.

  According to this embodiment configured as described above, the commander can select the optimum operation arrangement plan based on the loss (for example, economic loss) given to the train operation management company, and the operation arrangement work can be efficiently performed. Can help.

  In this example, economic loss (refund of express fare, fine due to delay in cargo arrival, etc.) was explained as an example of loss given to train operation management company, but it is not limited to this, reputation and reliability It may be configured such that the operation arrangement plan can be selected so that the loss is numerically expressed in some form and the loss is minimized.

  A second embodiment will be described with reference to FIG. Since the present embodiment corresponds to a modification of the first embodiment, differences from the first embodiment will be mainly described. In the present embodiment, information about an event occurring in the line section is acquired and displayed on the detailed screen 20.

  The driving arrangement support device 6A shown on the upper side of FIG. 7 includes an event information acquisition unit 65 in addition to the configurations 61 to 64 described in the first embodiment. The event information acquisition unit 65 acquires, for example, information related to an event (premises event) that occurs at a station included in the driving arrangement plan or an event (surrounding event) that is performed within a predetermined distance from the station. The event information acquisition unit 65 collects information from, for example, a news distribution server that distributes news and a ticket sales server that sells tickets for concerts and live performances online. The commander can also register event information manually.

  For example, on the streak screen, a predetermined event occurrence mark 204 indicating the occurrence of an event is displayed for a station where the event occurs. When the commander clicks the mark 204, the details of the event are displayed. The detailed event information can include, for example, event occurrence time, end time, event content, event type, and the like as appropriate.

  Configuring this embodiment like this also achieves the same operational effects as the first embodiment. Further, in this embodiment, information about each station or an event around the station included in the driving arrangement plan is also presented, so that the commander can select the driving arrangement plan in consideration of the situation of the event. This improves usability and reliability.

  The present invention is not limited to the above-described embodiment. A person skilled in the art can make various additions and changes within the scope of the present invention.

  1: train central control device, 2: route control device, 3: schedule management device, 4: driving arrangement device, 5: passenger flow measurement device, 6: driving arrangement support device, 61: loss point database, 62: driving arrangement plan Presentation unit 63: Operation arrangement plan temporary storage unit 64: Operation arrangement plan creation unit 65, Event acquisition unit 641: Operation arrangement plan calculation unit 642: Operation arrangement plan evaluation unit

Claims (6)

A train operation management system for managing train operations,
In order to cope with the disturbance of the train operation plan, it has an operation arrangement support device that creates and presents at least one operation arrangement plan for changing the operation plan,
The driving arrangement support device is:
A loss management database for preliminarily storing a loss value given to a train operation management company by a train delay based on a plurality of predetermined indexes including at least a train type, a delay time, and a transportation amount;
An operation arrangement plan calculator for calculating at least one operation arrangement plan based on a current operation plan;
The total loss value of the driving rescheduling created by timetable replanning candidate calculation unit, replanning draft obtained by summing the loss value calculated based on the loss management database for all trains in the driver replanning candidate An evaluation unit;
An operation arrangement plan presenting unit that associates and presents the operation arrangement plan and the total loss value;
A train operation management system. To compare the operation rescheduling of multiple, includes a timetable replanning candidate storage unit that stores a plurality of operation replanning candidate,
The operation arrangement plan presenting unit is configured to store the plurality of operation arrangement plans stored in the operation arrangement plan storage unit, a total loss value calculated for the plurality of operation arrangement plans, and the plurality of operation arrangement plans to be used in the operation. A display for distinguishing between the operation arrangement plan created by the arrangement plan calculation unit or the operation arrangement plan manually input by the commander is associated with a button for displaying the details of the operation arrangement plan Display in list form,
The train operation management system according to claim 1. A predetermined threshold can be set for a specific index selected from the plurality of predetermined indexes;
The operation arrangement plan evaluation unit determines whether the specific index exceeds the predetermined threshold,
The operation arrangement plan presenting unit presents the determination result when the operation arrangement plan evaluating unit determines that the specific index exceeds the predetermined threshold,
The train operation management system according to claim 2. The operation arrangement plan evaluation unit, when the specific index exceeds the predetermined threshold, adds a predetermined amount of loss value set in advance to the loss value for the specific index,
The train operation management system according to claim 3. An event information acquisition unit is provided for acquiring information about an event performed within a predetermined distance from a station included in the driving arrangement plan,
The driving arrangement plan presenting unit presents information related to the event in association with the driving arrangement plan,
The train operation management system according to claim 1. A control method of a train operation management system for managing train operations,
The train operation management system includes an operation arrangement support device for creating and presenting at least one operation arrangement plan for changing the operation plan in order to cope with disturbance of the operation plan of the train,
The driving arrangement support device is:
Based on a plurality of predetermined indices including at least the type of train, delay time, and transportation volume, the loss value given to the train operation management company by the train delay is stored in the loss management database in advance.
Create at least one said operation arrangement plan based on the current operation plan,
The total loss value of the operation arrangement plan is obtained by summing the loss values calculated based on the loss management database for all trains in the operation arrangement plan ,
Presenting the operation arrangement plan and the total loss value in association with each other,
Control method of train operation management system.

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