JP6063687B2 - Train operation management system and train operation management method - Google Patents

Description

  The present invention relates to a train operation management system in a railroad, and more particularly to a train operation management system that displays power consumption due to travel on a railroad.

  Railway train operation is delayed from the original operation plan, and may operate differently from the original operation plan. This state is defined as “diamond disturbance”. If the schedule is disturbed while the train is running, acceleration / deceleration or stoppage between stations that is not assumed in the schedule (planning schedule) that represents the initial operation plan will occur, compared to running on the planned schedule. Power consumption may increase.

  For example, in Patent Document 1, when a timetable disruption occurs, the train diagram is switched to a correction diagram that is used at the time of an abnormality by judging from the actual schedule information and the train position information that are actual operation diagrams, and the corrected diamond pattern A method is provided for correcting the predicted value of power consumption by performing simulation based on information.

JP 10-322905 A

  In the method described in Patent Document 1, since the prediction result of the power consumption is not reflected in the operation management system, there is a problem that the operation management system cannot take measures for reducing the power consumption. In other words, when a diamond disruption occurs, the relationship between the diamond after the diamond disruption and the power consumption increase / decrease associated with the diamond disruption is unknown, and it is difficult for the commander to organize the operation to reduce the power consumption. It was.

  In view of the above problems, the present invention provides a train operation management system and a train operation management support method for calculating a prediction diagram after a diamond disturbance and presenting power consumption corresponding to the prediction diagram when a diamond disturbance occurs. The purpose is to provide.

  In order to solve the above problems, for example, the configuration described in the claims is adopted.

The present application includes a plurality of means for solving the above-mentioned problems. To give an example, a train schedule indicating the actual train running record is generated by taking the train track position, and the future from the train track position. A calculation processing unit that generates a prediction diagram that predicts the train travel of the vehicle, a storage unit that stores the prediction diagram, and the prediction diagram, and the calculation processing unit stores the result stored in the storage unit In the train operation management system for reading out the diamond and the prediction diamond and displaying them on the display screen, the storage unit stores a schedule diagram indicating a planned operation plan in advance, and the arithmetic processing unit is used for train operation. When a delay event that causes a delay occurs, a stop between train stations that accompanies the delay event, or an acceleration or deceleration is predicted and after each delay event occurs for each train Generate the prediction diagram, obtain the predicted power consumption consumed when the train is operated according to the prediction diagram, store the prediction diagram and the predicted power consumption in the storage device, from the storage device Read out the predicted diamond and the predicted power consumption and display the change over time of the predicted power consumption on the display screen, and obtain the planned power consumption consumed when the train is operated according to the planned diamond. The predicted power consumption is compared with the planned power consumption, and an increase / decrease in power consumption accompanying the delay event is displayed for each train .

  By using the present invention, when a turbulence occurs, a predicted diagram after the turbulence is calculated, and the power consumption corresponding to the predicted diagram is presented. Therefore, it is possible to give a train operation instruction to become, and contribute to reduction of power consumption.

The Example of the train operation management system of this invention. The example of the data format of the diamond used by this invention. The Example of the screen display part of this invention. Configuration of the customer handling time estimation unit. Configuration of past performance diagram database used by customer handling time estimation unit. The processing flowchart of a customer handling time estimation part. Explanatory drawing of the principle of prediction diamond calculation. The process flowchart of a prediction diagram calculation part. The 2nd Example of the train operation management system of this invention. Configuration of the customer handling time estimation unit. The structure of the past performance diagram database used by the customer handling time estimation part in a 2nd Example. The processing flowchart of the customer handling time estimation part in a 2nd Example. The example of the screen display part after operation arrangement. The basic structure of the train operation management system of this invention. The structural example of the train operation management system in a 3rd Example. The other structural example of the train operation management system in a 3rd Example. The other structural example of the train operation management system in a 3rd Example.

  An embodiment of a train operation management system according to the present invention will be described with reference to the drawings.

  FIG. 14 is a basic configuration diagram of a train operation management system according to an embodiment of the present invention. The operation management system 100 includes a storage device 120 in which various programs and files are stored, reading of files stored in the storage device 120, execution of programs, and computations, and other components constituting the operation management system 100. An arithmetic processing unit 110 that controls the apparatus and an input / output unit 130 that performs input from the outside or output to the outside are configured. The storage device 120 includes an auxiliary storage device 134 that stores various programs such as an OS and applications, and a main storage device 133 that reads various programs stored in the auxiliary storage device so that the arithmetic processing unit 110 can execute them. The input / output device 130 includes an input device 132 that includes a mouse, a keyboard, and the like, and receives an external input, and a display device 131 that includes a display and the like and outputs information to the outside.

  Next, specific processing contents of the train operation management system according to the present invention will be described with reference to FIG. FIG. 1 shows an embodiment of a train operation management system according to the present invention. FIG. 1 shows various data stored in the auxiliary storage device 134 shown in FIG. 14 in the storage device 120. The arithmetic processing device 110 reads the various data into the main storage device 133 shown in FIG. A program and processing executed by 110 are shown as a block diagram. 100 is an operation management system that manages the operation of a traveling train, 140 is an operation plan server that manages the operation plan of the train, 150 is a control command to the ground equipment 183 such as a traffic light or a switch, and the course of the train 182 The route control device to be controlled, 170 is a power supply and demand system that cooperates with the operation management system, and 160 is a feeder voltage control device that controls the voltage of the feeder 181 that supplies power to the train 182. Further, the route control device 150 is connected to the operation management system 100 via the operation management network 191, and the power supply / demand system 170 is connected to the power line voltage control device 160 via the voltage management network 192.

  The operation management system 100 includes a diagram management unit 110 that manages a train diagram, a prediction diagram calculation unit 112 that calculates a prediction diagram from the current operation status, and the number of passengers on the platform and trains as processing executed by the arithmetic processing unit 110. The customer handling time estimation unit 113 for estimating the time given to the train operation, and the display processing unit 114 for performing display processing on the display device 131. The storage device 120 stores a plan diagram 121, a record diagram 122, a prediction diagram 123 as a train diagram, a past diagram DB 124 in which past record diagrams are stored, and the number of passengers on the past home and train. A customer handling time DB 125 in which time given for train operation is stored is also stored. Furthermore, the storage device 120 includes a planned power consumption 126 consumed when the train is operated as planned, and an actual power consumption 127 consumed for the actual train operation. The predicted power consumption 128 that is consumed when the train is operated according to the prediction diagram 123 is stored, and the predicted power supply 129 that indicates the upper limit of the power supply that can be supplied by the power supply and demand system 170 is also stored.

  The operation management system 100 receives the plan diagram corresponding to the train operation plan and the train position at the current position of the train as input from the outside, monitors the deviation between the plan diagram and the current position of the train, and is necessary. It is a system that controls train operation by instructing train operation to trains and on-site equipment accordingly. And the operation management system 100 of this invention is connected with the electric power supply-and-demand system 170 in order to reduce the power consumption especially at the time of disturbance occurrence. The power supply and demand system 170 includes a power consumption estimation unit 171 that estimates power consumption from a train diagram such as the plan diagram 121, the actual diagram 122, and the forecast diagram 123, and the feeder voltage controller 160 via the voltage management network 192. And a feeding voltage command unit 172 that transmits a voltage command to 181.

  Here, the actual power consumption 127 obtained by the power consumption estimation unit 171 may be calculated using the actual diagram 122 or may be calculated by measuring the actual power consumption. Further, the power consumption estimation unit 171 estimates the power consumption and provides the operation management system 100 with a predicted power supply amount 129 that indicates the upper limit of the power supply amount that can be supplied by the power supply and demand system 170. This predicted power supply amount 129 can also be determined in advance as a guideline for the upper limit of power supplied by the power supply and demand system 170.

  Below, the method of reducing the power consumption of a train is demonstrated according to the function of each part which comprises the operation management system 100, and the flow of data.

  The diagram management unit 111 sends an operation instruction to the train based on the train operation plan, and transmits the change to the prediction diagram calculation unit 112 when the train is delayed with respect to the plan, and the diagram corresponding to the change Correct train operation instructions based on the change. Here, the type of diamond handled by the diamond management unit 111 and its data format will be described.

  There are three types of diamonds: a plan diamond 121, a performance diamond 122, and a prediction diamond 123. The plan diagram 121 is a diagram based on the train operation plan given from the operation plan server 140 outside the operation management system. In normal times when there is no disturbance such as delay due to a failure, the train basically operates according to the schedule diagram 121. The track record diagram 122 is converted to a diamond data format based on the train position on the train track record. The prediction diagram 123 is a diagram in which train operation after the current time is predicted based on the actual diagram.

  Next, the diamond data format will be described. FIG. 2 shows an example of a data format used in the present invention. It is assumed that the diagram format 200 is common to the plan, the actual result, and the prediction diagram (the presence or absence of items may be different). A diamond format 200 shows serial numbers in the order of travel in the vertical direction and items included in the diamond format in the horizontal direction. The diamond format 200 has an arrival time and a departure time of a station in order of traveling direction for each train. A train number 201 is included to identify each train. Further, when there is a passing station in the train, it does not have the arrival and departure times of the station (expressed by the example “−” of the station C of the train number A702 in FIG. 2), but may have the passing time instead. Good. In addition, as shown in the format 202, in order to express a speed change or stop between stations, it has a position in the middle of the station and a time corresponding to it. The format 202 expresses that the train with the train number A701 has stopped at a point 1.0 km from the station B (this will occur in the case of a prediction diagram). The format 202 has a serial number in the form of giving a subscript to the serial number of the data format 200, thereby indicating an association with the data format 200 (in the example of FIG. 2, connection is made after No. 4 departure from station B). . In the present invention, it is possible to grasp and estimate the train state between stations by expressing the position and time between stations as shown in the format 202.

  Returning to FIG. 1 again, the data flow will be described. The past diagram DB 124 stores the actual schedule managed by the diagram management unit 111. The customer handling time estimation unit 113 uses the diamond accumulated in the past diagram DB 124 and the past performance diagram information as the customer's handling time estimation unit 113 to calculate the customer handling time at the station. The processing of the customer handling time estimation unit 113 will be described later with reference to FIGS. 4, 5, and 6. The plan diagram 121 and the actual diagram 122 managed by the diagram management unit 111 are given as inputs to the prediction diagram calculation unit 112. The prediction diagram calculation unit 112 is connected to the customer handling time estimation unit 113 and creates a prediction diagram in consideration of the actual schedule and the customer handling time. A method for creating a prediction diagram will be described later with reference to FIGS.

  The prediction diagram 123 predicted by the prediction diagram calculation unit 112 is used by the power consumption estimation unit 171 of the power supply and demand system 170 to acquire the predicted power consumption 128 of the train calculated based on the prediction diagram.

  The display device 131 presents the power consumption or the influence on the train operation together with various diagrams. A screen example of the display device 131 will be described later with reference to FIG. By displaying the influence of the power consumption along with the train operation status on the display device 131, the commander can perform an operation for reducing the power consumption, and the power consumption of the train operation can be reduced. Become.

In the operation management system 100, the train line position is input to the diagram management unit 111, and the diagram management unit generates the record diagram 122. The record diagram 122 is generated by an external device and input information together with the train track position. May be given as In addition, the train operation instruction may vary depending on the facility that controls the train. If the train control facility has an automatic route control function, the schedule itself may be used as an operation instruction. When the diagram management unit 111 is connected to the interlocking device 150 that controls the ground equipment 183 such as a traffic light and a switch as shown in FIG. 1, the course of the train is a train operation instruction. Moreover, when the instruction | indication with respect to a direct train is possible, you may include instruction | indications, such as driving | operation suppression and a traveling speed.
FIG. 3 shows a display example of the display device 131. 301 is an operation menu, 302 is a main screen display area for displaying a diagram and power consumption, and 303 is a message display area. The operation menu 301 has various operation arrangement operations for changing a diagram corresponding to a train operation instruction by operating a diagram, and a function for changing display settings of the main screen display area 302. Various operation arrangements have functions to change train schedules such as train restraint, number change, order change, and suspension (partial suspension). The display setting includes whether or not to display a diagram, the type of display, whether or not to display power consumption, and the like.

  In the main screen display area 302, time is plotted on the horizontal axis, and diagrams 305, 306, 307, 307-2, 307-3, and power consumptions 309, 310, 311, 312 are displayed. The vertical axis of the diagram represents the position of the station, and the time for displaying the diagram and the section of the station can be changed by a screen scroll operation. The vertical axis of power consumption represents the sum of the power consumption of trains in the section of the station to be displayed in the main screen display area. Even when the screen scroll operation in the vertical axis direction of the diagram is performed, the vertical axis may be fixed, and the total power consumption of the entire section may be always expressed from the lower part of the main screen display area. A straight line 304 in the main screen display area 302 represents a current time line that is the current time. The area on the left side of the current time line 304 in the main screen display area 302 is the past, the area on the right is the future, and the diagram and power consumption in the right area are calculated by the prediction diagram calculation unit 112 and the power consumption estimation unit 111. It is.

  The diagrams 305, 306, and 307 represent the plan diagram 121, the actual diagram 122, and the forecast diagram 123, respectively. A character string 308 is a train number corresponding to each diagram and an increase / decrease amount of power consumption. In the example of FIG. 3, the train of the actual schedule 306 (train number A 701) has a delay at the station O, and the schedule diagram 305 is disturbed. The prediction diagram 307 represents the prediction diagram calculated by the prediction diagram calculation unit 112 in consideration of the influence of the diamond disturbance of the actual diagram 306.

  In addition, the increase / decrease of the power consumption with respect to the plan diagram at this time is expressed in the character string 308 (+ 1% in the example of FIG. 3). Reference numerals 307-2 and 307-3 represent prediction diagrams of trains subsequent to the train represented by 307. Prediction diamond 307-2 (train number A702) expresses that a stop occurs between stations due to a decrease in the distance between train A701 and train A702 due to the expected delay of preceding train A701. (The place where the prediction diamond 307-2 is horizontal with the horizontal axis between the station B and the station C). This is because the stoppage by the signal / security device or the stoppage by the driver is taken into consideration in the prediction diagram calculation.

Further, the prediction diagram 307-2 expresses deceleration due to a decrease in the distance interval in the same manner as described above (where the inclination of the prediction diagram 307-2 changes between the station C and the station D). .
In the train number character string 308-2 corresponding to the prediction diagram 307-2, the increase / decrease in the power consumption with respect to the plan diagram is expressed similarly to 308 (+ 15% in the example of FIG. 3). As in the example of the train number character string 308-2, the train that has the largest increase in power consumption among the trains to be displayed, or the one that indicates the increase in power consumption exceeding the set threshold value, The train number is distinguished from other trains by bolding or changing the color of the entire train number string or power consumption. By distinguishing the train from other trains, it is possible to indicate to the commander who performs the operation adjustment using the display device 131 that the operation adjustment of the train that affects the train or the train is necessary. It becomes. The prediction diagram 307-3 and the train number character string 308-3 further represent the prediction diagram and power consumption of the subsequent train A703.

  The power consumption amounts 309, 310, 311 and 312 represent temporal changes of the planned power consumption amount 126, the actual power consumption amount 127, the predicted power supply amount 129, and the predicted power consumption amount 128, respectively. The planned power consumption 309, the actual power consumption 310, and the predicted power consumption 312 displayed on the display device 131 are the same for the planned diagram, actual diagram, and predicted diagram, respectively. It is aggregated by time width and expressed as a time series graph.

  The predicted power supply amount 311 indicates the maximum value of power that can be supplied by the power supply and demand system 170. The example of FIG. 3 suggests a situation where the predicted power consumption 312 exceeds the predicted power supply 311. FIG. 3 shows a time zone in which this situation occurs and the train operation is difficult, and this display enables the commander to identify the train in the time zone in which the driving arrangement is necessary.

  The message area 303 displays a message that increases the power consumption by prediction and prompts an operation to reduce the power consumption by the operation of the commander. As in the previous example, the commander can recognize that the operation needs to be organized.

  In the display device 131, the diagram, power consumption, and message are displayed on the same screen, but any one and a combination thereof may be displayed.

  FIG. 13 shows an example of the screen display unit after the operation is organized in the situation of FIG. 3 or the power supply amount is changed on the power supply / demand system 170 side. FIG. 13 shows an example in which train number A700 is instructed to be delayed (intentional delay in departure time) at station D. A main screen display area 1302 displays a diagram and power consumption after operation arrangement. Reference numeral 1306 represents a prediction diagram after train arrangement for train number A700, and expresses postponement at station D. The display device 131 recalculates and displays the prediction diagram of the following train by this operation arrangement operation. Reference numerals 1307, 1307-2, and 1307-3 represent prediction diagrams of each train after operation arrangement. In the example of FIG. 13, the delay at the station D of the train number A 701 is eliminated (1307), the deceleration between the stations CD of the train number A 702 is eliminated (1307-2), and between the stations B and C of the train number A 703 (1307-3) is predicted, and a change in power consumption increment based on the prediction diagram (for example, a character string 1308) is displayed.

  The total power consumption is also updated. Reference numeral 1312 represents a temporal change in the predicted power consumption after operation arrangement, and 1311 represents a temporal change in the predicted power supply amount. In the example of FIG. 13, the power supply amount is increased on the power supply / demand system 170 side to increase the predicted power supply amount 1311, the predicted power consumption 1312 is reduced by the operation arrangement, and the operation management system 100 and the power supply / demand system 170 cooperate with each other. Thus, the result of the operation in which the power consumption is less than the power supply is expressed.

  Also, in the message display area 1303, since the power consumption has decreased and has fallen below the supply amount, the message display for the commander (example 303 in FIG. 3) is not displayed.

  As described above, the train operation management system of the present invention has the effect of prompting the commander to reduce the power consumption by displaying the power consumption before and after the operation adjustment on the screen display unit. Have.

FIG. 4 shows the configuration of the customer handling time estimation unit of the present invention. The customer handling time estimation unit 113 includes a delay record diagram editing unit 401 and a customer handling time calculation unit 402. The customer handling time estimation unit 113 accumulates data when a delay occurs from a past diagram, and estimates the customer handling time using the past data DB 124. The delayed record diagram editing unit 401 reads the past plan / actual diagram stored in the past diagram DB 124, and the time interval, stop time, and customer handling time with the preceding train of the data in which the actual diagram is delayed with respect to the plan diagram Is calculated and stored in the customer handling time result DB 125.
Details of the items to be calculated will be described later with reference to FIG. The customer handling time calculation unit 402 estimates and returns the customer handling time with reference to the customer handling time result DB 125 in response to a customer handling time calculation request from the outside. A detailed processing flow will be described with reference to FIG.

  FIG. 5 shows the data format of the customer handling time result DB 125 used by the customer handling time estimation unit 113. The customer handling time record DB 125 accumulates data for each station and direction (up and down). Each record constituting the customer handling time result DB 125 is recorded corresponding to a diagram when the train delay occurs, that is, a diagram in which the arrival time of the result diagram is larger than the plan diagram. Each record is No. , Date, arrival time, normal time interval with the preceding train, delay time interval with the preceding train, stop time, and passenger handling time increase items. No. Is the serial number of the record and is numbered in the order of recording. The arrival time is the arrival time of the actual schedule where the delay occurred. The normal time interval with the preceding train is obtained by subtracting the departure time of the preceding train from the arrival time of the train in the plan diagram (plan diagram with the same train number as the actual diagram) corresponding to the actual diagram of the delayed train. (In FIG. 3, the difference in the horizontal axis direction of the plan diagram at a certain station). That is, it corresponds to the time when passengers are waiting for the train at the station during normal times. The delay time interval with the preceding train is obtained by subtracting the departure time of the preceding train from the arrival time of the train in the actual schedule of the train in which the delay has occurred. This corresponds to the time when passengers are waiting for the train at the station during disturbance. The stop time is the stop time of the station in the actual schedule of the train in which the delay has occurred, and is obtained by subtracting the arrival time from the departure time. The customer handling time increase is an increase in the stop time of the actual schedule with respect to the stop time in the planned schedule of the train in which the delay has occurred. In the customer handling time estimation unit 113 of the present invention, it is assumed that the increase in the stop time is caused by an increase in the customer handling time due to the increase in passengers.

FIG. 6 shows a process flowchart of the customer handling time calculation unit 402. The process flow will be described below according to the process steps of the process flow.
Step 501 (in the following, step is abbreviated as S): The system reads the customer handling time result DB 125 in advance when the process is started.
S502: The system activates a monitoring processing loop for accepting a customer handling time calculation request event from the outside.
S503: If a customer handling time calculation request event is received in S502, the system proceeds to S504. If no calculation request has occurred, the system returns to S502 and continues accepting events.
S504: The calculation request event includes a target station, a direction, a date, a time, and a parameter of a time interval with a preceding train. The system reads the various parameters included in the calculation request event.
S505: With reference to the stations and directions of various parameters, the customer handling time record DB 125 for the stations and directions is selected. Date data corresponding to the date included in the parameter is extracted from the DB. Here, for date extraction, classifications such as weekdays, Saturdays, holidays, etc. in which passenger demands are statistically similar are provided in advance, and data records of dates according to the classifications are extracted from the past performance diagram DB.
S506: A function for deriving customer handling time from the extracted past diagram database is created.
Assuming that the function is f, the function form is expressed by the following (formula 1).

Customer handling time = f (date, time, time interval with preceding train) (Equation 1)

This function form is based on the following assumptions.
1. The customer handling time has a functional relationship with the number of people waiting at the station. In other words, there is a positive correlation that the number of customers waiting at the station increases and the customer handling time increases.
2. The number of people waiting at the station can be calculated as demand Q (date, time) [person / h] * time interval [h] with the preceding train at the date and time (using the arrival time of the past diagram database).
3. The demand Q (date, time) tends to be statistically similar. Therefore, even if Q (date, time) cannot be measured directly, data on the customer handling time (= stop time) for the time interval with the preceding train at a date and time that is statistically similar from the past performance is extracted from the past diagram database it can.
4). At the time of delay, data with increased customer handling time can be obtained, particularly as a result of an increase in the time interval from the preceding train. In other words, a large amount of data is obtained as P (x, y) = P (time interval with the preceding train at the time of delay, customer handling time (= stop time + increased customer handling time)).
5. The estimated value y _est of y is expressed by a polynomial approximation of x. At this time, y _est is expressed by a polynomial that minimizes the error of y _est −y from the P data using the least square method or the like.

S507: The date and time read in S504 and the time interval from the preceding train are input to the function obtained in S506, and the customer handling time is calculated.
S508: Return the customer handling time obtained in S507 to the request source process.
S509: Return to the event monitoring loop (the processing returns to S502).

  4, 5, and 6, the customer handling time estimation unit 113 can estimate the customer handling time that varies depending on the date, time zone, and time interval with the preceding train, based on past results. It becomes. As a result, by giving a time interval from the preceding train, it is possible to predict the customer handling time closer to the actual situation.

  Next, the process of the prediction diagram calculation unit 112 will be described. First, the principle of the prediction diagram calculation and the features of the present invention will be described with reference to FIG. FIG. 7 shows various diagrams in a diagram display as in FIG. Reference numeral 701 denotes a diagram display, and reference numerals 702, 703, 704, and 705 denote prediction diagrams. As in the main screen display area 302 in FIG. 3, the diagram 701 displays a diagram with the horizontal axis representing time and the vertical axis representing the station position. As described in the legend, the thin line is the planned diagram and the thick line is the actual result. A diamond and a dotted line represent a prediction diamond. In the calculation of the prediction schedule, the schedule after the current time is calculated in order from the train with the smallest time (close to the current time).

  In the example of FIG. 7, the calculation is performed in the order of 702, 703, 704, and 705. When there is no disturbance as in the prediction diagram 702, the standard travel time between stations (standard travel speed is acceptable) and the stop time starting from the time and position obtained by the actual schedule Calculate by accumulating minutes sequentially. In the case of disturbance, starting from the time and position determined by the actual schedule including the disturbance, the travel time between stations during recovery operation (or travel speed during recovery, normal recovery operation is performed). Therefore, a higher speed than the standard traveling speed is set), and the stop time considering the increase in the number of waiting people at the station is sequentially accumulated and calculated.

  Here, in order to take into account the increase in the number of people waiting at the station, the time difference with the preceding train is calculated using the delay from the planned schedule at each station, and the time interval with the preceding train including that time increase is calculated. Is used as an input and is calculated as a stop time in consideration of an increase in customer handling time using the customer handling time estimation unit 113 (example of (1) in FIG. 7, 706, 707, 708). Furthermore, for the following train, the signal / security device stops the train or predicts deceleration due to a decrease in the distance between the train and the preceding train (example (2) in FIG. 7, 709, 710, 711), A prediction diagram is calculated (prediction diagrams 704 and 705).

Next, processing of the prediction diagram calculation unit 112 will be described using a flowchart. FIG. 8 is a processing flowchart of the prediction diagram calculation unit. Hereinafter, the prediction diagram calculation processing for each train will be described according to the processing flow.
S801: The actual schedule of the train is read.
S802: It is checked whether calculation has been made up to the terminal station or the predicted destination time using the predicted or actual schedule of the train. Here, it is assumed that the terminal station and the predicted destination time are defined in advance as set values of the prediction diagram calculation unit. If S802 is YES, that is, if the calculation has been completed, it is determined that the prediction diagram has been calculated, and the process ends. If S802 is NO, the process proceeds to S803 and the process is continued.
S803: It is determined whether the prediction diagram calculation target is a station or between stations. When the latest time for which the prediction diagram has been calculated is the arrival time of the station, the next prediction diagram calculation target is determined to be a station. When the latest calculated time is the departure time of the station, it is determined that the next prediction diagram calculation target is between stations. If it is a station, the process proceeds to S804, and if it is between stations, the process proceeds to S806.
S804: With respect to the customer handling time estimation unit 113, the date and time (= the largest time when the prediction diagram shown in S803 has been calculated, in this case, the arrival time of the station), and the time interval from the preceding train are used as parameters. Request customer handling time and obtain customer handling time.
S805: The customer service time is added to the station arrival time as the stop time at the station, the station departure time is calculated, and added to the calculation result of the prediction diagram. After the process, the prediction diagram is updated, and the process returns to S802.
S806: When the prediction target is between stations, the arrival time of the next station is calculated. As shown in FIG. 7, the arrival time is calculated by using different travel times between stations depending on whether the train is delayed, standard travel time if not delayed, and recovery if delayed. Add the running time of the hour.
S807: Read the schedule of the preceding train arriving at the next station. At this time, the actual schedule is read for the time zone where the actual schedule of the preceding train exists, and the predicted diamond is read for the non-existing time zone.
S808: The preceding train diagram read in S807 is compared with the diagram to the next station of the train calculated in S806 to determine the distance to the preceding train. The time range for obtaining the distance from the preceding train is the range from the station departure time of the train to the arrival time of the next station. Within this range, the schedule of the preceding train has been calculated as the actual or predicted schedule, and the schedule of the subsequent train up to the arrival time of the next station has already been calculated in S806.
S809: It is determined whether there is a point where the distance from the preceding train is less than the distance at which the vehicle is decelerated or stopped by the setting of the signal / security device within the time range of S808. That is, for safety reasons, it is necessary to maintain a certain distance from the preceding train, and this processing is processing for determining whether deceleration or stopping is necessary in the middle between the stations due to the preceding train being jammed. If there is a point that is less than the distance, the smallest time is taken out as a stop or deceleration start point, and the process proceeds to S810.
If it does not exist, the next station arrival time obtained in S806 is the time that can be reached, so that it is added to the prediction diagram, the prediction diagram is updated, and the processing returns to S802.
S810: If there is a stop or deceleration start point, the time and distance are added to the prediction diagram with the point as a point between stations, and the arrival time at the next station is corrected again. In the correction, when the deceleration is adopted as the setting of the signal / security device, the arrival time at the next station is corrected using the speed indicated by the deceleration. If it is determined to stop, the train is assumed to stop until the prediction destination time, and the timetable up to the prediction destination time is corrected as the arrival time of the next station (not actually reached but recorrected in the next S811).
S811: By the process of S810, the train is treated as decelerating or stopping. At this time, if the distance from the preceding train is calculated again in the same manner as in S808, a sufficient distance is secured as the setting of the signal / security device, and the decelerating or stopping is performed. There are releasable points. Calculate the time and distance of this point.
S812: The point calculated in S811 is added to the prediction diagram, the next station arrival time is calculated again in the same manner as in S806, the next station arrival time is corrected again, and the process returns to S808.
Through the above processing, predictions (1) and (2) shown in FIG. In particular, in the processing loop from S808 to S812, it is possible to reflect the stop or deceleration of the subsequent train on the prediction diagram.

  In the power consumption estimation unit 171 shown in FIG. 1, the prediction diagram calculation unit shown in FIG. 8 calculates the power consumption of the train by inputting a prediction diagram including stop or deceleration of the following train. It is possible to calculate the traveling speed between the prediction diamond and the traveling speed until the vehicle decelerates and stops between the stations. If the travel speed can be calculated, it is possible to calculate the acceleration time due to power running, the travel time due to coasting, and the deceleration due to braking (in this case regeneration occurs) from the acceleration / deceleration travel characteristics of the train. Calculate power consumption. This result is returned to the operation management system 100 as the power consumption for each train. The display processing unit 114 can calculate the total power consumption in the section by counting the power consumption for each train. In addition, as for the power consumption corresponding to the planned schedule and the actual schedule, the power consumption for each train can be calculated in the same manner as the method shown in the description of the power consumption estimation unit 171. The power consumption corresponding to the plan diagram is calculated in advance and stored as data of the display device 131, or the plan diagram is also calculated by the power consumption estimation unit 111 in the same manner as the prediction diagram, thereby displaying the display device 131. Then, it becomes possible to compare and contrast the power consumption between the plan (= normal time) and the prediction (= particularly when a turbulence occurs).

  As described above, in this embodiment, the plan, the actual result, and the prediction diagram can be displayed and the power consumption corresponding to each diagram can be displayed. Therefore, the commander must confirm the increase or decrease of the power consumption due to the disturbance of the diagram. It is possible to organize the operation considering power consumption.

  In addition, every time the commander inputs a driving arrangement plan such as postponing or changing the number of lines, the power consumption accompanying it can be displayed sequentially, so select the appropriate driving arrangement plan that reduces power consumption and implement the driving arrangement be able to.

  FIG. 9 shows a second embodiment of the train operation management system according to the present invention. Portions similar to those in FIG. 1 are given the same numerals, and portions overlapping those in FIG. 1 are partially omitted. The function of the passenger handling time estimation unit 903 is different from the train operation management system of FIG. 1, and the station staying number and boarding rate provided from the external passenger demand measuring device 901 are used as inputs, depending on the station staying number and boarding rate. The customer handling time at the station is estimated and stored in the extended customer handling time result DB 902. The processing of the customer handling time estimation unit 903 will be described later with reference to FIGS. 10, 11, and 12.

  Except for the customer handling time estimator 903, as in FIG. 1, prediction diamond calculation considering the stop and deceleration of the following train and power consumption estimation based on it are performed, and the power consumption along with various diagrams is displayed on the display device 131. Or present the impact on train operation. Since the customer handling time estimation unit 903 uses values obtained by measuring actual passenger demand, such as the number of people staying at the station and the boarding rate, it is possible to predict the customer handling time with higher accuracy, and this makes it possible for the dispatcher to actually determine the driving arrangement. It is close to the train operation, and further reduction of power consumption can be expected.

  FIG. 10 shows the configuration of the customer handling time estimation unit 903 of the present invention. The customer handling time estimation unit 903 includes a delay record diagram editing unit 1001, a customer handling time calculation unit 1003, a station staying person / boarding rate processing unit 1002, and stores past data and station data while accumulating data when a delay occurs from a past diagram. Data is accumulated in the extended customer handling time result DB 902 using actual passenger demand measurement values such as the number of people staying and boarding rate, and the customer handling time is estimated. The station staying person / boarding rate processing unit 1002 acquires the staying number of people at the station and the boarding rate of the train, which are measured from moment to moment, from the passenger demand measuring device 901, and sends them to the delay record diagram editing unit 1001 to send past record diagrams. And is sent to the customer handling time calculation unit 1003 for use in customer handling time estimation. The delayed record diagram editing unit 1001 reads the plan / actual diagram as the past diagram, calculates the time interval with the preceding train of the data that the actual diagram is delayed with respect to the plan diagram, the stop time, and the customer handling time and at the station. The number of people staying at the station and the boarding rate to the station are linked and stored in the extended customer handling time record DB 902. Details of the items to be calculated will be described later with reference to FIG. In response to an external customer handling time calculation request, the customer handling time calculation unit 1003 estimates and returns the customer handling time with reference to the current station staying number of people / boarding rate and the extended customer handling time result DB 902. A detailed processing flow will be described with reference to FIG.

  FIG. 11 shows the data format of the extended customer handling time record DB 902 used by the customer handling time estimation unit 903. The extended customer handling time record DB 902 stores data for each station and direction (up and down). Each record constituting the extended customer handling time record DB 902 is recorded corresponding to a diagram when the train delay occurs, that is, a diagram in which the arrival time of the record diagram becomes larger than the planned diagram. Each record has a structure in which the number of people staying at the station and the boarding rate to the station are added to the past record diagram DB 402. The number of people staying at the station is the number of people staying at the date and time of arrival. For example, the number of people staying at the station is measured directly, or the number of people passing through the passage leading to the home is measured by the image camera and estimated using the accumulated value. Or indirectly. The boarding rate is a boarding rate of a train that has been on the train up to the station. The occupancy rate is measured by a variable load device installed on the train.

FIG. 12 shows a process flowchart of the customer handling time calculation unit 1003. The process flow will be described below according to the process steps of the process flow.
Step 1201: The system reads in advance an extended past record diagram database at the start of processing.
S1202: The system activates a monitoring processing loop for accepting a customer handling time calculation request event from the outside.
S1203: If a customer handling time calculation request event is received in S1202, the system proceeds to S1204. If no calculation request has occurred, the system returns to S1202 and continues accepting events.
S1204: It is assumed that the calculation request event includes a parameter of a time interval between the target station, the direction, and the preceding train. The system reads the various parameters included in the calculation request event.
S1205: With reference to the station and direction of various parameters, the extended customer handling time record DB 902 for the station and direction is selected.
S1206: A function for deriving customer handling time from the extracted extended past record diagram database is created. Assuming that the function is f, the function form is expressed by the following (formula 2).

Passenger handling time = f (number of people staying at the station, boarding rate) (Equation 2)

This function form is based on the following assumptions.
1. Passenger handling time has a functional relationship with the number of people waiting at the station and the boarding rate before getting off. That is, there is a positive correlation that as the number of people waiting at the station increases, the boarding time increases, and when the boarding rate increases, the boarding time increases.
2. The number of people waiting at the station can be measured as the number of people staying at the station. In addition, since there is no passenger getting on and off between the stations before getting off, the measured value of the boarding rate at the time of departure from the previous station can be used.
3. The past expansion record diagram database has data on customer handling time linked to the number of people staying at the station and the boarding rate. Based on this data, the passenger handling time is estimated by polynomial approximation of the number of people staying at the station and the boarding rate. Polynomial parameters are determined so as to minimize the error between the customer handling time estimated value and the actual value by the least square method or the like.

S1207: The current number of people staying at the station and the boarding rate are input to the function obtained in S1206, and the customer handling time is calculated.
S1208: The customer handling time obtained in S1207 is returned to the request source process.
S1209: Return to the event monitoring loop (the processing returns to S1202).

  10, 11, and 12, the customer handling time estimation unit 1003 can estimate the customer handling time that varies depending on the number of people staying at the station and the boarding rate. For this reason, it becomes possible to predict the customer handling time closer to the actual situation. By estimating the power consumption using this prediction result, the prediction accuracy of the power consumption can be improved, and an operation arrangement plan for more appropriately reducing the power consumption can be made.

  In the operation of a train, when a time disturbance occurs, the power consumption increases as compared to traveling on the planned time. In particular, when multiple trains depart at close timing (hereinafter referred to as “simultaneous departure”), the power system is greatly affected, so it is necessary to suppress the influence of simultaneous departures according to the increase in power consumption. . On the other hand, deterring departure should delay the recovery of diamonds and lead to a decrease in transportation capacity. Therefore, unnecessary departure inhibition should be avoided. The present embodiment provides an operation management system that suppresses the influence of simultaneous departures and appropriately predicts the power consumption when there is a timetable disruption in order to make an appropriate determination regarding the necessity of departure suppression.

  FIG. 15 shows a third embodiment of the train operation management system according to the present invention. Portions similar to those in FIG. 1 are given the same numerals, and portions overlapping those in FIG. 1 are partially omitted. 1 differs from the train operation management system of FIG. 1 in that it includes a simultaneous departure avoidance instruction unit 1501.

  The simultaneous departure avoidance instruction unit 1501 obtains information (time and train) on the possibility of simultaneous departure that needs to suppress power consumption from the prediction diagram calculation unit 112, and the departure of each train is prevented so as to prevent simultaneous departure. Communicate timing to each driver.

  For example, in the example of FIG. 3, the prediction diagram 307 and the prediction diagram 307-2 depart at a close time, and it is expected that the influence leads to a rapid increase in the predicted power consumption. When the simultaneous departure avoidance instruction unit 1501 in FIG. 15 prevents the situation where the predicted power consumption 312 exceeds the predicted power supply amount 311 by the suppression of the simultaneous departure, the driver of each train is controlled so as to suppress the simultaneous departure. Give instructions. That is, the simultaneous departure avoidance instruction unit 1501 extracts trains that depart from the schedule predicted by the prediction diagram calculation unit 112 at approximately the same timing, and, for example, delays the train to the driver of each train (intentional delay of departure time). ) And give instructions to shift the departure timing.

  In addition to preventing the simultaneous departure that should have occurred after that by instructing the postponement at the station, other simultaneous departure avoidance instructions are also conceivable. For example, it is also conceivable to instruct a train group having two or more trains that can depart at the same time so that the intervals between departure timings are increased by a predetermined interval (eg, several tens of seconds).

  In addition, the simultaneous departure avoidance instruction unit 1501 can display the train and time causing simultaneous departure on the display screen 131 instead of directly instructing the train driver. In this way, the commander can perform driving arrangement so as to avoid simultaneous departure.

  Further, as shown in FIG. 16, an acceleration method instruction unit 1601 may be provided instead of the simultaneous departure avoidance instruction unit 1501 of FIG. The acceleration method instruction unit 1601 outputs an instruction to suppress the acceleration at the time of departure, while allowing the simultaneous departure when the simultaneous departure is unavoidable. As a specific example, it is conceivable to transmit the limitation of the power running notch to the driver.

  Further, as shown in FIG. 17, a braking / driving force characteristic changing unit 1701 can be provided instead of the simultaneous departure avoidance instruction unit 1501 of FIG. The braking / driving force characteristic changing unit 1701 permits simultaneous departure when simultaneous departure is unavoidable, but restricts the drive force that can be actually output to reduce power consumption. As a specific example, it is conceivable to transmit a braking / driving force setting change message from the braking / driving force characteristic changing unit 1701 to the vehicle system to change the characteristic of the output torque with respect to the notch. As a result, even when the driver puts the same notch as in normal times, the power consumption is suppressed, and even when the driver makes a simultaneous departure, an increase in the power consumption is suppressed.

  As described above, in this embodiment, appropriate driving instructions and driving arrangements can be performed in consideration of the increase in power consumption due to simultaneous departure.

  As mentioned above, in Examples 1-3, although the example which provides one arithmetic processing unit and one memory | storage device in the operation management system was shown, for every process which the operation management system 100 implements, and the data to manage Arithmetic processing devices can be provided, or they can be provided on separate servers and constructed as an operation management system comprising a plurality of servers.

  In the first to third embodiments, the power consumption estimation unit 171 that estimates the power consumption is provided in the power supply and demand system 170. However, the power consumption estimation unit that estimates the power consumption is provided in the operation management system 100. It can also be provided.

In addition, this invention is not limited to an above-described Example, Various modifications are included.
For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files for realizing each function can be stored in a recording device such as a memory, a hard disk, an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
Further, the control lines and information lines indicate what is considered necessary for the explanation, and not all the control lines and information lines on the product are necessarily shown. Actually, it may be considered that almost all the components are connected to each other.

DESCRIPTION OF SYMBOLS 100 Train operation management system 110 Arithmetic processor 120 Storage device 131 Display device 140 Operation plan server 150 Course control device 170 Electricity supply and demand system

Claims (9)

An operation processing unit that captures the train position of the train, generates a performance diagram that indicates the actual train travel results, generates a prediction diagram that predicts future train travel from the train position of the train, and the performance diagram, and A storage unit for storing the prediction diagram,
In the train operation management system, the arithmetic processing unit displays the actual schedule stored in the storage unit and the prediction diagram on a read display screen.
The storage unit
Memorize the plan diagram showing the planned operation plan in advance,
The arithmetic processing unit includes:
When a delay event that causes a delay in the operation of a train occurs, the prediction after the delay event occurs for each train by predicting a stop, acceleration, or deceleration between train stations that accompanies the delay event. A schedule is generated, and a predicted power consumption consumed when a train is operated according to the forecast diamond is obtained for each train, the forecast diamond and the forecast power consumption are stored in the storage unit, and the storage unit The predicted schedule and the predicted power consumption are read out, the predicted power consumption for each train and the temporal change of the predicted power consumption are displayed on a display screen, and the plan consumed when the train is operated according to the schedule Obtaining power consumption, comparing the predicted power consumption and the planned power consumption for each train, and displaying the increase or decrease of the power consumption accompanying the delay event for each train Train operation management system to. In the train operation management system according to claim 1,
The storage unit
The amount of power that can be supplied for train operation is stored in the predicted power supply amount determined every hour,
The arithmetic processing unit includes:
A train operation management system, wherein a time change of the predicted power consumption and a time change of the predicted power supply amount are displayed on a display screen. In the train operation management system according to claim 2,
The arithmetic processing unit includes:
A train operation management system that displays a warning on a display screen when the predicted power consumption exceeds the predicted power supply amount at any time. In the train operation management system according to claim 1,
The arithmetic processing unit includes:
It is the time required for the train to travel between stations, and the arrival time of the next station after the occurrence of the delay event is predicted for each train using a predetermined traveling time and the location of the train. ,
From the arrival time of the next station predicted for each train, calculate the distance to the preceding train that precedes each train,
When the distance from the preceding train is less than the predetermined distance at any point between the stations, a prediction diagram after occurrence of the delay event is set by setting a point to stop or decelerate the subsequent train. Train operation management system characterized by demanding. In the train operation management system according to claim 1,
The storage unit
Store a customer handling time database in which the relationship between past train performance, train operation date and time, and stop time of each train station is stored,
The arithmetic processing unit includes:
By comparing the travel performance of the train after the occurrence of the delay event and the train operation date and time database with the customer handling time database, the stop time of the station is predicted for each train, and the departure time at which each train leaves the station is determined. A train operation management system for predicting and generating the prediction diagram. In the train operation management system according to claim 5,
The customer handling time database also stores the relationship between the number of people staying at the station or the train occupancy rate in the past.
The arithmetic processing unit includes:
Predicting the departure time of each train from the station by predicting the stop time of each station by comparing the number of people staying at the station after the delay event or the train occupancy rate and the customer handling time database A train operation management system that generates the prediction diagram. In the train operation management system according to claim 1,
The arithmetic processing unit includes:
A train operation management system, wherein trains that depart at approximately the same time are extracted from the prediction diagram stored in the storage unit, and the extracted trains are displayed. In the train operation management system according to claim 7,
The arithmetic processing unit includes:
A train operation management system that outputs an operation instruction that shifts a train departure timing or an operation instruction that suppresses an acceleration at the time of departure of a train to an extracted train driver. In the train operation management system according to claim 7,
The arithmetic processing unit includes:
A train operation management system, wherein a change instruction for changing characteristics of output torque is output to a vehicle system that controls output torque required for driving an extracted train.