JP6143691B2 - Operation control system - Google Patents

Description

  Embodiments described herein relate generally to an operation control system.

  Conventionally, the peak of power consumption consumed by multiple trains by shifting the departure timing of multiple trains so as to avoid overlapping of power trains of multiple trains that exist within the same substation feeding section A technique for suppressing the value from temporarily becoming higher than a predetermined constraint value is known. In such a technique, there is a case where a disorder (delay) of the operation plan occurs due to the departure time of a plurality of trains deviating.

Japanese Patent No. 2576719 Japanese Patent No. 3754729 JP 2000-198443 A

  In the technology as described above, it is desirable that the peak value of the power consumption can be made equal to or less than the constraint value while minimizing the disturbance of the operation plan.

The operation control system according to the embodiment includes a prediction unit and an adjustment unit. The prediction unit is based on the operation plan set for a plurality of trains, the current operation status of the plurality of trains, and the vehicle characteristics of the plurality of trains. The amount of power consumed by a train after a predetermined time is predicted. The coordinator is configured to select a predetermined number of trains so that when the predicted power consumption exceeds a threshold value, the power consumption is less than or equal to the threshold value and the disturbance of the operation plan is minimized. Change the departure time of the power train that will be powered after hours. In addition, the adjustment unit has an adjustable time obtained by subtracting the fastest travel time when the power train travels between the stop stations at the fastest speed from the planned travel time when the power train travels between the stop stations according to the operation plan. Even if the departure time of the power train is delayed within the range and the departure time is delayed within the adjustable time range, if the power consumption does not fall below the threshold, the power consumption is the threshold. The departure time is delayed beyond the adjustable time range so that:

FIG. 1 is a block diagram showing an example of the configuration of an operation control system and its surrounding systems according to the first embodiment. FIG. 2 is a diagram illustrating an example of operation states and power consumption of two trains before the departure time is shifted by the operation control system according to the first embodiment. FIG. 3 is a diagram for explaining an example of operation states and power consumption of two trains after the departure time is shifted by the operation control system according to the first embodiment. FIG. 4 is a schematic diagram for explaining an example of the adjustable time used in the operation control system according to the first embodiment. FIG. 5 is a flowchart illustrating an example of a processing flow executed by the operation control system according to the first embodiment. FIG. 6 shows an example of priorities used in the operation control system according to the second embodiment. FIG. 7 is a flowchart showing an example of a processing flow executed by the operation control system according to the second embodiment. FIG. 8 shows an example of priorities used in the operation control system according to the third embodiment.

  Hereinafter, embodiments will be described with reference to the drawings.

(First embodiment)
First, with reference to FIGS. 1-4, an example of a structure of the operation control system 100 by 1st Embodiment is demonstrated.

  As shown in FIG. 1, a vehicle management system 101, a power management system 102, and an operation management system 103 are connected to the operation control system 100 as peripheral systems. In addition, a transportation planning system 104 is connected to the operation management system 103.

  The transportation planning system 104 creates an operation plan (planning diagram) that is the basis of the operation of a plurality of trains T operated on the track R. The vehicle management system 101 performs scheduling of the train T assigned to the plan schedule. The train T operates based on electric power supplied from the substation SS. In the example illustrated in FIG. 1, a plurality of substations SS are provided, and each substation SS supplies power to a train T that travels in a power feeding section S that is under its control.

  The power management system 102 outputs a power consumption constraint value (hereinafter referred to as a constraint value) provided for each substation SS to the operation control system 100. This constraint value may vary due to a contracted power amount, a change in the operating status of the substation SS due to a failure of a device in the substation SS, a power limit, or the like. In the first embodiment, an example in which one constraint value is provided for each of a plurality of substations SS will be described. However, the first embodiment is not limited to this, and the entire substations SS One constraint value may be provided.

  The operation management system 103 includes a train tracking unit 103a, an operation state grasping unit 103b, and a route control unit 103c. The train tracking unit 103a tracks the train T by acquiring the position of the train T from an interlocking device (not shown) provided on the track R. Based on the plan diagram created by the transportation planning system 104, the operation status grasping unit 103b creates and records an operation plan for the day's operation control, and acquires the created and recorded operation plan and the train tracking unit 103a. The current operation status of the train T, such as the presence or absence of delay, is calculated by comparing the information (tracking result of the train T). The route control unit 103c determines the route of the train T by operating an interlocking device (not shown) on the track R based on the operation plan of the day created by the operation state grasping unit 103b and the current operation state. Control.

  The operation control system 100 includes a power consumption amount prediction unit 100a, a departure time adjustment unit 100b, and an output unit 100c. The power consumption amount prediction unit 100a acquires the operation plan for the day from the operation state grasping unit 103b before starting the operation, and acquires the vehicle allocation and the vehicle characteristics for the day from the vehicle management system 101. In addition, when there is a change in the information acquired from the operation status grasping unit 103b and the vehicle management system 101, the power consumption amount prediction unit 100a acquires the information again at the timing when the change is made. Further, the power consumption prediction unit 100a acquires the current operation status of the train T from the operation status grasping unit 103b as needed.

  Here, in the first embodiment, the power consumption amount predicting unit 100a obtains various pieces of information (the operation plan on the day, vehicle allocation, vehicle characteristics, and the current operation state) as needed from the operation state grasping unit 103b as needed. Based on the above, the power consumption consumed by the train T existing in the power feeding section S of the same substation SS after a predetermined time (for example, after 10 minutes) is predicted. Then, the power consumption amount prediction unit 100 a compares the predicted power consumption amount with the constraint value received from the power management system 102. Then, when the power consumption prediction unit 100a determines that the power consumption after a predetermined time exceeds the restriction value, the train T scheduled to be powered after the predetermined time (hereinafter referred to as a power train) is specified as the adjustment target train. To do.

  The departure time adjustment unit 100b avoids overlapping of power running times of a plurality of trains T existing in the power feeding section S of the same substation SS at a time when the power consumption is predicted to exceed the constraint value. Then, the departure time of the power train specified as the adjustment target train is changed. For example, as shown in FIG. 2, a case will be described in which powering of two trains T1 and T2 overlaps between time τ1 and τ2 in the operation plan. In this case, when the departure time adjustment unit 100b determines that the total value of the power consumption P1 in the power running state of the train T1 and the power consumption P2 in the power running state of the train T2 exceeds the constraint value, as illustrated in FIG. The departure time of the train T1 is delayed until time τ2. Thereby, since it is avoided that the two trains T1 and T2 will be in a power running state simultaneously, the total value of the power consumption of the two trains T1 and T2 can be made below a constraint value. In FIGS. 2 and 3, the thick line graphs indicate schematic changes in the power consumption of each of the trains T1 and T2, and the thin line graphs indicate schematic changes in the speeds of the trains T1 and T2. .

  Here, in the first embodiment, the departure time adjustment unit 100b performs not only the relationship between the power consumption and the constraint value but also the control for changing the departure time as described above (hereinafter referred to as departure suppression control). We will also consider the impact on the plan. That is, when the power consumption amount after a predetermined time exceeds the constraint value, the departure time adjustment unit 100b determines that the power consumption amount is equal to or less than the constraint value and is determined in the operation plan. Search for starting deterrence control for power trains that minimizes turbulence.

  More specifically, the departure time adjustment unit 100b sets the power train in the range of the adjustable time shown in FIG. 4 in order to minimize the disturbance of the operation plan caused by delaying the departure time of the power train. Search for departure restraint control that delays the departure time. FIG. 4 shows a breakdown of the time from arrival at a certain stopping station to arrival at the next stopping station.

  As shown in FIG. 4, the adjustable time is a time obtained by subtracting the fastest travel time from the planned travel time. Here, the planned travel time is a planned travel time when the power train travels between stop stations according to the operation plan, and is a time obtained by adding the reference travel time, the rounding time, and the margin time. The fastest travel time is the travel time when the power train travels between the corresponding stop stations at the fastest speed. The reference travel time is the time required for the train T having the lowest performance among the trains T that may travel between the corresponding stop stations to travel between the corresponding stop stations. The rounding time is a time for adjusting the reference travel time to a sharp numerical value (for example, adjusting to a unit of 10 seconds). Further, the margin time is a surplus time set in advance in order to recover the delay to some extent when the delay occurs.

  According to Fig. 4, if the power train travels between the stop stations at the fastest speed, the arrival time at the next stop station will be as planned even if the departure time of the power train is delayed to the full adjustable time. I understand. In other words, if the delay of the departure time of the power train is kept within the adjustable time range, it is possible to avoid a delay in the arrival time at the next stop station, and to avoid disturbance of the operation plan. I understand that I can do it. In addition, when the delay with respect to an operation plan has generate | occur | produced in the power train specified as an adjustment object train, what subtracted the time for the delay beforehand is used as an adjustable time.

  Here, even if the departure time is delayed within the adjustable time range, it is conceivable that overlapping of the power running of the plurality of power trains cannot be avoided. Therefore, in the first embodiment, when the departure time adjustment unit 100b delays the departure time within the range of the adjustable time, if the power consumption does not fall below the constraint value, the power consumption amount becomes the constraint value. As described below, a search is made for departure suppression control that delays the departure time beyond the adjustable time range. In such a search, the delay time of each adjustment target train is increased by a certain value (for example, 1 second), the total value of power consumption of each adjustment target train in each case is calculated, the total value and the constraint value, This is done by comparing

  The output unit 100c outputs the departure inhibition control discovered by the search by the departure time adjustment unit 100b to one or both of the crew terminal provided in the train T and the inhibition display device I such as a traffic light. In the first embodiment, the output unit 100c makes an inquiry to a human system (for example, a crew member) as to whether or not the disturbance of the operation plan is allowed when the departure inhibition control is found only outside the adjustable time range. A user interface (UI) may be output. Even if the operation plan is disturbed, it is not necessary to use the UI as described above as long as the operation control system 100 is set in a mode for entrusting control.

  Next, an example of a processing flow executed by the operation control system 100 according to the first embodiment will be described with reference to FIG.

  In this processing flow, first, as shown in FIG. 5, in step S1, the power consumption prediction unit 100a obtains various information (operation plan, vehicle allocation, vehicle characteristics, and Based on the current operation status), the power consumption consumed by the train T existing in the power feeding section S of the same substation SS after a predetermined time (for example, after 10 minutes) is predicted. Then, the process proceeds to step S2.

  Next, in step S2, the power consumption amount prediction unit 100a determines whether or not the power consumption amount predicted in step S1 exceeds the constraint value. If it is determined in step S2 that the power consumption does not exceed the constraint value, the process returns to step S1. If it is determined in step S2 that the power consumption exceeds the constraint value, the process proceeds to step S3.

  In step S <b> 3, the power consumption amount prediction unit 100 a specifies an adjustment target train that is a power train that performs power running at a time when the power consumption amount is predicted to exceed the constraint value. Then, the process proceeds to step S4.

  Next, in step S4, the departure time adjustment unit 100b searches for departure suppression control for the train to be adjusted within the range of adjustable time so that the power consumption is less than or equal to the constraint value. . In addition, when the delay with respect to an operation plan has generate | occur | produced in the power train specified as an adjustment object train, what subtracted the time for the delay beforehand is used as an adjustable time. Then, the process proceeds to step S5.

  Next, in step S5, the departure time adjustment unit 100b determines whether or not the departure suppression control such that the power consumption is equal to or less than the constraint value has been found within the adjustable time range.

  In step S5, when the departure suppression control in which the power consumption is equal to or less than the constraint value is found within the adjustable time range, the process proceeds to step S6. In step S6, the output unit 100c outputs the found departure inhibition control to one or both of the crew terminal provided in the train T and the inhibition display device I such as a traffic light. Then, the process returns to step S1.

  On the other hand, in step S5, when the departure suppression control that causes the power consumption to be equal to or less than the constraint value is not found within the adjustable time range, the process proceeds to step S7. In step S7, the departure time adjustment unit 100b searches for departure suppression control that causes the power consumption to be equal to or less than the constraint value outside the range of adjustable time. Then, the process proceeds to step S6, and the output unit 100c outputs the found departure inhibition control to one or both of the crew terminal provided in the train T and the inhibition display device I such as a traffic light. Then, the process returns to step S1.

  As described above, in the first embodiment, when the power consumption predicted by the power consumption prediction unit 100a exceeds the constraint value, the departure time adjustment unit 100b has the power consumption below the constraint value. And the departure time of the power train scheduled to be powered after a predetermined time among the plurality of trains T is adjusted so that the disturbance of the operation plan is minimized. As a result, the peak value of the power consumption can be made equal to or less than the constraint value while minimizing the disturbance of the operation plan. In addition, according to the first embodiment, the constraint value fluctuates due to a change in the contract power amount, a change in the operation status of the substation SS due to a failure of the equipment in the substation SS, or the implementation of power restriction. Even in this case, it is possible to control the power consumption to be equal to or lower than the constraint value while suppressing the delay of the train T only by changing the constraint value condition.

  In the first embodiment, as described above, the departure time adjustment unit 100b determines the departure time of the power train specified as the adjustment target train within the adjustable time range obtained by subtracting the fastest traveling time from the planned traveling time. Delay. Thereby, it can suppress that disorder of an operation plan generate | occur | produces.

  In the first embodiment, as described above, the departure time adjustment unit 100b consumes power when the power consumption does not fall below the limit value even when the departure time is delayed within the adjustable time range. The departure time is delayed beyond the adjustable time range so that the amount of electric power is less than or equal to the constraint value. Thereby, it is possible to more reliably suppress the amount of power consumption exceeding the constraint value by allowing some disturbance in the operation plan.

(Second Embodiment)
Next, an operation control system 200 according to the second embodiment will be described with reference to FIG. 1, FIG. 6, and FIG. The second embodiment differs from the first embodiment in a method for searching for departure suppression control in which the power consumption is not more than the constraint value outside the adjustable time range.

  In the second embodiment, when the departure time adjustment unit 200b (see FIG. 1) delays the departure time within the adjustable time range, and the power consumption does not fall below the constraint value, The departure time is delayed so as to minimize the influence on passengers riding on the specified power train.

  That is, in the second embodiment, when the departure time adjustment unit 200b searches for the departure restraint control outside the adjustable time range, the departure time adjustment unit 200b has a plurality of items according to the priority set in advance for each train T (see FIG. 6). The departure suppression control is searched in a state in which a delay with respect to the operation plan of the adjustment target train having a low priority among the adjustment target trains is allowed.

  In the second embodiment, as shown in FIG. 6, six levels of priority are set, and the lowest priority (priority 1) is set, and there is no forwarding of a subsequent train that arrives on the same line. From trains and freight trains to passenger trains that have the highest priority (priority 6) and that are approaching a subsequent train (passenger) that arrives on the same line are defined.

  That is, in 2nd Embodiment, the priority is given with the train classification of the adjustment object train, the presence or absence of the approach of a subsequent train, and the train type of a subsequent train.

  In the second embodiment, as described above, when the departure time is delayed within the adjustable time range, the priority is determined depending on whether the passenger is on board or the passenger is on the following train, It is possible to search for departure restraint control that suppresses the influence on passenger transportation by preferentially delaying the departure time in descending order of priority. Thereby, it can suppress that the transportation of the passenger who gets on the adjustment object train and its subsequent train is delayed due to the adjustment object train being delayed beyond the adjustable time range.

  Next, an example of a processing flow executed by the operation control system 200 according to the second embodiment will be described with reference to FIG. The processing in steps S1 to S6 in the processing flow in FIG. 7 is the same as the processing in steps S1 to S6 in the processing flow according to the first embodiment shown in FIG. Only will be described.

  In the processing flow shown in FIG. 7, in step S <b> 17, the departure time adjustment unit 200 b allows the delay exceeding the adjustable time range in order from the adjustment target train having the lowest priority, thereby reducing the power consumption amount to the constraint value. Search for departure restraint controls that: As a result, even when the departure restraint control is not found within the adjustable time range, the departure restraint control that minimizes the influence on the passenger transportation is searched. Then, the process proceeds to step S6.

  In addition, the other structure and effect of 2nd Embodiment are the same as that of the said 1st Embodiment.

(Third embodiment)
Next, with reference to FIG. 1 and FIG. 8, the operation control system 300 (refer FIG. 1) by 3rd Embodiment is demonstrated. The third embodiment is the same as the second embodiment in that priority is used when searching for a departure restraint control in which the power consumption is less than or equal to a constraint value outside the adjustable time range. The specific content of the priority is different from that of the second embodiment.

  In the third embodiment, the departure time adjustment unit 300b is an adjustment target train that travels in a predetermined direction in a predetermined time zone when searching for departure suppression control outside the range of the adjustable time. Preferentially delay the departure time of trains other than the adjustment target trains that have many passengers. If the desired departure inhibition control cannot be searched even after adjusting the departure time based on the priority direction, the departure inhibition control may be searched for including directions that are not the priority direction. In addition, the search order of the departure inhibition control in each direction can be considered to be the order of the second embodiment.

  Specifically, in the third embodiment, as shown in FIG. 8, the following two types of trains are set as high priority trains. That is, two types of trains, a train that travels in the upward direction in the time zone from 7:30 to 9:00 and a train that travels in the downward direction in the time zone from 18:00 to 21:00, have high priority. It is set as a train. These two types of trains both have many commuter passengers, and it is estimated that it will take time to get on and off. Therefore, by not delaying these two types of trains as much as possible with respect to the operation plan, the transportation of customers will be delayed. Can be suppressed.

  The remaining configuration and effects of the third embodiment are similar to those of the aforementioned second embodiment. Moreover, since the process flow performed by the operation control system 300 according to the third embodiment is the same as the process flow according to the second embodiment (see FIG. 7), description thereof is omitted.

  As mentioned above, although embodiment of this invention was described, the said embodiment is an example to the last, Comprising: It is not intending limiting the range of invention. The above embodiment can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and equivalents thereof.

100, 200, 300 Operation control system 100a Power consumption prediction unit 100b, 200b, 300b Departure time adjustment unit 100c Output unit T train

Claims (6)

Based on the operation plan set for a plurality of trains, the current operation status of the plurality of trains, and the vehicle characteristics of the plurality of trains, the plurality of the plurality of trains existing in the power supply section of the same substation A prediction unit that predicts the amount of power consumed by the train after a predetermined time;
Among the plurality of trains, when the predicted power consumption exceeds a threshold, the power consumption is equal to or lower than the threshold, and disturbance of the operation plan is minimized. An adjustment unit for changing a departure time of a power train scheduled to be powered after the predetermined time;
With
The adjustment unit is an adjustment obtained by subtracting the fastest travel time when the power train travels between the stop stations at the fastest speed from the planned travel time when the power train travels between the stop stations according to the operation plan. When the power train does not fall below the threshold even when the departure time of the power train is delayed within the possible time range and the departure time is delayed within the adjustable time range The operation control system that delays the departure time beyond the adjustable time range so that the power consumption is equal to or less than the threshold value . The adjustment unit, in accordance with preset priority for each train, and the impact on customers that are riding in the force matrix vehicle is configured to delay the departure time so as to minimize claim 1 The operation control system described in 1. The adjusting unit is configured to preferentially delay the departure time of the power train other than the power train corresponding to at least one of whether a customer is on the board or a passenger is on the following train. The operation control system according to claim 2 . The adjustment unit is configured to preferentially delay the departure time of the power train other than the power train that travels in a predetermined direction in a predetermined time zone, which is estimated to have a large number of passengers on board. The operation control system according to claim 2 .   Based on the operation plan set for a plurality of trains, the current operation status of the plurality of trains, and the vehicle characteristics of the plurality of trains, the plurality of the plurality of trains existing in the power supply section of the same substation A prediction unit that predicts the amount of power consumed by the train after a predetermined time;
  Among the plurality of trains existing in the power supply section of the same substation so that the power consumption is less than or equal to the threshold when the predicted power consumption exceeds a threshold. Changed to preferentially delay the departure time of power trains scheduled to be powered after the predetermined time other than the train corresponding to at least one of whether the passenger is on board or the passenger is on the following train An operation control system, comprising:   Based on the operation plan set for a plurality of trains, the current operation status of the plurality of trains, and the vehicle characteristics of the plurality of trains, the plurality of the plurality of trains existing in the power supply section of the same substation A prediction unit that predicts the amount of power consumed by the train after a predetermined time;
  Among the plurality of trains existing in the power supply section of the same substation so that the power consumption is less than or equal to the threshold when the predicted power consumption exceeds a threshold. The departure time of a power train scheduled to be powered after the predetermined time other than a train traveling in a predetermined direction in a predetermined time zone, which is estimated to be a large number of passengers, is changed so as to be preferentially delayed An operation control system comprising an adjustment unit.

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