JP6446342B2 - Operation management device - Google Patents

Description

  The present invention relates to an operation management device and an operation management system.

  In the railway system, the operation of each train is managed by a train schedule. However, there is a case where the train operation is delayed due to the influence of the crowded passengers and the weather, and a deviation from the planned train schedule may occur. Japanese Patent Laid-Open No. 2014-220859 (Patent Document 1) is a technique for correcting train operation in accordance with the schedule. According to this publication, “the train operation control device 10 estimates the congestion situation of passengers at the next stop station based on the own train brake pattern information, the next stop station information and the passenger inflow speed information, and based on this estimation result. Estimate the time required for passengers to get on and off the train (hereinafter referred to as the required boarding time), and only the above-mentioned required boarding time than the departure time of the next stop station on the own schedule There is a description that “the previous time is calculated as the arrival time of the next stop station of the own train, and the train operation control apparatus 10 notifies the speed pattern planning unit 11 of the calculated arrival time as the target arrival time”.

JP 2014-220859 A

  Since a speed limit for ensuring safety is established between the stations, there is a limit even when the delayed train recovers the delay, and it is difficult to immediately return to the operation schedule. In addition, if one train is delayed, the subsequent trains are also affected, so that a plurality of trains are connected in a dumpling state, resulting in a problem that transportation efficiency is lowered.

  In patent document 1, it is not considered about the transport efficiency of the passenger as the whole operation of a train in case a plurality of trains are operating.

In order to solve the above problems, one of the representative operation management devices of the present invention includes an I / O unit that communicates with a plurality of trains by radio, and position information of the plurality of trains via the I / O unit. Train position information acquisition unit for acquiring trains, a database for storing operation schedule information of a plurality of trains, and a train communicating with the I / O unit as control target trains, and a plurality of trains based on the position information and operation diagrams If the delay of the preceding train of the control target train and the delay of the subsequent train of the control target train are different, the greater one is set as the delay of the other train. When the delay of the target train is greater than the delay of the other train, the difference between the delay of the control target train and the delay of the other train is set as the relative delay time, and otherwise, the delay calculation unit outputs the relative delay time as 0 And relative delay time as suppression time And a temporary suppression hour output unit for outputting Te, and trains inhibition instruction unit for suppressing the running notifies the suppression hour and minute in the control target train, comprising a has a suppression rate, the temporary inhibiting hour output unit outputs A suppression time / minute suppression unit that outputs a value obtained by multiplying the suppression time by the suppression rate, the train suppression instruction unit uses the output of the suppression time / minute suppression unit as the suppression time,
If the sum of the output time of the suppression time suppression unit and the delay time of the control target train does not exceed the allowable delay time, the output of the suppression time suppression unit A deterrence time limit unit that outputs the difference between the permissible delay time and the delay time of the controlled train in other cases, and the train deterrence instruction unit includes a deterrence time limit unit It characterized that you use the output as the restraining hour.

  According to the present invention, it is possible to suppress a decrease in passenger transportation efficiency when a delay occurs.

It is an example of the whole structure containing the operation management apparatus of Example 1. FIG. It is an example of a structure of the operation management apparatus of Example 1. FIG. It is a figure which shows the flow of a process when the positional information and speed information of Example 1 are received. It is a figure which shows the flow of the control information calculation process of Example 1. FIG. It is a figure explaining the calculation method of the suppression time of Example 1. FIG. It is a figure explaining the calculation method of the suppression time of Example 2. FIG. It is a figure which shows the flow of the control information calculation process of Example 3. It is a figure explaining the calculation method of the suppression time of Example 3. FIG. It is a figure which shows the example of the running curve of Example 1. FIG.

  Embodiments of the present invention will be described below with reference to the drawings.

For the railway system, it is desirable for the train to operate according to the planned schedule, but if the station is very crowded due to a typhoon or a special event, the train will be operated due to an accident at a railroad crossing or adhesion of foreign objects to the overhead line There may be a delay. If a delay occurs, there will be a gap between the planned train and the front line train, and conversely the back line train will be clogged. As a result, the number of passengers in the rear line train is reduced by the number of passengers concentrated on the delayed train, and the efficiency of the train operation is reduced. On the other hand, convenience for passengers is also reduced. In the present invention, when a delay occurs, in consideration of the relationship between the front-rail train and the rear-rail train both car, by dispersing a delay time between a plurality of trains, the point is possible to prevent a reduction in the transportation efficiency It is.

  FIG. 1 is an example of an overall schematic diagram including the operation management apparatus of the present embodiment. In a present Example, the train which performs an automatic driving | running is assumed and a train can depart automatically by the instruction | indication from an operation management apparatus.

  The train 101 is a vehicle that travels on the track 109. In the present invention, the number of formations need not be plural, and may be one vehicle. The train 101 has the geographic data of the track 109, and the geographic data stores data on the position of the station and the distance traveled between the stations.

  The ground element 105 and the ground element 106 are installed on or near the track between stations (may be a third rail), and communicate when the train 101 passes. The train 101 includes means for measuring a travel distance such as a speed generator (not shown), and includes absolute position information obtained from the ground element 105 and the ground element 106 and relative distance information from the ground element obtained from the speed generator. Thus, the position of the own train can be recognized.

  The operation management device 108 acquires train position information from a plurality of trains to be controlled including the train 101. By receiving position information and speed information from each train and acquiring the position where the vehicle stopped, the arrival time of each train at the station and the delay of each train can be calculated. When the vehicle stops at the station, the traveling time between the current stop station (station 103 in FIG. 1) and the next stop station (station 104 in FIG. 1) is transmitted to the train 101. Further, if necessary, a deterrence time for deterring departure for a specified time is transmitted to the target train.

  The train 101 calculates an optimal speed for traveling between the stations that have received the inter-station travel distance, and starts traveling according to the speed. For example, the train 101 is a travel curve indicating a relationship between time and speed when traveling between the current stop station and the next stop station, and the time until the train arrives at the next stop station from the current stop station. Create a travel curve in which the integration of time from the current stop station to the next stop station of this travel curve is equal to the travel distance between stations, and control the speed accordingly To do. In addition, when the suppression time is received, the departure is suppressed only for the suppression time. FIG. 9 shows an example of a running curve.

  The wireless device 102 and the wireless device 107 are wireless means provided on the train and on the ground side, and can communicate between the train 101 and the operation management device 108 such as train position information and travel time between stations. . However, the present invention is not limited to this means, and information may be exchanged via a track circuit or a ground unit. For example, the arrival at the station may be detected on the upper side of the vehicle, or a track circuit or ground element is installed near the station, and when the train has entered the station, it is transmitted to the ground device. May be.

  FIG. 2 is an example of the configuration of the operation management apparatus 108 of the present embodiment.

  The diamond information 203 is a database that stores the position information of the stop station and a planned schedule planned in advance.

  The train position information acquisition unit 202 is based on the stop station position information acquired from the diagram information 203, and the position information and speed information of each train obtained via the wireless device 107, and the arrival station and arrival time of each train. Is detected.

For each train, the delay calculation unit 204 acquires the arrival station and the actual arrival time from the train position information acquisition unit 202, and arrives on the plan diagram from the plan diagram acquired from the diagram information 203 to the station where the train has arrived. The planned arrival time is acquired, the difference between the actual arrival time and the planned arrival time is obtained, and this is calculated as the delay time of each train. Also, the relative delay time between trains is calculated.
The temporary inhibition time output unit 206 outputs the relative delay time between trains acquired from the delay calculation unit 204 as the temporary inhibition time of the train to be controlled.

  The train deterrence instruction unit 205 sets the provisional deterrence time as the deterrence time, transfers the travel time between stations, and the deterrence time to the I / O unit 201 and transmits them to the control target train.

  The I / O unit 201 receives the position information and speed information of each train via the radio device 107, and outputs them to the train position information acquisition unit 202. Also, the I / O unit 201 calculates the travel time between stations and the suppression time. It transmits to a control object train via the radio | wireless machine 107. FIG.

  FIG. 3 is a diagram illustrating a processing flow when the operation management apparatus 108 according to the present embodiment receives position information and speed information from a control target train (hereinafter, the own train).

  In S301, the train position information acquisition unit 202 checks the speed of the own train included in the speed information received from the own train. When the speed of the own train is 0 and the stop is indicated, the process proceeds to S302. Otherwise, the process proceeds to S304.

  In S <b> 302, the train position information acquisition unit 202 is based on the position information received from the own train, and whether the position where the own train stops is within the range of the position information of any stop station acquired from the diagram information 203. Investigate. When the stop position of the own train is within the range of the position information of any stop station, the process proceeds to S303, and otherwise, the process proceeds to S304.

  In S303, the operation management apparatus 108 performs control information calculation processing, and then proceeds to S304.

  In S304, the delay calculation unit 204 stores the position information of the own train, and proceeds to S305.

  In S305, the operation management apparatus 108 ends this process.

  FIG. 4 is a diagram illustrating a flow of control information calculation processing according to the present embodiment.

  In this process, the station stop time and the allowable delay time are determined in advance. For example, the station stop time is 90 seconds, and the allowable delay time is the shortest time interval of the train on the diagram.

  In S401, the delay calculation unit 204 obtains the travel time between stations between the current stop station and the next stop station from the diagram information 203 of the own train. The calculated inter-station travel time and the specified station stop time are added to the actual arrival time at the current stop station to calculate the normal next station arrival time, and the process proceeds to S402.

  In S402, the delay calculation unit 204 calculates and stores the difference between the actual arrival time at the current stop station and the planned arrival time based on the schedule information as the delay time of the own train, and proceeds to S403.

  In S403, the delay calculation unit 204 proceeds to S404 if the delay time of the own train is less than the prescribed allowable delay time. If the delay time of the own train is out of range, the process proceeds to S406.

  In S <b> 404, if there is position information of other trains stored, the delay calculation unit 204 includes the train nearest to the front of the own train (hereinafter referred to as the forward train) and the own train. Look for the nearest train on the back of the train (hereinafter referred to as the back train). If there is a forward train, and the delay time is stored, the delay time is set as the delay time of the forward train, and if not stored, the delay time of the forward train is set as 0. If there is no forward train, the delay time of the forward train is set to zero. If there is a back line train and the delay time is stored, the delay time is set as the delay time of the back line train, and if not stored, the delay time of the back line train is set to 0. If there is no rear line train, the delay time of the rear line train is set to zero.

  Furthermore, the delay calculation unit 204 calculates the relative delay time of the own train from the delay time of the own train, the delay time of the forward train, and the delay time of the rear train. First, the larger one of the delay time of the forward train and the delay time of the rear train is selected as the delay time of the other train. If they are the same, the delay time of the forward train is the delay time of the other train. The relative delay time of the own train is the difference between these delay times when the delay time of the other train is larger than the delay time of the own train, and 0 otherwise. Thereafter, the process proceeds to S405.

  In S405, the temporary inhibition time output unit 206 outputs the relative delay time of the own train acquired from the delay calculation unit 204 as the temporary inhibition time, and proceeds to S406.

  In S <b> 406, the train inhibition instruction unit 205 sets the inhibition time to 0 when the inhibition time is not fixed. Furthermore, the inter-station travel time between the current stop station and the next stop station is acquired from the delay calculation unit 204. Thereafter, the traveling time between stations and the suppression time determined by this processing are transferred to the I / O unit 201, and the I / O unit 201 notifies the train of these, and the process proceeds to S407.

In S407, the control information calculation process ends.
FIG. 5 is a diagram for specifically explaining the calculation method for the suppression time described in FIG. 4 and is a part of the present invention.

  The upper part of FIG. 5 schematically shows a station and a train. A case where there are five stations 511 to 515 in a certain section and trains 501 to 504 are operating in the section is shown.

  The middle part of FIG. 5 shows the delay status of each train. Train 501 has no delay (column A, line 1 in the lower table of FIG. 5), and train 502 has a delay of 4 minutes (table in the lower part of FIG. 5). Train B 503 has a delay of 3 minutes (column C 1 row in the lower table of FIG. 5), and train 504 has a delay of 1 minute (column D 1 row in the lower table of FIG. 5). Shall. In addition, it is desired that the allowable delay time is predetermined as 5 minutes and control is performed so as not to exceed the allowable delay time.

  Since the train 501 does not exist in the front line train, the delay of the front line train is set to 0 minutes (column A, line 2 in the lower table of FIG. 5). Since the rear line train is the train 502, the delay of the rear line train is set to 4 minutes delay of the train 502 (column A, row 3 in the lower table of FIG. 5). Among these delays in the front line train and the back line train, the larger is the delay in the back line train, which is larger than the delay of the own train, so the difference between the delay of the back line train and the delay of the own train is 4 minutes. The relative delay time is set (column A, row 4 in the lower table of FIG. 5).

  The relative delay time is similarly obtained for the trains 501 to 504 (column B row 4 to column D row 4 in the lower table of FIG. 5). These relative delay times are set as suppression times.

  As described above, by setting the suppression time for each train and distributing the relative delay time, it is possible to prevent passengers from concentrating only on the first train where the train is crowded due to the delay, and to transport the entire train operation. The decrease in efficiency can be reduced.

  In the second embodiment, the calculation method of the relative delay time in the first embodiment is changed. The rest is the same as in Example 1.

In Example 1, in S404 of FIG. 4, when the delay calculation unit 204 calculates the relative delay time of the own train, the larger one of the delay time of the forward train and the delay time of the rear train is selected. And the delay time of other trains. On the other hand, in Example 2, when the delay calculation unit 204 calculates the relative delay time of the own train in S404 of FIG. 4, the average of the delay time of the forward train and the delay time of the rear train is different. The delay time of the train.
FIG. 6 is a diagram for specifically explaining the calculation method for the suppression time in the present embodiment, and is a part of the present invention. The station position, the train position, and the delay status of each train are the same as in FIG.

  Since the train 501 does not exist in the front line train, the delay of the front line train is set to 0 minutes (column A, row 2 in the lower table of FIG. 6). Since the back line train is the train 502, the delay of the back line train is set to 4 minutes of the delay of the train 502 (column A, line 3 in the lower table of FIG. 6). The relative delay time of the train 501 is defined as 2 minutes which is the difference between the delay of the forward train and the delay of the rear train and 2 minutes which is the difference of 0 minutes of the own train (A in the lower table of FIG. 6). Column 4 row).

  The relative delay time is similarly obtained for the train 501 to the train 504 (column B row 4 to row D row 4 in the lower table of FIG. 6). These relative delay times are set as suppression times.

  As described above, by setting the suppression time for each train and distributing the relative delay time, it is possible to prevent passengers from concentrating only on the first train where the train is crowded due to the delay, and to transport the entire train operation. The decrease in efficiency can be reduced, and the delay of the train can be suppressed as compared with the first embodiment.

  In the third embodiment, the calculation method for the suppression time in the first embodiment is changed. The rest is the same as in Example 1.

  FIG. 7 is a diagram illustrating a flow of control information calculation processing according to the present embodiment. This will be described below with reference to this figure. S400, S401, S402, S403, S406, and S407 in FIG. 7 are the same as those in FIG.

  In this process, the suppression rate is determined in advance. For example, the deterrence rate is 50%.

  In S405, the provisional inhibition time output unit 206 calculates the provisional inhibition time by multiplying the relative delay time of the own train acquired from the delay calculation unit 204 by the inhibition rate, and proceeds to S408.

  In S408, the train deterrence instruction unit 205 adds the temporary next arrival time calculated in S405 to the normal next station arrival time acquired from the delay calculation unit 204, and the arrival time at the planned next station based on the schedule information. The difference is taken as the expected arrival delay time of the next station of the own train, and the process proceeds to S409.

  In S409, if the next station expected arrival delay time obtained in S408 is less than the allowable delay time, the train suppression instruction unit 205 proceeds to S410. Otherwise, the process proceeds to S411.

  In S410, the train suppression instruction unit 205 determines the provisional suppression time determined in S405 as the suppression time for the own train, and proceeds to S406.

In S411, the train suppression instruction unit 205 acquires the delay time of the own train from the delay calculation unit 204, and determines a value obtained by subtracting the delay time of the own train from the allowable delay time as the suppression time for the own train. , Go to S406.
FIG. 8 is a diagram for specifically explaining the calculation method for the suppression time in the present embodiment, and is a part of the present invention. The station position, the train position, and the delay status of each train are the same as in FIG.

  Since the train 501 does not exist in the front line train, the delay of the front line train is set to 0 minutes (column A, line 2 in the lower table of FIG. 8). Since the back line train is the train 502, the delay of the back line train is set to 4 minutes of the delay of the train 502 (column A, line 3 in the lower table of FIG. 8). Of these delays in the front line train and the back line train, the larger is the delay of the back line train, which is larger than the delay of the own train, so the difference between the delay of the back line train car and the delay of the own train is 4 minutes. Is the relative delay time (column A, line 4 in the lower table of FIG. 8). Two minutes obtained by multiplying the relative delay time by a deterrence rate of 50% is used as a temporary deterrence time (column A, line 5 in the lower table of FIG. 8).

  The normal arrival time at the next station is the time between stations and the specified station stop time plus the actual arrival time at the current stop station. It is equal to the time of adding the delay of the own train. The expected arrival delay at the next station is the difference between the time when the temporary arrival time is added to the normal arrival time at the next station and the arrival time at the next station planned according to the schedule information. It is equal to the time obtained by adding the delay of the own train and the provisional deterrence time to the arrival time at the station, minus the arrival time at the next station on the schedule based on the schedule information. Become sum. In the train 501 of FIG. 8, the delay of the own train is 0 minutes, and the provisional deterrence time is 2 minutes. Therefore, the expected arrival delay time of the next station is 2 minutes, and the allowable delay time is less than 5 minutes. Therefore, the deterrence time is the same 2 minutes as the provisional deterrence time.

  In all of the train 502, the train 503, and the train 504, the sum of the delay of the own train and the provisional deterrence time is less than the allowable delay time. Table B column 5 row-D column 5 row).

  As described above, by setting the suppression time for each train and distributing the relative delay time, it is possible to prevent passengers from concentrating only on the first train where the train is crowded due to the delay, and to transport the entire train operation. The decrease in efficiency can be reduced, and the delay of the train can be suppressed as compared with the first embodiment.

  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 a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment. For example, the present invention can be applied to either a single vehicle or a train train composed of a plurality of vehicles, and even when applied to a mobile system that travels on a track such as a monorail and wirelessly controls the effect of the present invention. can get. Information such as programs, tables, and files for realizing each configuration may be placed in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD. it can.

Train 101
Radio 102
Station 103
Station 104
Ground child 105
Ground unit 106
Radio 107
Operation management device 108
Orbit 109
I / O unit 201
Train position information acquisition unit 202
Diamond information 203
Delay calculation unit 204
Train deterrence instruction unit 205
Temporary deterrence output unit 206
Train 501
Train 502
Train 503
Train 504
Station 511
Station 512
Station 513
Station 514
Station 515

Claims (2)

An I / O unit that communicates wirelessly with multiple trains;
A train position information acquisition unit that acquires position information of the plurality of trains via the I / O unit;
A database holding operation schedule information of the plurality of trains;
Each of the trains communicating with the I / O unit is set as a control target train, the delay of the plurality of control target trains is calculated based on the position information and the operation schedule, and the preceding train of the control target train is calculated. If the delay and the delay of the subsequent train of the control target train are different, the larger one is the same as the other train delay in the same case, and when the delay of the other train is greater than the delay of the control target train, The difference between the delay of the control target train and the delay of the other train is a relative delay time, and in other cases, the delay calculation unit that outputs the relative delay time as 0,
A provisional inhibition time output unit that outputs the relative delay time as inhibition time;
A train deterrence instruction unit for notifying the control target train of the deterrence time and deterring travel;
Equipped with a,
Has a deterrence rate,
A provisional deterrence part for outputting a value obtained by multiplying the deterrence time output by the temporary deterrence time part by the deterrence rate;
The train deterrence instruction unit uses the output of the deterrence time deterrence unit as the deterrence time,
Has an acceptable delay time,
When the sum of the output time of the suppression time / minute suppression unit and the delay time of the controlled train does not exceed the allowable delay time, the output time of the suppression time / minute suppression unit is output, otherwise In the case of, provided with a suppression time limit unit that outputs the difference between the allowable delay time and the delay time of the control target train,
The train inhibition instruction unit that uses the output of the restraining hour limiting section as the restraining hour traffic control device. An I / O unit that communicates wirelessly with multiple trains;
A train position information acquisition unit that acquires position information of the plurality of trains via the I / O unit;
A database holding operation schedule information of the plurality of trains;
Each of the trains communicating with the I / O unit is set as a control target train, the delay of the plurality of control target trains is calculated based on the position information and the operation schedule, and the preceding train of the control target train is calculated. delay and the the control object other trains delayed average delay subsequent train train, when the delay of the other train is greater than the delay of the control target train, the delay of the other trains and the delay of the control object train A delay calculation unit that outputs the difference between the relative delay time, and otherwise outputs the relative delay time as 0;
A provisional inhibition time output unit that outputs the relative delay time as inhibition time;
A train deterrence instruction unit for notifying the control target train of the deterrence time and deterring travel;
Equipped with a,
Has a deterrence rate,
A provisional deterrence part for outputting a value obtained by multiplying the deterrence time output by the temporary deterrence time part by the deterrence rate;
The train deterrence instruction unit uses the output of the deterrence time deterrence unit as the deterrence time,
Has an acceptable delay time,
When the sum of the output time of the suppression time / minute suppression unit and the delay time of the controlled train does not exceed the allowable delay time, the output time of the suppression time / minute suppression unit is output, otherwise In the case of, provided with a suppression time limit unit that outputs the difference between the allowable delay time and the delay time of the control target train,
The train inhibition instruction unit that uses the output of the restraining hour limiting section as the restraining hour traffic control device.

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