JP7230062B2 - Operation management system and operation management method - Google Patents

Description

TECHNICAL FIELD The present invention relates to an operation control system and an operation control method, and more particularly to an operation control system and an operation control method aiming at automation.

In recent years, the operation of traffic lights, turnouts, etc. in railway operation has been automated by an automatic route control device (Programmed Route Control: PRC) in place of humans. As a result, as long as the train operates according to the normal timetable, the work load on the operation personnel, especially the operation dispatchers (hereinafter simply referred to as "operation dispatchers"), has been greatly reduced, and it is also possible to significantly reduce personnel costs. became. Such automation also contributes to the eradication of human error.

On the other hand, most of the operation rescheduling and passenger guidance when the timetable is disrupted still depend on human information gathering, planning, and execution judgment. In addition, there is a constant demand for an increase in the number of trains in operation, high speed, accuracy, and customer service in order to increase transportation capacity, especially in metropolitan areas. As a side effect of responding to such requests, it has become difficult to take appropriate measures quickly and efficiently when timetables are disrupted. In particular, the current situation is that drastic solutions are being postponed due to the number of dispatchers who respond to timetable disruptions by rescheduling operations, the processing capacity of each dispatcher, and the difficulty of standardization and leveling. there were.

On the other hand, there is a demand for speeding up and expanding the range of traffic rescheduling that can be standardized in response to automation, and at the same time, making progress in the direction of eradicating human error. In addition, the unmanned operation of the relevant work contributes to the leveling of the work. In other words, by replacing human workers who normally work at full capacity with computers, unmanned instantaneous processing becomes possible, and progress is being made in the direction of leveling.

Therefore, we pursued the possibility of automating the operations to switch to turn-around operation at stations before and after the suspended section, and the operations to cancel and restore the operation. With respect to this, Patent Document 1 describes a technique for realizing a new method for creating a train schedule that focuses on ease of rescheduling including turnaround operations.

In this patent document 1, "Train schedule generation includes generation of transport disruption scenarios including transport disruptions that require traffic rescheduling, generation of schedule candidates that are pattern timetables, and traffic rescheduling including turn-back operations at turn-back stations. Create a set of traffic rescheduling schedules for each of the candidate schedules, perform a primary evaluation of the candidate schedules using the set of traffic schedules, extract candidate schedules based on the results of the primary evaluation, and conduct a passenger flow simulation for the extracted candidate schedules. secondary evaluation, and selection of the optimum schedule candidate based on the results of the secondary evaluation.”

JP 2015-123778

However, the train diagram creation technology described in Patent Document 1 prepares a plurality of pattern diagrams in advance, assuming a scenario of transport failure, and is a technology that requires human intervention. Not yet automated. The present invention has been made to solve such problems, and the object thereof is to perform a turn-back operation in a section excluding the unserviceable section without depending on human operation or judgment when an unserviceable section occurs. To provide an operation management system capable of automatically creating a timetable (hereinafter also referred to as a "return timetable").

The present invention, which solves the above problems, is an operation management system that enables operation management related to the turnaround operation schedule for sections excluding unserviced sections, comprising at least a central processing unit, an operation management network, and a performance accumulation device. In addition to an operation management system that information-connects the above, a suspended section occurrence information reception unit connected to the operation management network, and a return operation storage unit provided with an additional function in the result accumulation device. The operation storage unit stores the interrupted section confirmed based on the interrupted section occurrence information newly received by the interrupted section occurrence information receiving unit, and the preceding section, the near turn-around station, and the preceding section confirmed for the interrupted section. , and the first turn-around station, and the central processing unit stores the information on the driving speed, the driving interval, and the stopping time at the turn-around station pre-stored in the result accumulation device, and the information on the turn-around operation storage unit. using the information on the interrupted section, the front section, the front turn-around station, the destination section, and the destination turn-around station stored in the section to create a turn-back operation diagram that allows turn-back operation in sections excluding the interrupted section. It is.

According to the present invention, it is possible to provide an operation management system that automatically prepares a turnaround operation schedule for turning back operation in a section excluding an unserviceable section without depending on human operation or judgment when an unserviceable section occurs.

1 is a block diagram showing the relationship between an operation management system according to the underlying technology of the present invention and an operation management system (hereinafter also referred to as "this system") according to an embodiment of the present invention; FIG. FIG. 4 is a schematic plan view showing an example of the turn-back operation by this system when a non-service section occurs. This is an example of how this system creates a return timetable when an unserviceable section occurs. It is a flow chart showing the procedure of automatic turnaround timetable creation and cancellation when an interrupted section occurs by this system. It is a flowchart which shows the procedure of the turn-back operation propriety judgment by this system at the time of interruption|interruption area generation|occurrence|production. It is a flowchart which shows the procedure of the turn-around-possible station determination at the time of interruption|interruption area occurrence by this system. It is a flow chart which shows the procedure of return timetable preparation at the time of non-service section generation by this system. It is a flow chart which shows the procedure of the train schedule restoration at the time of suspension section cancellation by this system.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram showing the relationship between an operation management system (premise system) according to the underlying technology of the present invention and an operation management system (this system) according to an embodiment of the present invention. As shown in FIG. 1, the present system 10 is obtained by providing a premise system 9 with the additional functions of an interrupted section occurrence information receiving section 7 and a turnaround operation storage section 8 . That is, the object of the present invention is achieved by providing additional functions of the interrupted section occurrence information receiving unit 7 and the turn-back operation storage unit 8 in the prerequisite system 9 surrounded by the dashed line in FIG. be.

The premise system 9 is composed of a central processing unit 1 , an operation management terminal 2 , an operation management network 3 , a station control device 4 , a ground signal equipment 5 , and a track record accumulation device 6 . The central processing unit 1 is a device that plays a key role in the operation management system, and is a dedicated computer that has functions for time management, timetable management, train tracking, route control, and the like. In the following, the central processing unit 1 takes the lead in executing the processes whose subjects are omitted.

The operation management terminal 2 is a device for realizing a user interface for operation rescheduling performed manually by a dispatcher, that is, timetable change, route control, and the like. The operation management network 3 connects stations from a central control room (not shown) to station equipment rooms located remotely, and also connects stations to each other.

The station control device 4 is a device for realizing an interface between the wayside signaling equipment 5 and the operation management network 3 . Although there are various types of wayside signaling equipment 5 , in this embodiment, it is a device capable of detecting an interrupted section and transmitting it to the station control device 4 . The performance accumulation device 6 is a device for accumulating operation performance, travel performance, operation history, alarm history, input/output information, and the like for a certain period of time.

The central processing unit 1 is transmitted from the wayside signal equipment 5 and uses the information on the unserviceable section received via the station control device 4 and the operation management network 3 as a basis for judgment, and when the unserviceable section occurs, the turn-back operation is performed before and after the unserviceable section. automatically create a return schedule for performing the above, and continue automatic control according to the return schedule.

At this time, manual intervention by the dispatcher using the operation management terminal 2 is not required at all. However, the dispatcher can monitor and check the automatically generated turnaround timetable on the operation management terminal 2 . The operation management terminal 2 is indispensable in the prerequisite system 9 when a dispatcher manually reschedules a train.

The result storage device 6 stores all the contents of changes to the turnaround timetable regardless of whether they are automatically created or manually created. The interrupted section occurrence information receiving unit 7 receives the interrupted section information generated by the wayside signal equipment 5 via the station control device 4 and the operation management network 3 . As described above, the performance accumulation device 6 has a function of accumulating operation performance, travel performance, operation history, alarm history, input/output information, etc. for a certain period of time. It can also store information.

The turn-around operation storage unit 8 achieves the object of the present invention by providing the result accumulation device 6 with an additional function for creating a turn-around timetable. More specifically, a storage area and a storage table provided in the performance accumulation device 6 are arranged to realize the turnaround operation storage unit 8 . This turn-back operation storage unit 8 stores the interrupted section information received by the interrupted section occurrence information receiving unit 7 and the interrupted section information received by the interrupted section occurrence information receiving unit 7, and the central processing unit 1 executes a predetermined program using this as a trigger. 14, 32 (FIGS. 2 and 3).

FIG. 2 is a schematic plan view showing an embodiment of turn-back operation by this system when an unserviceable section occurs. As is the case with FIG. 3 used in the later description, FIG. 2 illustrates a double-track route provided with ten stations 20 to 29 at which the train stops along the way.

As shown in FIG. 2, between the ten stations 20 to 29, there are nine sections when the up and down lines are put together, and there are 18 sections when distinguished by the up and down lines. In the following description, it is assumed that one of these 18 locations or two adjacent locations have a non-passage section. Here, cases where all sections are simultaneously interrupted due to a large-scale disaster or a large-scale blackout are excluded.

In FIG. 2, in a double track route in which ten stations 20 to 29 are connected by a continuous track 30, turn-back operation routes 15 to 20 formed for different interrupted sections 11 to 15 will be described. As shown in FIG. 2(A), when only the non-serviceable section 11 occurs, a return operation route 15 from the terminal station 20 before the non-serviceable section to the station 23 where it is possible to turn back before the non-serviceable section and the station 24 where the return is possible before the non-serviceable section. to the terminal station 29 at the end of the interrupted section.

As shown in FIG. 2B, when the interrupted section 12 also occurs during the occurrence of the interrupted section 11, the turn-back operation storage unit 8 stores the latest interrupted section information received by the interrupted section occurrence information receiving unit 7. , using this as a trigger, the central processing unit 1 executes a predetermined program to store the interrupted section 12 according to the latest information in addition to the interrupted section 11 already confirmed. Based on the stored information, the central processing unit 1 automatically creates a return timetable for switching from the return operation route 16 to the return operation route 17 while maintaining the return operation route 15 .

As shown in FIG. 2(C), when the interrupted section 13 occurs, either the station 27 or the station 28 closer to the interrupted section 13 is selected, whichever is more feasible. In this case, since a feasible turnaround station 27 is selected, a turnaround timetable for realizing a turnaround operation route 18 that makes a turnaround at that turnaround station 27 is automatically created. Although it cannot be clearly seen from the drawing, the station 28 in FIG. 2(C) is considered to have been rejected as a turn-around station because of a problem with the facilities within the station premises. As a result, in FIG. 2C, the station 27, in which the facilities within the station premises are determined to be sound, is adopted as the turnaround station.

As shown in FIG. 2(D), when the interrupted section occurrence information receiving unit 7 can receive the interrupted section 14 separately from the interrupted section 13, as in the case of the turnaround operation route 19, the entire line is used as much as possible. To automatically create a turnaround timetable for continuing train operation in a state close to a state.

The central processing unit 1 executes a predetermined program when the interrupted section described with reference to FIGS. 2(A) to 2(D) occurs. and continues appropriate control processing. More specifically, the central processing unit 1 determines that the train operation can be continued in a state as close as possible to making full use of the entire line, and as a result, the turnaround operation is performed before and after the suspended sections 11 to 14, respectively. A turnaround diagram for doing this is automatically created. The system 10 allows automatic control to continue according to the turnaround timetable so created.

Fig. 3 shows an example of a turnaround timetable generated by this system when an unserviceable section occurs. As shown in FIG. 3, station lines 49 are ten parallel lines shown in the horizontal direction at approximately equal intervals. These 10 station lines 49 are assigned reference numerals 20 to 29 at the right end of FIG. An example of creating a return timetable when a new interrupted section 32 (expressed as "discontinued section line 32" on the diagram) occurs at the midpoint between stations 25 and 26 will be described below.

As clearly shown in FIGS. 2 and 3, the central processing unit 1 similarly executes a predetermined program for the confirmed interrupted sections 11 to 14 and 32, thereby confirming the front section 38, the front section 38, and the front section 38. The turn-around station 25 , the preceding section 39 and the preceding turn-around station 26 are also stored in the turn-around operation storage unit 8 . As a result, the information necessary for creating the return timetable will be gathered.

In the double-track route provided with ten stations 20 to 29 illustrated in FIG. , and is a normal train schedule omitting the stop times of stations 21 to 28 on the way.

The interrupted section occurrence time line 33 is the time when the new interrupted section 32 occurred at the midpoint between the station 25 and the station 26 . The interrupted section resolution time line 35 is the time when the interrupted section 32 is restored and reopened. A turnaround timetable line 34 is a turnaround timetable automatically created by the system 10 when a non-service section occurs.

In this system 10, the central processing unit 1 determines the trains that are scheduled to arrive at the turn-around possible station 25 before the interrupted section 32 and the turn-around possible station 26 before the interrupted section 32 after the interrupted section occurrence time 33. Identify diamonds. Then, the link with the link connection diagram beyond the turn-around possible stations 25 and 26 is released. That is, the connection leading to the change of direction at terminal stations 20 and 29 is canceled, and the corresponding train is suspended.

At the same time, a turnaround timetable is automatically created at turnaround possible stations 25 and 26.例文帳に追加More specifically, the train schedules scheduled to arrive at the turn-around stations 25 and 26 first after the interrupted section occurrence time 33 are linked. In other words, a train schedule is prepared so that trains scheduled to arrive at turn-around stations 25 and 26 change direction there and turn around. Since it is not possible to predict the time 35 when the unserviceable section is resolved, the return timetable is used until the closing time of the day.

At the interrupted section elimination time 35, all turn-around timetables after departure beyond the turn-around stations 25 and 26 are automatically deleted. At the same time, among the train schedules suspended when the non-serviceable section occurs, all the timetables scheduled to depart from turnaround stations 25 and 26 after the non-serviceable section elimination time 35 are revived. Then, the link is connected by switching to the turn-around timetable that arrives beyond turn-around stations 25 and 26.例文帳に追加

At the time of this link connection, the turn-around station 25 is adjusted with a slight waiting time, but at the turn-around station 26, the original schedule is restored without the need for adjustment due to the waiting time. It does not matter whether these are intentional or accidental, and it is only necessary to appropriately link the crossing or approaching diamond lines on the diagram. The waiting time provided at the turn-around station 25 may be set at any of the stations 20 to 25, but the program of the central processing unit 1 indicates that the station with the largest number of passengers is set. preferable. In this way, when the interrupted section is resolved, the train schedule before the change can be quickly restored.

It should be noted that the shapes of the original diagram shown by the dashed line in FIG. 3 and the shape of the turnaround operation diagram shown by the solid line are similar to each other as they overlap if slightly shifted in the direction of the time axis. This is because the purpose of operation management is to operate according to the original operation plan or a timetable close to it as much as possible. The program of the central processing unit 1 is constructed so as to approach its purpose.

Specifically, information on the driving speed V, the driving interval 40, and the stop times 44 and 45 at the turn-around stations 20 and 29 pre-stored in the performance accumulation device 6, Using information on sections 11 to 14, 32, front section 38, front turn-around station 25, front section 39, and front turn-back station 26, a turnaround operation diagram similar to the original diagram is created.

However, the program of the central processing unit 1 is designed so that when an unserviceable section occurs, it is possible to give priority to various circumstances and appropriately create a turnaround operation schedule while making compromises. Compromise means that even if the created turnaround operation diagram is not similar to the original diagram, it is permissible.

Not similar means that the actual state of the prepared turnaround operation schedule, that is, the stop times 46 and 47 at turnaround stations 25 and 26 and other operation patterns differ from the operation speed V, operation interval 40, and turnaround station 20 in the original diagram. , 29 and the stop times 44, 45 do not match. In other words, the system 10 has a tolerance that can be compromised to some extent, so it can also exhibit a more realistic adaptability.

In other words, the front turnaround timetable can be compromised depending on the conditions as long as the turnaround operation in the near section 38 reciprocates between the terminal station 20 and the turnaround station 25 . Similarly, the first turn-around timetable can be compromised depending on the conditions as long as the turn-around operation makes a round trip between the terminal station 29 and the turn-around station 26 in the preceding section 39 .

In these return operation schedules, even if the starting station or the terminal station is a station with a garage (not shown) located in the middle of the route, or the stopping time at the intermediate station is unnaturally long, Even if continuity is lacking, compromises can be made in any way depending on the conditions. FIG. 3 is merely an example simplified for explanation purposes. Furthermore, in the present invention, it is not assumed that there is a failure in the train.

FIG. 4 is a flow chart showing the procedure for automatically creating and canceling a turnaround timetable when an interrupted section occurs by this system. The processes shown in FIGS. 4 to 8, not limited to FIG. 4, are mainly executed by the central processing unit 1 unless specified by another subject. The steps will be described in order below.

As shown in FIG. 4, first, the central processing unit 1 repeats the processing (S1 to S14) of "automatic return diagram creation/cancellation" so as to start up at a constant control cycle. As an example, if the control cycle is 10 ms, the control is repeated at a frequency of 100 times per second, but it is not necessary to be limited to this.

Here, it is determined whether or not all sections are non-serviceable sections (S1 to S7), and if non-serviceable sections occur, the sections are stored as non-serviceable sections (S4). More specifically, first, one section is selected (S2). Next, it is checked whether or not a non-passage section has occurred in the target section (S3). If an interrupted section occurs (Yes in S3), it is stored as occurrence of an interrupted section (S4).

If no interrupted section has occurred (No in S3), it is determined whether the interrupted section has been resolved by comparing the previous situation with the current situation (S5). If Yes), it is stored as cancellation of the unconnected section (S6). After S4 or S6, whether or not the status of the entire section has been confirmed (S7) is determined. If completed (Yes in S7), the contents of S4 are not changed and stored as the currently disconnected section (S8).

The reason for the process S8 is that after confirming the status of the unserviceable section of all sections (S7), in each control cycle, even though the unserviceable section has not changed, the return timetable is not recreated. This is because it is necessary to compare the current interrupted section with the If No in S7, the process returns to S2, selects the next section, and repeats the same processing.

If there is at least one non-service section (Yes in S9), a turnaround operation availability determination (S10) is performed. Conversely, if there is no interrupted section (No in S9) and if the interrupted section is resolved in this control cycle (Yes in S11), the train schedule is restored from the turnaround timetable to the original timetable before the change. (S12).

If there is no interrupted section (No in S9) and if the interrupted section is not resolved in this control cycle (No in S11), the train schedule is not changed.

After S10 or S12, in order to compare the current non-serviceable section in the next control cycle, the current non-serviceable section is stored as the previous non-serviceable section (S13), and then the "turnaround timetable automatic creation/cancellation" process ends. (S14).

FIG. 5 is a flow chart showing the procedure for judging whether or not the turn-back operation is possible when an unserviceable section occurs by this system. The processes S20 to S30 of "judgment of possibility of turnaround operation" shown in FIG. 5 are started in synchronization with the start S1 of "automatically create/cancel turnaround schedule" shown in FIG. 4 (S20).

As shown in FIG. 5, the current non-serviceable section and the previous non-serviceable section are compared (S21), and if there is a change in the non-serviceable section (Yes in S21), the number of non-serviceable sections is determined (S22). Here, as shown in FIG. 2A, when there is one impassable section, the impassable section 11 is obtained (S23).

Then, by determining whether or not the station can turn back in order from the station 23 immediately before the interrupted section to the terminal station 20, the turn-around possible station 23 is determined (S25). Likewise, the turn-around possible station 24 ahead of the interrupted section 11 is determined by determining whether or not it is a turn-around possible station in order from the station 24 immediately ahead of the interrupted section 11 to the terminal station 29. is determined (S26).

Also, as shown in FIG. 2(B), when there are two impassable sections, the two impassable sections 11 and 12 are obtained (S24). In the same way as in , a near turn-around possible station 23 and a first turn-around possible station 26 are determined (S25, S26). After determining the turnaround possible station, a turnaround timetable is created (S27, S28). First, a turnaround diagram is created (S27). Next, a return schedule is created (S28).

After creating these turnaround timetables, the preceding departure information of each station is updated according to the turnaround timetables (S29). More specifically, in the original timetable of FIG. 3, a train that is scheduled to arrive at turnaround possible stations 25 and 26 immediately and depart, or a train that is scheduled to arrive and depart after that, is scheduled to immediately follow the turnaround timetable. connect to any of them.

FIG. 6 is a flow chart showing the procedure for determining a turnaround possible station when an interrupted section occurs by this system. The process of "determination of turnaround possible station" shown in FIG. 6 is started (S40 of FIG. 6) in synchronization with the start S20 of "judgment of possibility of turnaround operation" shown in FIG.

First, regarding the front direction P of the interrupted section 11 shown in FIG. 2(A), it is determined whether or not the station can be turned back in order from the station 23 immediately before the interrupted section 11 to the station 20 (S41 to S44) (S42). By doing so, the station 23 where the front turnaround is possible is determined (S43). More specifically, first, one station in front is selected (S41). Next, it is checked whether or not the target station can turn back (S42). If it is possible to turn back (Yes in S42), a turn-back station is determined (S43). If return is not possible (No in S42), the process proceeds to S44. Next, it is determined whether or not the determination of whether to turn back before the non-passable section has been completed (S44). If completed (Yes in S44), the process proceeds to S45. If No in S44, the process returns to S41, another station is selected, and the same processing is repeated.

Next, regarding the direction Q ahead of the interrupted section 11 shown in FIG. ) to determine the first turn-around possible station 24 (S47). More specifically, first, one destination station is selected (S45). Next, it is checked whether or not the target station can turn back (S46). If it is possible to turn back (Yes at S46), the first turning back station is determined (S47). If the return is not possible (No in S46), the process proceeds to S48. Next, as to whether or not the determination of whether to turn back to the interrupted section has been completed or not (No in S48), the process returns to S45, another station is selected, and the same processing is repeated. If it is completed in S48 (Yes), the process proceeds to S49 and ends the processing of "determination of turnaround possible station".

FIG. 7 is a flow chart showing the procedure for creating a turnaround timetable when an interrupted section occurs by this system. The processes S50 to S60 of "turnaround timetable creation" shown in FIG. 7 are started based on the result of the turnaround operation availability determination process S10 shown in FIG. 4 (S50). First, after the interrupted section occurrence time 33 shown in FIG. 3, the train schedule that is scheduled to arrive at the turn-around stations 25 and 26 first is specified, and the schedule information is acquired (S51 in FIG. 7).

Next, all link-connected trains on and after the next link of the acquired train schedule are suspended (S52). That is, the connection leading to the change of direction at terminal stations 20 and 29 is canceled, and the corresponding train is suspended. At the same time, the destination station of the train schedule is changed to turn-around stations 25 and 26 (S53). Also, by adding the turnaround time to the turnaround station arrival time of the diagram, the turnaround station next link departure time is calculated (S54), and additional timetables to terminal stations 20 and 29 are created (S55). This is not the case when terminal stations 20 and 29 are turn-around stations.

If the arrival time of the additional schedule is before the closing time (Yes in S56), the departure time of the link to the next terminal station is calculated by adding the turn-around time to the arrival time (S57). An additional diagram is created (S58).

If the arrival time of the additional schedule is before the closing time (Yes in S59), the process returns to S54. Thereafter, by repeating until the arrival time of the additional timetable exceeds the closing time (No in S56, No in S59), it is possible to create a return timetable until the closing time.

FIG. 8 is a flow chart showing the procedure for restoring the train schedule when the suspended section is resolved by this system. The processes S61 to S65 of "restoration of train schedule" shown in FIG. 8 are activated (S61 of FIG. 8) in synchronization with the start S1 of "automatic creation/cancellation of return schedule" shown in FIG.

In the train timetable restoration process, at the turn-around stations 25 and 26 shown in FIG. 3, the turn-around timetable scheduled to depart from the next turn-around station and the turn-around timetable linked with the destination are all erased (S62). . Next, at turn-around stations 25 and 26, all previous link connection timetables are revived (S63) in the suspension timetable for the first scheduled departure. Finally, the return station first-arrival timetable is linked to the turn-around station first-arrival timetable (S64). In this way, automatic control based on the original train schedule can be resumed promptly after the interrupted section resolution time 35. That is, the train schedule recovery is ended (S65).

It should be noted that the processing shown in FIGS. 4 to 8 is merely an example. In particular, means for confirming the interrupted sections 11 to 14 and 32 based on the interrupted section occurrence information newly received by the interrupted section occurrence information receiving unit 7 include the wayside signal equipment 5, the station control device 4, and the operation management network 3. Other means may be used as long as they are reasonable in relation to Furthermore, it is confirmed whether or not the front section 38, the front turn-around station 25, the front section 39, and the front turn-around station 26 corresponding to the confirmed non-passage sections 11 to 14 and 32 are suitable for each turn-back operation. The means are not limited to the processes illustrated in FIGS. 4 to 8 either.

The gist of the present invention will be described below along the scope of the claims.
[1] The operation management system (this system) 10 according to the embodiment of the present invention enables operation management related to turnaround operation schedules for sections excluding unserviced sections. The present system 10 is configured to include a service management system (prerequisite system) 9 , an interrupted section occurrence information receiving section 7 , and an operation storage section 8 .

The premise system 9 has a configuration in which at least the central processing unit 1, the operation management network 3, and the performance accumulation device 6 are information-connected. The interrupted section occurrence information receiving unit 7 is connected to the operation management network 3 and receives interrupted section occurrence information. The return operation storage unit 8 is a storage area for storing necessary information for automatically creating a return operation schedule added to the performance accumulation device 6 and providing the information to the central processing unit 1 .

The turnaround operation storage unit 8 stores the interrupted sections 32 confirmed based on the interrupted section occurrence information newly received by the interrupted section occurrence information receiving unit 7, Information on the turn-around station 25, the preceding section 39, and the preceding turn-around station 26 is stored.

The central processing unit 1 stores information on the driving speed V, the driving interval 40, and the stop times 44 and 45 at turn-around stations 20 and 29 pre-stored in the performance accumulation device 6, and the turn-around operation storage unit 8 newly stores information. Using the information of the interrupted section 32, the front section 38, the front turn-around station 25, the destination section 39, and the destination turn-back station 26, a turn-back operation diagram capable of turning operations in sections 38 and 39 excluding the interrupted section 32 is created. .

According to this system 10, it is possible to provide an operation management system that automatically creates a turnaround operation schedule for turning back operations in sections other than the unserviceable section without relying on human operation or judgment when an unserviceable section occurs. In this manner, the system 10 can automatically create a turnaround operation schedule without intervention of a dispatcher or the like, so that the required time is instantaneous. In addition, it not only avoids problems of human error and inefficient working hours, but also standardizes work quality.

[2] This system 10 is information-connected to a station control device 4 that detects an unserviced section and a wayside signal facility 5 capable of transmitting information to the station control device 4, and the created turnaround operation schedule is used for operation management. Reflected in the station control device 4 and the wayside signal equipment 5 via the network 3 .
[3] This system automatically creates a turnaround timetable based on the result of confirming the status of all sections (S7 in FIG. 4) regarding whether or not there is an interrupted section newly received by the interrupted section occurrence information receiving unit.
[4] When two non-serviceable sections occur, this system automatically creates a return timetable excluding the two non-serviceable sections (Fig. 2(B), Fig. 5).
[5] This system refers to the result of determining whether or not the arrival time of the additional schedule is before the closing time (S56, S59 in FIG. 7), and automatically creates only the return schedule before the closing time.

[6] The system 10 restores the entire timetable when the created turnaround operation timetable becomes unnecessary. That is, the central processing unit 1 stores the interrupted section elimination information newly received by the interrupted section occurrence information receiving unit 7, the information related to the original train schedule stored in advance in the performance accumulation device 6, and the turn-around operation storage unit 8. The timetable is restored using the stored information related to the return operation timetable.

When this system 10 restores the timetable, the trains closest to the original train timetable are connected from the return operation timetable at a front turn-around station 25 and a front turn-around station 26 to restore the timetable. According to this, it is possible to automatically cancel the turnaround operation and automatically restore the original train schedule when the interrupted section is resolved.

[7] The operation management method (this method) according to the embodiment of the present invention has almost the same effect by being executed using this system 10 described in [1] or an equivalent system. In other words, according to this method, when an unserviceable section occurs, a turnaround operation diagram can be automatically created for the turnaround operation in sections other than the unserviceable section 32 without depending on human operation or judgment.

In this method, the central processing unit 1 automatically creates a turnaround operation schedule by executing a predetermined program triggered by interrupted section occurrence information received via the operation management network 3 . The procedure is as follows. First, the result of confirming the actual state of the interrupted section occurrence information via the operation management network 3 is stored in the return operation storage unit 8 (S8).

Next, in the section 38 before the cut-off section, a turnaround timetable that enables turnaround operation from the turnaround station 25 is created and stored in the turnaround operation storage unit 8 (S27). Next, a turn-around timetable that enables turn-around operation from the turn-around station 26 in the preceding section 39 of the interrupted section is created and stored in the turn-around operation storage unit 8 (S28). The present method based on such procedures has almost the same effects as the present system 10 described in [1].

[8] The front turnaround timetable and the front turnaround timetable created by this method are reflected in the station control device 4 and the wayside signal equipment 5 via the operation management network 3, so that automatic control can be performed as much as necessary. Continued. In addition, if the suspended section is restored, the return operation schedule will be unnecessary.

[9] In this method, "train schedule restoration" is started (S61) with newly received interrupted section resolution information as a trigger (S61), and the central processing unit 1 executes a predetermined program. As a result, the turnaround operation diagram is automatically restored to the original operation diagram, and the "train diagram restoration" is terminated (S65). The procedure is to use the information related to the original train schedule stored in advance in the performance accumulation device 6 and the information related to the turn-around operation schedule stored in the turn-around operation storage unit 8 to restore the overall timetable ( S61-S65). That is, at the front turn-around station 25 and the front turn-around station 26, the turn-around operation schedule is connected so as to approach the original train schedule, and the schedule is restored (S61 to S65).

[10] The detailed procedures of steps S61 to S65 for restoring the timetable are as follows, except for steps S61 and S65. First, the links following the next link of the turn-back station not yet traveled are deleted (S62). Next, the schedule after the first train suspension at the turn-around station is revived (S63). Next, the first-arriving timetable of the turn-around station and the starting timetable of the turn-around station are changed (S64). Thus, the process S61 to S65 for restoring the timetable can also be completed automatically without the intervention of the dispatcher.

[supplement]
Conventionally, when a situation requiring operation management occurs, such as the occurrence of an unserviceable section due to an accident resulting in injury or death, a dispatcher who is on full-time standby at the transport command center operates the operation management system 9 with the operation management terminal 2 to manage operation. was The purpose is to have the trains operate on a timetable that is as close to the original schedule as possible. However, there was the following problem.

Firstly, there is a possibility of wasteful operation management because there is a difference in operation management contents depending on the dispatcher, including human error, and there is room for standardization. Secondly, there is a tendency toward a shortage of human resources capable of command work. Thirdly, most of the work of the dispatcher is "response to emergencies", and although they are always stationed in the dispatch room in preparation for emergencies, the actual work situation is that there is little need during normal times and they only operate during emergencies. There was still room to standardize working hours.

Therefore, if only the mechanized parts of the operation management work are gradually replaced with computers, it will be possible to perform unmanned instantaneous processing, and progress will be made in the direction of standardizing the quality of work. The present system 10 and the present method for realizing the purpose are triggered by reception of interrupted section occurrence information when an interrupted section occurs, automatically create a return timetable so that the operation will be turned back in the section excluding the interrupted section, and then turn back. Automatic control is continued according to the schedule.

In addition, the system 10 and the method can automatically handle timetable restoration. That is, the automatic control is continued by automatically erasing the turnaround timetable and automatically switching from the temporary turnaround operation to the original normal train timetable with the reception of the interrupted section elimination information as a trigger.

1 central processing unit 2 operation management terminal 3 operation management network 4 station control device 5 wayside signal equipment 6 performance accumulation device 7 interrupted section occurrence information reception unit 8 return operation storage unit 9, 10 operation management system (premise system, main system)
11-14 Discontinued section 15-19 Return operation route 20-29 Station 20, 29 Terminal station (turn-back station)
30 Track 31 Pre-change train schedule 32 Discontinued section line 33 Discontinued section occurrence time 34 Turnaround timetable line 35 Discontinued section cancellation time 36 Before turnaround station 37 Turnaround station 38 20, 29) Stopping time 46 (at front turn-around station 25) Stopping time 47 (at front turn-around station 26) Stopping time 49 (shown on diagram) Station line P Front direction Q Forward direction V Operating speed

Claims (10)

An operation management system that enables operation management related to turnaround operation schedules for sections excluding unserviced sections,
At least a central processing unit and an interrupted section occurrence information receiving unit,
The central processing unit is
The interrupted section confirmed based on the interrupted section occurrence information newly received by the interrupted section occurrence information receiving unit, and the front section, the front turn-around station, the front section, and the front turn-around confirmed for the interrupted section, respectively Using station information and creating a return operation diagram that allows return operation in sections excluding the suspended section,
Using the interrupted section resolution information newly received by the interrupted section occurrence information receiving unit, the information related to the original train schedule, and the information related to the turnaround operation schedule, A traffic management system for connecting the train closest to the original train schedule from the return operation schedule and restoring the schedule. a station control device that detects the interrupted section;
ground signal equipment capable of transmitting information to the station control device;
information connection to
2. The operation management system according to claim 1, wherein the prepared turnaround operation schedule is reflected in the station control device and the ground signal equipment. Regarding the presence or absence of the interrupted section newly received by the interrupted section occurrence information receiving unit, a turnaround operation diagram is automatically created based on the result of checking the situation of all sections.
The operation management system according to claim 1. When two non-serviceable sections occur, automatically create a turnaround operation diagram excluding the two non-serviceable sections.
The operation management system according to claim 1. Refer to the judgment result of whether the arrival time of the additional schedule is before the closing time, and automatically create only the return operation schedule before the closing time.
The operation management system according to claim 1. An operation management system that enables operation management related to turnaround operation schedules for sections excluding unserviced sections,
In addition to an operation management system in which at least a central processing unit, an operation management network, and a performance accumulation device are information-connected,
a suspended section occurrence information receiving unit connected to the operation management network;
a turn-back operation storage unit provided with an additional function in the performance accumulation device;
with
The turn-around operation storage unit is
an interrupted section confirmed based on the interrupted section occurrence information newly received by the interrupted section occurrence information receiving unit;
a front section, a front turn-around station, a front section, and a front turn-around station confirmed for the interrupted section;
remember the
The central processing unit is
Information about the driving speed, the driving interval, and the stopping time at the turnaround station, which are pre-stored in the performance accumulation device;
Information on the non-passage section, the front section, the front turn-around station, the destination section, and the destination turn-back station newly stored by the turn-around operation storage unit;
is used to create a return operation diagram that allows return operation in sections excluding the suspended section,
Disconnected section resolution information newly received by the interrupted section occurrence information receiving unit;
Information related to the original train schedule pre-stored in the track record accumulation device;
Information related to the turn-around operation schedule stored in the turn-around operation storage unit;
is used to restore the timetable by connecting the train closest to the original train timetable from the turnaround operation timetable at the nearer turnaround station and the earlier turnaround station. An operation management method that enables operation management related to the turnaround operation schedule for sections excluding unserviced sections,
Using at least a central processing unit and an interrupted section occurrence information receiving unit,
Executed by the central processing unit with the interrupted section occurrence information newly received by the interrupted section occurrence information receiving unit as a trigger,
A process of creating a front turnaround operation diagram as a turnaround operation diagram that allows turnaround operation from the near turnaround station in the near section to the interrupted section confirmed based on the interrupted section occurrence information;
A process of creating a first turn-around operation diagram as a turn-around operation diagram that allows turn-around operation from the first turn-around station in the section ahead of the interrupted section;
Using the interrupted section resolution information newly received by the interrupted section occurrence information receiving unit, the information related to the original train schedule, and the information related to the turnaround operation schedule, A process of connecting the train closest to the original train schedule from the return operation schedule and restoring the schedule,
have an operation management method. a station control device that detects the interrupted section;
ground signal equipment capable of transmitting information to the station control device;
information connection to
8. The operation management method according to claim 7, wherein the created front turn-back operation schedule and first turn-back operation schedule are reflected in the station control device and the wayside signal equipment. An operation management method that enables operation management related to the turnaround operation schedule for sections excluding unserviced sections,
In addition to an operation management system comprising at least a central processing unit and a performance accumulation device,
a suspended section occurrence information receiving unit connected to an operation management network;
a turn-back operation storage unit provided with an additional function in the performance accumulation device;
using
Executed by the central processing unit triggered by interrupted section occurrence information received via the operation management network,
A process of storing in the turnaround operation storage unit the results of confirmation of the actual state of the interrupted section occurrence information via the operation management network;
A process of creating a near turn-around operation diagram that allows turn-around operation from the near turn-around station in the near section to the interrupted section and storing it in the turn-around operation storage unit;
A process of creating a first turn-around operation diagram that allows turn-around operation from the first turn-around station in the section ahead of the interrupted section and storing it in the turn-around operation storage unit;
has
Triggered by newly received interrupted section resolution information via the operation management network,
the central processing unit,
Information related to the original train schedule pre-stored in the track record accumulation device;
Information related to the turnaround operation schedule stored in the turnaround operation storage unit;
Using,
A process of connecting and restoring the train closest to the original train schedule from the turn-around operation schedule at the front turn-around station and the front turn-around station, respectively;
operation management method. The restoration process includes:
A process of deleting the next link after the non-running turnaround station,
Processing to revive after the departure schedule of the return station,
Processing to transfer the first-arrival timetable of the turn-around station and the first-time timetable of the turn-around station,
The operation management method according to claim 9, further comprising:

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