JPH07132833A - Total traffic control system - Google Patents

Abstract

PURPOSE:To restore irregular distribution without changing an operation mode by carrying out the train distribution based on the tentative simulation result based on the data on condition on line, and on a diagram formation judgment rule, until all of the trains arrive at a terminal, and by connecting a restored diagram to a diagram available on that day at the terminal. CONSTITUTION:Trains are registered to a station condition file 68 from a data on the condition on line in a simulation mode by means of a station condition file initialization means 67. Simulation is carried out for the arrival/departure time at next station of the registered train based on a limiting condition table 70 by means of a tentative simulation means 69, and a tentative simulation execution result 71 is registered. The arrival/departure time, the order of departure, the number of line to be used at the next station, and management at a terminal station, etc., are determined by means of a diagram formation means 73 under a diagram formation judgment rule 72. Simulation is executed by a simulation execution means 75, and an estimated diagram is registered both to the station condition file 68 and an estimated diagram file 76.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train operation management system for recovering a disturbance in train operation to a schedule on the day.

[0002]

2. Description of the Related Art FIG. 6 is a block diagram of a conventional train operation management system similar to that described in Japanese Patent Application Laid-Open No. 1-160778. In the figure, reference numeral 1 is a central processing unit for managing and controlling the entire system, and 2 is a display device connected to the central processing unit 1, which displays a train operation chart in which the vertical axis represents distance and the horizontal axis represents time. Reference numeral 3 is an input device installed near the display device 2 for inputting data from the instructor such as change information on the day schedule. 4 is an interlocking device that controls existing traffic lights and rolling machines, 5
Is a lever for manually controlling the interlocking device 4, 6 is the interlocking device 4
A station control device connected to the station control device 7 is a local area network (LAN) connecting the station control device 6 and the central processing unit 1.

FIG. 7 is a detailed block diagram of the central processing unit 1. In FIG. 6 and FIG. 7, 8 is the same day timetable registration unit that is the basic information for controlling the traffic light, the turning machine, etc.
It is composed of train schedule, departure sequence, and departure sequence data. The train schedule is the train from the start to the end of the train running on the day, which is registered on a train-by-train basis using the internal train number as a key. The registration data includes train numbers, train types, train numbers, starting and ending stations, arrival and departure times at each station, and service lines. As for the departure order, the internal train numbers of the trains that depart separately for ascending and descending at each station are registered in the order of departure. As for the shipping order, the internal train numbers of trains leaving the garage on the main line are registered in the order of shipping.

Reference numeral 9 denotes the latest on-rail status data registration section of each station obtained from each station control device 6, and can grasp the on-rail position of each train on the track. A change information registration unit 10 is an input device 3
The change information for the day-time schedule 8 input from is registered. Reference numeral 11 is a display control unit for displaying a graphic on the display device 2, and 12 is an input device I /
In the O section, the data input from the input device 3 is coded and transmitted to the man-machine I / F section 13 described later. Reference numeral 13 denotes a man-machine I / F unit, which requests the display control unit 11 for graphic display, and transmits a code received from the input device I / O unit 12 as input data to a diamond change processing unit 14, which will be described later. Reference numeral 14 denotes a timetable change processing unit, which receives the transmission from the man-machine I / F unit 13 and changes the current day timetable of the current day timetable registration unit 8 based on the data of the change information registration unit 10.

Reference numeral 15 denotes a today's timetable transmission unit, which receives a transmission from the timetable change processing unit 14 and instructs a data transmission unit 21 to be described later to transmit the today's timetable 8 to the station control device 6. A line controller 16 controls a line for transmitting and receiving data to and from the station controller 6. Reference numeral 17 denotes a data receiving unit which receives data transmitted from the station control device 6 via the line control unit 16 and stores the data in a designated data unit, and reports the data reception to the on-rail status data registration unit 9 and The information is transmitted to the real-time job scheduler 19. Reference numeral 18 denotes a timer, which is a real-time job scheduler described later at a designated time and designated cycle.
In addition, specify the time to implement the timetable switching in the early morning.

Reference numeral 19 is a real-time job scheduler, which receives a timer switching instruction from the timer 18,
An execution instruction is transmitted from the received information to the start-up processing unit 20 described later. A start-up processing unit 20 receives a transmission from the real-time job scheduler 19 and generates a timetable of the day and instructs a data transmission unit 21 to be described later to transmit the timetable of the day to the station control device 6. Reference numeral 21 denotes a data transmission unit, which transmits the instructed current day schedule data to the station control device 6 through the line control unit 16. A diamond display unit 22 receives the execution instruction from the man-machine I / F unit 13 and displays the diamond on the day.

FIG. 8 is a detailed block diagram of the station control device 6. 6 and 8, reference numeral 23 denotes an interlocking device I / O unit, which grasps the state of the track circuit that can be obtained from the interlocking device 4 of FIG. 6, and transmits control information to the interlocking device 4 and the turning machine. To execute. A line controller 24 controls a local area network (LAN) 7 for transmitting and receiving data to and from the central processing unit 1. 25 is an on-rail status data registration unit that manages the latest on-rail status near the station obtained from the interlocking device 4, and registers the internal train number of the train on the track using each track circuit number as a key, Figure out where the train is.

A data transmission unit 26 transmits the data instructed by the on-rail situation data registration unit 25 to the central processing unit 1 through the line control unit 24. A data receiving unit 27 receives the data of the current day timetable registration unit 8 (FIG. 7) transmitted from the central processing unit 1 from the line control unit 24, stores the data in the current day timetable registration unit 31, and receives the data. Real-time job scheduler 2
9 is transmitted. Reference numeral 28 is an on-rail data creating unit, which is an interlocking device I.
The on-rail status data is created from the state of the track circuit obtained from the / O unit 23, and changes in the on-rail status data are transmitted to a real-time job scheduler 29 described later.

Reference numeral 29 denotes a real-time job scheduler, which receives data in which the status of on-rail changes from the on-rail data creating section 28 and transfers execution processing to a route control section 30 which will be described later. Reference numeral 30 denotes a route control unit, which receives a transmission from the real-time job scheduler 29, makes a judgment based on the on-line status data and the timetable of the day, and transmits the signal to the interlocking device 4 or the switching device through the interlocking device I / O unit 23. Perform instruction control. Reference numeral 31 is a today's timetable registration section, in which data of the same format as the data registered in the current day's timetable registration section 8 of the central processing unit 1 is registered.

[0010]

[Problems to be Solved by the Invention] Since railways operating in the suburbs of large cities play an important role as a foot for commuting,
Disturbance in train operation has a large impact. Therefore, if the train operation is disrupted, it is necessary to promptly switch to the operation to restore the normal timetable (the timetable of the day). The operation is affected by various factors such as the characteristics and operation mode of the route, the cause of the disturbance, the magnitude of the disturbance, and the priority of passenger transportation priority or delayed recovery priority with restoration. There is also a big difference depending on the years of experience of the dispatcher who plans and directs the operation.

An operation management system in operation in an "automatic" operation mode for automatically controlling a train interlocking device that manages a traffic signal, a turning machine, etc. on the basis of a train schedule on the day of operation to control train operation. In order to control the train without changing to the "manual" operation mode when a train operation disorder occurs, a schedule is planned to be restored to that day by the dispatcher. Then, the timetable had to be input to the operation management system (Japanese Patent Laid-Open No. 4-201675).
issue). This work must be entered for each of the trains currently on the route and for the trains temporarily leaving the garage for the day time schedule recovery.

Therefore, in actuality, the operation mode is switched to "manual" depending on the burden on the dispatcher, the length of time required for work, etc., and the interlocking device is controlled by the man-machine interface of the operation management system. In addition, there is a problem that the system itself must be controlled by a lever that is temporarily separated from the interlocking device and connected to the interlocking device.

The present invention has been made to solve the above problems, and when train operation is disturbed, the system can be promptly restored to the same day without changing the operation mode of the system. The purpose is to obtain a train operation management system that does.

[0014]

A train operation management system according to the present invention obtains the latest on-rail status data of each train station on the day from the on-rail status data registration section, and acquires the status of a plurality of trains on the line. Is set by the station state file initialization means, and for each train registered by the station state file initialization means, the temporary simulation means individually predicts the arrival and departure time at the next station based on the constraint condition table. Based on the temporary simulation result by the simulation means and the previously entered timetable creation determination rule, the timetable creation means determines the operation of the train at the next station, and the simulation execution means determines each time based on the timetable creation result obtained by the timetable creation means. Simultaneous simulation of related events between trains to create forecast timetables and station status files for temporary simulation Stored in the vehicle means, and repeatedly execute the temporary simulation means, timetable creation means, and simulation execution means until all registered trains arrive at the terminal station, and create a recovery timetable. Is to be connected.

Further, the on-the-rail status data registration unit storing the latest on-the-rail status data of each station and the on-the-rail status data on the day is installed in the central processing unit.

Further, the connection between the recovery timetable and the daytime timetable at the terminating station is determined by determining the temporary departure time at the terminating station from the ending time of the train at the arriving station and the minimum turnaround time. The train of the earliest time of the same type of train of the same day that departs later is assigned as the returning train and the allocation is made for all trains of the same day.

Furthermore, if there is a train that arrives at the terminal station after allocating the trains of the recovery diamond for all the returning trains of the schedule on the day at the terminal station, the train that arrives after allocation is transferred from the terminal station to the garage station. It is to create a diamond.

[0018]

In the present invention, a simulation is performed for each train based on the current timetable and the latest on-rail situation data, and train operation is determined and registered based on the temporary simulation result and the previously entered timetable creation determination rule. The simulation is repeatedly executed until all of the trains that have arrived reach the terminal station to create a recovery timetable, and the recovery timetable and the daytime timetable are connected at the terminal station, so that the normal timetable can be quickly recovered.

Further, at the terminal station, the provisional departure time of the train is determined from the termination time of the train and the minimum departure time, and the train of the earliest time among the trains of the same type that starts later than the provisional departure time of the train All trains on the day will be assigned as the first train to return. Furthermore, when there is a train that arrives after allocating the train of the recovery timetable at the terminal station, a forwarding timetable from the terminal station to the garage is created, and the train that arrived after allocation is diverted to the garage.

[0020]

【Example】

Example 1. FIG. 1 is a block diagram showing an embodiment of a train operation management system according to the present invention. In the figure, 2-7
Is similar to the conventional one in FIG. Reference numeral 32 is a central processing unit, and 33 is a restoration diagram creation device. FIG. 2 is a detailed configuration diagram of the central processing unit 32. 1 and 2
In the figure, 34 is a line control unit, which is a recovery time diagram creation device 3
3 controls the line for transmitting / receiving data to / from the mobile terminal 3. Three
Reference numeral 5 denotes a today's timetable registration unit, in which data of the same format as the data registered in the today's timetable registration unit 8 of the central processing unit 1 of FIG. 7 is registered. Reference numeral 36 denotes a recovery time diagram registration unit, which registers only a portion of the recovery time schedule created by the recovery time schedule creating device 33, which is changed from the current time schedule, in record units. The recovery schedule consists of train schedule data, departure sequence, and departure sequence data, similar to the day schedule.

Reference numeral 37 is a change information registration unit in which the change information for the current timetable transmitted from the recovery timetable creation device 33 is registered. Reference numeral 38 denotes an on-rail status data registration unit that registers the latest on-rail status data of each station obtained from each station control device 6, and can grasp the on-rail position of each train on the track. 39
Is a data receiving unit, and uses the line diagram of the recovery diagram and the change information transmitted from the recovery diagram creation device 33.
Through the recovery time schedule registration unit 36 and the change information registration unit 37, and transmits the data reception report to the real-time job scheduler 45 described later. Four
Reference numeral 0 denotes a data transmission unit, which transmits the same-day timetable and on-line data instructed by another processing unit to the recovery timeline creation device 33 through the line control unit 34.

Reference numeral 41 designates a timer, which designates a time for carrying out timetable switching to a real-time job scheduler 45 described later at a designated time and a designated cycle in the early morning. A line control unit 42 controls a line for transmitting and receiving data to and from the station control device 6. A data receiving unit 43 receives the on-rail situation data transmitted from the station control device 6 from the line control unit 42 and receives the on-rail situation data registration unit 38.
And a report of data transmission is transmitted to a real-time job scheduler 45 described later. Reference numeral 44 denotes a data transmission unit, which transmits the same-day schedule data instructed by another processing unit to the station control device 6 through the line control unit 42.

A real-time job scheduler 45 receives information from the timer 41 and the data receiving sections 39 and 43, determines a processing section to be executed from the received information, and transmits an execution instruction. That is, the timer 41
Upon receiving the timetable switching report from the above, the start-up processing unit 46, which will be described later, is instructed to execute. Further, the change information reception, the recovery timetable reception, and the today's timetable transmission request report are received from the data receiving unit 39, and the timetable change processing unit 50, which is to be described later, changes the timetable according to the change information, and the recovery timepiece switching unit, which is a later-described recovery timepiece switching unit, is used to switch the recovery timetable. At 48, the execution instruction is transmitted to the today's timetable transmission unit 47, which will be described later, for transmission by the today's timetable transmission request. Furthermore, receiving a report of the presence status data reception from the data receiving unit 43,
The execution instruction is transmitted to the on-the-rail data transmission unit 49, which will be described later, for transmission of the schedule on the day.

Reference numeral 46 denotes a start-up processing unit, which receives a transmission from the real-time job scheduler 45, and stores the time-scheduled diamonds of the 2-3 days stored in the central processing unit 32 in advance to the current-day diamond registration unit 35. register. Further, the data transmitting unit 40 is instructed to transmit the current day schedule to the recovery timetable creation device 33, and the data transmitting unit 44 is instructed to transmit the current day timetable to the station control device 6. Four
Reference numeral 7 denotes a today's timetable transmission unit, which receives a transmission from the real-time job scheduler 45 and instructs the data transmission unit 40 to transmit the today's timetable to the recovery timetable creation device 33.
Further, the data transmitting unit 44 is instructed to transmit the current timetable to the station control device 6. Reference numeral 48 denotes a recovery timetable switching unit, which receives the transmission from the real-time job scheduler 45 and reflects the recovery timetable on the day timetable. Reference numeral 49 is an on-line data transmission unit, which is a real-time job scheduler 4
In response to the transmission from 5, the data transmission unit 40 is instructed to transmit the on-rail data to the restoration timetable creation device 33. A time change processing unit 50 receives a message from the real-time job scheduler 45, and changes the time schedule based on the change information data.

FIG. 3 is a block diagram showing the detailed contents of the recovery diagram creation device 33. In FIG. 3, reference numeral 51 is a today's timetable registration section, in which data of the same format as the data registered in the current day's timetable registration section 8 of the central processing unit 1 of FIG. 7 is registered. Reference numeral 52 denotes an on-rail situation data registration unit, in which data of the same format as the data registered in the on-rail situation data registration unit 9 of the central processing unit 1 of FIG. 7 is registered. Reference numeral 53 is a work timetable registration unit, in which data of the same format as the data registered in the current day timetable registration unit 8 of the central processing unit 1 of FIG. 7 is registered and used for creating a recovery timetable. Reference numeral 54 is a recovery timetable registration unit, which has the same format and content as the data of the recovery timetable registration unit 35 of the central processing unit 32 of FIG. 2, and is used for transmission to the central processing unit 32.

Reference numeral 55 denotes a display control unit which controls the graphic display on the display device 2. An input device I / O unit 56 encodes data input from the input device 3 and transmits it to a man-machine I / F unit 57 described later. Reference numeral 57 denotes a man-machine I / F unit, which requests the display control unit 55 for graphic display, and transmits the code received from the input device I / O unit 56 to each processing unit as input data. A line control unit 58 controls a line for transmitting and receiving data to and from the central processing unit 32. Reference numeral 59 is a data receiving unit, which is the central processing unit 3
The on-rail situation data and the current day schedule transmitted from No. 2 are received through the line control unit 58 and stored in the on-rail situation data registration unit 52 and the current day schedule registration unit 51, respectively. Reference numeral 60 denotes a data transmission unit that transmits a recovery timetable and change information described later to the central processing unit 32 through the line control unit 58.

Reference numeral 61 is a change information registration unit, which registers change information for the time schedule of the day. Reference numeral 62 denotes a timetable change processing unit, which receives an execution instruction from the man-machine I / F unit 57, receives change information regarding timetable change, and transmits the change information to the central processing unit 32. Reference numeral 63 denotes a recovery timetable transmission unit, which receives an execution instruction from the man-machine I / F unit 57, receives a recovery timetable transmission request from the commander, and transmits a recovery timetable transmission request instruction to the data transmission unit 60. Reference numeral 64 denotes a recovery diagram creating unit, which receives an execution instruction from the man-machine I / F unit 57, creates a recovery diagram from the on-line status data and the current day diagram, and includes the recovery diagram in the display device 2 through the later-described diamond display unit 65. Display the work timetable. 6
A diamond display unit 5 receives an execution instruction from the man-machine I / F unit 57, and displays a diamond or work diamond on the day through the man-machine I / F unit 57.

FIG. 4 is a block diagram showing the details of the recovery diagram creation unit 64. In FIGS. 3 and 4, the man-machine I /
When the execution instruction is received from the F section 57, the work generation means 6
6 creates a work diamond by copying the day diamond of the day diamond registration unit 51 and registers it in the work diamond registration unit 53. Next, the station status file initializing means 67 registers the train status data from the train status data in the station status file 68 for managing the train numbers of the trains and the internal train numbers of the trains existing between the train stations. With respect to the train registered in the station state file 68, the temporary simulation means 69 executes the temporary simulation based on the constraint condition table 70 at the arrival time at the next station and registers it in the temporary simulation execution result 71.

Temporary simulation constraint condition table 7
The contents of 0 include train performance, running conditions between stations, train interval, train type, allowable number of trains between stations, minimum turnaround time at the ending station when the next station is the ending station, and the train is running depending on the status data. In the case of, there are running conditions from the position of the train to the next station.

Based on the provisional simulation execution result 71 and the schedule creation determination rule 72, the schedule creation means 73 determines the arrival / departure time at the next station, the departure sequence, the use number line, the operation at the final station, and the like. However, when the next station is the terminal station, the optimum train registered in the work schedule registration unit 53 from the minimum turnaround time of the constraint condition is set as the next operation train,
The result is registered in the work timetable registration unit 53 and the recovery timetable registration unit 54. As the diamond judgment rule 72,
(1) When the next station is not the final station, it is determined whether or not to overtake based on the presence or absence of evacuation equipment at the station, the difference in arrival time of each train, and the train type, and the departure order and the use number line at the station are determined.

(2) If the next station is the terminal station, the temporary departure time at the terminal station is calculated from the terminal time and the minimum turn-around time at the station, and the first-day timetable (normal diamond) ) Among the trains of the same type, the train with the earliest time (hereinafter referred to as the next train) is selected and the recovery timetable and the current timetable (normal timetable) are connected. (3)
When the next station is the terminal station, if there is a train arriving at the terminal station (hereinafter referred to as a surplus train) after the trains have been assigned to all of the timetables (normal timetables) on the day, the surplus train is sent from the terminal station to the garage. Create a timetable to send. Excess trains come out, for example, when diamond disorder occurs at the time of rush and diamond disorder occurs on five trains, when the normal diamond is restored, it has already passed the rush and is operating on three trains. Sometimes two trains are redundant.

From the arrival / departure time of each train at the next station obtained by the above-mentioned temporary simulation, the departure order obtained by the diagram creating means 73, the use number line, etc., the simulation managing means 74
Determine the station and direction to carry out the simulation.
The simulation management means 74 is for a person who creates a recovery timetable to perform and control the simulation. Select whether to proceed with the simulation or stop it according to human instructions. When proceeding with the execution of the simulation, the execution order of the simulation is managed using basic commands. The basic command is a command for instructing a specific station to carry out a simulation, and two commands, a first command and a second command, are required to create a train schedule.

Hereinafter, the station that has received the basic command will be referred to as a reference station, and the station that executes the simulation will be referred to as an implementation station. The first command is that if there is a train that has decided to leave the reference station but has not yet decided to arrive at the next station, that is, if there is a train running between stations, the reference station will be the last (the earliest in time). ) The train to be departed is set as the train to be processed, and the simulation execution means 75 is instructed to execute the simulation at the next station.

The second command instructs the simulation executing means 75 to carry out the simulation at the reference station with the trains that should arrive at the reference station in the following order as the trains to be processed. As a result, there are completion and non-execution. In addition, as in the case of the first command, when the implementation station can be evacuated, it can be implemented when there is a train whose timetable is set prior to the simulation to be performed. If such a train does not exist, it will be impossible to implement. When the implementation is completed, the first command or the second command is issued to the reference station. If the second instruction is issued to the station adjacent to the reference station in the case where the simulation is not possible, the simulation may be possible.

The simulation execution means 75 of FIG. 4 is similar to the flowchart shown in Japanese Patent Laid-Open No. 4-151374. The simulation execution means 75 includes a processing event sequence creation unit (75a) and a processability determination unit (7).
5b), the event processing unit (75c) and the state updating unit (7)
5d). Simulation management means 7
In response to the basic command sent from No. 4, while referring to the data of the work timetable registration unit 53, the simulation including the designated train (train to be processed) at the designated station is executed once.

The processing event sequence creating unit 75a obtains a simulation to be performed next from the data of the designated station, and creates a sequence of events to be processed collectively there. The processability determination unit 75b determines whether the train included in the simulation performed by the process event sequence creation unit 75a is already the simulation target and the departure time of the station in front of the designated station has been determined. Alternatively, when the designated station is the terminal station, it is determined that processing is possible, the event processing unit 75c and the state updating unit 75d are executed, and the process ends. In other cases, or when the train to be processed is not included in the simulation, it is determined that the train cannot be processed, and the process ends without performing the event processing unit 75c and the state updating unit 75d.

The event processing unit 75c processes the departure event and the arrival event, and refers to the station status file 68, the constraint condition table 70 and the forecast diamond file 76 to simulate the departure time, the arrival time and the use number line of the train. Ask. In the processing of the arrival event, for example, a physically possible arrival time is calculated from the time when the train departs from the previous station and the minimum travel time between stations and the minimum advance time of the station, and this time and the planned timetable are calculated. It is assumed that the arrival time is compared and the arrival time is earlier. Further, in the processing of a departure event, for example, a physically possible departure time is calculated from the time when the train arrives minus the minimum stop time and the minimum approach time at the station, and this time and the departure time on the planning timetable are calculated. It is assumed that the passenger departs at an earlier time by comparison. The number of trains used depends on the type of train and whether or not there is overtaking.

The state updating unit 75d updates the states of trains and stations associated with arrival and departure of trains based on the obtained arrival times and departure times. Simulation implementation means 75
The expected timetable for which the arrival time at the next station is determined by executing the simulation is registered in the station state file 68 and the expected timetable file 76. The expected timetable is created as follows. For example, in the tentative simulation result, the train A and train B arrive and depart at K station in this order. However, if the train B is set to overtake the train A at the K station by the diamond creating means 73,
In the simulation execution means 75, trains A and B at K station
With the arrival time of the train A unchanged, the departure time of the trains A and B is changed instead of the minimum passing time of the train A to create the predicted timetable.

As described above, in the above-described embodiment, the train registered in the station status file 68 is temporarily simulated at the next station on the basis of the constraint conditions, and the next station is calculated on the basis of the temporary simulation result and the timetable judgment rule. Determining the arrival and departure times, departure order, use number, operation at the terminal station, etc. When the next station is the terminal station, the optimum train is selected as the next train from the minimum turnaround time of the constraint condition, and the result is connected as the recovery timetable to the current timetable. by this,
It is possible to quickly restore the timetable to that day.

Example 2. FIG. 5 is a block diagram showing another embodiment. In the figure, a plurality of restoration diagram creation devices 33 and a central processing unit 32 are connected by a bus LAN 77 line. As a result, not only one dispatcher but also a plurality of dispatchers can work together to plan a recovery timetable.

[0041]

As described above, according to the present invention, the arrival / departure time at the next station of the train registered in the station status file is provisionally simulated based on the constraint condition, and the provisional simulation result and the diamond decision rule are used. Based on the arrival / departure time at the next station, the departure sequence, the use number line, and the operation at the final station, a recovery timetable is created and connected to the daytime timetable. Furthermore, when the next station is the terminal station, the optimum train is selected as the next train from the minimum turnaround time of the constraint conditions, and the result is connected as the recovery timetable to the daytime timetable. As a result, when the train operation is disturbed, it is possible to promptly recover to the day schedule without changing the operation mode of the system.

Further, by connecting a plurality of recovery timetable creation devices to the central processing unit, the recovery timetable planning work is carried out jointly by a plurality of commanders, so that the recovery timetable creation work can be done faster.

Further, the temporary departure time of the temporary departure at the ending station is determined from the final arrival time and the minimum return time of the train at the final arrival station, and the train of the same type of the train of the same day that starts later than the temporary departure time of the temporary departure is determined. The train at the earlier time is assigned as the first train to return, and all trains on the day's timetable are assigned and the recovery timetable and the day's timetable are connected. As a result, it is possible to quickly restore the train operation disorder to the normal schedule for all trains.

Further, when there is a train arriving at the terminal station after allocating the trains of the recovery diamond for all the returning trains of the same-day timetable at the terminal station, a forwarding diamond from the terminal station to the garage is created. As a result, the surplus trains are sorted out quickly, which facilitates the restoration work.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a train operation management system showing an embodiment of the present invention.

FIG. 2 is a block diagram of the central processing unit of FIG.

FIG. 3 is a configuration diagram of the recovery diagram creation device of FIG. 1.

FIG. 4 is a configuration diagram of a recovery diagram creation unit in FIG.

FIG. 5 is a configuration diagram of a train operation management system showing another embodiment of the present invention.

FIG. 6 is a block diagram of a conventional train operation management system.

7 is a block diagram of the central processing unit of FIG.

8 is a block diagram of the station control device of FIG.

[Explanation of symbols]

 32 central processing unit 52 on-rail status data registration unit 67 station status file initialization means 68 station status file 69 temporary simulation means 70 constraint condition table 71 temporary simulation execution result 72 diagram creation rule 73 diagram creation means 75 simulation implementation means

Claims (4)

[Claims] [Claim 1] On the day, obtain the latest on-rail status data of each station from the on-rail status data registration unit, and set the status of a plurality of trains on the line by the station status file initialization means, and then the station status. For each of the trains registered by the file initialization means, the temporary simulation means individually predicts the arrival and departure time at the next station based on the constraint condition table,
Based on the provisional simulation execution result by the provisional simulation means and the pre-entered schedule creation decision rule, the schedule creation means determines train operation at the next station, and the simulation is performed based on the schedule creation result obtained by the schedule creation means. The related means between the trains are collectively simulated by the executing means, an estimated timetable and a station state file are created and stored in the temporary simulation means, and all of the registered trains are stored until they arrive at the terminal station. A train operation management system characterized in that a temporary diamond means, the diamond creating means and the simulation implementing means are repeatedly executed to create a recovery timetable, and the recovery timetable and the current day timetable are connected at the terminal station. 2. The train operation management system according to claim 1, wherein the on-rail status data registration unit is provided in the central processing unit. 3. The connection between the recovery timetable and the same-day timetable at the terminating station is determined by determining the temporary departure time at the terminating station from the train ending time and the minimum wrapping time at the terminating station, The train of the earliest time among the trains of the same type of the same-day schedule that departs later than the first train of the return is assigned as a return-start train, and allocation is performed for all the trains of the same-day schedule. The train operation management system according to claim 1 or claim 2. 4. When there is a train arriving at the end station after allocating a train of the recovery timetable for all the returning trains of the timetable at the end station, from the end station of the train arriving after the allocation to the garage station The train operation management system according to any one of claims 1 to 3, wherein the forwarding schedule is created.