JPH09123913A - Transport management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To supply a transport capacity meeting the demand for each time zone, and integrate various operations being concerned with the train operations to increase the operating efficiency. SOLUTION: Based on the estimated number of customers for each time zone in a typical section of an object line, a train-numbers calculating means 2 calculates the proper number of trains, and a comparing means 3 compares the calculated proper number of trains to the number of the trains currently operated. A starting delayed time calculating means 4 calculates the starting delayed time of the trains at a train turning base-station when the number of the currently operated trains is more than the proper number of trains, and a starting-shortened time calculating means 5 calculates the starting-shortened time of the trains at a train turning base-station when the number of the currently operated trains is less than the proper number of the trains. Then, based on the starting delayed time and the starting shortened and delayed time, an entering and leaving a shed setting means 6 performs setting of entering and leaving an engine shed of the trains at a train-entering, leaving-station.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transportation management system for operating a train in a passenger transportation system such as a railway or a new transportation system based on a predetermined train schedule.

[0002]

2. Description of the Related Art Generally, a business for train operation in a passenger transportation system such as a railway or a new transportation system is composed of transportation planning and operation management. This is shown in FIG. First, as a transportation plan, the transportation concept is formulated based on the demand forecast and the management policy, and the train setting and the operation setting are performed. Hereinafter, each work of the transportation plan will be described. (1) Demand forecasting business The demand for trains is forecasted. The demand for transportation is assumed based on data such as economic trends, station population, and comparison with other transportation means. (2) Transportation concept formulation work Based on anticipated demand and management policies, formulate basic policies for train schedules and operation plans for representative trains. (3) Train setting work Create a train schedule. Set the train schedule configuration demand such as the type of each train and the arrival and departure times of each station. (4) Operation setting work Create an operation plan. That is, the operation method of the vehicle and crew members that realize the set train schedule is set.

Next, as the operation management, there are operation execution and grasping of transportation results. Each operation management operation will be described below. (1) Operation implementation work Based on the set train schedule, operate the train by operating the vehicle, controlling the route, and guiding the destination. (2) Transportation performance grasping work As a result of actually operating the train, the number of trains operated and the number of passengers are counted.

In these transportation planning and operation management operations, the major premise is that the train schedule is determined before the day before operation. In fact, on most routes, train schedules are fixed by day of the week such as weekdays and holidays. Therefore, the train schedule cannot be changed just because the demand increased on the day.

In addition, among the other tasks, the demand forecasting task and the transportation performance grasping task are mostly performed by humans measuring data and compiling the data. Further, although there are places where train schedules are created and operation plans are created by a timetable creation device or the like, generally, different devices are used by different people.

[0006] Further, the creation of a train schedule is a task of designating the arrival and departure times and the arrival number line for each station of each train.
It is a complicated and complicated task, such as the need to specify in seconds. On the other hand, operation is often carried out by an operation management system.

[0007] As described above, transportation management generally depends on a large number of workers, but the train schedule is relatively fixed, so it is not possible to cope with daily changes in demand.

[0008] Generally, when a seller supplies a service to a buyer, both the seller and the buyer are satisfied with each other by satisfying the condition that the demand amount and the supply amount are the same. Speaking of railways, it can be said that a service that can supply the passenger capacity, which is the demand for each time zone on the day of the day, with an appropriate degree of congestion can provide the transportation capacity.

[0009]

However, in reality, as described above, since the train schedule fixed before the day before the operation is taken, it is not possible to cope with the change in demand on the day.
For example, although passenger forecasts based on fixed-price tickets are not inaccurate even in advance, passenger demand other than fixed-price tickets fluctuates due to various factors such as weather, events, social conditions, and days of the week, making it difficult to predict. Therefore, congestion may occur in addition to chronic congestion that occurs when the transportation capacity reaches the limit during commuting, or conversely, wasteful driving may occur.

In addition, the current business form is performed in different departments such as demand forecasting, train planning, and operation implementation.
Since the delivery is performed in the form of a form, the work of creating and reading the form occurs, and another form may be created, resulting in poor work efficiency.

The present invention provides a transportation management system capable of improving the efficiency of operations by supplying transportation capacity that meets the demand of each time zone every day and at the same time integrating the operations involved in train operation. The purpose is to provide.

[0012]

According to the invention of claim 1, there are provided a train number calculating means and a train number calculating means for calculating an appropriate number of trains based on a forecasted demand for each time zone of a representative section of a target route. Comparison means for comparing the calculated proper number of trains with the actual trains currently in operation, and when the number of actual trains currently in operation is greater than the proper number of trains, train departure delay time at the train turning point station Departure delay time calculation means, and when the actual number of trains currently operating is less than the appropriate number of trains, the departure delay time calculation means for calculating the train departure time reduction time at the train turnback base station, and the departure delay time and An entrance / exit setting means for setting entrance / exit of a train at an entrance / exit station is provided based on the shortened departure time. As a result, the number of trains is increased or decreased so that the number of trains per unit time in the representative section is appropriate. In addition, the operation management system,
Train schedules within a unit time and the operation of vehicles and crews are created, and based on these, route control, passenger guidance, vehicle loading / unloading instructions, and crew entry / unloading instructions are automatically given.

According to a second aspect of the present invention, in the first aspect of the invention, a demand forecasting means for calculating the forecast demand for each time zone of the representative section of the target route is additionally provided based on predetermined forecast data, The predicted demand calculated by the demand predicting means is output to the train number calculating means. Therefore, the accuracy of the forecast demand is improved.

According to a third aspect of the invention, in the second aspect of the invention, the demand forecasting means uses the day of the week, the weather,
The forecast demand is calculated based on at least one of the attribute values of events held along the target route. Therefore, it is possible to calculate the forecast demand with improved accuracy with respect to the day of the week, the weather, or the event.

According to a fourth aspect of the present invention, in the second aspect of the invention, the demand forecasting means uses the seat reservation data of the target route, the reservation data of another route connected to the target route, and the target route as the forecast data. The predicted demand is calculated based on at least one of the reservation data of the transportation facility and the reservation data of the event venue held along the target route. Therefore, it is possible to calculate the predicted demand with improved accuracy with respect to the reservation status related to the target route.

According to a fifth aspect of the present invention, in the second aspect of the invention, the demand forecasting means uses, as forecast data, the number of passengers on other routes connected to the target route, the entrance / exit of the event venue, the passage leading to the station, and the like. The predicted demand is calculated based on at least one of the measured values of the number of people moving on the road. Therefore, the accuracy is improved because the prediction is made based on the number of moving people measured in relation to the target route.

According to the invention of claim 6, in the invention of claim 2, the demand forecasting means calculates the forecast demand based on the measured value of the number of passengers on the target route as the forecast data. Therefore, the accuracy of the expected demand is improved.

[0018]

Embodiments of the present invention will be described below. FIG. 1 is a block diagram showing an embodiment of the present invention. In FIG. 1, the demand forecasting means 1 inputs predetermined forecast data and calculates the forecast demand for each time zone of the representative section of the target route based on the forecast data. In the train number calculation means 2, based on the predicted demand for each time zone of the representative section of the target route calculated by the demand prediction means 1,
Calculate the proper number of trains. Then, in the comparison means 3,
The proper number of trains calculated by the train number calculation means 2 is compared with the actual train number currently in operation. When the actual train number currently in operation is larger than the proper train number, the departure delay time calculation means 4 is used. to start.

The departure delay time calculating means 4 calculates the departure delay time of the train at the train turning point station when the number of actual trains currently in operation is larger than the proper number of trains. On the other hand, the comparison means 3 activates the departure time reduction calculation means 5 when the actual number of trains currently in operation is less than the proper number of trains.
When the number of actual trains currently in operation is less than the proper number of trains, the departure time reduction calculation means 5 calculates the departure time reduction time of the train at the train turning point station. Then, the entry / exit setting means 6 sets the entry / exit of the train at the entry / exit station based on the departure delay time from the departure delay time calculating means 4, and
The departure / arrival time of the train is set at the entry / exit station on the basis of the departure shortening time from the departure shortening time calculating means 5. The arrival and departure of this train will be notified to the operation management system, and the operation management system will
Train schedules within a unit time and the operation of vehicles and crews are created, and based on these, route control, passenger guidance, vehicle loading / unloading instructions, and crew entry / unloading instructions are automatically given.

The details will be described below. First, the line is L, and the station is Si (i = 1 to Tn, 1 is the starting point, Tn is the ending point)
And And the amount of transportation between stations (demand of passengers) P (t
k), the inter-station transport capacity C (tk), and the inter-station train number N (tk) are expressed as follows.

P (tk) = (pi (tk)) (1) C (tk) = (ci (tk)) (2) N (tk) = (ni (tk)) (3) where , P (tk), C (tk), and N (tk) are Tn−.
It is a first-order vector, and pi (tk), ci (tk),
ni (tk) indicates each quantity from i station to i + 1 station (i = 1 to Tn-1). Further, tk is a time zone of train operation (k = 1 to M), and its time interval is T.

Then, the inter-station transport capacity C (tk) is the number N of trains at the time interval T in the train operation time zone tk.
It is expressed by (tk) and its transportation capacity. That is, assuming that the proper number of transport personnel M (transport capacity) such as the number of passengers per train is fixed for each train, it is expressed by the following equation (4).

C (tk) = M * N (tk) (4) It can be said that the optimum train schedule with which the passenger and the company can compromise each other is the one in which the supply and demand match. That is,
Station-to-station transport volume (user demand) P (tk) and station-to-station transport capacity C
It can be assumed that the condition that (tk) is equal, that is, the train schedule that provides the transportation capacity that satisfies the following expression (5) is optimal.

P (tk) = C (tk) (5) From the equation (4), P (tk) = M * N (tk) ... (6) Transportation amount between stations (demand of customers) P ( Since tk) changes depending on the time zone tk of train operation, appropriate transport personnel M such as the number of passengers per train or the number of trains N between stations depending on the inter-station transportation amount (demand of passengers) P (tk). If we can change, we can maintain the balance between supply and demand.

In the case of a railroad, the proper number of transport personnel M is generally determined by the number of trains, so it is considered to be fixed. Therefore, a method of changing the number of trains N (tk) according to the amount of transportation between stations (demand of passengers) P (tk) is suitable.

Therefore, in the present invention, the demand is predicted, the number of trains N (tk) is set in accordance with the demand, the train schedule and the operation of the vehicle and the crew are determined, and thereby, the instruction and control of the train operation are automatically performed. To do so.

Further, the formula (5) ideally requires that the transportation capacity and the transportation amount from all i stations to i + 1 stations are equal, but in reality, trains between all stations are required. Number N (t
Since it is difficult to change k), the number of trains N
There is no choice but to operate in each section where (tk) can be changed. The simplest way is to use the same number of trains N
(Tk), it is considered that the congestion section is applied as a representative demand.

In order to realize the operation by this, it is necessary to predict the demand for each time zone tk in advance, set the number of trains N (tk) according to the demand, and carry out the operation based on that. .

In the present invention, the number of trains per unit time N (t
k), the operation management system, and the above-mentioned demand forecasting means 1 to storage / delivery setting means 6.

Next, the demand forecasting means 1 will be described. Although commuting to work and school, which make up the majority of transportation, can be predicted based on the day of the week, the transportation volume for leisure and shopping purposes is
It is difficult to predict in advance because it depends on the weather and events of the day. However, it is considered that uncertain factors such as the weather will become relatively clear on the day of the day, and it will be possible to make highly accurate predictions by measuring the actual inflow that flows into the relevant route before the time of the prediction, and so on. Therefore,
The following prediction method is adopted in the present invention. (1) Human judgment A human predicts demand, and the number of trains N (tk) corresponding to the prediction result is input to the transportation management system. (2) Prediction based on the day's condition Prediction will be made by a mathematical method from the attribute values of the day of the day, weather, events held along the target route, etc. As an example, the demand obtained in advance by a statistical method such as factor analysis is obtained by substituting these attribute values into a function expressing various attributes. (3) Prediction from other reservation data Prediction is made from the reservation data of the target route and the same-day reservation data of other institutions and facilities related to the transportation demand of the target route. The target data are as follows. (A) Seat reservation data for the target route (b) Reservation data for other connected routes (c) Reservation data for other transportation such as connecting planes (d) Reservation data for event venues along the line (4) Passage of related routes Prediction based on the measurement value of the number of people The number of people who actually flow into the route is estimated by using a pedestrian flow sensor installed on the route that flows into the station. Examples of points to be measured are as follows. (A) Boarding volume of other connected routes (b) Entrance / exit of the event venue (c) Passage or road leading to the station (5) Prediction from the on-board sensor measurement value The actual boarding volume of each vehicle Measure with an upper sensor, etc., and use it as a reference value for setting the number of trains N (tk) at the time of measurement. As an on-board sensor, a method of counting the approximate number of passengers on a train by the weight applied to the axle of the vehicle can be considered. This method includes the following methods. (A) Boarding rate of trains in the other direction on the same day The boarding rate of trains in the other direction in the morning or immediately before is predicted as demand in the other direction. (B) Boarding rate of the immediately preceding train The boarding rate of the immediately preceding train in the same direction is used as the predicted value as the demand in the next time zone. (C) Counting the number of passengers boarding the train The number of passengers on the train waiting for departure is counted, and the train departs when it reaches a certain value. Among them, (a) is unrealistic in that there is a large variation in the time delay until passengers in different directions return, and (c) the train suddenly departs. On the other hand, the boarding rate of the immediately preceding train in (b) has high prediction accuracy, and the logic is simple, which is considered to be particularly effective.

Next, how the demand forecast value is reflected in the operation will be described. The demand forecast value in the time zone tk is calculated as the inter-station transport volume between the representative stations (user demand) P (t
If k), then the number of trains N (tk) per time slot that satisfies the demand is determined from equation (6). That is, the train number calculating means 2 calculates an appropriate train number Nr (tk) by the equation (6) based on the demand forecast value.

Next, the comparing means 3 compares the proper number of trains Nr (tk) calculated by the number of trains calculating means 2 with the actual number of trains Ng (tk) currently in operation. The results of comparison are the following three. a) Nr (tk) <Ng (tk) In this case, the number of actual trains currently operating Ng (t)
Since the transportation capacity of k) has a margin, the departure delay time calculation means 4 is activated, and the delay time for lengthening the departure interval of the train at the turning point station is calculated. b) Nr (tk) = Ng (tk) Since the transport capacity and the demand are in a balanced state and the preset timetable may be kept, the departure delay time calculating means 4 and the departure shortening time calculating means 5 are not activated. . c) Nr (tk)> Ng (tk) In this case, the number of actual trains currently operating Ng (t
Since the transportation capacity of k) is insufficient, the departure shortening time calculation means 5 is activated to shorten the train departure interval at the turn-back starting point station.

Next, a method for making the departure delay time calculating means 4 and the departure shortening time calculating means 5 to have an appropriate number of trains Nr (tk) will be described. Now, assuming that the number of trains N (tk-1) in the time zone tk-1 is fixed,
Setting the proper number of trains Nr (tk) is nothing but increasing or decreasing the number N of trains of the difference. Therefore, a mechanism (function) for operation adjustment that increases or decreases the number of trains N
To the departure delay time calculating means 4 and the departure shortening time calculating means 5
It is sufficient to have these in the operation management system. Mechanism (function) of operation adjustment to increase / decrease the number of trains N
Will be described below. (1) Driving adjustment station and basic model On normal routes, there are stations such as the starting station that are key points for transportation. Such a station is called a base station, but driving adjustments are mainly performed at the base station, so we will consider train settings and operation adjustments at the base station.

Generally, the base station includes a terminal station St and a loading / unloading station Ss. The terminal station St is the starting point (or ending point) of the route, and usually the train is turned back there. On the other hand, there is a garage at the loading / unloading station Ss,
Trains can be created and disappeared.

FIG. 2 illustrates turn-back and entry / exit at the terminal station St and entry / exit station Ss according to the train operation chart. Here, the turn-around time To is the time from arrival to departure of the train, and the lower limit value is the minimum turn-around time Tom.
Call in. The turn-around time Ti is the time from the departure of the preceding train to the arrival of the following train, and its lower limit value is called the minimum turn-around time Timin. Therefore, the train operation interval time is To + Ti. (2) Basic operation adjustment method On a normal route, the return station is often the bottleneck in transportation, so assuming that the transport capacity is determined by the constraints of the return station, the train schedule in Fig. 3 shows the maximum transport capacity. It becomes the train schedule of. That is, both the turnaround time To and the turnaround time interval Ti are lower limit minimum turnaround time Tomi.
The train schedule has the maximum transportation capacity during the operation of n and the minimum turn-around time Timin.

Such a train schedule is used during the morning and evening rush hours, and is normally used at other times.
Operation with margin in the turn-around time Ti as shown in FIG. 4 (a), operation with allowance in the turn-around time To as shown in FIG. 4 (b), as shown in FIG. 4 (c). Either one of the operation with a margin in both the turn-around time interval Ti and the turn-around time To is performed.

From the above, it can be said that the increase / decrease of the transporting force C (tk) can be controlled by using the turn-around time Ti and the turn-around time To as keys. Hereinafter, control for increasing / decreasing the transporting force C (tk) will be described. A) Adjustment of turn-around time To a) Increase of turn-around time To To reduce the train density, the departure delay time calculation means 4 calculates the departure delay time of the turn-around time To. Then, as shown in FIG. 5, the turn-around time To is lengthened as indicated by the dotted line and the turn-around time To is lengthened as indicated by the dotted line. As a result, the time difference with the following train cannot maintain the minimum turn-around time Timin. When, delay the arrival of subsequent trains. Further, as a result, when the delay from the predetermined operation time exceeds a certain level, the operation discontinuation B described later is performed to reduce the number N of trains. b) Shortening of return time To To increase train density, the departure time reduction calculation means 5 calculates the departure reduction time of the return time To. Then, as shown in FIG. 6, the turnaround time To is shortened as indicated by the dotted line. In this case, the turnaround time To can be shortened to the minimum turnaround time Tomin. If the turn-around time To is shortened, a time gap with the succeeding train can be provided as shown in FIG. 6, so that the train setting C described later can be performed and the number N of trains can be increased (the train is leaving). B) Operation discontinuation When the turn-around time To is increased, the arrival time of the succeeding train is delayed as compared with the case of traveling at a predetermined operation time, as shown by the dotted line in FIG. 7. Since it is expected that there will be few passengers on the following trains unless their departure is delayed significantly, the trains are run to and from the loading / unloading station as shown in FIG. That is, the warehousing / leaving setting means 6 sets the termination of the operation. In this case, the departure of the following train may be delayed in the same way, but if this is done, the same will occur for the next succeeding train, which will interfere with the driving interval so as not to affect the driving time. It is better to enter the warehouse as soon as possible. C) Train setting By shortening the turn-around time To, the time gap can be increased and the turn-around time To for one train + turn-around time T
When i comes in, one train is issued from the entry / exit station as shown in FIG. That is, the entering / leaving setting means 6 sets the leaving of the train with respect to the succeeding train. (3) Operation adjustment method according to demand The transport capacity C (tk) can be controlled by increasing / decreasing the turn-around time To in the previous section and the train setting C and operation discontinuation B. The method of controlling the number of operating trains with respect to demand is as follows.

First, consider a train schedule which is a temporary premise. This is called a preset timetable, and the number of trains per unit time of this preset timetable is No. The preset timetable may be prepared in advance like the basic timetable, but the timetable of the previous time may be used, for example. In the latter case, it is not necessary to create a preset timetable.

Now, the unit time which is the time width of the train operation time zone tk is To (actually, for example, 30 minutes), the departure train interval (driving head) at the terminal station St is Th, and the preset timetable is operated. When the head is Tho, the number of trains per unit time of the preset timetable is represented by equation (7), and at time tk is represented by equation (8). In addition,
Th (tk) is the driving head at time tk.

No = To / Tho (7) N (tk) = To / Th (tk) (8) From equation (6), the number of trains N (tk) in the train operation time zone tk is the demand P. It is more desirable that the expression (9) be closer to (tk).

P (tk) = M * N (tk) = M * To / Th (tk) (9) The operation adjustment to meet the demand is basically performed at each time so as to satisfy the expression (9). This can be dealt with by adjusting the departure interval using the basic operation adjustment method (2) so that the departure train interval Th at the terminal station St corresponds to the demand P (tk) for each band.

That is, the transport capacity of the preset diamond is Cr
When (Cr = M * Nr), it is performed as follows depending on the relationship with the demand P (tk). (A) P (tk) <Cr In this case, since the transportation capacity has a margin, the departure interval is lengthened. That is, if the turn-around time To is lengthened and the turn-around time To becomes too long, the train will be discontinued because the train at the terminal station St will be hindered. (B) P (tk) = Cr In this case, the transportation capacity and the demand are in a balanced state, and the preset timetable may be kept. (C) P (tk)> Cr In this case, since the transport capacity is insufficient, the departure interval is shortened. That is, the turn-back time To is shortened, and further, the train is set to leave one train from the entry / exit station Ss.

In the above-described embodiment, the demand forecasting means 1 for forecasting and calculating the forecasted demand based on the forecast data is provided. However, the demand forecasting means 1 is omitted, and a person forecasts the demand and the demand forecast value is calculated. You may input manually.

Next, FIG. 9 is a block diagram showing the transportation management system of the present invention incorporated in an operation management system.

That is, the train setting section 20 and the operation command section 3
0, a crew zone control unit 40, a garage control unit 50, a station route control unit 60, a passenger guidance unit 70, and a crew member transmission unit 80, and a demand prediction unit 90 and a transportation capacity setting unit 10 are provided in the operation management system. It constitutes a transportation management system. Then, the demand forecasting means 1 to the entry / exit setting means 6 shown in FIG.
Are incorporated into the transport management system as follows:

The demand forecasting means 1 is incorporated in the demand forecasting section 94 for each time zone of the demand forecasting section 90, and the train number calculating means 2 is incorporated in the train number setting section 12 of the transportation capacity setting section 10.
Further, the comparison means 3 is a time setting unit 23 of the train setting unit 20.
The departure delay time calculating unit 4, the departure shortening time calculating unit 5, and the entry / exit setting unit 6 are incorporated in the operation setting unit 24 of the train setting unit 20.

The demand forecasting unit 90 forecasts the passenger demand for each time zone of the representative section of the target route based on the past data and the input information of the target date, and calculates the demand forecast value of each time zone. Establish. The prediction method is obtained by substituting the above input information into a function obtained by a statistical method such as factor analysis.
In this case, the transportation capacity setting unit 10 calculates and sets an appropriate number of operations for transporting the passenger demand amount for each time period obtained by the demand prediction unit 90. It is also possible for a person to directly set the demand forecast value, and in this case, the demand forecast value is set via the data unit 91.

In other words, the demand forecasting unit 90 stores various performance data, attribute data, setting data and the like by the man-machine device and a data input unit 91 for demand forecasting various performance data, attribute data, prediction formulas and the like. A demand database 92 to be stored, a data aggregating unit 93 for aggregating data from other systems and a data input unit 91 and data of the demand database 92, data aggregated by the data aggregating unit 93, and data and functions of the demand database 92. And a demand forecasting section 94 for each time zone for forecasting the demand for each time zone.

In the demand forecasting section 90, setting data of attributes such as days of the week, weather, and events for the target day are input via the data input section 91. With this setting data,
In the demand forecasting unit 94 for each time zone, the demand database 9
The demand forecast value for each time zone of the target day is obtained by the forecast formula stored in 2. Then, the calculated demand forecast value is input to the transportation capacity setting unit 10.

Next, as the data used for the prediction in the demand prediction unit 90, the data in the database 100 of another system such as the seat reservation system is used. That is, when the other system has reservation data or the like related to the demand of the target route, more accurate prediction can be expected by using the data. Therefore, the demand prediction unit 90 uses the database of other systems such as the seat reservation system. Input of 100 and the like is performed via the other system coupling unit 110. The reservation data and the like are input via the other system coupling unit 110 and the data totalization unit 93.
To enter.

Database 100 of other system which is input
Related data used for prediction of seat reservation data and the like are converted into demand related data of the target route in the data totaling unit 93 of the demand prediction unit 90. Then, the demand forecasting unit 94 for each time zone obtains the demand amount of the target route in the related data by the conversion formula, and sets the demand forecast value for each time zone. At this time, it is combined with a forecast value based on other demand forecast data if necessary. Then, this result is input to the transportation capacity setting unit 10.

In addition, a pedestrian flow sensor 120 is provided on a route flowing into a specific station on the target route, the amount of pedestrians passing by the pedestrian flow sensor 120 is measured, and the measured passing amount of data is input via the sensor data input unit 130. Input to the totaling unit 93.

When a method of measuring the number of people who flow into the target route online can be taken, more accurate prediction can be expected, so the number of people who pass through the route flowing into a specific station of the target line can be calculated as the traffic flow. It is measured by the sensor 120, and the measured passing traffic is input to the data totaling unit 93 of the demand forecasting unit 90. In this case, the demand prediction unit 90 estimates the passenger demand amount for each time zone of the representative section of the target route from the pedestrian flow that flows into the specific station input from the sensor data input unit 130.

In the demand forecasting unit 94 for each time zone of the demand forecasting unit 90, the input measurement data of the amount of passing passengers is converted into the demand for the target route in the related data by the conversion formula,
At this time, it is combined with a forecast value based on other demand forecast data if necessary. This result is input to the transportation capacity setting unit 10.

Similarly, each vehicle on the target route is provided with an on-board sensor 140, and the riding amount is measured from the weight or the like measured by the on-board sensor 140.
The boarding amount data from is input to the data totaling unit 93 via the on-board ground transmission unit 150.

That is, each vehicle on the target route is provided with an on-board sensor 140 for measuring the boarding amount from the weight or the like to grasp the actual boarding amount online, and the boarding ground data is transmitted to the on-board ground transmission section 150. It is transmitted to the ground via the input and input to the demand prediction unit 90. The demand prediction unit 90 estimates the passenger demand for each time zone of the representative section of the target route from the input boarding volume data.

That is, the input measurement data is used as the demand forecast value of the target time of the target route in the time zone demand forecasting unit 94. At this time, it is combined with a forecast value based on other demand forecast data if necessary. Then, this result is input to the transportation capacity setting unit 10.

When the pedestrian flow sensor 120 and the on-board sensor 140 are provided, the actual amount of people in the latest time is measured, so that the demand prediction is not performed, that is, the demand prediction unit 9
Data may be directly input to the transportation capacity setting unit 10 without passing through 0, and the transportation capacity setting unit 10 may directly set the number of trains in the target time zone by a conversion formula based on the input data instead of the demand forecast number of people.

Further, when the passenger flow rate is measured by the pedestrian flow sensor 120, the trains for the next time zone are shown by the correspondence table of the preset flow range and the number of trains according to the passenger flow rate in the previous time zone. You may decide the number.

Furthermore, when the onboard sensor 140 is provided to measure the boarding amount, the number of trains corresponding to the actual boarding amount is set so that the boarding efficiency becomes appropriate according to the actual boarding amount in the previous time period. The number of trains in the next time zone may be determined in advance.

Next, the transportation capacity setting unit 10 is an ideal train based on the data input unit 11 for inputting the data from the man-machine device or the demand forecasting unit 90 and the demand forecast value per input time slot. Train number setting unit 12 that calculates the number of trains
It is composed of As described above, the data input unit 11 is directly connected to the other system coupling unit 110, the sensor data input unit 130, and the on-vehicle ground transmission unit 150, not via the demand prediction unit 90, to obtain the demand forecast value. Alternatively, the number of trains may be directly obtained by a logic between the determined input value and the number of trains.

In the transportation capacity setting unit 10, when the number of trains per time zone or the demand forecast value is input, the appropriate number of trains is calculated by the above equation (6) into the number of trains set in the train number setting unit 12. The train setting unit 20 is calculated by the calculating means 2.
Output to

The train setting unit 20 uses a train operation schedule at the next time point based on the current operating condition by the above-mentioned basic operation adjusting method so that the number of trains calculated by the transportation capacity setting unit 10 may be obtained. It sets the operation of vehicles and crew members, and is configured as follows.

That is, the train setting unit 20 stores a basic train schedule set in advance, a basic schedule database 21 in which initial conditions of train schedules, closing conditions, conditions for each time period, and the like are stored, and a basic schedule set in advance. The basic operation database 22 that stores the operating conditions of the vehicle and crew and the initial conditions of operation, closing conditions, conditions of each time period, etc., and the driving situation input from the driving command unit 30 and the ideal input from the transportation capacity setting unit 10. A proper (appropriate) number of trains, a basic timetable or conditions in the basic timetable database 21, and a timetable setting section 23 for setting a timetable to be executed based on the operating conditions from the later-described operation commanding section 34, and an operation status input from the operation commanding section 30. And the execution schedule plan input from the schedule setting unit 23 and the basic operation in the basic operation database 22 or the operation to be executed from the condition Made from the operation setting section 24 for constant.

In this train setting unit 20, the number of trains input from the transportation capacity setting unit 10 and the number of trains in the previous time zone or preset diamonds are compared by the comparison means 3 incorporated in the time setting unit 23. If there is a difference, it is stored in the basic timetable database 21 by the departure delay time calculating means 4, the departure shortening time calculating means 5 and the entry / exit setting means 6 incorporated in the operation setting section 24. The number of trains is increased or decreased so that the number of trains matches the former within the range of the conditions.

This increase / decrease is as shown in the above-mentioned operation adjustment method, and is due to the increase / decrease of the turn-back time To, the turn-back time interval Ti, operation termination, and train setting. With this adjustment method, the timetable setting unit 23 sets a timetable including departure / arrival times of each train and each station in the target time zone, and the operation setting unit 24 uses the basic operation database 22 for discontinuing operation and setting trains. Based on the information from the operation command unit 34, it is determined whether or not the operation is possible and the operation setting of the vehicle and the crew member when the operation is performed. In the case of discontinuation of operation, this is to set which train is to be discontinued, and in the case of train setting, the location and time of departure.

The operation is determined by the train setting unit 20.
There are two possible methods: a method of performing the above-mentioned method and a method of performing in the crew section control unit 40 of the crew section and the garage control section 50 of the garage. In the former case, the basic operation database 22 stores online the stock status of the garage at each time point, the waiting information of the crew members, and the like.

Next, the operation command unit 30 monitors the operation status such as the train position, edits the operation control command and operation instruction information according to the timetable and operation set by the train setting unit 20, and edits the information and timetable information. It is transmitted to each station, garage, and crew area.

That is, the operation instructing unit 30 uses the transmission line 16
Through 0, the crew zone control unit 40 in the crew zone, the garage control unit 50 in the garage, the station course control unit 60 and the passenger guidance unit 70 in the station, the crew member transmission unit 80 in the vehicle or at the station
From the transmission section 31 that transmits information between the station and the command station, the train presence information sent from the station course control section 60 via this transmission section 31, and the execution schedule set by the schedule setting section 23 The control command such as the route control or the execution timetable is calculated from the driving situation management unit 32 that manages the demanded situation along with the on-rail situation and the on-rail situation managed by the driving situation management unit 32 and the execution schedule set by the schedule setting unit 23 via the transmission unit 31. Commanding section 33 to be transmitted to the station route control section 60 and the passenger guidance section 70 of the station, the on-rail status managed by the driving status management section 32, and the command from the running operation set to the running setting section 24 to the running operation Is transmitted to the crew operation setting unit 42 in the crew area and the vehicle operation setting unit 52 in the garage via the transmission unit 31.

The operation status management unit 32 of the operation command unit 30 manages the train presence information, the execution timetable and the actual timetable set by the timetable setting unit 23. The operation control command unit 33 controls the route of each station or the like based on the on-rail status managed by the operation status management unit 32 and the execution schedule set by the schedule setting unit 23, or in the case of distributed operation management, the execution schedule or the like. The data is transmitted to each station or the like via the transmission unit 31. In the operation command unit 34, a command such as an on-rail situation managed by the operation status management unit 32 and an operation to be executed from the operation set by the operation setting unit 24 is transmitted via the transmission unit 31 to the crew operation setting unit 42 and the garage in the crew area. It is transmitted to the vehicle operation setting unit 52 and the crew member transmission unit 80.

Next, the crew area control unit 40, in the crew area that manages the crew members, based on the operation instruction information such as the start and end of the operation transmitted from the operation command unit 30, the attendance status and operation status of the crew members. The above data is managed, and the data is used to instruct a waiting crew member to leave.

That is, the crew zone control unit 40, based on the operation command from the operation command unit 30, the garage control unit 50, the crew member transmission unit 80 and the like, and the operation command from the operation command unit 30. A crew member operation setting unit 42 for checking and instructing the start of the operation of individual crew members based on the data of the crew members enrolled in the operation managed by the crew member status management unit 44, which will be described later, the attributes of the crew members, the schedule and results of the day, etc. A crew member database 43 that stores the information, and a crew member status management unit that determines whether or not to start the operation and manages the current operation status in response to the contents of the crew member database 43 and the check request and the execution instruction of the operation start from the crew member operation setting unit 42. 44,
It comprises a departure instructing section 45 for instructing the crew to depart with a man-machine interface device or the like in response to an operation start instruction from the crew operation setting section 42.

In the crew ward, operation start check and start start instruction are performed. The former may be performed by the train setting unit 20. The operation start check is performed by checking whether the operation of individual crew members can be started from the data of the crew members registered for operation in response to the request from the operation command unit 30. When instructing to start operation, the individual crew members are instructed to depart.

Next, the garage control unit 50, in the garage that manages the vehicle, based on the operation instruction information such as the start and end of the operation transmitted from the operation command unit 30, the data such as the vehicle enrollment status and the operation status. Is managed and the route control for leaving and entering the vehicle is performed based on the data.

That is, the garage control section 50 transmits information to the operation command section 30, the crew zone control section 40, etc.
1 and based on the execution operation command from the operation command unit 30, the start of the operation of individual vehicles and the checking and instruction of the possibility of individual vehicles are performed from the data of the registered vehicles and the like that are included in the operation managed by the vehicle status management unit 54 described later. The vehicle operation setting unit 52, the vehicle database 53 that stores the attributes of the vehicle, the schedule and results of the day, the contents of the vehicle database 53, the operation start check request and the execution instruction from the vehicle operation setting unit 52,
A vehicle status management unit 54 that determines whether or not to start operation and manages the current operation status, and a garage path control unit 55 that performs path control and the like so that the target vehicle can leave the vehicle in response to an operation start instruction from the vehicle operation setting unit 52. Composed of.

Also in the garage, the operation start check, start instruction and control are performed as in the case of the crew area. The former may be performed by the train setting unit 20. Check the start of operation,
In response to a request from the driving command unit 30 to start operation, it is checked whether or not operation of an individual vehicle can be started from the data of registered vehicles and the like. In the case of an instruction to start operation, an instruction to start an individual vehicle is given, and route control and departure control are performed.

Next, the station route control unit 60
Detects and manages the location of trains in the vicinity and manages that information,
The route control and the train departure control are performed based on the operation control command such as the route and the departure transmitted from the operation command unit 30 and the timetable information.

That is, the station route control unit 60 at the station
Is a transmission unit 61 that performs information transmission with the operation command unit 30 and the like.
And a train operation management unit 62 that stores the execution timetable transmitted from the operation command unit 30, a train presence line management unit 63 that inputs and manages a train presence line near the station, and a train presence operation command unit 30. A route control unit 64 that performs route control based on a control command and an execution timetable managed by the station operation management unit 62 and the position of the train in the vicinity of the station stored in the train existing line management unit 63.
It is composed of

At a station, in the case of distributed operation management, route control and departure control are performed according to the execution schedule that has been transmitted and stored and the train status near the station. If it is not distributed, route control and departure control are performed based on the control command sent from the train operation command unit 30 and the position of the train in the vicinity of the station.

Next, the passenger guide section 70 informs the passenger of the train destination and departure time based on the timetable information transmitted from the operation command section 30 and the train presence information managed by the station route control section 60 at the station. It is a guide.

That is, the passenger information section 70 at the station is
From the transmission unit 71 that performs information transmission with the operation command unit 30 and the station route control unit 60, the guide data editing unit 72 that edits the data for guidance from the transmitted execution timetable data, and the guide data editing unit 72 Guidance data and on-rail train management unit 6
3 and a guide output unit 73 that outputs passenger guide information from a display device or a broadcasting device based on the train presence information from the train presence management unit 63.

In the passenger guide section 70, the guide data is edited from the transmitted execution timetable data or the guide command, and based on the guide data and the train presence line information from the train presence line management unit 63, a display device or a broadcasting device is used. Output passenger information.

The crew member transmission unit 80 instructs and presents to the crew members information such as warehousing, destination, and operation information on the vehicle or at the station based on the operation instruction information and timetable information transmitted from the operation command unit 30. .

That is, the crew member transmission section 80 is a transmission section 81 for transmitting information to and from the operation command section 30, the crew zone control section 40, etc., and the warehousing sent from the operation command section 30, the crew zone control section 40, etc. An operation instructing section 82 for displaying information to the crew members by a man-machine device or the like. The crew member transmission unit 80 gives the crew member operation information, particularly an instruction for warehousing, at the station or on the vehicle.

[0085]

As described above, according to the present invention, it is possible to supply a transportation capacity that meets the demand of each time zone every day. As a result, it is possible to operate with appropriate riding efficiency, and to realize a transportation service in which both passengers and the company can compromise. In addition, the efficiency of the work can be improved by integrating the work involved in train operation at the same time.

That is, according to the invention of claim 1, the number of trains is increased or decreased and the train schedule and operation are automatically set so that the number of trains is set only by inputting the number of trains in each time zone.
Based on this, it becomes possible to automatically perform route control, passenger guidance, vehicle loading / unloading instructions, and crew entry / unloading instructions. As a result, operations such as train setting and operation plan creation are eliminated, and the efficiency of transportation planning work is improved. In addition, it will be possible to flexibly change the daily schedule, so that it is possible to change the transportation capacity according to the demand by human judgment.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, the predicted demand for each time zone of the representative section of the target route is calculated based on predetermined predicted data.
The accuracy of forecast demand is improved.

According to the third aspect of the invention, in addition to the effect of the second aspect, the system performs demand estimation, so that human inputs only need to input the attributes of the target day such as weather and event. It is possible to improve the efficiency of operations including assumptions and set the transportation capacity to meet daily demand.

According to the invention of claim 4, in addition to the effect of claim 2, since a database created by another system is input, the input work in this system is reduced, the work efficiency is improved, and the accuracy of demand forecasting is improved. It can be improved.

According to the invention of claim 5, in addition to the effect of claim 2, demand can be predicted online by measuring the inflow pedestrian flow to the target route at each point in time, so that more accurate demand forecasting is possible. Becomes

According to the invention of claim 6, in addition to the effect of claim 2, since the actual boarding amount of each train on the target route can be measured, the actual boarding amount up to that point can be known. Since this actual boarding amount has a high correlation with the demand at the next time point, it is possible to make a more accurate prediction.

[Brief description of the drawings]

FIG. 1 is a block configuration showing an embodiment of the present invention.

FIG. 2 is an explanatory diagram of train turnback and entry / exit according to a train operation chart.

[Fig. 3] Minimum turn-off time T for trains according to the train operation chart
It is an explanatory view of imin and minimum turnaround time Tomin.

FIG. 4 is an explanatory diagram of a train turn-back operation based on a train operation chart, FIG. 4 (a) is an explanatory diagram of a turn-back time Ti having a margin, and FIG. 4 (b) is a turn-around time To. FIG. 4 (c) is an explanatory diagram of an operation in which the turn-around time Ti and the turn-around time To have a margin.

FIG. 5 is a turnaround time T in the basic operation adjusting method of the present invention.
It is explanatory drawing at the time of increasing o.

FIG. 6 is a turnaround time T in the basic operation adjusting method of the present invention.
It is explanatory drawing at the time of shortening o.

FIG. 7 is an explanatory diagram of operation termination in the basic operation adjustment method of the present invention.

FIG. 8 is an explanatory diagram of train setting in the basic operation adjusting method of the present invention.

FIG. 9 is a configuration diagram of a transportation management system of the present invention.

FIG. 10 is an explanatory diagram of a conventional train operation business.

[Explanation of symbols]

 1 demand forecasting means 2 train number calculating means 3 comparing means 4 departure delay time calculating means 5 departure shortening time calculating means 6 entry / exit setting means 10 transportation capacity setting section 11 data input section 12 train number setting section 20 train setting section 21 basic diagram Database 22 Basic operation database 23 Timetable setting section 24 Operation setting section 30 Operation command section 31 Transmission section 32 Operation status management section 33 Operation control command section 34 Operation instruction section 40 Crew zone control section 41 Transmission section 42 Crew operation setting section 43 Crew database 44 Crew member status management section 45 Departure instruction section 50 Garage control section 51 Transmission section 52 Vehicle operation setting section 53 Vehicle database 54 Vehicle status management section 55 Garage course control section 60 Station course control section 61 Transmission section 62 Station operation management section 63 Train presence line Management Department 64 Route Control Department 70 Passenger Information Department 71 Transmission 72 Guidance data editing unit 73 Guidance output unit 80 Crew member transmission unit 81 Transmission unit 82 Operation instruction unit 90 Demand forecasting unit 91 Data input unit 92 Demand database 93 Data aggregation unit 94 Demand forecasting unit by time zone 100 Other system database 110 Other system combination Part 120 Human flow sensor 130 Sensor data input part 140 Onboard sensor 150 Onboard-ground transmission part 160 Transmission path

Claims (6)

[Claims] 1. A transportation management system having an operation management system for managing the operation of a train based on a predetermined train schedule, the train being appropriate based on the forecast demand for each time zone of the representative section of the target route. The number of trains calculating means for calculating the number of trains, a comparing means for comparing the proper number of trains calculated by the train number calculating means with the number of actual trains currently in operation, and the number of actual trains currently in operation are the appropriate number. When the number of trains is greater than the number of trains, the departure delay time calculating means for calculating the departure delay time of the train at the train return base station; And a departure-and-arrival setting means for setting the entry and exit of a train at the entry and exit station based on the departure delay time and the departure shortening time. A transportation management system comprising: 2. A demand forecasting means for calculating forecasted demand for each time zone of a representative section of the target route based on predetermined forecasted data is provided, and the forecasted demand calculated by this demand forecasting means is applied to the number of trains. The transportation management system according to claim 1, wherein the transportation management system is configured to output to a calculation means. 3. The demand forecasting means calculates the forecast demand based on at least one of a day of the week, weather, and an attribute value of an event held along a target route as the forecast data. The transportation management system according to claim 2, which is characterized in that. 4. The demand forecasting means, as the forecast data, seat reservation data of a target route, reservation data of another route connected to the target route, reservation data of another transportation system connected to the target route, or the target route. The transportation management system according to claim 2, wherein the predicted demand is calculated based on at least one of reservation data of an event venue held along a railway line. 5. The demand prediction means uses, as the prediction data, at least one of the number of passengers on other routes connected to the target route, an entrance / exit of an event venue, a measured value of the number of people moving in a passage leading to a station or a road. The transportation management system according to claim 2, wherein the forecasted demand is calculated based on whether or not. 6. The transportation management according to claim 2, wherein the demand forecasting means calculates the forecast demand based on a measured value of the number of passengers on the target route as the forecast data. system.