JPWO2014064778A1 - Train operation management device, system, and method - Google Patents

Abstract

The train operation management device is a train operation management device for managing the train operation of a railway. When a diamond disruption occurs, the train operation management device prioritizes the arrival and departure times of the train over the expected diamond. On the other hand, if the total cost based on the amount of power consumption required for train operation and the delay influence level, which is a monetary cost in train operation, is small, a diagram that prioritizes the time is proposed. Accordingly, it is possible to provide information for selecting a diamond appropriately when a diamond disturbance occurs.

Description

  The present invention relates to a train operation management system for managing the operation of railway trains, and more particularly to a technique for supporting appropriate operation management when a diagram is disturbed.

  Railway train operation is performed based on a predetermined plan. However, for some reason, the train cannot be operated as planned, and the train may be delayed. Here, the schedule planned in advance is referred to as a “planning diagram”. Further, a state where the train cannot be operated according to the planned schedule will be referred to as “diamond disturbance”.

  When a trouble that causes a disturbance of the schedule occurs, it is assumed that the train does not operate according to the planned schedule. Therefore, the train operation management system predicts in which schedule the train is operated thereafter. This expected diagram will be referred to as a “predicted diagram”.

  When a timetable disruption occurs, acceleration, deceleration, or stoppage between stations, which is not assumed by the planned timetable, occurs, and the power consumed by the train operation becomes larger than that during the planned timetable operation, and it takes time for the train operation. Cost may increase. For this reason, an important issue is how the power consumption is affected by the diamond disturbance.

  For example, in the technique disclosed in Patent Document 1, when a time disturbance occurs, the train time is switched to an abnormal time correction time based on the determination based on the actual time information and the train position information. At that time, a simulation is performed based on the corrected diamond pattern information, and the predicted value of the power consumption is corrected.

  Further, Patent Document 2 discloses that an on-board device mounted on a train realizes a comfortable train travel with less energy consumption while satisfying constraints such as travel distance, travel time, and speed limit. A technique for calculating an optimum traveling pattern and causing the train to travel based on the calculated optimum traveling pattern is disclosed.

Japanese Patent Laid-Open No. 10-322905 JP-A-5-193502

  The increase in cost due to the disturbance of the diamond is not only due to the increase in power consumption. For example, if a train is delayed, a company that manages the train operation may be fined, or it may be necessary to refund a fare such as an express fare, which may increase the cost of the train operation.

However, although Patent Documents 1 and 2 consider power consumption and energy consumption, they do not take into account the increase in various costs due to the diamond disturbance. Therefore, in Patent Document 1, it is impossible to predict a change in the total cost due to the diamond disturbance. Moreover, in patent document 2, the information for selecting appropriately the diamond which suppresses the total cost with respect to diamond disturbance is not provided.
An object of the present invention is to provide a technique that makes it possible to provide information for appropriately selecting a diamond when a diamond disturbance occurs.

  The train operation management device according to one aspect of the present invention is a train operation management device for managing train operation of a railway. When a diamond disturbance occurs, the arrival and departure of a train is more than a schedule expected due to the diamond disturbance. If the total cost based on the amount of power consumed for train operation and the delay impact, which is a monetary cost in train operation, is smaller for the time prioritized diamond, the time prioritized diamond is proposed. It is said.

  According to the present invention, it is possible to provide information for appropriately selecting a diamond when a diamond disturbance occurs.

It is a block diagram which shows the structure of the train operation management system by this embodiment. It is a block diagram of the train operation management system by a present Example. It is a figure which shows the data format of the diamond in a present Example. It is a figure for demonstrating operation | movement of the train operation management system by a present Example. It is a figure which shows the example of a display of the driving arrangement table 101. FIG. It is a figure which shows the example of a display of the driving arrangement console 101 when the train of the train number 4A is delayed between the stations D and C. It is a figure which shows the example of a display of the driving arrangement console 101 at the time of order change. It is a graph which shows the running curve between the station A and the station C. The vertical axis represents speed, and the horizontal axis represents distance. It is a table | surface which shows the station information of the station C in the state which the delay shown in FIG. 5 has not generate | occur | produced. It is a table | surface which shows the station information of the station C in the state in which the delay generate | occur | produced in the train of the train number 4A shown in FIG. It is a table | surface which shows the station information of the station C at the time of changing the arrival order of the train of the train number 4A in the station C, and the train of the train number 5A. It is a flowchart which shows the process which proposes the operation mode which gave priority to time in a present Example. It is a flowchart which shows the process which proposes the operation mode which gave priority to time in a present Example. It is a flowchart which shows the process which proposes the operation mode which gave priority to time in a present Example.

  First, an embodiment of the present invention will be described.

  FIG. 1 is a block diagram showing a configuration of a train operation management system according to the present embodiment. Referring to FIG. 1, the train operation management system 10 includes a train operation management device 11 and a communication device 12. The train operation management device 11 is a device that executes various processes for managing the train operation of the railway. The communication device 12 is a device that communicates with each train in order to control the operation of each train. In addition, FIG. 1 does not show a physical configuration of the train operation management system, but schematically shows a functional configuration. For example, the train operation management device 11 and the communication device 12 may be configured by a plurality of processing devices and a display console.

  The train operation management system 10 proposes a train operation diagram based on the total cost including the power consumption and the monetary cost when a time disturbance occurs. For this reason, if the train operation management device 11 generates a monetary cost due to a delay due to the timetable disruption when the timetable disruption occurs, the train operation management device 11 arrives at the train rather than the time expected by the timetable disruption (first predicted timeline). And a diagram giving priority to the departure time (second prediction diagram) is acquired. This is because the monetary cost is expected to be reduced by giving priority to the arrival time and the departure time.

  And the train operation management apparatus 11 compares the total cost based on the amount of power consumption required for the train operation and the delay influence degree which is a monetary cost in the train operation by the first prediction diagram and the second prediction diagram. . If the total cost of the second prediction diagram is smaller than that of the first prediction diagram, the train operation management device 11 presents the train operation on the second prediction diagram to the operator through a screen display or the like. Therefore, according to the present embodiment, the diamond is proposed based on the total cost including the power consumption and the monetary cost, so that information for appropriately selecting the diamond when the diamond disturbance occurs is provided. Is possible. Further, in the present embodiment, when the total cost can be determined from the power consumption, the calculation of the second predicted cost is not performed, and the total cost including the power consumption and the monetary cost is calculated only when the monetary cost is generated. Since the determination is performed, the processing can be performed efficiently.

  When the second prediction diagram is presented in addition to the first prediction diagram, the operator selects whether the train is operated by the first prediction diagram or the second prediction diagram. When the operator selects one, the train operation management device 11 calculates the target speed of each train by the selected prediction diagram. The communication device 12 instructs each train to operate at the target speed calculated by the train operation management device 11. Thereby, each train can be operated at a speed according to the prediction diagram selected by the operator.

  For example, the train operation management device 11 calculates the first prediction diagram under a condition that does not allow the change of the number line used by the train and the change of the order between the trains, and the train uses the second prediction diagram. You may decide to calculate on the conditions which accept | permit change of a number and the replacement of the order between trains. Thereby, when the delay of the arrival and departure time of the train can be reduced as compared with the first prediction diagram by changing one or both of the train number of the station used by the train and the order of the train, the second It is possible to propose a prediction diagram.

  The delay influence degree is, for example, a fine amount paid by a business operator who manages the train operation to the business operator who operates the train when a delay occurs in the train operation. It is possible to present a second prediction diagram that can reduce the fine paid by the operator that manages the train operation to the operator that operates the train.

There is no particular limitation on the method of calculating the amount of fines, which is the degree of delay influence in that case. For example, when looking at the scale of a station, delays have a large impact on passengers at large stations with many passengers. Also, when viewed on the route, the delay of the route with a high boarding rate has a greater influence on the passengers than the delay of the route with a low boarding rate. Also, when viewed in the time zone, the delay in the time zone with many passengers has a greater effect on the passengers than the delay in the time zone with few passengers. Also, when looking at the types of trains, if the train ticket and the express ticket are refunded when the express train is delayed, the delay of the express train has a greater effect on passengers than the delay of the regular train. Considering these, as an example of the fine calculation method, the weighting coefficient is set to a value corresponding to the delay time, either at the station, route, time zone, train type, or among these, or all of them. You may decide to calculate the fine by multiplying.
Next, a more specific embodiment of the train operation management system will be described.

  FIG. 2 is a block diagram of a train operation management system according to this embodiment. The train operation management system includes an operation arrangement table 101, an operation display table 102, a central device 103, and a communication system device 108. The central device 103 includes a route control device 104, a diagram management device 105, a prediction calculation device 106, a driving support device 107, and an interlocking system device 109.

The train operation management system receives a plan diagram corresponding to a train operation plan and a train on-line position that is the current position of the train as inputs from the outside. The train operation management system monitors the deviation between the planned schedule and the current train location, changes the train schedule as necessary, and gives train operation instructions to the train and on-site equipment. Control the navigation of
Next, functions of each device provided in the train operation management system will be described.

  The driving arrangement console 101 is a terminal device including a display unit and an operation unit (not shown). The driving arrangement table 101 displays data of various diamonds received from the diamond management device 105 and the prediction calculation device 106 on the display unit. From the diagram management device 105, for example, a plan diagram based on a train operation plan and actual diagram data indicating the result of actual train operation are received. From the prediction arithmetic unit 106, for example, data of a prediction diagram predicting the operation of the train after the current time is received. These plan, actual, and forecast diagrams are displayed on one screen. The operator can make a change to the diagram displayed on the display unit by operating the operation unit of the operation control console 101. The operation control console 101 transmits information on changes made by the operator to the diagram to the diagram management apparatus 105.

  The operation display console 102 is a terminal device having a display unit and an operation unit (not shown), and displays the current train operation status. In addition, the operation display console 102 can be operated by an operator using the operation unit.

The course control device 104 controls field facilities such as signal facilities using the diagram data received from the diagram management device 105 and the train location information received from the interlocking system device 109.
The diamond management device 105 sends an operation instruction to the train based on the train operation plan,

Manage train performance. Further, when the actual train operation is delayed with respect to the plan, the diagram management device 105 transmits the fact to the prediction calculation device 106. And if the prediction diagram changed corresponding to the delay is received from the prediction arithmetic device 106, the diamond management device 105 will correct the train operation instruction based on it.
Here, the type of diamond handled by the diagram management apparatus 105 and its data format will be described.
There are three types of diamonds: the planned diamond, the actual diamond, and the predicted diamond.

  The plan diagram is a diagram based on the train operation plan, and is given from the outside to the train operation management system. In normal times when there is no timetable disturbance such as a train delay due to a failure, the train basically operates according to this schedule.

  The performance diagram is a diagram obtained from the train on-line position measured as the train traveling performance. The actual schedule can be obtained by converting the train line position obtained in time series into a diamond format.

The prediction diagram is a diagram in which the train operation after the current time is predicted based on the performance diagram. Usually, even when a timetable disruption occurs, a prediction diamond is set so as not to change the order of trains or change the number lines used by the trains. However, in this example, in order to enable the proposal of a prediction diagram that keeps the total cost low, it is possible to change the order of trains and change the number of lines used by the train, and give priority to the arrival time and departure time of the train. The predicted diamond is also used.
Next, the diamond data format will be described.

FIG. 3 is a diagram showing a data format of the diagram in this embodiment. Here, it is assumed that the plan diagram, the actual diagram, and the forecast diagram all have the same data format. However, it does not mean that the presence or absence of items is completely consistent.
The diagram includes information on the two diagram formats 111 and 113 shown in FIGS. 3 (a) and 3 (b).

  The diagram format 111 in FIG. 3A shows a diagram format for each serial number in the direction of travel in the vertical direction and each item included in each diagram format in the horizontal direction. The diamond format 111 includes information describing arrival time at each station in the traveling direction or departure time from each station for each train. Each train is identified by train number 112.

  Moreover, the arrival time and departure time of the said station are not described about the station which a train passes without stopping. In FIG. 3A, “-” is described in the column of arrival time and departure time of the station through which the train passes. However, this is an example. As another example, the time when the train passes may be described in the arrival time and departure time columns.

  In addition, in another diagram format 113 shown in FIG. 3 (b), in order to express a speed change or stop between stations, the position between the station and the station and the time when the train was at that position are described. Has been. For example, in the example of FIG. 3B, it is expressed that the train with the train number 1A has stopped at a point of 1.0 km from the B station (in the case of a prediction diagram, stop from now on).

In the diamond format 113, a serial number obtained by adding a suffix to the serial number of the diamond format 111 is used. Thereby, the diamond format 113 and the diamond format 111 are associated with each other. In the example of FIG. No. 4 of the diamond format 113 after departure from the B station of No. 4. It is shown that 4-1 and 4-2 are connected. Thus, by describing the position and time between stations, it is possible to determine and grasp the train state between stations.
Returning to FIG. 2 again, the description of the function of each device will be continued.

  The prediction calculation device 106 calculates a prediction diamond using various types of pre-defined data based on the data of the plan diamond and the actual diamond received from the diamond management device 105 and the change of the diamond received from the operation control table 101. To do. The prediction arithmetic unit 106 transmits the calculated prediction diagram to the operation control console 101.

  The driving support device 107 operates each train after the current time using the plan and actual schedules received from the diamond management device 105, the prediction diamond received from the prediction arithmetic device 106, and various predefined data. For each train, the optimal driving curve for driving with less energy consumption is calculated. Further, the driving support device 107 calculates the target operating speed of each train and the number of notches for reaching the target operating speed based on the optimum operating curve for each train.

  The above-mentioned various data used when calculating the optimum motion curve are parameter values for determining an arithmetic expression for calculating the optimum operation curve of each train from the train operation diagram.

  The optimum operation curve is a curve that defines the speed with respect to the position of the train, and energy consumption can be reduced by running the train at a speed according to this curve. The number of notches is the number of control stages of the controller used to control the speed of the train. If the train is run according to the calculated number of notches, the train can be run with this optimum operation curve.

  The communication system device 108 is a communication device that transmits data created by the operation control console 101, the operation display console 102, and the central device 103 to a communication device (not shown) on the train of each train. For example, information on the target driving speed created by the driving support device 107 and the number of notches for reaching the target driving speed is transmitted from the communication system device 108 onto the trains.

The interlocking system device 109 collects information from the field facility and transmits it to the route control device 104, receives a control instruction from the route control device 104, and controls the field facility based thereon.
The LAN 110 is a communication path that enables information to be exchanged among the operation control console 101, the operation display console 102, the central device 103, and the communication system device 108.
FIG. 4 is a diagram for explaining the operation of the train operation management system according to the present embodiment.

  The train operation management system 100 is connected to the power demand system 120. The train operation management system 100 proposes an optimal operation mode that takes into consideration the amount of power consumption and the degree of delay influence by using the data of the power demand system 120, particularly when a time disturbance occurs. The power demand system 120 may be constructed inside the train operation management system 100. Further, in this drawing, a database 114 used by the driving support device 107 is drawn.

  The database 114 stores various parameters for calculating the delay influence degree. Further, the database 114 is a route including data of various diagrams acquired by the driving support device 107 from an external management device for calculating the optimum driving curve, and station names, distances between stations, gradients, curves, branches, speed limits, and the like Data and vehicle data including vehicle weight, vehicle length, train organization, acceleration, deceleration, gradient resistance type, curve resistance type, passenger rate, and the like are stored. Data stored in the database 114 can be referred to as necessary.

  The database 114 also has an external interface for changing parameters for calculating the delay influence degree. For example, if the delay impact is caused by a delay and is a fine according to the delay time, the database 114 stores the date, time zone, train operating company, the charge amount according to the delay time for each station, and the charge according to the train type. Define weights, number of passengers, etc., and change as needed.

  Hereinafter, a method for proposing an optimal operation mode in consideration of power consumption and delay influence will be described according to the data flow between the devices constituting the train operation management system 100.

  The driving support device 107 calculates the optimum traveling speed of each train based on the actual schedule and the planned diagram received from the diagram management device 105 and the prediction diagram received from the prediction calculation device 106.

  Here, the prediction diagram at the time of the diamond disturbance is created in the diagram format 111 described with reference to FIG. Each train shall be operated in accordance with the arrival order and departure order of each designated station.

  Also, here, for example, when an up train is delayed and there is a down train that uses the same line as the up train, the up train delay causes the down train delay and also affects the delay of the subsequent train. there's a possibility that. Therefore, the driving support apparatus 107 calculates the delay influence level indicated as the monetary cost by referring to various parameters defined in advance from the database 114. The degree of influence of delay may be one that causes direct payment of money, or may indirectly cause a payment of money. For example, there are fines caused by the delay of the train by a certain amount of time, refunds for boarding charges and express charges. If a delay occurs at a station where there are many passengers, the delay effect will increase. In addition, if a delay occurs in an express train, the delay influence degree increases.

  The driving support device 107 instructs the prediction calculation device 106 to calculate a prediction diagram that reduces the delay influence degree. In addition, when the prediction diagram is obtained from the prediction calculation device 106, the driving support device 107 notifies the power consumption calculation unit 121 included in the power demand system 120 of the prediction diagram and instructs the calculation of power consumption.

  The driving support device 107 performs a predetermined weighting calculation based on a plurality of prediction diagrams received from the prediction calculation device 106 and a power consumption amount dependent on the prediction diagram received from the power demand system 120. This weighting calculation is a process for determining whether or not to propose an operation arrangement plan for changing the operation mode. If the value obtained as a result of the weighting calculation exceeds a certain threshold value, it is decided to propose an operation arrangement plan for changing the operation mode. When the driving arrangement plan for changing the driving mode is proposed, the driving support device 107 transmits the driving arrangement plan based on the proposed driving mode to the driving arrangement console 101 in addition to the normal driving mode.

  The driving arrangement console 101 displays the driving mode proposal received from the driving support device 107 on the screen. When the operator who sees the display on the screen selects one of the operation modes, the operation control console 101 transmits the selected operation mode to the driving support device 107.

  The driving support device 107 calculates the optimum traveling speed in the operation mode received from the operation organizing table 101 for each train, and further reaches the target driving speed according to the current driving situation and the notch for reaching the target driving speed. The number is calculated, and the calculation result is transmitted to the communication system apparatus 108.

The driving support device 107 basically proposes to drive with less energy consumption. However, when a time disturbance occurs, the driving support device 107 according to the present embodiment combines the power consumption and the delay influence degree to reduce the total cost. The operation mode can be proposed in consideration. For example, although the power consumption is the same or larger, the monetary cost of billing due to delay is reduced, so that it is possible to propose an operation mode in which the total cost is good.
The method for proposing the operation mode will be described with reference to FIGS. A method for creating the operation mode proposal will be described with reference to FIGS.
FIG. 5 is a diagram illustrating a display example of the operation control console 101.
In FIG. 5, 201 is a driving arrangement console screen, 202 is a main screen display area for displaying a diagram, and 251 is a message display area.

  From the operation menu of the operation arrangement console screen 201, an operation for performing various operation arrangements for changing a diagram corresponding to a train operation instruction by an operation of the diagram and an operation for changing the display setting of the main screen display area 202 can be performed. . As various operation arrangements, various changes in train schedules such as train deterrence, number change, order change, and suspension (partial suspension) can be made. In the display setting, it is possible to select whether or not to display a diamond and to select the type of display.

  The main screen display area 202 is an area for displaying a diagram with time on the horizontal axis and station arrangement on the vertical axis. In the main screen display area 202, diagrams 203 to 210 are displayed. As for the horizontal axis and the vertical axis of the diagram, the time for displaying the diagram and the section of the station can be changed by a screen scroll operation.

  When the screen scroll operation in the vertical direction of the diagram is performed, the time on the vertical axis is fixed, and the straight line 211 that is the current time line that is the current time in the main screen display area 202 does not always move. The area on the left side of the current time line 211 of the main screen display area 202 is the past, the area on the right side is the future, and the diagram of the area on the right side is calculated by the prediction calculation device 106.

In the main screen display area, a plan diagram, an actual diagram, and a forecast diagram are displayed. The planned diamond is indicated by a thin solid line, the actual diamond is indicated by a thick solid line, and the predicted diamond is indicated by a broken line. Moreover, the character string 212 has shown the train number of each train.
Since the example of FIG. 5 is in a state where there is no diagram disturbance, the planned diagram and the actual diagram match in the past, and the planned diagram and the predicted diagram match in the future.
FIG. 6 is a diagram illustrating a display example of the operation control console 101 when the train with the train number 4A is delayed between the station D and the station C.

  Due to the occurrence of this delay, the prediction diagram 1205 calculated by the prediction calculation device 106 is delayed with respect to the planning diagram 205. Further, due to the delay of the train number 4A, a delay occurs in the prediction diagram of the subsequent train. A prediction diagram 1206 for the plan diagram 206 of the train number 6A is shown. Moreover, the prediction diagram 1208 with respect to the plan diagram 208 of the train number 8A is shown. The prediction diagram 1208 of the train number 8A is delayed with respect to the plan diagram 208.

  The delays of these prediction diagrams are as follows. In the prediction arithmetic unit 106, in addition to the fact that all trains use the same line of station C, the arrival order and departure order of station C are defined. This is the result of maintaining the departure order in the prediction diagram.

Note that the prediction calculation device 106 calculates a prediction diagram based on predefined constants such as a minimum travel time between stations and a minimum operation interval. The minimum travel time between stations is the minimum travel time required to travel between certain stations, and is defined for each train. The minimum operation time interval is the minimum time interval between trains. In the section between the station C and the station A in the prediction diagrams 1205 and 1207, the traveling time between the stations is shorter than the plan diagrams 205 and 207.
By maintaining the arrival order and the departure order of the station C of the planning diagram 208, the prediction diagram 1208 is affected by the prediction diagram 1204, and a delay occurs.

  Therefore, if the total cost of train operation that allows replacement of arrival order and departure order and prioritizes maintenance of arrival time and departure time is lower than the total cost of train operation in the prediction diagram of FIG. Proposals are made so that the operation can be performed as little as possible from the schedule diagram 208.

  Since priority is given to the arrival time and departure time of the train number 5A, there is a possibility that the delay of the following train will increase, the power consumption will increase greatly, and the total cost will increase. Therefore, the driving support device 107 requests the prediction calculation device 106 to calculate each prediction diagram when the order is not changed and when the order is changed. When the calculation result of each prediction diagram is obtained, the driving support device 107 next acquires the power consumption in the prediction diagram from the power consumption calculation unit 121.

When the total cost is lower when the order is changed, a proposal for switching the arrival order and the departure order of the train number 4A and the train number 5A at the station C is performed. FIG. 7 is a diagram illustrating a display example of the operation organizer 101 when the order is changed.
FIG. 8 is a graph showing a running curve between station A and station C. The vertical axis represents speed, and the horizontal axis represents distance.

  A curve 302 is a traveling curve of a train operated according to a normal plan diagram, and the traveling time between stations is 15 minutes. A curve 301 is a travel curve at the time of recovery operation. Compared to a travel curve 302 by a normal plan diagram, the travel time between stations is as short as 13 minutes. The curve 303 has a longer travel time between stations of 17 minutes than the travel curve 302 by the normal plan diagram.

  In general, the power consumption increases as the operation speed increases and the number of notch insertions increases. However, in the prediction diagram 1207 in which the travel time between stations is longer than the planned diagram, an operation pattern different from the planned diagram, such as out-of-machine stop, may be assumed. For this reason, even if the operation speed is slow, the power consumption may increase. The power consumption calculation unit 121 calculates the power consumption considering such a situation, and transmits the calculation result of the power consumption to the driving support device 107.

In addition, the driving support device 107 calculates a delay influence degree in the received prediction diagram. As an example of the delay influence degree, the fine paid by the operator that manages the train operation, which is caused by the delay, to the operator who operates the train will be described with reference to FIGS.
FIG. 9 is a table showing the station information of the station C in a state where the delay shown in FIG. 5 has not occurred.

The station information 401 includes information of arrival sequence 402, arrival time 403, departure time 404, direction 405, and delay 406 of each train at station C. The arrival order 402 indicates the order of arrival at the station C, the arrival time 403 and the departure time 404 indicate the arrival and departure times of the train, the direction 405 indicates the traveling direction of the train, and the delay 406 indicates the delay time of each train. Show.
Since the station information 401 in FIG. 9 is in a state in which no delay has occurred and the planned diagram and the predicted diagram coincide, the delay 406 is 0 minutes for all trains.

  FIG. 10 is a table showing station information of the station C in a state where a delay has occurred in the train with the train number 4A shown in FIG. This station information is based on the prediction diagram calculated by the prediction calculation device 106 based on the delay situation.

  According to the station information 401 in FIG. 10, it is shown that the train with the train number 4A is delayed by 20 minutes compared to the planned schedule, and the arrival time of the subsequent train at the station C is also delayed. .

  As described with reference to FIG. 7, the train number 5A can be operated in accordance with the plan diagram 207 if the arrival order at the station C is changed as in the prediction diagram 1204. FIG. 11 is a table showing the station information of the station C when the arrival order of the train with the train number 4A and the train with the train number 5A at the station C is switched.

According to the station information 401 in FIG. 11, the delay 406 of the train with the train number 4A is 20 minutes, which is the same as that in the station information 401 in FIG. 10, but the train with the train number 5A is 6 minutes in FIG. The thing is 0 minutes in FIG. That is, the delay time is reduced by changing the order of trains.
As described above, as described with reference to FIGS. 9 to 11, the fine as an example of the delay influence degree can be calculated.

  Thereby, the driving assistance apparatus 107 can obtain the delay influence degree and the power consumption amount in the prediction diagram before and after the train order change. The driving support device 107 performs a weighting operation based on the information defined in advance based on the information, thereby reducing the total cost by changing the order of the trains with priority on the arrival time and the departure time. In this case, a time-priority operation mode can be proposed. For example, although the power consumption is the same as or increases when the train order is not changed, the delay priority is reduced, so that it is possible to propose a time-priority operation mode in which the total cost is reduced.

  At this time, since the prediction diagram when the operation mode is changed can also be calculated, the main screen display area 202 is determined before deciding whether or not to change the operation mode. Can also be displayed.

  For example, FIG. 7 shows an operation arrangement console screen for proposing the change of the operation mode. Referring to FIG. 7, a message prompting selection of whether or not to change the operation mode is displayed in the message display area 251.

  When the proposal of the operation mode giving priority to time is selected, the arrival order of the train at the station C is changed, and the arrival time at the station C in the prediction diagram 1208 of the train with the train number 5A is almost as shown in the plan diagram 208. Become.

  Further, when the proposal of the operation mode giving priority to the time is adopted, the target operation speed based on the predicted diamond 1208 after the change and the number of notches for reaching the target operation speed are transmitted on the train number 5A. Is done. Therefore, when changing the operation mode, the driving support device 107 again creates an optimum traveling curve, calculates the target operating speed and the number of notches for reaching the target operating speed for each train, and the communication system apparatus 108. Send to. The communication system device 108 transmits the target driving speed received from the driving support device 107 and the number of notches for reaching the target driving speed to the communication device on the vehicle of the target train.

As described above, when a time disturbance occurs, an optimal operation mode capable of reducing the total cost is derived by performing a calculation in consideration of the power consumption and the delay influence degree. If the total cost of the time-priority operation mode is smaller than the total cost of the normal operation mode, a message that the time-priority operation mode is proposed is displayed on the operation arrangement screen 201 to prompt the operator to select the operation mode. Can do.
FIGS. 12-14 is a flowchart which shows the process which proposes the operation mode which gave priority to time in a present Example.

FIG. 12 shows a flowchart of a process 501 for proposing a time-priority operation mode to be displayed in the message display area 251 of the operation arrangement console screen 201. The process flow will be described below according to the process steps of the process flow. The processing of these systems is mainly performed by the driving support device 107.
Step S601: The system reads a performance diagram from the diagram management device 105 and a prediction diagram from the prediction calculation device 106 at the time of starting the process.

  Delay time calculation processing 502: Delay time calculation processing 502 for each train is performed based on the diagram data read in step S501. The processing flow of the delay time calculation process 502 will be described later with reference to FIG.

  Step S602: If charging has occurred in the delay time calculation processing 502, the system proceeds to step S603. If no billing has occurred, the system proceeds to step S604.

  Step S603: The system requests the predictive calculation device 106 to perform operation arrangement including a change of the train order or a change of the number line used by the train in the section where the charge is generated. The system reads the prediction diagram calculated by the prediction arithmetic unit 106, and executes the delay time calculation processing 502 again. The prediction diagram calculated by the prediction calculation device 106 is used as a verification diagram at this time, and is not reflected in the diagram management device 105 as a prediction diagram used for actual train operation.

  Electric energy calculation process 503: An electric energy calculation process 503 for calculating the electric power consumption for each train is performed based on the diagram data read in step S501. The processing flow of the electric energy calculation processing 503 will be described later with reference to FIG.

  Step S604: The system creates a database defined in advance based on the charge amount due to delay and the power consumption amount calculated depending on whether or not the charge is generated from the delay time calculation process 502 and the power amount calculation process 503. To perform a weighting operation.

  Step S605: If the value of the calculation result exceeds the threshold as a result of the weighting calculation in step S604, the total cost is better when the prediction diagram calculated at step S603 is used than when the normal prediction diagram is used. It is judged. In that case, the system proceeds to step S606. If the value of the calculation result does not exceed the threshold value, the system proceeds to step S609.

  Step S606: Display a time-priority operation mode proposal in the message display area 251 of the operation arrangement console screen 201. At this time, the prediction diagram calculated in step S603 can be displayed in the main screen display area 202.

Step S607: When the time-priority operation mode displayed on the operation organizer 201 is selected in Step S606, the system proceeds to Step S608. If the time-priority operation mode is not selected, the system proceeds to step S609.
Step S608: The prediction diagram calculated in Step S603 is transmitted to the diagram management apparatus 105.

Step S609: Based on the plan diagram, the actual diagram, and the forecast diagram possessed by the diagram management device 105, the optimum operation curve of each train is calculated. Further, the target operating speed for reaching the calculated optimum operating curve and the number of notches for reaching the target operating speed are calculated.
FIG. 13 shows a flowchart showing the delay time calculation process 502. Hereinafter, the processing flow will be described in accordance with the processing steps of this processing flow.
Step S701: The system activates an end station processing loop for calculating the delay time at each station to the end station of each operation for each train.
Step S702: The system calculates a delay time between the stations based on the plan diagram, the actual diagram, and the prediction diagram read at the time of starting the process.

Step S703: Referring to a pre-defined database, if the delay time calculated in step S702 is to generate a charge, the process proceeds to step S704. If the delay time does not cause charging, the process proceeds to step S705.
Step S704: Refer to a previously defined database and record the amount of billing that occurs.
Step S705: Steps S702 to S704 are repeated until the terminal station. When the process is completed up to the terminal station, the process proceeds to step S706.
Step S706: An integrated value of the charge amount up to the terminal station is calculated based on the charge amount recorded in step S704.
FIG. 14 shows a flowchart of the power calculation process 503. The process flow will be described below according to the process steps of the process flow.
Step S801: The system activates an end station processing loop for calculating the power consumption to the end station of each operation for each train on the line.

  Step S802: The system requests the power consumption calculation unit 121 to calculate the power consumption based on the plan diagram, the actual diagram, and the prediction diagram read at the time of starting the process.

Step S803: If there is a charge in the delay time calculation processing 502, the system proceeds to Step S804. If charging has not occurred, the system proceeds to step S806.

Step S804: The system reads a prediction diagram in which the train order is changed or the number line used by the train is changed in the section where the billing occurs. As this prediction diagram, a prediction diagram similar to that in step S603 is used.
Step S805: The system requests the power consumption calculation unit 121 to calculate the power consumption based on the prediction diagram read in Step S804.
Step S806: The processing from step S802 to step S805 is repeated until the terminal station. When the process is completed up to the terminal station, the process proceeds to step S807.
Step S807: The integrated value of the power consumption up to the terminal station is calculated based on the power consumption recorded in step S802.
Step S808: An integrated value of power consumption up to the terminal station is calculated based on the power consumption recorded in step S805.

  In the above, the delay influence degree is described as an example of charging by delay as shown in FIG. However, the present invention is not limited to this. The operation influence degree depending on the station scale may be set as the delay influence degree. In this case, the delay influence degree may be parameterized for each station scale and defined in the database 114 in advance. For example, a delay at a large station takes into account the effect of a higher refund fee than a delay at a small station.

  As described above, the driving support device 107 includes a function for calculating the delay influence degree and a function for calculating the power consumption, and it is possible to present the driving mode that meets the needs to the operator in consideration of the total cost. Become.

  As described above, according to the present embodiment, in a system that basically proposes to travel with less energy, when a diamond disruption occurs, taking into account the amount of power consumption and the delay effect such as the occurrence of a fine due to delay. As a result of the calculation, the power consumption is the same or increased, but since the influence due to delay is small, it is possible to propose an operation mode in which the total cost can be suppressed when the total cost is good. As a result, it is possible to provide an optimal total solution for users by looking down at the power consumption and the degree of influence of delay.

  The above-described embodiments of the present invention are examples for explaining the present invention, and are not intended to limit the scope of the present invention only to those embodiments. Those skilled in the art can implement the present invention in various other modes without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 10 ... Train operation management system, 100 ... Train operation management system, 101 ... Operation arrangement table, 102 ... Operation display table, 103 ... Central device, 104 ... Course control device, 105 ... Diagram management device, 106 ... Prediction arithmetic device, 107 DESCRIPTION OF SYMBOLS ... Driving support device 108 ... Communication system device 109 ... Interlock system device 11 ... Train operation management device 110 ... LAN 111 ... Diamond format 112 ... Train number 113 ... Diamond format 114 ... Database 12 ... Communication Device: 120 ... Electricity demand system, 121 ... Electricity consumption calculation unit, 201 ... Operation arrangement console screen, 202 ... Main screen display area, 251 ... Message display area

Claims (6)

In the train operation management device for managing the train operation of the railway,
When a schedule disruption occurs, the schedule that gives priority to the arrival and departure times of the train over the schedule expected due to the schedule disruption has a delay effect that is the amount of power consumed by the train operation and the monetary cost of the train operation. If the total cost based on the degree is small, a train operation management device is proposed, in which a schedule that gives priority to the time is proposed. If a monetary cost is generated due to a delay due to the diamond disturbance, a prediction for calculating a second prediction diamond that is a diamond that prioritizes the time over a first prediction diamond that is expected due to the diamond disturbance. Computing means;
The total cost is compared between the first prediction diagram and the second prediction diagram, and if the total cost of the second prediction diagram is smaller than the first prediction diagram, the second prediction diagram Diamond management means to present train operations
The train operation management device according to claim 1, comprising:   The first prediction diagram is calculated under a condition that does not allow the change of the number used by the train and the change of the order between the trains, and the second prediction diagram is used for the change of the number used by the train and between the trains. The train operation management device according to claim 2, wherein the train operation management device is calculated under a condition that allows the order to be changed.   2. The train operation management according to claim 1, wherein the delay influence degree is a fine amount paid by a business operator who manages the train operation to a business operator who operates the train when a delay occurs in the train operation. apparatus. The train operation management device according to claim 1,
A communication device that communicates with the train,
The train operation management device calculates a target speed of the train by the selected prediction diagram,
The train operation management system, wherein the communication device instructs the train to operate at the target speed calculated by the train operation management device. In the train operation management method for managing the train operation of the railway,
When a schedule disruption occurs, the schedule that gives priority to the arrival and departure times of the train over the schedule expected due to the schedule disruption has a delay effect that is the amount of power consumed by the train operation and the monetary cost of the train operation. If the total cost based on the degree is small, the train operation management method is characterized by proposing a schedule that prioritizes the time.

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