JPWO2016046874A1 - Train diagram recovery system and train operation management method - Google Patents

Abstract

When the operation arrangement information for instructing the first operation arrangement of the train is input to the input unit, the train diagram change confirmation unit changes the train diagram based on the operation arrangement information, and the irrational detection determination unit is changed. It is determined whether or not there is an irrational between the train schedule and the operation arrangement plan. If there is an irrationality, the operation arrangement determination unit arranges the operation of resources based on the changed train schedule. The train schedule influence determination unit determines whether the first operation arrangement affects the train schedule. If the first operation arrangement affects the train schedule, the train diagram reflection section Reflect or warn the diagram.

Description

  The present invention relates to a technique for proposing or implementing a change of a train diagram when train operation is disturbed in the railway field.

  Appropriate train operation is established by all train schedules for managing train operations, crew operation for securing crew members on trains, and vehicle operations for securing vehicles for each train. .

  If the train operation is disturbed, the train schedule may be changed due to operation arrangement. In that case, the operation arrangement of the crew and the operation arrangement of the vehicle are performed based on the changed train schedule (see Patent Document 1).

JP2013-35502A

  In general, the operation and arrangement of crew members and vehicles when a train operation is disturbed is performed within a limited time after a train schedule is determined. In the operation arrangement of crew members and vehicles, it is determined which crew member is to be on board and which vehicle is to be used for each train of the changed train schedule.

  However, there is some unreasonableness between the changed train schedule and the corresponding crew and vehicle operation arrangements that have been designed and implemented accordingly, and the crew or vehicle must be It may be difficult to operate properly. An example of an unreasonable relationship between train schedules and operational arrangements is that a crew member who has been assigned to a train cannot get into the train by a predetermined time because of the previous schedule. In addition, it takes time for crew members to move, work for diverting the vehicle, and the like, and sometimes the train cannot be started at a predetermined departure time.

  As such, the train operation may be delayed due to the unreasonable relationship between the changed train schedule and the operation arrangement. As a result, the departure of the train is delayed from the departure time guided to the passenger, leading to trouble for passengers.

  In addition, when there is a delay in train operation for the changed train schedule, the commander knows that the train could not be operated on the train schedule street after the train actually started to delay. Become. For this reason, it takes time to restore the train schedule during normal times (recovery).

  An object of the present invention is to provide a technique that enables a train diagram to be changed with reduced occurrence of train delay caused by operation of crew members, vehicles, and the like.

  The train diagram recovery system according to one aspect of the present invention is a train diagram recovery system that determines a change of a train diagram and an operation of resources necessary for the train operation when disturbance occurs in the train operation. Planning the operation of resources, the input unit that accepts train operations, the train diagram change confirmation unit that changes train schedules, the irrational detection judgment unit that detects irrationals between the train diagrams and the operation planning plan An operation organization determination unit that performs, a train diagram influence determination unit that determines whether the planned operation organization affects the train schedule, and a train that changes the train diagram when the operation organization affects the train diagram. A schedule reflection unit, and when the operation arrangement information for instructing the first operation arrangement of the train is input to the input unit, the train diagram change confirmation unit is based on the operation arrangement information. The train diagram is changed, and the unreasonable detection determination unit determines whether there is an unreasonable relationship between the changed train diagram and the operation rearrangement plan. A first operation organization that organizes resource operations based on the changed train schedule, and the train diagram influence determination unit determines whether the first operation arrangement affects the train diagram. When the first operation arrangement affects the train diagram, the train diagram reflecting unit reflects or warns the influence on the train diagram.

  According to the present invention, if there is an absurdity between the input train schedule by the operation arrangement and the operation of resources such as crew and vehicles by the operation arrangement, the first operation arrangement is planned and the first operation is made. When the arrangement affects the train diagram, the effect is reflected or warned on the train diagram, so that it is possible to change the train diagram that reduces the occurrence of train delay due to the operation of crew, vehicles, and the like.

It is a block diagram which shows the structure of the train schedule recovery system by Example 1. FIG. 7 is a flowchart from when a transport failure occurs, operation control is input from the train operation management system 102, and a train diagram and a predicted train diagram are transmitted to the operation control system 101. It is a flowchart until the operation arrangement system 101 receives a train schedule from the train operation management system 102 and transmits an operation arrangement plan to the train operation management system 102. It is a flowchart until the train operation management system 102 receives the plan or candidate (operation arrangement plan) of driving arrangement, and displays it on a screen. It is a figure which shows the example of a display of the prediction train diagram by the train operation management system. It is a figure which shows the example of a display of the prediction train diagram by the train operation management system 102 by which driving | operation organization was input. It is a figure which shows the example of a display of the prediction train diagram which applied the operation arrangement | sequence input into the operation arrangement | sequence system 101. FIG. It is a figure which shows the example of a display of the prediction train diagram at the time of correct | amending so that there may be no influence when operation arrangement affects a train diagram. It is a figure which shows the example of a display of the prediction train diagram at the time of making the movement of a crew member to a train easy by changing the number line where a train departs. It is a figure which shows the example of a display of the prediction train diagram at the time of making the operation organization of a crew member easy by changing the classification of a train. It is a figure which shows the example of a display which displayed the train stripe of the some driving arrangement plan on the screen. 6 is a flowchart illustrating another example of the operation of the train schedule recovery system according to the first embodiment. 6 is a flowchart showing still another operation example of the train schedule recovery system according to the first embodiment. It is a block diagram which shows the structure of the train diagram recovery system by Example 2. FIG. In Example 2, it is a flowchart until a transport failure occurs, an operation arrangement is input from the train operation management system 102, and a train diagram and a predicted train diagram are transmitted to the operation arrangement system 101. In Example 2, it is a flowchart until it transmits an operation arrangement plan to the train operation management system 102 based on a prediction train diagram.

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

  FIG. 1 is a block diagram illustrating a configuration of a train diagram recovery system according to the first embodiment.

  Referring to FIG. 1, a train diagram recovery system 100 includes an operation management system 101 and a train operation management system 102, and these two systems are connected to each other via a network 103 so as to communicate with each other.

  The operation organizing system 101 includes a communication transmitting / receiving unit 111, a train diagram change receiving unit 112, an operation information storage unit 119, an irrational detection determining unit 113, an input interface 114, an operation organizing input unit 115, an operation organizing confirmation display unit 116, a train diagram. It has an influence determination unit 117, a driving arrangement suggestion unit 118, and an operation information storage unit 119.

  The communication transmission / reception unit 111 is a communication unit that exchanges information with the train operation management system 102.

  The train schedule change receiving unit 112 receives information on the predicted train schedule or further train schedules and information related to the changes from the train operation management system 102 via the communication transmitting / receiving unit 111.

  The operation information storage unit 119 holds operation information indicating an operation plan relating to a crew member and a vehicle that are currently applied. Hereinafter, personnel and objects necessary for train operation, such as crew members and vehicles, may be referred to as resources. Operation here refers to the formulation and execution of which resources are allocated to which trains.

  The unreasonable detection determination unit 113 determines whether an unreasonable occurrence occurs between the train diagram and the crew or vehicle operation indicated by the operation information in the operation information storage unit 119 in accordance with the change of the train diagram. .

  The input interface 114 is an input unit that receives input of information from a commander who operates the operation organizing system 101. Hereinafter, the commander may be referred to as a user.

  The operation organization input unit 115 receives an operation organization input from the commander. If the crew and train operation are not appropriate for the change of the train schedule, the commander inputs the operation arrangement.

  The operation organization confirmation display unit 116 displays information on the operation organization of the crew or the vehicle on the screen. For example, the contents of the operation arrangement candidate input by the commander or the generated operation arrangement candidate are displayed on the screen. Operational arrangement means changing the operation of crew or vehicle. For example, if the train schedule and the operation plan are unreasonable, the operation is organized to eliminate it.

  The train schedule influence determination unit 117 determines whether the operation schedule input or the generated operation schedule candidate input to the operation schedule system 101 affects the train schedule. A typical effect on train schedules due to operational arrangements is train delay.

  The driving arrangement suggestion unit 118 transmits information on a proposed change in driving arrangement to the train operation management system 102 when a crew member or a candidate for operation arrangement of a vehicle affects the train schedule, and proposes driving arrangement to the commander. There may be a plurality of proposed driving arrangement changes. The change plan of operation arrangement is, for example, a change plan to change the train schedule without changing the crew and train operation, a change plan to eliminate the unreasonableness by introducing a new crew or train, etc. . For example, you may propose with the evaluation information which shows each evaluation of the change plan of several driving | operation arrangement | organization. The evaluation information is information representing, for example, a train delay generated with respect to a train schedule as a score.

  On the other hand, the train operation management system 102 includes a communication transmission / reception unit 120, a train schedule change plan screen output unit 121, an input interface 123, an operation arrangement input unit 124, a train diagram change confirmation unit 125, a train diagram screen display unit 126, and a predicted train diagram. A calculation unit 127, a predicted train diagram display unit 128, and a train diagram communication unit 129 are included.

  The communication transmitting / receiving unit 120 is a communication unit that exchanges information with the operation organizing system 101.

  The train schedule change plan screen output unit 121 displays the operation plan change plan received from the operation management system 101 via the communication transmitting / receiving unit 120 on the screen, and prompts the commander to select, for example.

  The input interface 123 receives input of information from the commander. The commander inputs, for example, information on the operation arrangement for changing the train schedule from here.

  The driving arrangement input unit 124 receives driving arrangement information from the user via the input interface 123. The operation arrangement is a change in the operation plan to return the train operation to the normal operation when the train schedule is disturbed.

  The train diagram change confirmation unit 125 changes the train diagram to reflect the operation arrangement.

  The train diagram screen display unit 126 displays the train diagram on the screen. For example, the train diagram changed by the train diagram change confirmation unit 125 is displayed on the screen by the train diagram screen display unit 126.

  The predicted train diagram calculation unit 127 predicts a future train diagram based on the train diagram and the current train operation status. The train schedule predicted based on the train schedule and the train operation status (train presence status) is called a predicted train diagram. In the present embodiment, as described above, it is determined whether or not irrational is based on the predicted train schedule. However, it may be determined whether or not irrational is based on the train schedule.

  The predicted train diagram display unit 128 displays the predicted train diagram on the screen.

  The train diagram communication unit 129 transmits the predicted train diagram to the operation and arrangement system 101. At this time, the train diagram used for prediction of the predicted train diagram may be transmitted together with the predicted train diagram.

  Although not shown, generally, the train operation management system is connected to a station system provided at each station via a network. The station system includes on-site equipment consisting of traffic lights for controlling the course of trains in the control area, turning machines, track circuits for detecting train positions, etc., and an interlocking device for instructing on-site equipment to drive The route control device that gives the route control instruction to the interlocking device to control the route of the train in the control area based on the information of the operation schedule received from the train operation management system (central system), the field equipment and the route control device It has a station system terminal that displays the current train position and enables operation arrangement.

  2 and 3 are flowcharts illustrating the operation of the train diagram recovery system according to the first embodiment. FIG. 2 is a flowchart from when a transport failure occurs, operation control is input from the train operation management system 102, and a train diagram and a predicted train diagram are transmitted to the operation control system 101. FIG. 3 is a flowchart from when the operation arrangement system 101 receives a train schedule from the train operation management system 102 to when the operation arrangement plan is transmitted to the train operation management system 102. FIG. 4 is a flowchart until the train operation management system 102 receives a plan or candidate for driving arrangement (driving arrangement plan) and displays it on the screen.

  As shown in FIG. 2, when a transport failure occurs, a user (commander) who has confirmed the current train from the field equipment and the route control device (not shown) of the train system operates the train operation from the input interface 123 of the train operation management system 102. Operational control such as deterrence or train suspension is input (step S302).

  The driving arrangement input unit 124 receives driving arrangement from the user through the input interface 123 (step S303). The train diagram change confirmation unit 125 reflects the received operation arrangement on the train diagram and changes the train diagram (step S304). The train diagram screen display unit 126 displays the changed train diagram on the screen (step S305).

  The predicted train diagram calculation unit 127 predicts a predicted train diagram based on the train schedule after the change and the current train operation status (step S306). For example, if there is a delay in a certain train in the current train operation status, it is predicted that subsequent trains using the same line will be delayed with respect to the train schedule. The train diagram predicted in this way is the predicted train diagram.

  The predicted train diagram display unit 128 displays the predicted train diagram on the screen (step S307). The train diagram communication unit 129 transmits information on the train diagram and the predicted train diagram to the operation organizing system 101 (step S308).

  Referring to FIG. 3, in operation management system 101, train diagram change reception unit 112 receives the train schedule changed from train operation management system 102 and information on the predicted train diagram based on the train schedule (step S401). . The unreasonable detection determination unit 113 is the operation information indicating the operation of the crew and the vehicle stored in the operation information storage unit 119, which is the current operation plan of the crew or the vehicle, along with the change of the train schedule, and the predicted train It is calculated whether or not an irrational error occurs with the diagram (step S402), and it is determined whether or not an irrational error occurs (step S403).

  When it is detected that an irrational occurrence occurs, the irrational detection determination unit 113 displays the location indicating the irrationality and the irrational content on the screen. The person in charge of operation arrangement viewing the screen display inputs operation arrangement such as a change in the train route and a crew member on the train from the input interface 114.

  The operation organization input unit 115 receives the operation organization from the operation organization person through the input interface 114 (step S404). The operation organization confirmation display unit 116 updates the information in the operation information storage unit 119 and updates the screen display by the operation organization accepted from the person in charge of operation organization (step S405). The train schedule influence determination unit 117 determines whether the operation arrangement affects the train schedule (step S406).

  If the operation arrangement does not affect the train schedule, the operation arrangement is simply applied, and the process ends at that stage. On the other hand, when the operation arrangement affects the train schedule, the operation arrangement proposal unit 118 calculates a plurality of operation arrangement proposals that reflect the plurality of operation arrangement proposals including the inputted operation arrangement on the train schedule (step S407), and transmits to the train operation management system 102 (step S408).

  Referring to FIG. 4, in the train operation management system 102, the train schedule change plan screen output unit 121 receives a plurality of driving arrangement proposals from the operation arrangement system 101 (step S501), and generates the plurality of driving arrangement proposals. It is displayed on the screen (step S502). As a result, a plurality of driving arrangement plans are presented to the user, and the user can select one of the driving arrangement plans by looking at it.

  FIGS. 5-8 is a figure for demonstrating the operation example of the train diagram recovery system by Example 1. FIG. Hereinafter, an operation example of the train diagram recovery system 100 will be described with examples of screen displays of the train operation management system 102 and the operation organization system 101.

  FIG. 5 is a diagram illustrating a display example of a predicted train diagram by the train operation management system 102. The horizontal axis 701 indicates time, and the vertical axis 702 indicates each station. The solid line shows the predicted train diagram 704. A train number (train number) 703 is assigned to each train operating from the first station to the last station in the same direction. For example, it is shown that the train of the row number 3B is at E station at 9:45. A broken line is a route along which a crew member moves. An identification number 705 displayed in the vicinity of the broken turn line 706 indicates the crew member identification number or vehicle number, and a turn line 706 indicates the operation of the crew member or vehicle indicated by the identification number 705. Taking a crew member as an example, it is shown that a crew member with an identification number a performs a crew task that transfers from a train number 1A to a train number 1B.

  From the state of FIG. 5, it is assumed that the operation arrangement information for suspending the train of the row number 1A and the train of the row number 2B is input to the operation arrangement input unit 124 of the train operation management system 102. From the train schedule changed by the train schedule change confirming unit 125 based on the input operation control, the predicted train diagram predicted by the predicted train time calculating unit 127 is operated from the train schedule communication unit 129 from the train operation management system 102 to the operation control system. 101.

  FIG. 6 is a diagram illustrating a display example of a predicted train diagram by the train operation management system 102 to which operation arrangement is input. The solid line in FIG. 6 is a train diagram before operation arrangement is input and operation arrangement is reflected. A one-dot chain line is a train diagram before operation arrangement is input. A broken line is a route along which the crew moves.

  This predicted train diagram is transmitted to the operation organizing system 101. In the state of FIG. 5, the crew member a who was supposed to be on the train of the row number 1B is not at the A station because the train of the row number 1A is suspended, and cannot be on the train of the row number 1B. Therefore, an unreasonable 710 has occurred at the A station, which is the starting station of the train of the row number 1B to which no crew members are assigned. This irrational is detected by the irrational detection determination unit 113.

  Therefore, in the operation organization system 101, it is assumed that operation organization in which a new crew member with the identification number h is assigned to the train of the row number 1B in which the irrationality occurs is input to the operation organization input unit 115. FIG. 7 is a diagram illustrating a display example of a predicted train diagram to which the operation arrangement input to the operation arrangement system 101 is applied. The solid line in FIG. 7 is a train diagram before reflecting the operation arrangement. The dashed line is the changed crew's path. Referring to FIG. 7, the operation arrangement is applied and the unreasonableness is resolved. At first glance, it seems that the train can be operated normally, but the crew with identification number h was actually in front of the train with row number 1B. Since trains must move from train to train number 1B and transfer to train number 1B, the train between train numbers 1B is delayed because the movement between trains is not in time for the departure time of train number 1B. It is a state that occurs. Therefore, in the train schedule influence determination unit 117, it is found that the applied operation arrangement affects the train schedule 720 and causes a delay in the train.

  Therefore, when the operation arrangement that affects the train schedule is applied, the operation arrangement proposal unit 118 generates an operation arrangement proposal that corrects the train schedule so that the operation arrangement does not affect the operation arrangement proposal, and information on the operation arrangement proposal is provided. Is transmitted to the train operation management system 102.

  FIG. 8 is a diagram illustrating a display example of a predicted train diagram when correction is made so that there is no influence when operation arrangement affects the train diagram. The solid line in the graph of FIG. 8 is a train diagram before reflecting the operational arrangement. The double line is the train schedule after reflecting the operational arrangement. The broken line is the flight of the crew. FIG. 8 further shows a table 900 for managing the operation arrangement in that case. As a vertical item in the table, a proposal for driving arrangement is shown, and as a horizontal item, the driving arrangement contents 902, an influence point 903 that points the influence on each train, and an influence on each train. A total loss point 904 summed up is shown. Here, as an example, the train delay is pointed. A table 900 in FIG. 8 shows an operation arrangement proposal 901 that reflects the result of the operation arrangement in the train schedule.

  In the example of FIG. 8, the crew member with identification number h takes 10 minutes to transfer, and therefore delays the departure of the train of column number 1B by 10 minutes. Moreover, since the departure of the train with the train number 1B is delayed, the train with the train number 3A cannot arrive on the same train as the train with the train number 1B at the station A, so the arrival is delayed by 5 minutes. If these delays (unit: “minute”) are used as points, the total loss point is 15 points in total for the affected column numbers.

  Note that the driving arrangement proposal shown in FIG. 8 is an example, and the driving arrangement proposal unit 118 of the operation arrangement system 101 according to the present embodiment can also make other driving arrangement proposals. Another example of the driving arrangement proposed in the first embodiment will be described with reference to FIGS.

  FIG. 9 is a diagram illustrating a display example of a predicted train diagram in a case where the movement of the crew to the train is facilitated by changing the number line on which the train departs. FIG. 9 further shows a table for managing the operation arrangement in that case. The solid line in the graph of FIG. 9 is a train diagram before operation arrangement, and is a train diagram when operation arrangement of Proposal 1 described later is performed. The double line is a train diagram after applying operational arrangement. The dashed line is the changed crew's path.

  The example of FIG. 9 is to change the number line used by the train of the column number 1B for reducing the time required for the transfer of the crew of the identification number h between the trains (Proposal 1). When this operation arrangement plan 1 is carried out, it becomes possible to carry out operation arrangement of crew members, trains, etc. without changing the train schedule created by the train operation management system 102 shown in FIG.

  FIG. 10 is a diagram illustrating a display example of a predicted train diagram when the operation organization of the crew is facilitated by changing the type of train. FIG. 10 further shows a table for managing the operation arrangement in that case. The solid line in the graph of FIG. 10 is a train diagram after the operation arrangement of Proposal 1 is applied and before the operation arrangement is performed. The double line is a train schedule after the operation is organized. The alternate long and short dash line is a train diagram after applying the operation arrangement of Proposal 2 described later. The dashed line is the changed crew's path.

  In the example of FIG. 10, in order to minimize the influence on the train schedule after the operation arrangement, the crew member with the identification number “b” who is on the train with the row number 2A is on the train with the row number 1B. Here, column number 1B is originally an express train, and the qualification of the crew of identification number b is the qualification that it is not possible to ride on the express train and that it is possible to ride on a rapid train. Therefore, in the example of FIG. 10, it is a proposal (suggestion 2) that the train of the train number 1B is changed to a high-speed train, and the crew member of the identification number b is assigned to it.

  The train of train number 1B has changed from a limited express train to a rapid train, so it will be delayed by 5 minutes to arrive at F station. The delay is 5 points of total loss points. In addition, since the crew member with identification number b rides from the train with train number 2A directly to the train with train number 1B, crew member b may not be able to take a break during that time. Therefore, the person in charge of operation management of the operation management system 101 can specify the priority order of the proposal 2 in consideration thereof.

  Although the example which displays the prediction train diagram by the proposal of driving | running | working one by one was shown in FIGS. 8-10, it is also possible to display the prediction train diagram by a some proposal simultaneously. FIG. 11 is a diagram illustrating a display example in which train lines of a plurality of operation arrangement plans are displayed on a screen. Referring to the figure, train lines resulting from a plurality of driving arrangement proposals are displayed, and the contents of each proposal and the total loss points are shown.

  The solid line in the graph of FIG. 11 shows the train diagram before application of operation arrangement. The double line is a train diagram after applying operational arrangement. A broken line is a train diagram when the operation arrangement plan 1 proposed by the operation arrangement system 101 is applied. An alternate long and short dash line is a train diagram when the plan 2 of the driving arrangement proposed from the operation arrangement system 101 is applied. The long broken line is a train diagram when the operation arrangement plan 3 proposed by the operation arrangement system 101 is applied.

  FIG. 11 further shows a table for managing the operation arrangement as in FIGS. As the vertical item in the table, the proposal for driving arrangement is shown, and as the horizontal item, the contents of the driving arrangement, the influence points that point to the influence on each train, and the influence points on each train are shown. Total loss points totaled are shown. Here, as in FIGS. 8 to 10, the delay of the train is pointed. However, the influence point of the suspended train (train A) is 100.

  In this way, by displaying train lines resulting from a plurality of driving arrangement proposals on the screen, the user can compare a plurality of driving arrangement proposals and select the most appropriate proposal. For example, it is possible to easily select the operation arrangement with the least loss. As a result, it is possible to implement early restoration of train schedules including operation and operational arrangements.

  As described above, according to the present embodiment, in the train operation management system 102, the operation arrangement information for instructing the operation arrangement of the train (referred to as “first operation arrangement”) to the operation arrangement input unit 124. When input, the train diagram change confirmation unit 125 changes the train diagram based on the operation arrangement information. The operation train system 101 is notified of the changed train schedule and the predicted train schedule based on the changed train schedule.

  In the operation organizing system 101, the operation organizing confirmation display unit 116 organizes the operation of the resources (here, the resources are, for example, crew members and trains) based on the changed train schedule (the first operation organizing). ). The unreasonable detection determination unit 113 determines whether there is an unreasonable relationship between the changed train schedule and the planned first operation arrangement. If there is an irrational, the operation arrangement confirmation display unit 116 makes an operation arrangement (second operation arrangement) in which the influence on the train schedule is allowed and the irrationality is eliminated. The train diagram influence determination unit 117 determines whether or not the second operation arrangement affects the train diagram. When the second operation arrangement affects the train schedule, the operation arrangement proposal unit 118 changes the train schedule so that there is no influence of the second operation arrangement (the second operation arrangement) is the train operation. Propose to management system 102.

  As described above, in the first embodiment, if there is an irrational reason between the input train schedule based on driving arrangement and the operation of crew and vehicle resources due to operational arrangement, the driving arrangement that resolves that is proposed. In addition, it is possible to quickly and efficiently implement a change in train schedule that reduces the occurrence of train delays due to the operation of crew, vehicles, and the like. As a result, it is possible to provide guidance to passengers on the expected delay and resumption.

  At that time, if the operation organization information display unit 116 inputs the operation organization information related to the operation organization of the resource that eliminates the unreasonableness to the operation organization input unit 115, the second operation organization is performed based on the operation organization information. To plan. Since the second operation arrangement is planned based on the input of the operation arrangement information that eliminates the unreasonableness, it is possible to change the train diagram that further reduces the delay of the train.

  Moreover, the driving arrangement | positioning proposal part 118 presents several 2nd driving arrangement | positioning with the evaluation information which shows evaluation about each 2nd driving arrangement, and the train stripe information showing the train stripe based on the 2nd driving arrangement | sequence. . Since a plurality of second operation arrangement plans are presented together with the evaluation information and the train line information, the operation arrangement can be easily determined by selecting from the plurality based on the evaluation information and the train line information.

  Further, the train diagram change confirmation unit 125 may immediately confirm the application of the second operation organization proposed by the operation organization suggestion unit 118 and the train diagram based on the second operation organization without the user's confirmation. . Since the operation arrangement that affects the train schedule can be applied immediately, the influence on the train operation due to the delay in the operation arrangement can be reduced.

  In addition, when there is an unreasonable fact that the crew member who is in charge of a predetermined target train cannot get into the target train by a predetermined time on the changed train schedule, (1) To (2) to formulate a second operational arrangement.

(1) A new crew member will be introduced as a crew member on the target train.

(2) The crew member who was on the train in which the vehicle of the target train was used last time is put on the target train.

(3) The target train is departed from a line on which the crew member can board the target train by a predetermined time.

(4) The attribute of the target train is changed in accordance with the authority of the crew member who is on the target train.

(5) The target train is suspended.

  Since these various proposals are made, the user can select one of them and apply driving arrangement suitable for the situation as a result of examining various measures.

  FIG. 12 is a flowchart illustrating another example of the operation of the train schedule recovery system according to the first embodiment.

  In the present embodiment, as a modified example, the operation organizer can input that the crew and the train operation are not changed. Such a case will be described with reference to FIG. FIG. 12 shows a flowchart in place of FIG.

  The operation organizing system 101 receives the change of the train diagram and the predicted train diagram from the train operation management system 102 at the train schedule change receiving unit 112 (step S401), and the unreasonable detection determination unit 113 changes the predicted train diagram. Accordingly, an irrational is detected in the operation information that is the current crew or vehicle operation plan (step S402), and it is determined whether there is an irrational (step S403).

  In the present embodiment, when an irrational is detected, the operation organizer can present a train schedule change request from the input interface 114 to the operation management system without inputting an operation arrangement such as a route change (step S414). ).

  The operation organization confirmation display unit 116 of the operation organization system 101 inputs which operation organization information does not change which resource is assigned to which train, that is, if there is an input that the operation organization is not changed, which resource is assigned to which train. The second operational arrangement that eliminates the unreasonableness without changing the allocation is planned.

  The train schedule influence determination unit 117 determines whether or not the operation arrangement affects the train schedule (step S406). Since the absurdity is occurring and the crew and train operations are not changed, the operation arrangement basically affects the train schedule. The subsequent processing is the same as that described in FIG.

  In this way, in the example of FIG. 12, if the information that the resource allocation to the train is not changed is input, the second operation arrangement that eliminates the unreasonableness under that condition is planned. It is possible to change train schedules with reduced train delays under the condition that no allocation change is made. According to the present embodiment, for example, even if an unreasonable operation occurs and the unreasonable operation cannot be resolved, the situation is transmitted to the train operation management system 102 and the next countermeasure (re-establishment of operation reorganization). Implementation etc.) becomes possible.

  FIG. 13 is a flowchart illustrating still another operation example of the train diagram recovery system according to the first embodiment.

  In this embodiment, as a modification, when an unreasonable occurrence is detected in step S402, the operation organizer operates even if it is a predetermined time before the departure of the unreasonable train. If there is no input for arrangement, the processing may be performed under the condition that the operation of the crew and the train is not changed. Such a case will be described with reference to FIG. FIG. 13 shows a flowchart in place of FIG.

  The operation organizing system 101 receives the change of the train diagram and the predicted train diagram from the train operation management system 102 at the train diagram change receiving unit 112 (step S401), and the irrational detection determination unit 113 changes the predicted train diagram. Along with this, it is calculated whether or not an irrational occurs in the operation of the crew or vehicle in the operation information storage unit 119 storing the operation information that is the current crew or vehicle operation plan (step S402), and the irrational occurs. Whether or not (step S403). When it is detected that an irrational occurrence occurs, even if the operation organizer does not input an operation arrangement such as a route change from the input interface 114, the time trigger determination (step S420) indicates that the irrational occurrence occurs. If it is a certain time before the departure of the train, the operation organization confirmation display unit 116 reflects the proposal obtained on the condition that the operation organization is not changed on the screen (step S405).

  Since the absurdity is occurring and the crew and train operations are not changed, the operation arrangement basically affects the train schedule. Therefore, the train schedule influence determination unit 117 determines that the operation arrangement affects the train schedule (step S406). The driving arrangement proposal unit 118 calculates a driving arrangement proposal that suppresses the delay of the train schedule without changing the crew and train operation (step S407), and transmits the calculation to the train operation management system 102 (step S408).

  As described above, in the modified example, the operation organization confirmation display unit 116 determines which resource is assigned to which train if the operation organization information is not input even after a predetermined time before the departure of the irrational target train. The second operational arrangement that eliminates the unreasonableness without changing the allocation is planned. If there is no operation organization information input, the second operation organization that eliminates the unreasonableness is planned without changing the allocation of resources to the train. It is possible to quickly change the train schedule without reducing the delay of the train.

  As a result, even if an unreasonable situation occurs and there is no input for operation arrangement within a certain period of time, it becomes possible to know the delay of the train in advance by the transportation order, and the next action (contact the person in charge of operation arrangement) Can be implemented).

  In the present embodiment, the system configuration in which one input interface 114 is provided in the operation organizing system 101 and one input interface 123 is provided in the train operation management system 102 is illustrated, but the present invention is not limited to this. . As another example, a system configuration in which one or both of the input interface 114 and the input interface 123 are provided is also possible.

  Moreover, although the example which the operation | organization management system 101 of a present Example is a single system was shown, it is not limited to this. As another example, it may be divided into a crew management system for managing crew management and a vehicle management system for managing vehicle management. In that case, the train operation management system and the operation management system may be physically mounted in the same housing.

  Moreover, in the present Example, although the example which corrects by operation arrangement | positioning with respect to the prediction train schedule was shown, this invention is not limited to this. As another example, the train schedule may be corrected by operation arrangement. Alternatively, both the train diagram and the predicted train diagram may be referred to, and the train diagram may be “corrected by operation arrangement”.

  Although Example 1 illustrated the train diagram recovery system 100 configured by the train operation management system 102 and the operation management system that are connected to each other via the network 103, the present invention is not limited to this configuration. Absent. In the second embodiment, as another example, a train diagram recovery system 100 that is a single system is illustrated.

  FIG. 14 is a block diagram illustrating a configuration of a train diagram recovery system according to the second embodiment. Referring to FIG. 14, the train diagram recovery system 100 according to the second embodiment includes a train diagram change plan screen output unit 121, an operation and operation management input unit 131, an input interface 123, a train diagram change confirmation unit 125, and a train diagram screen display. Unit 126, predicted train diagram calculation unit 127, predicted train diagram display unit 128, irrational detection determination unit 113, operation organization confirmation display unit 116, train diagram influence determination unit 117, operation organization proposal unit 118, and operation information storage unit 119 have.

  Train diagram change plan screen output unit 121, train diagram change confirmation unit 125, train diagram screen display unit 126, prediction train diagram calculation unit 127, prediction train diagram display unit 128, unreasonable detection determination unit 113, operation organization confirmation display unit 116 The train schedule influence determination unit 117, the operation arrangement proposal unit 118, and the operation information storage unit 119 are the same as those in the first embodiment shown in FIG.

  The operation arrangement and operation arrangement input unit 131 is a functional block having the functions of the operation arrangement input unit 124 and the operation arrangement input unit 115 of the first embodiment shown in FIG.

  In the second embodiment, the train operation management part and the operation organizing part are implemented in one train diagram recovery system 100, so that the part for realizing communication via the network 130 is unnecessary.

  The operation information storage unit 119 stores operation information that is a current crew member or vehicle operation plan.

  The irrational detection determination unit 113 calculates whether or not irrationality occurs in the operation of the crew or the vehicle with the change of the train schedule.

  The operation organization confirmation display unit 116 displays the operation organization candidates and the predicted train diagram reflecting the operation organization on the screen.

  The train diagram influence determination unit 117 determines whether the candidate for operation arrangement affects the train diagram.

  The driving arrangement suggestion unit 118 transmits information on a proposed change in driving arrangement to the train operation management system 102 when a crew member or a candidate for operation arrangement of a vehicle affects the train schedule, and proposes driving arrangement to the commander. There may be a plurality of proposed driving arrangement changes. The change plan of operation arrangement is, for example, a change plan to change the train schedule without changing the crew and train operation, a change plan to eliminate the unreasonableness by introducing a new crew or train, etc. . For example, you may propose with the evaluation information which shows each evaluation of the change plan of several driving | operation arrangement | organization. The evaluation information is information representing, for example, a train delay generated with respect to a train schedule as a score.

  The train schedule change plan screen output unit 121 displays an operation plan proposal on the screen and presents it to a user such as a commander.

  The input interface 123 receives input from the user.

  The operation arrangement and operation arrangement input unit 131 receives an operation arrangement and operation arrangement input from the user.

  The train diagram change confirmation unit 125 confirms the operation arrangement to be applied, and reflects the operation arrangement on the train diagram.

  The train diagram screen display unit 126 displays the train diagram on which the operation arrangement is reflected by the train diagram change confirmation unit 125 on the screen.

  The predicted train diagram calculation unit 127 predicts a predicted train diagram that is a future train diagram from the train diagram and the current train operation status.

  The predicted train diagram display unit 128 displays the predicted train diagram predicted by the predicted train diagram calculation unit 127 on the screen.

  Although not shown, generally, the train operation management system is connected to a station system provided at each station via a network. The station system includes on-site equipment consisting of traffic lights for controlling the course of trains in the control area, turning machines, track circuits for detecting train positions, etc., and an interlocking device for instructing on-site equipment to drive The route control device that gives the route control instruction to the interlocking device to control the route of the train in the control area based on the information of the operation schedule received from the train operation management system (central system), the field equipment and the route control device It has a station system terminal that displays the current train position and enables operation arrangement.

  FIG. 15 is a flowchart from when a transport failure occurs in Example 2 until operation adjustment is input from the train operation management system 102 and a train diagram and a predicted train diagram are transmitted to the operation adjustment system 101. FIG. 15 corresponds to FIG. 2 in the first embodiment.

  Referring to FIG. 15, when a transport failure occurs, a user (commander) who confirms the current train from the field equipment and the route control device (not shown) suppresses train operation or cancels the train from the input interface 123. Is input (step S302).

  The driving arrangement input unit 124 receives driving arrangement from the user through the input interface 123 (step S303). The train diagram change confirmation unit 125 reflects the result of the operation arrangement on the train diagram (step S304). The train diagram screen display unit 126 displays the changed train diagram on the screen (step S305). The predicted train diagram calculation unit 127 predicts a predicted train diagram based on the train schedule after the change and the current train operation status (step S306). The predicted train diagram display unit 128 displays the predicted train diagram on the screen (step S307).

  FIG. 16 is a flowchart until the operation arrangement plan is transmitted to the train operation management system 102 based on the predicted train diagram in the second embodiment. FIG. 16 corresponds to FIG. 3 of the first embodiment.

  The irrational detection determination unit 113 calculates whether an irrational occurrence occurs in the current crew or vehicle operation plan stored as operation information in the operation information storage unit 119 in accordance with the change of the train schedule. (Step S402), it is determined whether or not irrationality occurs (Step S403).

  When it is detected that an irrational occurrence occurs, the operation arrangement proposal unit 118 calculates a plurality of operation arrangement proposals including operation arrangement that reduces the delay of the train schedule (step S701).

  The train schedule change plan screen output unit 121 displays a plurality of driving arrangement plans on the screen (step S702). The user sees the display on the screen and selects one of the plans for driving arrangement from the input interface 123 (step S703). The train diagram change confirmation unit 125 reflects the selection result of the operation arrangement on the train diagram (step S704). Immediately after that, the operation organization confirmation display unit 116 determines the operation organization and the contents of the operation organization associated therewith from the selected operation organization plan and displays them on the screen, and stores the operation organization information in the operation information storage unit 119. (Step S705).

  The train diagram screen display unit 126 displays the changed train diagram on the screen (step S706). The prediction train diagram calculation unit 127 predicts a future diagram from the train diagram after the change (step S707). The predicted train diagram display unit 128 displays the predicted diagram on the screen (step S708). As described above, the train schedule, the operation of the crew, and the operation of the vehicle are all completed, and the processing is ended (step S709).

  In the present embodiment, operation arrangement and operation arrangement can be easily performed by a series of processes by the single train diagram recovery system 100. Further, in this embodiment, since the train operation management and crew and train operation management are realized by a single system, the system configuration is simplified and the system cost is reduced.

  Each example of the present invention mentioned above is an illustration for explaining the present invention, and is not intended to limit the scope of the present invention only to these examples. 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 100 ... Train schedule recovery system, 101 ... Operation arrangement system, 102 ... Train operation management system, 103 ... Network, 111 ... Communication transmission / reception part, 112 ... Train schedule change reception part, 113 ... Unreasonable detection determination part, 114 ... Input interface , 115 ... operation organization input unit, 116 ... operation organization confirmation display unit, 117 ... train diagram influence determination unit, 118 ... operation organization proposal unit, 119 ... operation information storage unit, 120 ... communication transmission / reception unit, 121 ... train diagram change plan Screen output unit, 123 ... input interface, 124 ... operation arrangement input unit, 125 ... train diagram change confirmation unit, 126 ... train diagram screen display unit, 127 ... predicted train diagram calculation unit, 128 ... predicted train diagram display unit, 129 ... Train schedule communication unit, 130 ... Network, 131 ... Operation and operation control input unit

Claims (14)

A train diagram recovery system that determines the change of train schedule and the operation of resources necessary for train operation when disturbances occur in train operation.
An input unit for receiving train operation arrangements;
A train schedule change confirmation section for changing the train schedule;
An irrational detection determination unit for detecting irrationality between the train schedule and the operation arrangement plan;
An operation organization confirmation unit that plans resource operation organization,
A train diagram influence determination unit that determines whether the planned operation arrangement affects the train schedule;
When the operation arrangement affects the train diagram, the train diagram reflecting unit for changing the train diagram,
When the operation arrangement information for instructing the first operation arrangement of the train is input to the input unit,
The train schedule change confirmation unit changes the train schedule based on the operation arrangement information,
The irrational detection determination unit determines whether or not there is an irrationality between the changed train schedule and the operation arrangement plan,
If there is the irrational, the operation organization determination unit formulates a first operation organization that organizes the operation of resources based on the changed train schedule,
The train schedule influence determination unit determines whether the first operation arrangement affects the train schedule,
When the first operation arrangement affects the train diagram, the train diagram reflecting unit reflects or warns the influence on the train diagram.
Train schedule recovery system.   The operation arrangement suggestion unit proposes a second operation arrangement for changing the train schedule so that the first operation arrangement does not have an influence when the first operation arrangement affects the train schedule. The train schedule recovery system according to Item 1. The said operation rearrangement determination part plans the 2nd operation rearrangement which the said operation rearrangement determination part permitted the influence to the said train diagram, and eliminated the said unreasonable, if there is the said unreasonable. Train diamond recovery system.   2. The operation management confirmation unit according to claim 1, wherein if there is input of operation management information related to operation management of a resource that eliminates the unreasonableness, the operation management determination unit plans the second operation management based on the operation management information. Train schedule recovery system.   The second operation of resolving the absurdity without changing which resource is assigned to which train if there is input of operation arrangement information that does not change which resource is assigned to which train. The train schedule recovery system according to claim 4, wherein the operation schedule is planned.   The operation organizing confirmation unit does not change which resource is allocated to which train if the operation organizing information is not input even if the operation organizing information is not input even after a predetermined time before the departure of the irrational target train. The train diagram recovery system according to claim 4, wherein the second operation arrangement for eliminating the unreasonableness is planned.   The driving arrangement suggestion unit presents a plurality of the second driving arrangements together with evaluation information indicating evaluation of each second driving arrangement and train line information indicating a train line based on the second driving arrangement. The train diagram recovery system according to claim 1.   2. The train diagram recovery unit according to claim 1, wherein the train diagram change confirmation unit immediately confirms application of the second operation organization proposed by the operation organization proposal unit and the train operation schedule based on the second operation organization. 3. system. When there is an unreasonable fact that the crew member who is in charge of the predetermined target train cannot get into the target train by a predetermined time in the changed train schedule, from (1) The train diagram recovery system according to claim 1, wherein the second operation arrangement corresponding to any one of (5) is planned.
(1) A new crew member is introduced as a crew member on the target train.
(2) The crew member who was on the train in which the vehicle of the target train was used last time is put on the target train.
(3) The crew member departs the target train from a line on which the crew member can board the target train by the predetermined time.
(4) The attribute of the target train is changed in accordance with the authority of the crew member who is on the target train.
(5) The target train is suspended.   The train schedule change determination unit generates a predicted train schedule based on the train schedule and the train operation status, and provides the operation schedule confirmation unit as a train schedule used for the planning of the first operation schedule. The train diagram recovery system according to claim 1, further comprising a train diagram calculation unit. The train schedule recovery system includes a train operation management system and an operation organization system, and the train operation management system includes the input unit and the train diagram change confirmation unit,
The operation arrangement system includes the operation arrangement determination unit, the irrational detection determination unit, the train diagram influence determination unit, and the operation arrangement proposal unit.
The train diagram recovery system according to claim 1.   The train diagram recovery system according to claim 1, wherein the resource is at least one of a crew member in charge of the train and a vehicle used in the train. A train operation management method carried out by a train diagram restoration system that determines train schedule changes and the operation of resources necessary for train operations when disturbances occur in train operations,
When the operation arrangement information for instructing the first operation arrangement of the train is input, the train schedule is changed based on the operation arrangement information,
Developed the first operational arrangement that organizes the operation of resources based on the changed train schedule,
Determining whether there is an irrational between the changed train diagram and the planned first operational arrangement,
If there is the unreasonableness, the second operational arrangement that eliminates the unreasonableness by allowing the influence on the train schedule is planned,
Determining whether the second operational arrangement affects the train schedule;
A train operation management method for proposing a second operation arrangement for changing the train schedule so that there is no influence of the second operation arrangement when the second operation arrangement affects the train schedule. An operation organization system that determines the operation of resources necessary for train operation when the train operation is disrupted, along with the change in train schedule,
An irrational detection determination unit for detecting irrationality between the train schedule and the operation arrangement plan;
An operation organization confirmation unit that plans resource operation organization,
A train schedule influence determination unit that determines whether or not the planned operation arrangement affects the train schedule;
The irrational detection determination unit determines whether or not there is an irrational between the train schedule changed based on the operation arrangement information indicating the first operation arrangement of the train and the operation arrangement plan,
If there is the irrational, the operation organization determination unit formulates a first operation organization that organizes the operation of resources based on the changed train schedule,
The train schedule influence determination unit determines whether the first operation arrangement affects the train schedule,
Operation organization system.

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