WO2014010070A1

WO2014010070A1 - Method for selecting alternate operating route for train, and system therefor

Info

Publication number: WO2014010070A1
Application number: PCT/JP2012/067885
Authority: WO
Inventors: 広朗増沢; 佐藤　昇; 領介内山; 康太郎西田
Original assignee: 株式会社日立製作所
Priority date: 2012-07-13
Filing date: 2012-07-13
Publication date: 2014-01-16
Also published as: EP2873586A4; EP2873586A1

Abstract

The objective of the present invention is to minimize the total delay time for trains and the number of suspended-operation trains in a train travel management system when a travel obstruction occurs. Therefore, in the present invention, all of the travelable routes for a train from the current point to the destination point, and the travel time when on these travelable routes, and the obstruction-type-specific obstruction delay times, and the operation delay time when the obstruction type is an inter-train obstruction, are determined in advance. When an obstruction to train travel occurs, the sum of the travel time, the obstruction delay time, and the operation delay time is determined for all combinations of the travelable routes for all trains which are in the process of travelling, and an alternate train operating route is selected by extracting the combination of travelable routes for the trains for which the aforementioned sum is the smallest.

Description

Train alternative operation route selection method and system

The present invention relates to a train alternative operation route selection method and its system.

In conventional train operation management, if an operation trouble occurs on the route from the current position of the train to the terminal station (hereinafter referred to as the operation route), a different operation route is selected depending on the train type and operation, and the destination There is a case where the driving route is changed to arrive early.

As a means for changing the operation route, Patent Literature 1 describes that the operation route is manually changed, and that the train itself proposes the operation route proposal to realize appropriate operation management.

JP 2011-020578 A

However, if the operation route is changed considering only the operation of a single train, other trains may use the same route or station at the same time. A train whose driving route has been changed may hinder the movement of other trains, and the arrival time at the destination of other trains may be delayed.

The present invention has been made in view of the above points, and the sum of the delay time of trains and the number of suspensions (hereinafter referred to as operation risk) managed by the train operation management system even when operation trouble occurs. The goal is to minimize.

In order to solve the above problem, in the present invention, all the movable routes from the current point of the train to the arrival point, the operation time at the time of the movable route, the trouble delay time according to the trouble contents, and between the trains Obtain in advance the operation delay time when there is a problem,
When troubles occur in train operation, the sum of the operation time, trouble delay time, and operation delay time is calculated for the combination of the movable routes of all trains in operation, and the sum is minimized. A combination of the movable routes of the train is extracted and used as a train alternative operation route.

According to the train alternative operation route selection method and its system of the present invention, it is possible to provide an operation according to the user's needs by providing an optimal operation route from the entire train operation in the system.

The schematic block diagram which showed the whole structure of the train operation management system. The block diagram of the train alternative operation route selection function 11. FIG. The figure which shows the information stored in the movable path | route information database 11E. The figure which shows the information stored in the train operation information database 11F. The figure which shows the processing flow for changing a driving | running route.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic block diagram showing the overall configuration of a train operation management system according to an embodiment of the present invention.

The train operation management system shown in FIG. 1 is composed of a railway network and a control system that controls the railway network. Among these, the railway network is, for example, a station (A station, B station, C station, D station), a route R (R1 to R7) that is switched by a switch P (P1 to P6), and a traffic light SG (SG1 to SG3). Train T (T1, T2).

On the other hand, the control system includes an automatic route control device 1, a CTC device 2, and networks NW1 and NW2, and configures a train route by controlling the traffic light SG and the switch P.

The automatic route control device 1 and the CTC device 2 are connected through the network NW1, and the CTC device 2, the traffic signals SG1 to SG3, and the switch devices P1 to P6 are connected through the network NW2. The automatic route control device 1 can control the traffic lights SG1 to SG3 and the switches P1 to P6 via the network NW1, the CTC device 2, and the network NW2. Trains T1 to T2 move along routes R1 to R7 in accordance with instructions from traffic lights SG1 to SG3.

In order to configure the route of the train, the automatic route control device 1 includes a train alternative operation route selection function 11, a train route control function 12, an operation route management function 13, an execution schedule planning function 14, and a trouble detection function 15. I have.

Of these, the scheduled control execution plan function 14 holds the train location table TB1 and data necessary for train operation in a storage device. The train passing position table TB1 is composed of a route 102 (hereinafter referred to as a via route) passing through the first station 101 and a terminal station 103 for each train 100 to be controlled by the system.

In the case of the illustrated railway network, two train operation plans are stored in the train route position table TB1. Of these, the train T1 is scheduled to run on a route from A station-route R2-B station-route R3-route R4-route R7-D station. In addition, the train T2 is scheduled to run along a route from A station-route R5-route R6-C station-route R7-D station. In FIG. 1, these scheduled routes are indicated by W1 and W2. It is assumed that the control execution plan function 14 is input in advance from an external device or an external medium before the control of the train is started.

The operation route management function 13 is a function for managing the addition, change and reference of the scheduled control execution plan function 14.

The train route control function 12 reads the route of each train via the operation route management function 13, controls the field equipment such as the traffic lights SG1 to SG3 and the switches P1 to P6 via the CTC device 2, and controls each train. It is a function that operates according to the planned control implementation schedule.

The trouble detection function 15 is a function for detecting an operation trouble F in the system from the status signal of the on-site equipment obtained from the CTC device 2. It is also possible to detect a trouble in operation based on information manually input from the own device or another device.

In the case of FIG. 1, the operation trouble F occurred in the station C, and as a result, the operation of the train passing through the station C became impossible. This operation trouble state is detected by the trouble detection function 15, and when the trouble detection function 15 detects the operation trouble, it notifies the train substitute operation route selection function 11 of the occurrence of the operation trouble and the contents of the operation trouble.

The train alternative operation route selection function 11 that has been notified of the operation trouble changes the route that is stored in the control execution plan function 14 via the operation route management function 13 based on the contents of the operation trouble. In the case of operation trouble F occurring in the station C, since the train T2 passing through the station C cannot be operated, an operation for guiding the train T2 to another route and leading to the station D is required.

The specific method of route change will be described later. Moreover, although the case where a route is changed is described in the present embodiment, there is no problem even if data necessary for other train operations is changed.

Based on the scheduled control execution plan function 14 changed by the train alternative operation route selection function 11, the above-mentioned train route control function 12 moves the trains T1 to T2 according to the train position table TB1.

FIG. 2 is a block diagram of the train alternative operation route selection function 11. The train alternative operation route selection function 11 in FIG. 2 includes an alternative operation route search function 11A, an operation route evaluation function 11B, an operation route selection function 11C, an operation route change function 11D, a movable route information database 11E, and a train operation information database 11F. It is configured.

The movable route information database 11E includes a table that can store information on a route that can be reached from the current position of the train to the terminal station. This stored content is illustrated in FIG.

The train operation information database 11F shows the train delay time caused by each route and operation trouble, the train delay time caused by the operation trouble contents between trains, and the operation results of the alternative operation route search function 11A and the operation route evaluation function 11B. Contains tables that can be stored. This stored content is illustrated in FIG.

The alternative operation route search function 11A searches for a route (hereinafter referred to as an alternative operation route) that can arrive at the destination based on the current location of the train and the terminal station of the planned execution plan function 14, and train operation information. This function is stored in the database 11F.

The operation route evaluation function 11B is a function that calculates an operation risk for each alternative operation route of each train stored in the train operation information database 11F and stores it in the train operation information database 11F.

Furthermore, from the operation risk calculated for each alternative operation route of each train, the operation route selection function 11C that selects the operation route that minimizes the operation risk of the entire system, and the operation selected through the operation route management function 13 An operation route change function 11D for changing to a route is provided.

FIG. 3 shows information stored in the movable route information database 11E. The movable route information database 11E includes a route or station (hereinafter referred to as a departure point) 105 from which the train departs, a route or station (hereinafter referred to as an arrival point) 106 from which the train arrives, and a route through which the train passes. A route information table 11E-1 in which movable route information composed of a station (hereinafter referred to as a via point) 107 is stored in association with the route number 104 is provided. The waypoint 107 stores a route or station that can be reached from the departure point 105 to the arrival point 106 and can be used in operation.

Although the explanation of the movable route information associated with each route number 104 in the route information table 11E-1 is omitted, when the route number 104 is 1000, the departure point is A station and the arrival point is D station. The route number 104 is in the 1100s range, the starting point is the route R5 and the destination point is D station, and the route number 104 is in the 1200s range. All routes with point B station and destination point D station are covered.

It is assumed that the movable route information database 11E can be defined according to the customer's operation and has been input in advance. In addition, this table may be calculated by a computer based on the connection relationship between stations and the connection relationship between routes.

FIG. 4 shows information stored in the train operation information database 11F.

The train operation information database 11F includes a route passing time table 11F-1 that stores the time that the train passes through each route, a trouble delay time table 11F-2 that stores a delay time generated in the train for each operation trouble content, An operation delay time table 11F-3 for storing an average delay time generated when an operation trouble occurs between trains, an alternative operation route table 11F-4 for storing an alternative operation route for a train, and an alternative operation route for each train The inter-train operation risk table 11F-5 stores operation risk for each combination.

The route passage time table 11F-1, the trouble delay time table 11F-2, and the operation delay time table 11F-3 are stored manually, but may be automatically stored based on past input results.

The alternative operation route table 11F-4 and the inter-train operation risk table 11F-5 are tables that store calculation results of the alternative operation route search function 11A and the operation route evaluation function 11B. The calculation method will be described later.

Each table stored in the train operation information database 11F will be described.

The route passage time table 11F-1 for storing the time that the train passes through each route is the operation time 108 when the train is operated on all the possible routes stored in the movable route information table 11E-1 in FIG. It is stored in association with the route number 104. Therefore, the movable route information table 11E-1 and the route passage time table 11F-1 can be extracted as information related to each other. Hereinafter, although not described one by one, information described in many tables is stored in association with the path number 104 and can be used in association with each other.

When the route passing time table 11F-1 is read by understanding the relations associated with these associations, for example, of the routes having the departure point A station and the arrival point D station, the transit store is R5-R6-R7. It can be seen that the operation time is 60 minutes when the train travels the route defined by the route 1001 to be stored. It can also be seen that even if the starting point and the reaching point are the same, the route 1002 stores 55 minutes.

The trouble delay time table 11F-2 that stores the delay time generated in the train for each operation trouble content stores the relationship between the trouble contents 109 and the delay time 110. For example, it is stored that the delay time 110 until recovery and re-start of operation is 60 minutes if the trouble content 109 is equipment failure, and 80 minutes if it is an accident.

The operation delay time table 11F-3 that stores an average delay time that occurs when an operation trouble occurs between trains stores the relationship between the trouble contents 111 between trains and the delay time 112. The operation delay time table 11F-3 stores an average delay time when, for example, there is a train using the same route in the same time zone. In this case, the average time generated for checking and determining the operation procedure between trains for recovery is added.

The alternative operation route table 11F-4 storing the alternative operation route of the train sets and stores an alternative operation route for each train. This stores the relationship between the train 100 and the route 104. In this case, the train 100 of the operation delay time table 11F-3 corresponds to the train 100 of the train passing position table TB1 of the scheduled control execution plan function, and the route 104 corresponds to the route 104 of the movable route information database 11E.

According to this table, for example, in the case of the train T1, among the routes 104 stored in the movable route information table 11E-1 in FIG. 3, the movable route information stored in the

route numbers

1201 and 1202 is used as the alternative operation route. Is available. In the case of the train T2, among the routes stored in the movable route information table 11E-1, the movable route information stored in the

route numbers

1101, 1102, 1103, and 1104 can be used as an alternative operation route.

The inter-train operation risk table 11F-5 that stores the operation risk for each combination of alternative operation routes of each train is configured as follows. This inter-train operation risk table 11F-5 is basically configured by incorporating information described in the corresponding column of another table, and the table 11F-5 in FIG. Is described. However, 104T1 describes only the route of the train T1 among the routes stored in the route number 104, and 104T2 describes only the route of the train T2.

When configuring this inter-train operation risk table 11F-5, the combination of alternative operation routes for each train is determined. Therefore, first, all the alternative operation routes (here, route numbers 1201 and 1202) stored in the alternative operation route table 11F-4 are set as the train route 104T1 with the route of the train T1 as a reference.

Of these, in the case of A based on the alternative operation route 1201, all alternative operation routes (here,

route numbers

1101, 1102, 1103, 1104) that can be used by the train T2 at this time are assumed. Further, even in the case of B based on the alternative operation route 1202, an alternative operation route (here,

route numbers

1101, 1102, 1103, 1104) that can be used by the train T2 at this time is assumed.

As the items in the horizontal direction of the inter-train operation risk table 11F-5, the operation time 108 and the trouble delay time 110 are taken up for the trains T1 and T2 (100). In addition, the operation delay time 112 corresponding to the combination of the trains T1 and T2 and the total time 113 are taken up.

Therefore, as a way of looking at the inter-train operation risk table 11F-5 that is finally created, for example, if the alternative operation route 1101 of the train T2 is selected in the case of A based on the alternative operation route 1201 for the train T1, the train The operation time 108 and trouble delay time 110 related to T1, the operation time 108 and trouble delay time 110 related to the train T2, and the operation delay time 112 corresponding to the combination of the trains T1 and T2, and the total time 113 are 70 minutes and 60 respectively. Minutes, 40 minutes, 60 minutes, 0 minutes, and 230 minutes.

Similarly, if the alternative operation route 1102 of the train T2 is selected in the case of A based on the alternative operation route 1201, the above times are 70 minutes, 60 minutes, 45 minutes, 0 minutes, 20 minutes, and 195 minutes, respectively. It is.

The total time when the

alternative operation routes

1103 and 1104 of the train T2 are selected in the case A based on the alternative operation route 1201 is 210 minutes. Therefore, if the alternative operation route 1201 is used as a reference for the train T1, it can be seen that the combination of the train T2 and the alternative operation route 1102 is the shortest.

In the case of B based on the alternative operation route 1202 for the train T1, the way of looking at the table is the same. In this case, it can be seen that the combination of the train T2 and the alternative operation route 1102 is the shortest.

Note that the table covers the combinations based on the train T1, but this may cover the combinations based on the train T2.

FIG. 5 is a detailed processing flow in which the train alternative operation route selection function 11 changes the operation route input to the scheduled control execution plan function 14.

In this processing flow, first, in step S1, the alternative operation route search function 11A searches for an alternative operation route for all trains managed by the train operation management system 1.

The alternative operation route is a route (via point 107) in which the departure point 105 is the station or route R currently passing through and the arrival point 106 is the terminal station stored in the planned control execution plan function 14. Are all extracted by searching the movable route information database 11E.

For example, when the train T1 is stopped at the position shown in the figure (B station) in the railway network of FIG. As the alternative operation route, the route 1201 (B-R1) is left in addition to the route W1 (BR3-R7) of the original plan, that is, the route 1202 of the movable route information database 11E. In this case, the

routes

1201 and 1202 are extracted from the movable route information database 11E as alternative driving routes.

Further, in the situation where the train trouble T has occurred in the railway network of FIG. 1 and the train T2 is proceeding to the illustrated position (route R5) and is scheduled to operate toward the D station, In addition to the originally planned route W2 (R5-R6-R7), that is, the route 1101 of the movable route information database 11E, the alternative operation route is route 1102 (R5-R4-R7), route 1103 (R5-A -R2-B-R1), route 1104 (R5-A-R2-B-R3-R4-R7) remains. In this case,

routes

1101, 1102, 1103, and 1104 are extracted from the movable route information database 11E as alternative driving routes. In addition, the route 1103 and the route 1104 are plans to return to the first departure station and change the course.

In step S1, the movable route information database 11E is searched as described above, and the route searched for each train is used as an alternative operation route, and the route number is assigned to each train in the alternative operation route table 11F-4. Stored in the column 104.

Next, in step S2, in the driving route evaluation function 11B, the searched alternative driving route 11F-4, route passing time table 11F-1, trouble delay time table 11F-2, and operation delay time table 11F-3 are stored. Based on the operational risk.

The final created operational risk is summarized as the inter-train operational risk table 11F-5, and the way to view this table is as described above. Here, the creation procedure and concept of this table will be described.

First, the operation risk is not calculated for one train alone, but all combinations of alternative operation routes that can be taken for each train in the system are calculated.

This is an alternative operation route (

route

1101, 1102, 1103, 1104) of another train (for example, train T2) when an alternative operation route is assumed (for example, route 1201) for a reference train (for example, train T1). And combinations when the alternative operation route (for example, route 1202) of the reference train (train T1) is changed.

Here, the operation risk is defined as the total travel time of trains in the system. In this case, the travel time required to pass through the alternative operation route of each train, the time required to pass the troubled part of the train, and the time necessary to eliminate the trouble between the trains are not included in the system. The calculation is performed for all trains, and the total sum of all in-system trains is calculated for them.

In the inter-train operation risk table 11F-5, the total travel time of the trains in the system is calculated based on the operation time 108 and trouble delay time 110 for the train T1 (100), and the operation time 108 and trouble delay time 110 for the train T2 (100). In addition, the total operation delay time 112 corresponding to the combination of the trains T1 and T2 is 113.

Among these, the travel time 108 required when passing through the alternative operation route of each train is obtained by searching the operation time 108 based on the route number 104 of the alternative operation route from the route passage time table 11F-1.

The time necessary for passing through the operation trouble part (obstruction delay time) 110 is obtained by searching the trouble delay time table 11F-2 based on the operation trouble contents 109 (equipment failure or accident). In the illustrated example, 60 minutes is expected for equipment failure and 80 minutes for accident.

Finally, the operation delay time 112 is obtained. For this purpose, first, the time required to eliminate the troubles between trains is determined based on the movable route information 11E from the route where the current position of the train is the starting point and the route point of the alternative operation route is the arrival point. The time required for the search and the movement of the route is obtained from the route number from the route passing time table 11F-1. The transit time is also obtained for the waypoints on the alternative operation routes of other trains using the same calculation method. As described above, the arrival time to the waypoint is obtained, and when two trains arrive at the same waypoint at the same time, the delay time due to operation trouble is retrieved from the operation delay time table 11F-4.

Each calculation result is recorded in the total movement time table 11F-5.

Next, in step S3, the operation route selection function 11C selects an alternative operation route that minimizes the operation risk in the total travel time table 11F-5. When the operation risk is the total travel time of the trains in the system, a combination of alternative operation routes that minimizes the total travel time is selected.

In the case shown in FIG. 4, the shortest combination is a plan in which the route of the train T1 is 1202 and the route of the train T2 is 1102. This is because the train T1 currently on the station B is made to travel along the route W1 as the initial plan as R3-R4-R7-D, and the train T2 currently on the route R5 is changed to R4 -R7-D leads.

In step S4, the route of each train stored in the train route position table 14-1 is changed via the driving route management function 13 so as to be a combination of the selected alternative driving routes by the driving route change function 11D. To do.

Even if an operation trouble occurs, it can be automatically changed to an operation route that minimizes the operation risk of the train managed by the train operation management system.

In the present embodiment, an example in which the driving route is automatically changed has been shown. However, before changing the driving route, the user may be asked through an interface such as a display or a mouse.

1: Automatic route control device, 2: CTC device, NW1, NW2: Network, 11: Train alternative operation route selection function, 12: Train route control function, 13: Operation route management function, 14: Control execution plan, 15: Obstacle detection function, 11A: alternative driving route search function, 11B: driving route evaluation function, 11C: driving route selection function, 11D: driving route change function, 11E: movable route information, 1E-1: route information table, 11F: Train operation information, 11F-1: Route transit time table, 11F-2: Obstacle delay time table, 11F-3: Operation delay time table, 11F-4: Alternative operation route table, 11F-5: Inter-train operation risk table, TB1: Train via position table, TR1, TR2: Control target train, SG1 to SG3: Control target signal, P1 to P6: Control Zotentetsu device, A ~ D: Station, R1 ~ R7: course, F: service problem

Claims

Obtain in advance route data in which the train's movable route is stored, and train operation data in which the operation risk for operation trouble is stored,
A route that is a substitute for the current operation route of the train is searched from the route data, the operation risk is obtained from the operation data, the route is selected based on the operation risk, and the selected train operation route is changed. A train alternative operation route selection method characterized by that.
In the train alternative operation route selection method according to claim 1,
The route data is composed of a departure position, an arrival position, and a transit position of a train, and the selection of the route is to acquire a route that is movable from the current position of the train and the destination of the train from the route data. A train alternative operation route selection method characterized by:
In the train alternative operation route selection method according to claim 1,
The operation data of the train stores a value indicating an operation risk with respect to an operation trouble related to a single train and an operation trouble related to a plurality of trains, and the operation risk is calculated for each combination of movable routes of each train. A method for selecting an alternative operation route for a train, wherein the operation risk that occurs when the route is changed is determined.
In the train alternative operation route selection method according to claim 3,
A train alternative operation route selection method characterized in that an operation risk between trains existing in a course is obtained by simulating the position of a future train from the current train position, route data, and operation data.
In the train alternative operation route selection method according to claim 3 or claim 4,
A train alternative operation route selection method characterized by selecting a route that minimizes the operation risk based on the operation risk obtained for each combination of routes.
In the train alternative operation route selection method according to claim 5,
In order to change to the selected route, a train alternative operation route selection method that proposes to the user and changes the operation of the train after the approval.
All the movable routes from the current location of the train to the arrival point, the operation time at the time of the movable route, the trouble delay time by trouble content, and the operation delay time when there is trouble content between trains Find in advance,
When troubles occur in train operation, the sum of the operation time, trouble delay time, and operation delay time is calculated for the combination of the movable routes of all trains in operation, and the sum is minimized. A train alternative operation route selection method, wherein a combination of the movable routes of the train is extracted and used as a train alternative operation route.
Route data that stores routes that can be moved by trains, operation data of trains that store operational risks for operational problems, route search function that searches for alternative routes to the current driving route of trains, A train alternative operation route selection system comprising a risk calculation function for calculating an operation risk, a route selection function for selecting a route based on the operation risk, and a route change function for changing a train operation route.
In the train alternative operation route selection system according to claim 8,
The route data includes a departure position, an arrival position, and a via position, and the route search function acquires a route that can be moved from the current position of the train and the destination of the train from the route data. Train alternative operation route selection system.
In the train alternative operation route selection system according to claim 8,
The operation data of the train stores a value indicating an operation risk with respect to an operation trouble related to a single train and an operation trouble related to a plurality of trains, and the risk calculation function is provided for each combination of movable routes of each train. A train alternative operation route selection system characterized by calculating an operation risk that occurs when a train route is changed.
In the train alternative operation route selection system according to claim 10,
The risk calculation function calculates the operation risk between trains existing in the course by simulating the position of a future train from the current position, route data, and operation data of the train. Train alternative operation route selection system.
In the train alternative operation route selection system according to claim 10 or claim 11,
The route selection function is a train alternative operation route selection system that selects a route that minimizes the operation risk based on the operation risk calculated for each combination of routes.
In the train alternative operation route selection system according to claim 12,
In order to change to the selected route, the route change function proposes to the user and changes the operation of the train after the approval, the train alternative operation route selection system.
The first storage unit that stores all the movable routes from the current point of the train to the arrival point, the operation time at the time of the movable route, the trouble delay time according to the trouble contents, and the trouble contents between the trains A combination of the second storage unit that stores an operation delay time at a certain time, an operation failure detection unit that detects that a failure has occurred in train operation, and the movable route of all trains that are operating when the operation failure is detected The means for obtaining the sum of the operation time, the trouble delay time and the operation delay time, the selection means for selecting the combination of the movable routes of the train that minimizes the sum, and the selected combination as a train substitute operation A train alternative operation route selection system comprising means for presenting a route.