WO2015145900A1 - 運行管理装置、列車制御方法及びプログラム - Google Patents

運行管理装置、列車制御方法及びプログラム Download PDF

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Publication number
WO2015145900A1
WO2015145900A1 PCT/JP2014/083604 JP2014083604W WO2015145900A1 WO 2015145900 A1 WO2015145900 A1 WO 2015145900A1 JP 2014083604 W JP2014083604 W JP 2014083604W WO 2015145900 A1 WO2015145900 A1 WO 2015145900A1
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WIPO (PCT)
Prior art keywords
train
effective
vehicles
vehicle
determination unit
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Ceased
Application number
PCT/JP2014/083604
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English (en)
French (fr)
Japanese (ja)
Inventor
克明 森田
浩幸 河野
雅也 三竹
敦義 西面
鈴木　康之
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Priority to SG11201607676RA priority Critical patent/SG11201607676RA/en
Priority to GB1615718.2A priority patent/GB2538475B/en
Priority to US15/126,574 priority patent/US10053123B2/en
Publication of WO2015145900A1 publication Critical patent/WO2015145900A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions

Definitions

  • the present invention relates to an operation management device, a train control method, and a program.
  • Patent Document 1 discloses a technique for editing an optimal schedule by grasping the number of passengers between stations using a ticket reading function of an automatic ticket gate. According to Patent Document 1, the diamond editing apparatus determines the number of trains to be operated so that the train boarding rate approaches a predetermined boarding rate for each time zone based on the entrance information obtained from the automatic ticket gate at each station. calculate.
  • Patent Document 1 brings the number of trains close to the target boarding rate. Therefore, in the time zone with a small number of passengers, the number of trains operating in the time zone is reduced. In this case, the operation efficiency of the train is certainly improved. However, since the waiting time of a train becomes long, the convenience for passengers decreases.
  • the present invention provides an operation management device, a vehicle control method, and a program for improving the operation efficiency of a train without impairing passenger convenience.
  • the operation management device includes an effective vehicle number determination unit and a control information generation unit.
  • the effective vehicle number determination unit determines the effective vehicle number of each train when traveling a plurality of trains having one or a plurality of vehicles at a predetermined number of trains per unit time.
  • the effective vehicle number determination unit determines the number of effective vehicles for each train so that the personnel transport amount per unit time by the train does not fall below the required transport amount and the total number of effective vehicles is minimized.
  • the control information generation unit generates control information for performing control to operate a train having effective vehicles of the effective number of vehicles determined by the effective vehicle number determination unit at a predetermined interval.
  • the operation management apparatus which concerns on a 1st aspect is further provided with the operation organization number determination part which determines the operation organization number per unit time based on the said required transport amount, The said effective vehicle number determination part determines the effective vehicle number of each train based on the operation formation number which the said operation formation number determination part determined.
  • the operation composition number determining unit determines the operation composition number to be at least a predetermined minimum value or more.
  • the necessary transport amount specification for identifying the necessary transport amount based on data relating to past operations. It is the operation management apparatus further provided with a section.
  • the operation management device further includes an index value specifying unit, a time zone changing unit, and an operation plan determining unit.
  • the said effective vehicle number determination part determines the effective vehicle number of the train which operates in the said time slot
  • the control information generation unit generates control information for performing control to operate a train having the effective number of effective vehicles determined by the operation plan determination unit at a predetermined interval.
  • the index value specifying unit is based on the number of effective vehicles determined by the effective vehicle number determining unit, and the higher the energy consumption when the train is run, the higher the number of changes in the number of effective vehicles, the higher the index. Identify the value.
  • the time zone changing unit changes the length of the time zone.
  • An operation plan determination part determines the number of effective vehicles of each said train to the number of effective vehicles with which the said index value becomes the smallest.
  • the effective vehicle number determination unit is configured from a predetermined effective vehicle number pattern. Determine the number of valid vehicles for each train.
  • the train control method when running a plurality of trains having one or a plurality of vehicles at a predetermined number of trains per unit time, the train control method per unit time by the train is used.
  • a vehicle having more than the determined number of effective vehicles in the train is supplemented with a vehicle other than the effective vehicles.
  • a step of stopping the machine is provided.
  • the program according to the ninth aspect of the present invention causes a computer to function as an effective vehicle number determination unit and a control information generation unit.
  • the effective vehicle number determination unit determines the effective vehicle number of each train when traveling a plurality of trains having one or a plurality of vehicles at a predetermined number of trains per unit time.
  • the effective vehicle number determination unit determines the number of effective vehicles for each train so that the personnel transport amount per unit time by the train does not fall below the required transport amount and the total number of effective vehicles is minimized.
  • the control information generation unit generates control information for performing control to operate a train having effective vehicles of the effective number of vehicles determined by the effective vehicle number determination unit at a predetermined interval.
  • the operation management device is configured so that the number of effective vehicles in each train is such that the number of transported personnel per unit time does not fall below the required transport amount and the total number of valid vehicles is minimized. To decide. Thereby, the operation efficiency of a train can be improved without impairing passenger convenience.
  • FIG. 1 is a schematic block diagram illustrating a configuration of a traffic system 1 according to the first embodiment.
  • the traffic system 1 includes a plurality of trains 10, an operation management device 20, and a station building management device 40.
  • the train 10 operates on the track.
  • the operation management device 20 manages the operation of the train 10.
  • the station building management apparatus 40 manages information on stations on the track. There are several stations on the track. Each station is provided with a station building management device 40.
  • the train 10 stops at each station. Passengers get on and off the train 10 at the station.
  • the train 10 operates by receiving power supply from the overhead line.
  • the train 10 has a plurality of vehicles. Passenger transport capacity by the train 10 increases as the number of vehicles increases. On the other hand, the power consumption required for operation of the train 10 increases as the number of vehicles increases.
  • the transportation system 1 according to the present embodiment has two types of trains 10 of two-car train and four-car train. That is, there are two types of patterns for the number of effective vehicles according to the present embodiment: two-car trains and four-car trains. Of the trains 10 provided in the transportation system 1, those that are not operating are stored in the garage of the first station on the track.
  • the transportation system 1 determines the number of trains 10 trains for each time period so that the train 10 operation interval is always equal to or less than the minimum operation interval. Thereby, the traffic system 1 can suppress a passenger's waiting time within the minimum operation interval. Therefore, the traffic system 1 can prevent impairing passenger convenience. Moreover, the traffic system 1 determines the number of trains (effective number of vehicles) of each train 10 according to the determined number of operation trains so that the personnel transport amount does not fall below the necessary transport amount. An effective vehicle is a vehicle that can be used by passengers. The traffic system 1 determines the number of vehicles for each train 10 so that the total number of vehicles is minimized. Thereby, the operation efficiency of the train 10 can be improved.
  • the train 10 includes an automatic train protection device 11 (ATP: Automatic Train Protection), an automatic operation control device 12 (ATO: Automatic Train Operation), and an operation data management device 13.
  • the automatic train security device 11 is a device that automatically stops or decelerates the train 10 when the train 10 tries to travel beyond a stop signal and when the train 10 exceeds a predetermined speed.
  • the automatic operation control device 12 operates the train 10 in the operation mode acquired from the operation management device 20.
  • the operation data management device 13 collects data related to the operation of the train 10 and transmits it to the operation management device 20.
  • the data related to the operation of the train 10 includes, for example, a station stop-time boarding rate, a station departure time boarding rate, a boarding / alighting time, and a stop time for each station.
  • the automatic train security device 11 and the automatic operation control device 12 specify the position of the train 10.
  • the automatic train security device 11 and the automatic operation control device 12 control the speed of the train 10 based on the position.
  • the automatic train security device 11 and the automatic operation control device 12 identify the position of the train 10 by communicating with a ground unit provided on the ground.
  • the ground unit transmits information indicating the position where the ground unit is provided and information on the speed limit.
  • the operation management device 20 includes an operation data acquisition unit 21, an operation history database 22, a necessary transport amount specification unit 23, an operation organization number determination unit 24, an effective vehicle number determination unit 25, an index value specification unit 26, a time zone change unit 27, An operation plan determination unit 28 and a control information generation unit 29 are provided.
  • the operation management device 20 generates a daily operation plan.
  • the operation management device 20 transmits the departure time according to the operation plan to each train 10.
  • the operation data acquisition unit 21 collects data related to the operation of the train 10 from the operation data management device 13 included in each train 10.
  • the operation data acquisition unit 21 records in the operation history database 22.
  • the operation history database 22 stores data relating to past operations of the train 10.
  • the operation history database 22 includes the date, day of the week, information indicating whether or not the day is a holiday, information on the event of the day, time, station name, traveling direction, number of passengers at the station stop, number of passengers at the station departure, boarding time, and station stop.
  • the time is stored in association. Among these, the time, the station name, the number of boarding when the station stops, the number of boarding when leaving the station, the getting-on / off time, and the station stopping time are information transmitted from the operation data management device 13.
  • the required transport amount specifying unit 23 specifies the required transport amount for each station and for each time zone based on the information stored in the operation history database 22.
  • the required transport amount is specified based on, for example, a time zone for each time required for the train 10 to go around the track.
  • the necessary transportation amount specifying unit 23 predicts the necessary transportation amount based on, for example, a Bayesian model, a K-Means algorithm, or other prediction algorithms.
  • the required transport amount specifying unit 23 predicts the number of passengers for each station and for each time zone, and determines the maximum number of passengers for one station in a certain time zone as the required transport for that time zone.
  • the method of specifying as quantity is mentioned.
  • the service formation number determination unit 24 determines the number of operation formations of the train 10 for each time zone based on the required transport amount specified by the required transport amount specifying unit 23. Specifically, the operation organization number determination unit 24 evaluates the transportation capacity required for the time zone in three stages according to the necessary transportation amount specified by the necessary transportation amount specifying unit 23.
  • the transportation capacity stages according to the present embodiment are three stages of “off-peak transportation capacity”, “normal transportation capacity”, and “peak transportation capacity”.
  • the “off-peak transportation capacity” is a transportation capacity that is applied when the required transportation amount is relatively small (for example, less than 7000 pphpd (Passengers per hour per direction)).
  • the operation organization number determination unit 24 determines the operation organization number to 28 and sets the operation interval of the train 10 to 200 seconds. decide.
  • the “normal transport capacity” is a transport capacity that is applied when the required transport amount is medium (for example, not less than 7000 pphpd and less than 10,000 pphpd).
  • the number of service formations 28 is the minimum value of the number of operation formations in the present embodiment.
  • the operation organization number determination unit 24 determines the operation organization number to 39 and sets the operation interval of the train 10 to 140 seconds. decide.
  • the “peak transport capacity” is a transport capacity that is applied when the required transport amount is relatively large (for example, 10,000 pphpd or more).
  • the operation organization number determination unit 24 determines the operation organization number to 50 and sets the operation interval of the train 10 to 110 seconds. decide.
  • the personnel transportation amount related to each transportation capacity is calculated on the assumption that all trains 10 have a four-car train (the maximum number of vehicles in the transportation system 1).
  • the effective vehicle number determination unit 25 determines the number of effective vehicles for each train 10 when the train 10 is run with the operation number determined by the operation number determination unit 24.
  • the effective vehicle number determination unit 25 determines the number of effective vehicles of each train 10 so that the personnel transportation amount per unit time does not fall below the necessary transportation amount and the total number of effective vehicles is minimized.
  • the effective vehicle number determination unit 25 satisfies the following equation (1), where x is the number of 4-car trains 10 and y is the number of 2-car trains 10; Identify x and y that minimize the number of trains x (maximum number of trains y). x and y are integers of 0 or more.
  • F is the number of passengers per vehicle.
  • c is the number of service formations determined by the operation number determination unit 24.
  • h is an operation interval determined by the operation organization number determination unit 24.
  • p is a required transport amount.
  • the index value specifying unit 26 is the total number of operating trains determined by the operating train number determining unit 24 and the total power consumption (total energy consumption) when the train 10 of the vehicle organization determined by the valid vehicle number determining unit 25 is operated. Based on the operation complexity index and the passenger convenience index, an index value for the operation plan is calculated.
  • the operation complexity index is a value indicating the operation complexity related to the operation of the train 10. The operation complexity index shows a higher value as the frequency of changing the number of effective vehicles is higher.
  • the passenger convenience index is a value indicating the convenience of the transportation system 1 for passengers when the operation plan is adopted. The passenger convenience index shows a higher value as the boarding rate and waiting time are higher.
  • the time zone changing unit 27 changes the length of the time zone used by the valid vehicle number determination unit 25 to determine the number of valid vehicles.
  • the length of the time zone is preferably an integral multiple of the time required for the train 10 to make one round of the track.
  • the operation plan determination part 28 employ
  • the control information generation unit 29 generates control information for performing control to operate the train 10 having the effective number of effective vehicles related to the operation plan adopted by the operation plan determination unit 28 at a predetermined interval.
  • the control information generation unit 29 transmits the control information to the automatic operation control device 12 of each train 10 and the station building management device 40 of each station.
  • FIG. 2 is a flowchart showing the operation of the operation management apparatus 20 according to the first embodiment.
  • FIG. 3 is a diagram showing the relationship between the required transportation amount and transportation capacity for each time.
  • the operation management device 20 creates a daily operation plan before starting the operation of the first flight.
  • the necessary transport amount specifying unit 23 specifies the number of passengers for each station at each time on the day on which the operation plan is created, based on the data relating to the operation of the past train 10 recorded in the operation history database 22. (Step S1).
  • Line group L1 shown in FIG. 3 represents the fluctuation
  • the required transport amount specifying unit 23 specifies the required transport amount based on the maximum number of passengers at each time (step S2).
  • the required transport amount according to the present embodiment is calculated based on a value obtained by adding a margin that allows the fluctuation of the number of passengers to the maximum number of passengers at each time.
  • a line L2 shown in FIG. 3 represents a change in the required transport amount.
  • the number-of-services determination unit 24 identifies the transport capacity (off-peak transport capacity, normal transport capacity, or peak transport capacity) required for each time zone based on the required transport amount specified by the required transport amount specifying unit 23. (Step S3). That is, the operation organization number determination unit 24 determines the operation organization number and the operation interval for each time zone based on the necessary transportation amount specified by the necessary transportation amount specifying unit 23.
  • the line L3 shown in FIG. 3 represents the fluctuation
  • the line L3 represents the transport capacity when all the trains 10 are run in a four-car train (the maximum number of vehicles in the traffic system 1).
  • a line L4 illustrated in FIG. 3 represents a standard operation plan generated without using the operation management device 20.
  • the transport capacity related to the number of service formations determined by the service formation number determination unit 24 is smaller than the transport capacity related to the standard operation plan.
  • the transportation capacity related to the number of service formations determined by the operation composition number determination unit 24 is always larger than the necessary transportation amount. That is, the operation organization number determination unit 24 can reduce the excess of the operation organization number while ensuring the transportation capacity capable of transporting the necessary transportation amount.
  • the effective vehicle number determination unit 25 determines the number of trains 10 and the number of two-car trains based on the above equation (1) for each time zone when the day is divided into a plurality of predetermined time zones.
  • the number of trains 10 for organization is determined (step S4).
  • a line L5 illustrated in FIG. 3 represents a change in the transportation capacity based on the number of effective vehicles determined by the effective vehicle number determination unit 25.
  • the transport capacity related to the number of valid vehicles determined by the valid vehicle number determination unit 25 is smaller than the transport capacity when all trains 10 are run in a four-car train.
  • the transportation capacity related to the number of effective vehicles determined by the effective vehicle number determination unit 25 is always larger than the necessary transportation amount. That is, the effective vehicle number determination unit 25 can reduce the excess of the transport capacity without changing the number of operation trains.
  • the index value specifying unit 26 calculates the occupancy rate when the four-car train 10 and the two-car train 10 are operated with the number determined by the effective vehicle number determination unit 25 for each time zone. (Step S5).
  • the index value specifying unit 26 can calculate the boarding rate by dividing the required transport amount specified in step S2 by the transport capacity of the train 10.
  • the transport capacity of the train 10 can be obtained by multiplying the total number of effective vehicles of the train 10 traveling in the time zone by the number of passengers per vehicle.
  • the index value specifying unit 26 calculates the daily power consumption based on the calculated boarding rate (step S6). Specifically, the index value specifying unit 26 can calculate the power consumption per day by calculating the power consumption P t according to the following formula (2) for each time zone t and taking the sum thereof. .
  • W t represents the vehicle weight in the time zone t.
  • the vehicle weight W t is a value obtained by adding the empty vehicle weight to a value obtained by multiplying the full passenger weight by the boarding rate in the time zone t calculated in step S5.
  • W full indicates the full vehicle weight.
  • the full vehicle weight W full is a value obtained by adding the empty vehicle weight to the passenger weight when the vehicle is full.
  • V t is (if having a vehicle train 10 is not enabled vehicle, including the vehicle) the vehicle speed of the train 10 running in the time zone t is the sum of.
  • ⁇ is a coefficient indicating the relationship between vehicle weight and power consumption. The coefficient ⁇ is a value obtained in advance by simulation or a field test.
  • the index value specifying unit 26 adds a value obtained by multiplying the number of times of switching the number of effective vehicles determined by the number of valid vehicles 25 by a predetermined coefficient, and a value obtained by multiplying the number of times of diamond change by a predetermined coefficient.
  • the obtained value is specified as the operation complexity index (step S7).
  • the number of times of switching the number of effective vehicles is the number of times that the combination of the number of vehicles of the four-car train and the two-car train is changed.
  • the number of times of diamond change is the number of times the number of trains per unit time changes.
  • the index value specifying unit 26 calculates a sum of a value obtained by multiplying the average of the boarding rates calculated in step S5 by a predetermined coefficient and a value obtained by multiplying the average of the operation intervals determined in step S3 by a predetermined coefficient, It is specified as a passenger convenience index (step S8).
  • the index value specifying unit 26 calculates a sum value obtained by multiplying the calculated power consumption, the operation complexity index, and the passenger convenience index by a weighting factor as an index value of the operation plan (step S9).
  • the weighting factors of the calculated vehicle weight, the operation complexity index, and the passenger convenience index are appropriately set by the administrator of the transportation system 1. For example, if power consumption and passenger convenience are more important than operation complexity, the administrator should set the operation complexity index weighting factor low, and the power consumption and passenger convenience index weighting factor. Set the value higher.
  • the operation plan determination unit 28 determines whether or not the index value specification by the index value specifying unit 26 has been executed a predetermined number of times or more (step S10).
  • the operation plan determining unit 28 determines that the specified number of index values by the index value specifying unit 26 is less than the predetermined number (step S10: NO)
  • the time zone changing unit 27 is enabled by the effective vehicle number determining unit 25.
  • the length of the time zone serving as a reference for calculating the number of vehicles is changed (step S11). The longer the time of day, the lower the operational complexity because fewer opportunities to change the number of valid vehicles.
  • the operation management apparatus 20 returns to step S4, and determines the number of effective vehicles for every changed time slot
  • the operation plan determination unit 28 determines that the specified number of index values by the index value specifying unit 26 is a predetermined number or more (step S10: YES)
  • the combination of the trains 10 determined by the effective vehicle number determining unit 25 is determined.
  • the one with the smallest index value identified by the index value identifying unit 26 is determined as a daily operation plan (step S12).
  • the operation plan determination part 28 can produce
  • the control information generation unit 29 generates control information for the train 10 and the station based on the operation plan determined by the operation plan determination unit 28 (step S13).
  • the control information of the train 10 includes information on the departure time of each station.
  • the station control information includes platform door control information.
  • the station control information includes passenger guidance information because the station staff needs to indicate to the passenger at which position of the platform the vehicle stops depending on the number of trains formed in the train 10.
  • the control information generation unit 29 transmits the generated control information to the train 10 and the station building management device 40.
  • the train 10 operates according to the operation plan generated by the operation management device 20.
  • the number of trains of the train 10 that operates in the operation plan may be changed.
  • An example of a method for changing the number of vehicle formations is shown below.
  • a method of changing a 4-car train 10 to a 2-car train a method of changing a train 10 to a 2-car train by separating two vehicles from the train 10, and a 4-car train 10 of a starting station
  • a method of replacing the train with a two-car train 10 stored in the garage is mentioned.
  • a method of making the train 10 a four-car train by additionally connecting two vehicles to the train 10, and a train 10 of a two-car train Is replaced with a four-car train 10 stored in the garage of the starting station.
  • the traffic system 1 determines the number of trains 10 trains for each time period so that the train 10 operation interval is always equal to or less than the minimum operation interval. Thereby, the traffic system 1 can suppress a passenger's waiting time within the minimum operation space
  • the traffic system 1 determines the number of vehicle formations of each train 10 according to the determined number of train formations so that the personnel transportation amount does not fall below the required transportation amount and the total number of vehicle formations is minimized. Thereby, the traffic system 1 can improve the operation efficiency of the train 10.
  • FIG. 4A and 4B are diagrams illustrating effects of the first embodiment.
  • FIG. 4A is a diagram illustrating a change in the boarding rate of the train 10 for each time.
  • FIG. 4B is a diagram illustrating fluctuations in power consumption of the train 10 for each time.
  • the train 10 is operated according to the number of service formations determined by the operation number determination unit 24, so that the train 10 is boarded as compared to the case where the train 10 is operated according to the standard operation plan. It can be seen that the rate is improved and the power consumption is reduced.
  • the boarding rate of the train 10 is further improved compared to the case where only the number of train formations is changed, It can also be seen that the power consumption is further reduced.
  • the traffic system 1 determines that the index value that is the sum of the power consumption, the operation complexity index, and the passenger convenience index multiplied by the weighting coefficient is the smallest.
  • the operation plan is decided. Thereby, the traffic system 1 can operate the train 10 in accordance with an operation plan that balances operation efficiency, operation complexity, and passenger convenience.
  • the traffic system 1 according to the first embodiment changes the number of trains of the train 10 based on the number of effective vehicles determined by the effective vehicle number determination unit 25.
  • the traffic system 1 according to the second embodiment does not change the number of vehicle formations of the train 10.
  • the process of changing the number of trains in the train 10 requires connecting and disconnecting of the vehicles or taking in and out of the train 10 from the garage. Therefore, the operation becomes complicated when the number of vehicle formations is frequently changed. Therefore, the traffic system 1 according to the present embodiment simplifies the operation by not changing the number of vehicle formations according to the number of effective vehicles.
  • FIG. 5 is a schematic block diagram showing the configuration of the traffic system 1 according to the second embodiment.
  • the control information generation unit 29 generates control information related to the auxiliary equipment of the train 10.
  • the auxiliary machine control device 14 of the train 10 operates based on the control information.
  • the auxiliary machine control device 14 controls the operation of the auxiliary machine of the train 10. Examples of auxiliary machines include air conditioners and door opening and closing devices.
  • the control information generating unit 29 When the number of effective vehicles of a certain train 10 is changed from four to two, the control information generating unit 29 does not supply auxiliary power to the last two vehicles among the vehicles of the train 10. Control information to be generated. Thereby, the traffic system 1 stops the auxiliary machine of vehicles other than an effective vehicle about the train 10 which has the vehicle more than the effective vehicle number which the effective vehicle number determination part 25 determined. As a result, the top two vehicles among all four vehicles included in the train 10 become effective vehicles. Passengers will not be able to board the last two vehicles of all four vehicles included in the train 10. Similarly, when the number of effective vehicles of a certain train 10 is changed from two to four, the control information generating unit 29 causes all of the vehicles included in the train 10 to supply auxiliary power. Control information to be generated. Thereby, all four vehicles with which the train 10 is provided become effective vehicles.
  • the traveling train 10 always has a four-car train (the maximum number of vehicles in the traffic system 1). For this reason, the power consumption is larger than that in the first embodiment. On the other hand, the power consumption is reduced for at least the auxiliary power supply for vehicles other than the effective vehicle. Further, according to the present embodiment, the number of trains of the train 10 does not change according to the number of effective vehicles. Therefore, the traffic system 1 can simplify the operation.
  • the operation management apparatus 20 determines both the number of trains and the number of valid vehicles based on the required transport amount, but is not limited thereto.
  • the operation management apparatus 20 may determine only the number of effective vehicles of the train 10 based on the necessary transportation amount without changing the operation organization number from the standard operation plan. Also in this case, the traffic system 1 can improve the operation efficiency of the train 10 without increasing the waiting time of the passengers compared to the standard operation plan.
  • the traffic system 1 has been described with respect to the case where the number of trains 10 is selected from two types of two-car trains and four-car trains, the present invention is not limited to this.
  • the number of trains 10 may be three or more.
  • the pattern of the number of formations of the train 10 may not be determined in advance.
  • the boarding / exiting time specifying unit 23 specifies the boarding / exiting time based on information stored in the operation history database 22 is described, but the present invention is not limited thereto.
  • the ticket gates at each station can specify the boarding station and the departure station from a ticket or commuter pass.
  • the boarding rate may be specified based on the number of passengers at each station specified from data collected by the ticket gates at each station.
  • the traffic system 1 according to the first embodiment changes the number of train formations of the train 10, and the traffic system 1 according to the second embodiment supplies auxiliary power without changing the number of train formations of the train 10.
  • the traffic system 1 according to another embodiment may change the number of trains in the train 10 or change the number of trains without changing the number of trains so that the index value specified by the index value specifying unit 26 becomes small. It may be selected whether to change the presence or absence of power supply.
  • FIG. 6 is a schematic block diagram illustrating a configuration of a computer 900 according to at least one embodiment.
  • the computer 900 includes a CPU 901, a main storage device 902, an auxiliary storage device 903, and an interface 904.
  • the operation management apparatus 20 described above is mounted on the computer 900.
  • the operation of each processing unit described above is stored in the auxiliary storage device 903 in the form of a program.
  • the CPU 901 reads the program from the auxiliary storage device 903 and expands it in the main storage device 902.
  • the CPU 901 executes the above process according to the program.
  • the auxiliary storage device 903 is an example of a tangible medium that is not temporary.
  • Other examples of non-temporary tangible media include magnetic disks, magneto-optical disks, CD-ROMs, DVD-ROMs, and semiconductor memories connected via an interface 904.
  • the program may be for realizing some of the functions described above.
  • the program may be a so-called difference file (difference program) that realizes the above-described function in combination with another program already stored in the auxiliary storage device 903.
  • the operation management device determines the number of effective vehicles for each train so that the personnel transportation amount per unit time does not fall below the required transportation amount and the total number of effective vehicles is minimized. Thereby, the operation management apparatus can improve the operation efficiency of a train, without impairing a passenger's convenience.

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  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
PCT/JP2014/083604 2014-03-25 2014-12-18 運行管理装置、列車制御方法及びプログラム Ceased WO2015145900A1 (ja)

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WO2017168940A1 (ja) * 2016-03-31 2017-10-05 株式会社日立製作所 データ統合分析システム
SG10201705461QA (en) * 2017-07-03 2019-02-27 Nec Asia Pacific Pte Ltd Method and apparatus for estimating capacity of a predetermined area of a vehicle
JP6755221B2 (ja) * 2017-07-26 2020-09-16 株式会社日立製作所 隊列交通システム及び隊列交通制御方法
WO2022013971A1 (ja) * 2020-07-15 2022-01-20 三菱電機株式会社 特別車両運行システム及び特別車両運行方法
JP7175351B2 (ja) * 2021-01-11 2022-11-18 三菱電機株式会社 運賃特定装置、運賃特定方法及び運賃特定プログラム
JP7643210B2 (ja) * 2021-06-30 2025-03-11 セイコーエプソン株式会社 導出方法、導出装置、導出システム、プログラム

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GB2538475A (en) 2016-11-16
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SG11201607676RA (en) 2016-11-29
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US10053123B2 (en) 2018-08-21
JP6222841B2 (ja) 2017-11-01
US20170080963A1 (en) 2017-03-23

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